True cost of ownership • Mandated EOBRs • Choosing the best engine
Managing Equipment Assets
Tom Botsios Executive VP Central Freight Lines
On the Inside
Vol. 39 | Number 7 | 2013
Fuels & Lubes
Founded 1974. Copyright 2013 Babcox Media Inc.
Service & Support
D. MICHAEL PENNINGTON
Tires & Wheels
Light- & Medium-Duty SETH SKYDEL
Departments 14 Timely Tips Seven critical steps to lift safety
16 ASE Test time management
Refrigerated Trucking | Plugging in to keep the cold stuff cold
IT for Asset Management | Convenient and effective: cardless fueling
Special Report | True cost of ownership: value of replacing vehicles
Before & After(market) | Trailers...what you need to know about used trailers
Equipment Management | Designed for fuel economy: specâ€™ing engines
Aftermarket Insights | Mandated EOBRs/ELDs: beyond HOS compliance
Fleet Profile | Standing apart: clean vehicle initiatives
18 Industry News Class 8 orders rise 29%
30 Truck Equipment Hino expands COE offerings
53 Truck Products SAF-Holland rolls out lightweight Tridem Slider Suspension
54 Trailers & Bodies Carrier Transicold introduces new X4 Series trailer units
55 Shop New Rotabroach kit offered
EDITORIAL ADVISORY BOARD Steve Duley, Vice President of Purchasing Schneider National Inc.
David Foster, Vice President of Maintenance Southeastern Freight Lines
Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.
Peter Nativo, Director of Maintenance Transport Service Co.
Darry Stuart, President & CEO DWS Fleet Management
Rapid Response: 800-930-7204 ext. 52001
PUBLISHER Dean Martin, Publisher 330-670-1234, Ext. 225 email@example.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 firstname.lastname@example.org Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 email@example.com Seth Skydel, Senior Contributing Editor 330-670-1234 firstname.lastname@example.org D. Michael Pennington, Senior Staff Writer 248-872-6760 email@example.com Al Cohn, Contributing Editor 330-670-1234 firstname.lastname@example.org John Martin, Contributing Editor 330-670-1234 email@example.com Paul Hartley, Contributing Editor 507-645-2200 firstname.lastname@example.org GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 email@example.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 firstname.lastname@example.org CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 email@example.com Star Mackey, Circulation Assistant 330-670-1234, Ext. 242 firstname.lastname@example.org CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman
2 July 2013 | Fleet Equipment
BYODs: Not the whole solution CAROL BIRKLAND | EDITOR-IN-CHIEF
hen it comes to onboard communication, fleets need to determine their objectives before investing. For about the last two decades, fleets have had a number of vehicle onboard communication devices to connect with drivers, track loads and monitor onboard components. But a lot has changed in the last 20 years. Communication devices now range from proprietary units purchased and installed by fleets to computing devices owned by drivers— smartphones, laptops, tablets and other PDAs—often referred to as “bring your own device (BYOD).”
According to Brian McLaughlin, president of PeopleNet, “The proliferation of advanced communications, computing devices and applications for personal use is driving the debate over device ownership and the ‘right’ model for transportation companies. The questions of whether employees should be allowed to connect their personally-owned devices to the company network or whether employees should be allowed to use company-owned devices for personal as well as business use have made device ownership a sensitive issue. This, on top of security, privacy, cost and supportability issues, gives fleet owners plenty to think about when selecting mobile technology.” Historically, fleets have opted for fleet-managed or “corporate-owned, corporately-enabled” devices, which offers little to no choice to users, but maintains control for the fleet. The company owns the communication device and does not allow incorporation of personal applications on it. As a result, this model provides the highest levels of support, security and compliance. The continuous stream of innovative consumer devices and services now make BYOD attractive to endusers. Fleet IT departments provide device support and security. While IT departments initially supported the concept to shift the burden and expense of hardware ownership (and replacement) to drivers, IT has come to appreciate how onerous it can be to deal with an infinite variety of platforms and profiles, hardware and security, McLaughlin notes. It is the classic trade-off between choice and complexity. As a result, IT is rethinking BYOD and reshaping it with corporate-owned, personally-enabled (COPE) policies. Instead of making corporate functions work on personal devices, COPE sets up a framework to support and allow personal uses of company devices. The company selects preferred devices, buys and owns them, but the employee is allowed, within reason, to install the applications they want on the device. The company also establishes usage and cost thresholds for employees. Most important, in a COPE environment, the company reserves the right to disconnect devices on the corporate network when necessary (as in the case of a security breach) to keep their networks and information secure, one of the biggest issues associated with BYOD programs. McLaughlin reminds fleets that despite the communication device choices, the right software application is always the source of the greatest ROI, and the most effective applications are usually those that are fleet-specific and controlled. /
Rapid Response: 800-930-7204 ext. 52003
witching to natural gas can lead to significant savings for some fleet applications. As the cost of diesel continues to fluctuate, natural gas (NG) fuel prices have remained relatively stable—and less expensive— making it an economical choice. Heavy-duty truck manufacturers have realized the cost-saving potential and have responded with various NG-powered offerings that provide fleets with options when considering truck models. Read on for a recap of some of the latest NG offerings. The Freightliner M2 112 NG, featuring the Cummins Westport ISL G, is ideal for regional distribution, pick up and delivery, food and beverage, and utility use, the truck maker said. The model can handle GVWs up to 66,000 lbs. and can be spec’d to handle GVW/GCW up to 80,000 lbs., depending on application. Freightliner offers factory-installed and warrantycovered compressed natural gas (CNG) tanks in 60 diesel gallon equivalent (DGE) and 75 DGE configurations in the M2 112, installed back of cab. Factory-installed liquefied natural gas (LNG) options on the M2 112 include 119- and 150-gal. tanks, which equate to 65 and 86 DGE, respectively. Freightliner plans to begin production of its Cascadia 113 NG in the fourth quarter of 2013. The truck incorporates the clean-engine technology of the new Cummins Westport ISX12 G heavy-duty NG engine, which offers 400 HP and 1,450 lb./ft. of torque. An increased variety of available CNG and LNG fuel tank options will allow for increased range over other product offerings, the truck maker said. Kenworth offers several NG models.
4 July 2013 | Fleet Equipment
The appeal of NG BY DENISE KOETH | SENIOR EDITOR
The T440, T470 and W900S are offered with the Cummins Westport ISL G engine that can run on either LNG or CNG. These three models can be ordered with ratings up to 66,000 lbs. GCW. The T440 also can be spec’d as a heavy Class 7 at 33,000 lb. GCW. The Kenworth T660, T800 short hood (116.5-in. BBC), and W900S are available with the Cummins Westport ISX12 G engine, which the truck maker said requires a single fuel source and can run on either CNG or LNG. Also available for heavier applications is Kenworth’s T800 standard hood (122.5-in. BBC) with the West-
when compared to diesel-powered engines. VNL daycabs powered by the Volvo D13-LNG engine will be available for order during the second half of 2014. Mack Trucks’ 12-liter NG-powered Pinnacle Axle Back model offers a NG solution for on-highway applications. Ideal for regional haul and LTL, the Mack Pinnacle is equipped with the Cummins Westport ISX12 G engine and available for order with either an LNG or CNG fuel system. Navistar said the International TranStar CNG, with a spark-ignited, turbo-charged engine rated at 320 HP with 1,000 lb./ft. of torque, is well-
…natural gas (NG) fuel prices have remained relatively stable… port 15L HPDI technology NG engine. The T800—available only for LNG use—can be ordered in a GCW starting at 80,000 lb. for over-theroad operation, with additional ratings exceeding 130,000 lbs. available for heavy applications. Volvo currently offers two NG-powered Class 8 solutions: the VNL daycab, equipped with a 12-liter Cummins-Westport ISX12 G engine, and the VNM daycab, featuring a factory-installed 8.9 liter Cummins ISL G engine. Volvo said its proprietary 13-liter LNG compression-ignition engine, utilizing a small amount of diesel fuel to ignite the LNG, delivers diesel-like durability and performance in terms of horsepower and torque. The D13LNG also provides about a 20% fuel efficiency improvement compared with spark-ignition NG engines and an even greater fuel cost reduction
suited for a variety of applications. Available through a partnership with Westport, the ISL-G combines high displacement and superior horsepower with proven Wastegate turbocharger technology for impressive low-end torque, transient response, and increased fuel efficiency, the truck maker said. Peterbilt recently announced the availability of the new 2013 Cummins Westport ISX12 G NG engine. Based on the Cummins ISX12 diesel engine, the ISX12 G is both EPA and CARB certified; it will not require a diesel particulate filter or a selective catalytic reduction system, the truck maker added. Available in August, the ISX12 G features spark ignition technology and a 3-way catalyst, and will be available with a maximum 400 HP and max torque ratings of up to 1,450 lb./ft. /
Rapid Response: 800-930-7204 ext. 52005
Fuels & Lubes
he Federal government has finally approved the design and construction of a second liquified natural gas (LNG) export terminal (Canada has several). For some time, Cheniere Energy had the only LNG site approved by the U.S. government. Some question existed as to whether or not the government was going to allow natural gas producers to export natural gas to other countries. (The exportation of U.S. crude oil is banned by law.) The lack of approval of a second LNG export terminal served to put a damper on some natural gas producers. They felt it would take considerable time to develop the market for compressed natural gas (CNG) in this country, so they were reluctant to spend valuable exploration and production (E&P) dollars before the market in the U.S. was significantly larger. Since the cost of petroleum in Europe and China is four times what it is in the U.S., approval to export natural gas in LNG form (to minimize shipping costs) will cause natural gas developers to accelerate their E&P efforts. Mobil is currently making plans to build a $10 billion terminal to export LNG to Qatar. This is a threefold endorsement of gaseous fuels. First, Mobil wouldn’t invest that much time and energy without a guaranteed return. Second, the Middle East is now realizing that its crude oil reserves (that have been overstated for years) are playing out. Third, it says that the Middle East’s extensive investment in solar power wasn’t the solution to its energy shortages.
6 July 2013 | Fleet Equipment
Positive alternate fuel news BY JOHN MARTIN | CONTRIBUTING EDITOR
Several major companies have invested heavily in Arctic crude oil E&P, but Arctic crude is extremely expensive to find and bring to the surface. It just doesn’t make economic sense in North America. That’s why the majority of investment has been by Europeans (including Russia, Scandinavia and Shell). They intend to sell this crude in Europe and China at much
…the Middle East is now realizing that its crude oil reserves (that have been overstated for years) are playing out.
higher prices than it will bring in North America. We will get all the crude we need from both the U.S. and Canada. BP, which has a huge presence in the U.S., is spending millions to convert a refinery in Whiting, Ind., to handle the Canadian heavy oil crude extracted from oil sands. This refinery update will be completed before fall and will increase U.S. refining capac-
ity by more than 200,000 barrels per day. Canadian crude currently costs $22 a barrel less than West Texas Intermediate crude. The International Energy Agency (IEA), based in Paris, recently stated that North America will provide 40% of new oil growth through 2018. OPEC’s contribution will slip to 30% by then. Global oil demand is expected to increase by 6.1 million barrels per day (6.7%) to 96.7 million barrels per day by 2018. In fact, it now appears that the petroleum needs of China and India will be primarily met by U.S. production increases. North American production is expected to increase by 3.9 million barrels per day by 2018. Environmental activists’ efforts to ban all U.S. “fracking” are now encountering some resistance in two states. California recently defeated a bill to ban all fracking within the state’s borders. Two cities in Colorado, one of the top 10 U.S. oil producing states, recently banned fracking. Now the discussion has escalated to the state level. Since the Governor of Colorado is a licensed geologist with a master’s degree, he should add some needed stability and logic to these rather emotional discussions. The oil industry currently provides 4,800 jobs in the state of Colorado. How about that for a turnaround? A few years ago, no one would have predicted that U.S. shale oil production could be responsible for getting our economy back on track. Now let’s get that Keystone XL pipeline quickly approved! /
Rapid Response: 800-930-7204 ext. 52007
Service & Support
arts and service are the heart of fleet maintenance operations and the lifeblood of the OE dealership. It’s simply what keeps the trucks and trailers on the road generating revenue for both parties. Over the past few years, virtually all truck OEMs developed their own parts brand to address the all-makes truck parts market and to appeal to the second, third and fourth owners, as well as to the independent service garages, with a lower cost model (than the genuine part) to attract those end-users back to the dealership beyond the warranty period.
…all the truck OEMs developed their own parts brand... In many cases, first-owner fleets use these lower cost products when a vehicle is nearing the end of its tenure. Second owners (smaller fleets) are encouraged by this to purchase nonOEM-quality replacement parts. “More than ever, truck operators and the independent shops are rushing to the ‘white box’ because they are recognizing the trusted products at a value price,” said Todd Biggs, director of aftermarket parts and marketing, Alliance Truck Parts (a brand of Daimler Trucks North America). Alliance said its goal is “to supply a strategic lineup of need-it-now and frequent-replacement parts, delivering on our “good parts/better prices” promise. Our brand must be the better part with a good price, since the 8 July 2013 | Fleet Equipment
Parts at the heart of the operation BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER
first owner, plus the subsequent owners, seek value,” Biggs said. “We’ve worked hard to deliver on our allmakes promise of offering better parts (over 30 parts) at value prices at more than 800 locations. That value, the expanding breadth of our product offering, the one-year unlimited mileage warranty, and the nationwide availability are helping our brand’s gains with customers.” He also called the options for aftermarket parts overwhelming; and one truck operator from Kentucky said, “The source, as well as the quality of what comes out of the box, can impact my operation’s bottom line.” With a rebranding effort launched in early 2011, Alliance has accomplished several key steps: • Bolstered its catalog offering, focusing on frequent-replacement parts and accessories. The catalog information is available online in downloadable PDF format or active Zmag digital publishing platform. • Launched a new mobile-optimized website to address the immediacy of on-road repairs. Its focus is on expanded product content. • NASCAR Nationwide Series car and driver sponsorship continued with the parts maker’s partnership with Penske Racing. • Launched a new line of heavyduty alternators that stand up to the higher temperatures of today’s EPAcompliant engines and meet quality, fit and finish requirements. “When a truck is down, it costs the owner more than just the money to repair it,” added Biggs. The supplier intends to offer more remanufactured components, while sales of glider kits continue to soar as particular fleets wish to “re-outfit” their own power units using quality parts and their own talented technicians.
Complementing DTNA’s focus on improved parts service, the company has raised the bar for customer service to end-users on the dealer side of the equation. Its network of Elite Support Certified dealers continues to grow as fleets and owner-operators become aware of the services offered at these locations. Freightliner and Western Star Elite Support Certified dealers (95 today with 63 more dealers working to meet criteria) offer rapid diagnostics and consistent communication, making certification an item that fleets request. “Elite Support focuses on enhancing dealership processes that address customer concerns, which leads to higher customer satisfaction,” said Martin Osborne, general manager of distribution network development, DTNA. “Our dealers are engaged and invested in making advancements that not only improve the customer experience, but also help make dealers more efficient.” The brand is probably 12 or 13 years old and has developed over time as Freightliner has added products to its portfolio. It is only offered to Freightliner dealers and has created a nice niche for them. In addition, it has been backed by some significant marketing dollars in terms of advertising and NASCAR sponsorship. Freightliner has made a significant investment in developing its own brand of products. Alliance plays a significant role in Freightliner’s parts strategy, offering purchasing leverage against genuine branded supplier products such as Meritor, Dana or Eaton, etc. The product categories are usually quoted on a periodic basis, so purchasing has more options than just what was selected on the new vehicle. /
Rapid Response: 800-930-7204 ext. 52009
Tires & Wheels
aintaining proper tire inflation pressure is a goal for every fleet manager. When the proper air pressure is correctly set, tire removal miles, fuel economy and retreadability all are maximized. Air carries and supports vehicle loads; in a perfect world, depending on the specific load, the inflation pressure should be set accordingly. If a loaded tire is carrying 6,000 lbs. when run on the steer position, then the recommended tire inflation is 110 PSI for the common 295/75R22.5 low profile tire size. Load-inflation tables state the designed tire pressure defined for given tire loads. These tables are readily available on all the tire companies’ websites. However, be careful when reading these charts, since the recommended pressures vary depending on tires being run as singles or as duals. Since it is totally impractical to change tire pressures every time the trailer load changes, the recommended tire pressure setting must be based on the worst case load scenario. Even though the average load may be significantly lower than the worst case load, it still is very important to set the pressure based on that worst case load scenario. Fleet tire managers typically ask how frequently they should be checking tire pressures—and why tires lose so much air during the course of the year. There really are only four reasons why tires lose air: 1. Osmosis of air through the tire casing can lead to a loss of 1 to 3 PSI per month, depending on the specific tire make and model. The type of compounds used in the manufacture of the tire can have a big impact on osmosis. The composition and
10 July 2013 | Fleet Equipment
Why do tires lose air? BY AL COHN | CONTRIBUTING EDITOR
gauge of the tire innerliner compound also plays a significant role in osmosis. Losing 2 PSI per month does not sound like very much, but after 12 months the tire would be considered “flat” and should be removed from service. If a tire is measured to be 20% under the fleet’s specification, the industry recommendation is to remove the tire from service, dismount and determine exactly what is going on with the tire. 2. Slow leaking punctures in the tread are the leading cause of tires
So, how frequently should a fleet be checking tire pressures? It depends on the type of service vocation. If vehicles see a high volume of mixed service and are on unpaved roads, then tires need to be checked a lot more frequently than tires running on vehicles that are going coast-to-coast over the interstates. If the vehicles are coming back home every night and travel on good roads, then a once a week check of tire pressures is the standard recommendation. However, it always is a
…it always is a good practice to check tire pressures as often as is practical. losing air. A nail embedded in a tire’s groove may cause a loss of 2 or 3 PSI per day, not 2 or 3 PSI per month as with osmosis. You can check the tire pressure before the vehicle leaves the yard in the morning, yet pick up a nail just a few minutes later. 3. Leaking valve stems and cores are another cause of low tire pressure. Over-tightening valve cores can lead to loss of air. There actually is a specification of 4 in.-lbs. of torque on a tire valve core. Valve core pre-set torque wrenches are available through tire supply companies. 4. Finally, tires lose air through impact breaks. Running over large objects and hitting the curbs on those right-handed turns can lead to air loss, which is usually sudden and will lead to an emergency roadside service call.
good practice to check tire pressures as often as is practical. Having said that, it is fair to note that the drawback with checking tire pressures frequently is that it just takes time. Checking the pressure of 18 tires with valve caps on one rig can take up to 15 minutes to complete. Finally word of advice—always use a pressure gauge that has been calibrated. Some stick gauges are adjustable by turning a screw located in the bottom of the gauge. Many truck stops have air inflation calibration stations to check your pressure gauges. Even brand new pressure gauges out of the box are only accurate to +/- 3 PSI, so it is a good idea to check your gauges for accuracy on a regular basis. /
Rapid Response: 800-930-7204 ext. 52011
Light & Medium-Duty
sing technology helps reduce accident frequency and costs. During the National Safety Council’s Distracted Driving Awareness Month, SmartDrive Systems announced initial results of a study designed to explore the distracted driving rate in commercial fleets. The Distracted Driving Index concluded that the top 5% of commercial vehicle drivers are distracted 79% of the time during risky driving maneuvers, a rate that is nearly six times higher than the rest of the drivers in the study. For the study, SmartDrive evaluated more than 15.1 million video events recorded over the course of 2012 and quantified distractions such as mobile phone use, eating, drinking, doing paperwork, personal hygiene and other activities. The percentages reflect how often a distraction was observed when a risky driving maneuver was recorded. For example, over 30% of distracted drivers were eating and drinking while speeding. For many light- and medium-duty fleet managers, addressing safety is an important but time-consuming process. There are, however, solutions available that can be used to effectively and efficiently work with drivers to change unsafe behaviors. The SmartDrive integrated solution of onboard video and audio, and vehicle data capture systems, detects risky and inefficient driving behaviors. The SmartDrive Review Center categorizes and prioritizes the triggered driving events based on more than 70 observation points. This information is then used to provide focused training and coaching programs that target and prioritize the areas needing improvement. Loomis has implemented the SmartDrive solution in more than 2,600 ar-
12 July 2013 | Fleet Equipment
Addressing safety BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
mored vehicles that travel over 72 million miles annually. Results reported by the company include a 53% reduction in speeding and collision frequency. “SmartDrive gives us the opportunity to correct unsafe behaviors, because we see incidents occur that we normally wouldn’t see,” said Randy Sheltra, vice president of safety for Loomis. “By changing those driving behaviors, we can reduce the impact of the most significant incidents and keep the general public safer.” ICEE Co., producer of frozen carbonated beverages, is currently implementing SmartDrive programs across its company fleet of 680 distribution and service vehicles that operate from over 100 service centers nationwide. The company will be using the solution to develop focused driving skills training programs aimed at reducing risk and generating fuel savings. “We were already sold on the benefits of event triggered video capture to improve driving skills,” said Rod Sexton, vice president of operations at ICEE Co. “We chose SmartDrive because of the support and coaching programs that come with the product. We believe we will see more efficient drivers and a measurable reduction in collisions.” DriveCam also supplies a program that combines data and video analytics with real-time driver feedback and coaching. The solution uses the company’s Driver Science Engine, which scores, prioritizes and tracks results of driving behaviors. Fleets manage the program through a web-based portal. Orange County, Fla., has implemented the DriveCam solution in its fleet of 2,200 vehicles. In the first year, the county realized an 81% re-
duction in the cost of accidents and a 76% drop in accident frequency. “We started to see poor driving behaviors that we were able to address immediately,” said John Petrelli, manager of risk management for the county. “With DriveCam, we’re now able to enforce a lot of those elements that we wouldn’t be able to see otherwise.” DriveCam has just announced that
The Distracted Driving Index concluded that the top 5% of commercial vehicle drivers are distracted 79% of the time during risky driving maneuvers… TXI, a supplier of building materials with subsidiaries in five states, is deploying its solution across its fleet of ready-mix concrete trucks, and aggregate and cement hauling vehicles. “We used DriveCam for about six months and experienced a major reduction in claims compared to last year, as well as a reduction in total costs,” said Jamie Rogers, TXI’s vice president and COO. When fleets and drivers alike know exactly what is causing distractions on the road and are taking steps to address them, more cost-effective and safer operations are possible. /
Rapid Response: 800-930-7204 ext. 52013
Timely Tips Seven critical steps to lift safety
Rapid Response: 800-930-7204 ext. 52014
tertil-Koni said its research has shown there are seven key steps that fleets observe prior to lifting heavy-duty work vehicles in commercial maintenance facilities. “When it comes to using heavy-duty
14 July 2013 | Fleet Equipment
vehicle lifts, safety is paramount. That’s why we strongly recommend a disciplined approach to ensure top performance and complete operator safety in all heavy-duty vehicle maintenance facilities,” said Stertil-Koni President Dr. Jean DellAmore. 1. Always double-check the weight of the heaviest vehicle you intend to
lift. Make certain the lift is certified to meet, or exceed, that threshold. 2. Carefully measure the height clearance of the facility. Prior to selecting a lifting system, measure the ceiling height in the facility and also note the height of the tallest vehicle you intend to service on the lift. That way, operators can determine if there is ample room to raise the vehicle to a serviceable height that will permit a technician to comfortably work underneath the vehicle. 3. Consider lift positioning. With mobile column lifts, before you begin, always lift on a firm foundation on level ground. In addition, when lifting outdoors, be aware of wind loads. Also, make certain all personnel are clear of the vehicle and that the wheels on the vehicle being raised are properly engaged with the forks on the mobile column lifts. For in-ground piston lifts, check that the contact points are properly positioned. 4. Select a lifting system that prevents unauthorized access to lift operation. This could take the form of a locked control box or a secure key or “wand” necessary to activate the lift system prior to use. 5. Select a lifting system that ensures stability. Look for “synchronization” that starts immediately when the lift goes into motion and continues through the full range of travel—thereby ensuring safe and smooth lifting and lowering cycles. Examine the mechanical locking system on the lift and make certain it starts near the floor and continues up the entire height of the lift. 6. Go wireless! For added safety when using mobile column lifts, consider a system that offers wireless operation. Certain wireless mobile column lifts are powered by a 24-volt direct current system and require no interconnecting cables. 7. Select heavy-duty vehicle lifts that are third-party tested and validated. Make certain lifts are subject to a regular program of scheduled maintenance—in accordance with the manufacturer’s recommended schedule—and receive annual lift inspection by a certified lift inspector. /
Rapid Response: 800-930-7204 ext. 52015
Test time management BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS
Rapid Response: 800-930-7204 ext. 52016
ast month in this column, I talked about the value of incorporating a testing process like ASE certification into your training program. When taking any test, particularly when it’s like ASE’s computerbased format, you need to manage your time. While there’s no magic bullet, there are some good, common sense methods technicians can use to get the upper hand on time management when it counts— at the test center. ASE certification is the most widely-used and recognized testing program in the industry, so I’ll focus on that in this column, but the advice herein can apply to any testing process. The ASE test questions are formatted into one of three types: 1) Direct/Completion Questions, 2) Technician A/Technician B Questions, and 3) Except or Least Likely Questions. All questions are based upon industry-accepted practices, and there are technical reasons why the choices are right or wrong. Read the entire question carefully, and then consider each of the four answer choices and rule out the ones that you think are obviously wrong. Choose the answer that seems most likely to you, based on your experience. If you still cannot choose an answer, take your best guess and go on. With Technician A/Technician B questions, two technicians are making independent statements which you must judge to be true or false. The most common mistake with this type of question is allowing one technician’s statement to influence your thinking about the others. Always keep in mind that the two technicians are not arguing with
16 July 2013 | Fleet Equipment
one another, they’re simply making independent statements. Read Technician A’s statement by itself and ask yourself: Is this true or false? Then set aside Technician A’s statement and consider Technician B’s statement by itself. Except or Least likely questions usually begin with a statement of a problem or malfunction of some kind. You must choose the one thing that is LEAST likely to cause the problem. Often, the best way to find the answer to this type of question is by process of elimination. Look at each possible answer in turn and decide if it is or isn’t likely to cause the problem. For an interactive review of the different ASE question styles, go to the Test Prep & Training section of the ASE website at www.ase.com and select Test Taking Tips. What can you do at the test center to manage your time? Although you can’t control time, you can make it work more in your favor. If you feel confident about an answer to a question, then answer it. Doing so helps you spare the remaining time for questions you may not feel sure about. If you’re unsure about your answer, select the answer you think is correct and then select the Flag button at the bottom of the test interface. Flagged questions will be shown on the Review Screen later. While no one can stop the inevitable ticking of the clock, the techniques outlined here can help you better manage time when taking an ASE exam. Remember, the better you manage your time, the better you’ll perform on the test. /
Rapid Response: 800-930-7204 ext. 52017
Class 8 net orders rise 29% Class 8 orders remained above 20,000 units for an eighth consecutive month in May, rising to their second highest volume in 17 months. New and net Class 8 orders were essentially flat at 24,218 units and 23,188 units, respectively, while Classes 5 through 7 net orders totaled 17,088 units, the best order volume in the past eight months. This updated status of the North America commercial vehicle market was included in the State of the Industry report, recently released by ACT Research Co. The report covers Classes 5 through 8 vehicles for the North American market. “New orders being placed for Class 8 vehicles continue to come from soon-to-be buyers who are genuine in their need for new trucks,” said Steve Tam, ACT’s vice president, commercial vehicle sector. “Cancellations fell meaningfully in May, flirting with a new all-time low. The lack of speculative orders bodes well for the industry, as any increase in need for trucks will translate immediately into order activity.”
Great Dane’s Statesboro plant delivers first Celadon reefer A prototype trailer that is part of a 200unit order for Celadon Group has been built at Great Dane’s newest manufacturing facility in Statesboro, Ga. The refrigerated trailers being manufactured for Celadon are based on Great Dane’s Everest TL model. The reefers feature the manufacturer’s ThermoGuard liner in the sidewalls, ceiling and floor subpan to minimize thermal degradation of the trailer’s insulation. Other features of Celadon’s customized Everest TL units include a wedge design for maximum rear opening height, Hendrickson HD Air Ride suspension, Bridgestone R197 Ecopia tires, Transtex side skirts, Carrier 2100 APX reefer units
Babcox promotes Martin to publisher of FLEET EQUIPMENT
Rapid Response: 800-930-7204 ext. 52018
Babcox Media Inc. has promoted Dean Martin to publisher of FLEET EQUIPMENT. Originating in1974 with a print publication and followed by the additions of its website and e-newsletter, the FLEET EQUIPMENT brand is dedicated to serving the 53,000 trucking industry professionals who specify, buy and manage equipment assets for their truck fleet operations. Prior to his promotion, Martin was regional sales manager for the company, covering territories in the Southeast and South Central U.S. A 17-year veteran of Babcox Media, Martin joined the company in 1996 as associate group publisher for the company’s Tech Group publications. In 1999, he was named associate publisher of PROFESSIONAL NASCAR GARAGE, which he managed in conjunction with his current role. Prior to joining Babcox, Martin served as publisher of trade publications in the mining and construction industries. “Dean Martin has been an integral part of the Babcox Media team for a number of years, and the industry expertise he has accrued during that time will serve him well in this new role as publisher of FLEET EQUIPMENT,” said Bill Babcox, president of Babcox Media. “We see great things ahead for the brand, and the trucking industry as a whole, and we are very excited for the future of the property with Dean at the helm.” For additional information, Martin can be reached at email@example.com or at 330-670-1234, ext. 225.
18 July 2013 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 52019
Volvo Trucks to build DME-powered vehicles for North America As the latest step in its “Blue Power” alternative fuel strategy, Volvo Trucks will develop dimethyl ether (DME)-powered Volvo D13 engines in North America and will begin limited production in 2015. According to Göran Nyberg, president of Volvo Trucks North American sales and marketing,“We bring sustainable transport solutions, and this engine represents remarkable technology. Testing began early this year and now we have over 650,000 miles testing completed with select customers. In 2015, we will begin production of DME trucks in the U.S., with engines initially built at Hagerstown plant.” Volvo also announced it will partner with Safeway Inc. and Oberon Fuels to test DME-powered vehicles. Using $500,000 in funding from California’s San Joaquin Valley Air Pollution Control District, two DME-powered Volvo VNL models will run in Safeway’s operation on Oberon-produced DME. Oberon has developed skid-mounted, smallscale production units that convert biogas and natural gas to DME. “Safeway is very interested in alternative fuels, and we currently run Volvo trucks in our fleet,” said Tom Nartker, vice president of transportation at Safeway. “We decided to test Volvo DME technology in our fleet because it is a natural fit with our sustainability strategy.” DME, which is non-toxic and already is used as an aerosol propellant in cosmetics and other household products, can be made from a variety of sustainable biomass feedstocks like food, animal and agricultural waste, as well as from natural gas. Its high cetane number delivers performance and efficiency comparable to diesel, and DME packages densely enough to support long range operations or to allow
Göran Nyberg (right), president of Volvo Trucks North American sales and marketing, with Kish Rajan, director of the California Governor’s Office on Business and Economic Development.
room for frame-mounted vocational equipment. DME, like diesel, is a compression ignition fuel. It is handled and stored like propane, with tank pressures of only 75 PSI. When produced from biomass or biogas, DME can provide up to a 95% CO2 reduction compared to diesel. “With the addition of DME-powered vehicles to our previously announced CNG and LNG offerings, Volvo’s Blue Power lineup will offer a comprehensive approach to the developing North American alternative fuel market,” Nyberg said. “It is clear that DME technology shows great potential for North America, and allows Volvo to further its commitment to our customers and the environment.”
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with auto fresh air exchange and Intelliset temperature control, a rear door switch, StarTrak GPS, a side air chute and an air return bulkhead, and pallet stops. The trailers also are designed for occasional rail usage. The 200 reefers ordered by Celadon represent the first refrigerated trailers the truckload carrier has purchased. “As a long-time supplier of Celadon’s dry freight trailers, we’re especially honored that Celadon selected us for its initial order of refrigerated trailers,” said Dave Gilliland, Great Dane’s vice president of national accounts. “These trailers will enable Celadon to expand its customer service by hauling temperature-controlled freight, in addition to its already wide range of services.”
Meritor WABCO receives Excellence in Quality Award Hino Motors Manufacturing U.S.A. Inc. has awarded Meritor WABCO with a 2012 Excellence in Quality Award for the third time in the past five years. The award recognizes Meritor WABCO for achieving a perfect zero parts per million (PPM) defect rate during the entire calendar year. In addition, Meritor WABCO’s on-time delivery performance was 100% for 2012. 20 July 2013 | Fleet Equipment
IndustryNews Meritor WABCO supplies Hino with pneumatic and hydraulic antilock braking (ABS) systems for vehicles built in Williamston, W.V., and Woodstock, Ontario.
SAF-Holland receives Supplier of the Year Award from Pepsico
SAF-Holland was recently awarded with a Supplier of the Year award from PepsiCo North America Beverages for its introduction of a new air suspension product for use on PepsiCo’s North American beverage route delivery trailers. The new SAF Trailer Slider Air Suspension, named CBX40 with Auto-PosiLift, is a “gamechanger” for PepsiCo’s North American beverage fleet operations, the company said, adding that the new suspension product is contributing directly to PepsiCo North America Beverages’ environmental sustainability goals of reduced fuel consumption and reduced tire wear. Dave McInnis, SAF-Holland’s trailer OEM account manager, accepted the award during a presentation from PBC fleet managers Roland Bailey and Scott Morris. The CBX40 with Auto-PosiLift was initially developed for multi-stop beverage distribution fleets; however, other varying load fleet operations such as less than truckload fleets back hauling empty and food service also may reap the benefits of significant fuel savings, reduced tire wear and reduced toll charges. Rapid Response: 800-930-7204 ext. 52021
GE Capital Fleet Services expands safety products suite An agreement with Mobileye will now provide access to the company’s collision avoidance system for truck fleet customers of GE Capital Fleet Services. The Mobileye system alerts drivers to impending collisions when making an unintended lane departure, and when following the preceding vehicle too closely. Additionally, Mobileye’s proprietary Traffic Sign Recognition technology identifies posted speed limits in real-time and alerts drivers to www.FleetEquipmentMag.com 21
IndustryNews speed limit violations and automatically controls high beams, depending on distance to preceding and oncoming traffic. In addition to Mobileye, GE’s safety product suite includes a safety-recall reporting system with Carfax; Accident Services reporting, repairs and subrogation; DriverCare MVR Manager for motor vehicle record compliance and reporting; and DriverCare Risk Manager for identifying at-risk drivers and assigning remedial training.
PeopleNet certifies Motorola handheld for mobility apps Motorola’s MC75A Mobile Computer is the first of a suite of handheld devices certified by PeopleNet as compatible with its fleet mobility applications. PeopleNet’s testing found that the MC75A 3.5G Worldwide Enterprise Digital Assistant (EDA) meets user application-specific needs, reduces the risk of damage and shortens deployment time for customers. PeopleNet now certifies each
handheld device offering to ensure that they support safety and compliance management, driver and vehicle monitoring, and the company’s applications.
Daimler Trucks North America launches careers app Daimler Trucks North America (DTNA) has launched a DTNA Careers app for candidates interested in pursuing a career with the company. Positions range from the factory to the office, including production, maintenance, engineering, IT, finance, and sales, marketing and supply chain management. The DTNA Careers app features job search functionality, the ability to share jobs with friends, a calendar of events DTNA is attending, and benefits and compensation information. While the free app is currently only offered for iOS products, the company plans to expand the app to other platforms in the future.
Fleet Engineers releases VMRS codes online Vehicle Maintenance Reporting Standard (VMRS) codes for products from Fleet Engineers are now available on the company’s website. Fleet Engineers has composed a list of all of part numbers and attached the appropriate VMRS code. For information, visit www.fleetengineers.com.
Kozek named president of Navistar truck and parts business
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Bill Kozek was named president of Navistar International Corp.’s North America Truck and Parts business. He succeeds Jack Allen, who was promoted to chief operating officer last month. Kozek, 50, joins Navistar following a 26-year career at PACCAR Inc., where he most recently served as vice president and general manager of its Peterbilt Motors Co. “Bill is a recognized and respected leader in the North America truck industry, having successfully run both the Peterbilt and Kenworth truck divisions during his career,” said Troy Clarke, Navistar president and CEO. “We look forward to the new perspectives and 22 July 2013 | Fleet Equipment
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IndustryNews expanded strategic thinking he will bring to our core North America truck and parts business.”
ICEE Co. switches to SmartDrive Systems The ICEE Co., producer of one of the most highly recognized brand in the frozen carbonated beverage industry, is implementing SmartDrive Safety and Fuel programs across its entire fleet. The ICEE
Co. fleet of 680 distribution and service vehicles operates from over 100 service centers nationwide and consists of light- and medium-duty trucks and vans. The SmartDrive integrated solution of onboard video, audio and vehicle data capture systems, detects risky and inefficient driving actions. The SmartDrive Review Center categorizes and prioritizes the triggered driving events based on more than 70 observations. This informa-
tion is then used to provide scientifically based, focused training and coaching programs that target and prioritize areas needing improvement.
Utility produces 50,000th dry van Utility Trailer Manufacturing Co. has reached a milestone by producing the 50,000th dry van trailer at its Glade Spring, Va., manufacturing plant. The record-setting trailer, a 4000D-X Composite dry van, was built for K-VA-T Food Stores Inc. (Food City’s parent company), a locally-owned company operating 106 retail supermarkets throughout the tri-state regions of southeast Kentucky, southwest Virginia and northeast Tennessee. Utility currently operates five trailer manufacturing facilities in the U.S.
PeopleNet partners with Easy Manifest To help drivers save time by eliminating wait time at border crossings, PeopleNet has announced a new integration partner. Easy Manifest is a provider of a scalable web-based service that makes it easier to prepare and submit errorfree eManifests to American and Canadian customs agencies. At least one hour prior to crossing the border, a carrier’s driver or dispatcher can submit an eManifest electronically to the appropriate respective border agency. The system helps prevent rejection by ensuring that data entered is valid or allowing the carrier to make changes and resubmit the manifest prior to the vehicle’s arrival at the border.
Comdata launches FleetAdvance Rapid Response: 800-930-7204 ext. 52024
Comdata Corp said it has introduced a new program that utilizes real-time transaction data to help fleets make smarter purchasing decisions and better manage fuel costs. FleetAdvance will help identify opportunities for fuel cost savings by providing the ability to score each fuel transaction as it occurs, comparing the net price paid to the price that could have been paid at other nearby locations. For each transaction that falls outside established score guidelines, Comdata can send an immediate email or text message notification. Additionally, all transac24 July 2013 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 52025
IndustryNews tions can be monitored via a web-based console that tracks purchasing activity and provides other information in real time.
PacLease, Kenworth Sales and Blu LNG offer LNG rentals
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Through a new program from PacLease, its Salt Lake City-based franchise Kenworth Sales Co. and Blu LNG, also known as TransFuels, fleets operating along the
I-84 and I-15 corridors from Las Vegas through Utah, Idaho and eastern Oregon can now rent Kenworth trucks fueled by liquefied natural gas (LNG). The program will be offered at Kenworth Sales Co.-PacLease locations near Blu LNG fueling stations. More locations will be added as new Blu LNG stations come online and LNG rental truck equipment is available. The rental program offers four configurations based on the Kenworth T800
equipped with one 120-gal. LNG fuel tank, a 15-liter Westport high-pressure direct injection (HPDI) engine and a manual transmission.
Mitsubishi Fuso announces 2012 dealer awards To recognize its most outstanding dealers in the U.S. and Canada for overall performance, sales, parts sales and service performance, Mitsubishi Fuso Truck of America Inc. (MFTA) has announced its 2012 North American Dealer of the Year awards. Recipients include: • North American Dealer of the Year — Messina Truck Center, Tampa, Fla. • Canada Dealer of the Year — GloboCam Riv-Sud, Boucherville, Quebec • North American Sales Dealer of the Year — Charlotte Truck Center, Charlotte, N.C. • North American Parts Dealer of the Year — D & S Truck Center, Hodgkins, Ill. • National Service Dealer of the Year (U.S.) — AM Mitsubishi Fuso, Philadelphia, Pa. • National Service Dealer of the Year (Canada) — Globocam (Anjou), Anjou, Quebec In addition to these overall winners, MFTA has recognized Jay McGary, Charlotte Truck Center, Charlotte, N.C., as North American Salesperson of the Year. The company has also named Eastern and Western Region winners in the U.S. “These awards aren’t just about numbers,” explains Todd Bloom, MFTA president and CEO. “They are based on an evaluation of each dealer’s performance in a number of categories. In 2012, we found ourselves still facing a weak economic recovery, with only slowly improving product demand. Yet these dealers found a way to compete and survive, and to improve their business and their contribution to MFTA’s success.”
Caterpillar honors Peterson for supplier excellence Peterson Manufacturing Co. announced that it has been awarded Silver certification for 2012 through Caterpillar Inc.’s Supplier Quality Excellence Process. Caterpillar personnel visited Peterson’s corporate headquarters in Grandview, Mo., recently to present the award. / 26 July 2013 | Fleet Equipment
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Refrigerated TRUCKING Plugging in to keep the cold stuff cold... The future might be truckstop electrification
s any refrigerated hauler can tell you, there’s a cost to keeping a trailer and its contents cold. Under maximum load conditions, newer reefer units can consume around a gallon of diesel per hour—about $4 at today’s fuel prices. But, what if—at opportune times—you could keep that reefer unit humming along for up to half the cost, while reducing noise and emissions? A no-brainer, right? According to Alan Bates, vice president of marketing for Shorepower Technologies, 460-volt power allows hybrid reefers to do just that, and reefer fleets are beginning to see the benefits. “The infrastructure is slowly making its way across the country, as we put in eTRU connections, along with 120-volt power for cab conveniences,” he says. Many fleets have already “electrified” their own terminals, and seek out truckstops that offer power while on the road. “It makes total sense to us,” says Charla Whalen-Mueller, marketing director for Witte Bros., a provider of nationwide temperaturecontrolled truckload services. “We have 225 reefers with Carrier Vector diesel/electric hybrids and another 20 on order,” she says. “Soon, our entire fleet will be hybrids and able to run on electric power once we’re parked.” Based in Troy, Mo., Witte Bros.’ home base uses 460-volt, 3-phase electric plug-ins for its reefer units. “Plug-in power means that even when drivers go home during the week and on the weekends, there’s no idling of trucks or trailers to keep perishable loads cool,” says WhalenMueller. On the road at truck stops, though, operating the reefer engine Rapid Response: 800-930-7204 ext. 52121
is still necessary most of the time.” However, that’s starting to change. “We’ve been encouraged to see some truckstops putting in power pedestals, and that includes 460-volt power for our eTRUs,” WhalenMuller says. “We can’t yell loud enough that we want power at truckstops for not only our cab comforts, but for our reefer units. It makes so much sense and we hope that our voice, and others who run hybrid reefers, will help make that call to action a reality.” Whalen-Muller did her own calculation on the potential impact. “With
next morning, our drivers will leave for Florida and California. But, what we’re lacking is places to plug in along our route. Not only would this save us fuel, but it would extend maintenance and repairs on the reefer units.” David Kiefer, director of marketing for Carrier Transicold, says he has heard stories like this from many of his customers. “It’s because the use of electric standby significantly reduces operating costs—usually 40% to 70% compared to operating on diesel, depending on the cost of fuel and
“…reefer fleets will be able to enjoy the cold silence of plug-in power.” — Bates 170 of our power units going out weekly, we potentially could plug in at truckstops and save an average of 31.5 gal. per week, per unit. Multiplied by our fleet number, that’s 1,071 gal. of fuel we could save per day over idling the reefers at a truckstop, or 5,355 gal. per five-day work week. That’s around $20,000 a week we could save in fuel costs.” Viking Ship, of Nebraska City, Neb., another Carrier customer that has seven Vector 6500 single-temperature hybrids installed, with plans to be 100% hybrid soon, is another carrier sold on plugging in. “We’re relatively small with just 15 units, but we’re successful and run coast-tocoast,” says Roger Claussen, president of Viking Ship. “We normally load up on Friday night with meat products and bring the trailers back to our yard, where we plug in. The
electricity,” he says. “Standby operation brings additional benefits, eliminating emissions and noise from the refrigeration unit engine, while also conserving fuel for the highway.” According to Bates, government is helping fleets put in power at their own terminals—to the tune of up to $30,000 in tax credits. “It’s helping move fleets from bleeding edge to cutting edge by absorbing some costs,” he says. “The next step is power at truckstops, and that will take time. We do have the I-5 corridor well connected with seven truckstops now offering eTRU plug-ins. There is more to come. We just need flagship—large reefer fleets—to work with us to zero in on what’s next. Some day, I firmly believe that reefer fleets will be able to enjoy the cold silence of plug-in power,” Bates adds. / www.FleetEquipmentMag.com 27
IT For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Convenient and effective A
utomating fuel purchasing at truckstops has various benefits for fleets, notes Jon Archard, director at Love’s Travel Stops & Country Stores. “From a fleet perspective, the premise of cardless fueling enables them to manage fuel purchasing more efficiently,” he says. “Fuel theft remains a big concern and represents a huge cost. This technology helps fleets ensure How truckstops are that the fuel they’re purdeploying cardless chasing goes into their fueling technology trucks and offers an almost immediate payback.” to enhance fleet In fact, says Tom Libusiness processes utkus, vice president of marketing and public relations at TravelCenters of America (TA), both fleets and truck stop operators benefit from systems solutions that make fueling quicker and more efficient. “Theoretically,” he points out, “this technology reduces costs over time and also cuts
“With RFID, automated pump activation reduces the need for driver data entry,” explains Ernie Betancourt, president of QuikQ (www.quikq.com). “For truckstops, that eliminates cashier workload associated with card swipes, reduces fees and streamlines transaction management. “Our fuel purchasing system also creates a direct relationship between truckstops and the carriers,” Betancourt adds. “Speeding up the purchasing process improves customer satisfaction and direct communication with a carrier’s database supports streamlined management processes for both parties, saving time and money spent on administration, identification, approval and invoicing.” The time savings from a faster and more efficient fueling process, Love’s Archard notes, can be very valuable under new Hours of Service regulations. “By the time a driver pulls up to pump, shuts down the engine and gets out of the cab, the transaction has already begun,” he relates. “Additionally, the system automatically records the exact time and location of each fuel stop, information that can be of value for updating dispatch and routing systems.” Simultaneously to deploying SmartQ, Liutkus notes, TA is upgrading its fuel desk point-of-sale system, TravStar1, with operational enhancements that will enable the SmartQ system and other related functions. “Looking ahead,” he also says, “with more functionality on smartphones, it’s not hard
Making Smarter Fuel Purchasing Decisions Comdata Corp. (www.comdata.com) has launched a new program that utilizes real-time transaction data to help fleets make smarter purchasing decisions and better manage fuel costs. FleetAdvance identifies opportunities for fuel cost savings by providing the ability to score each fuel transaction as it occurs, comparing the net price paid to the price that could have been paid at other nearby locations. For each transaction that falls outside established score guidelines, Comdata can send an immediate email or text message, and transactions can be monitored via a webbased console that tracks purchasing activity in real time. the need for paper transactions. Fleets and truck stop operators are constantly seeking reductions in time that enable trucks and drivers to utilize more time on the road.” Cardless fueling technology is now at Love’s Travel Stops (www.loves.com) and TA (www.tatravelcenters.com) and its Petro Stopping Centers (www.petrotruckstops.com). Love’s has the QuikQ DFConnect and SmartQ solutions, while TA/Petro has the SmartQ system. QuikQ’s RFID-based communications and billing systems provide cardless transactions and management tools. The fuel transaction software resides within a carrier’s existing transportation management system and uses live operational data. Ii provides carriers with secure, real-time “carrier to truckstop” connectivity for the entire fuel transaction process. 28 July 2013 | Fleet Equipment
to imagine this fueling capability being enabled through an application like other purchasing software.” Along with its truck stop partners, QuikQ is now testing the latest version of its Gen2 RFID tags that drive the DFConnect and SmartQ systems. The new tags will allow writing to the tag via a wired connection, in addition to the wireless radio frequency system that is the basis for RFID tags. “We have prototype devices that can write J1939 bus data to the tag, which can then be read by the existing infrastructure,” QuikQ’s Ernie Betancourt states. “The newer tags will have more data storage, as well. QuikQ is continually exploring enhancements to the fueling process, as well as entirely new applications for trucking companies and truck stop operators using this technology.” /
Rapid Response: 800-930-7204 ext. 52029
Hino expands COE offerings A new 2014 model year Class 5 cabover from Hino Trucks arrived at dealers in June. The 195 Double Cab COE is offered in the diesel model 195DC and the diesel-electric hybrid model 195h-DC. The 19,500-lb. GVW truck has a four-door, six-person cab and is powered by Hino’s 5-liter engine rated at 210 HP and 440 lb./ft. of torque; it is equipped with an Aisin A465, 6-speed automatic transmission. All Hino cabover models are offered with a three-year HinoWatch roadside assistance program and a fiveyear/175,000-mi. engine and transmission warranty.
Peterbilt offers Cummins Westport engine and anti-idling cooling system The availability of the new Cummins Westport ISX12 G natural gas engine has been announced by Peterbilt Motors Co., which will offer the Environmental Protection Agency (EPA) and California Air Resources Board (CARB) certified engine beginning in August. Based on the Cummins ISX12 diesel, the ISX12 G will be available in a maximum rating of 400 HP and 1,450-lb./ft. of torque. In addition, the truck maker is offering a SmartAir anti-idle cooling system, a factory-installed system available in Models 384, 386, 388, 389, 587 and the new 579. It has a 7,500 BTU/hour cooling capacity and can operate up to 10 hours on a single charge. The compact unit, designed to maximize storage under the bunk while minimizing system weight, features onboard diagnostics, fully automatic temperature control and a digital LCD display.
Integrated antenna concept developed for Freightliner
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Hirschmann Solutions has developed a film antenna package to help reduce air resistance in Freightliner trucks. The business unit of Hirschmann Car Communication GmbH says its film antenna solution is compact and flexible, which enables Freightliner to optimize aerodynamics in its vehicles. The system of antennas, connectors and coaxial cables, which requires no external components, fits between structural body panels and the interior lining of the cab. Hirschmann’s collaboration with Freightliner began five years ago and resulted in the antenna package used on the OEM’s Innovation Truck and then the Cascadia Evolution, launched in January 2013. “With its Innovation Truck concept vehicle, Freightliner is moving in the direction of trucks with optimal aerodynamics, from redesigned fairings and underbody panels to reduction of external components such as exposed exhaust pipes or radio antennas,” says Oliver Neil, vice president of sales and marketing at Hirschmann Solutions USA. / 30 July 2013 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 52031
Special Report BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
TRUE cost of ownership Comparisons of engine costs point to the value of replacing vehicles with the industry’s latest models and technologies
ince the first major diesel engine emissions regulations took effect in the 2007 model year, fleets across a wide range of industry segments have experienced differences in costs associated with each new round of technologies. Quantitative data on groups of private and for-hire fleet vehicles paint a clear picture of the cost of ownership between pre-diesel particulate filter (DPF)-equipped, and selective catalytic reduction (SCR) engines: Private Fleets
Pre-DPF Engines DPF-Equipped
Trends Comparisons of cost variances for different engine technologies indicate that the per mile costs of vehicles with SCR engines based on actual experience—and estimated in later years of service—are equal to pre-DPF technology and lower than DPF-equipped engines. While these costs only reflect engine-related maintenance and repair expenses (total CPM for these vehicles For-Hire Fleets Pre-DPF Engines DPF-Equipped
Model Years 2004-2007
Model Years 2008-2010
Model Years 2011-2013
Model Years 2004-2007
Model Years 2008-2010
Model Years 2011-2013
Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8
0.005 0.010 0.025 0.025 0.030 0.040 0.060 0.070
0.010 0.015 0.030 0.045 0.070 0.080 0.090 0.130
0.005 0.010 0.020 0.030 0.030* 0.040* 0.050* 0.065*
Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8
0.010 0.015 0.022 0.032 0.035 0.040 0.045 0.050
0.010 0.022 0.035 0.037 0.040 0.043 0.068 0.050
0.010 0.019 0.022 0.033 0.045* 0.029* 0.045* 0.037*
• Cost Per Mile @100,000 miles per year • Some overlap due to timing of model year changes • * Estimated
• Cost Per Mile @100,000 miles per year • Some overlap due to timing of model year changes • * Estimated across the board is two to four times higher depending on year of service), there also are indications that the cost per mile on DPF-equipped engines would have actually been higher in early years if warranty coverage had not captured much of the expense. Higher cost issues identified include that regular forced and passive regeneration cycles in DPF-equipped engines can require that the filters be replaced three times over an eight-year life cycle at an estimated cost of $4,300 per replacement. In SCR systems, fewer re-gens are required, so the DPF is not subject to the same heat cycles and will
32 July 2013 | Fleet Equipment
likely not need replacement as frequently. Systems on DPF-equipped engines increased heat transfer and caused early and repetitive exhaust gas recirculation (EGR) failures. The cost every 250,000 to 300,000 miles over an eight-year life is estimated at $2,100 per replacement. Coolant leaks in EGR-equipped engines result in contaminated exhaust, which destroys the DPF catalyst. Estimated costs include $800 to clean the DPF and as much as $7,000 for replacement, depending on engine make and model. Fuel injectors in DPF-equipped engines are key to eliminating soot. As injector tolerances change, not only are repetitive forced regenerations triggered, injectors must be replaced to control proper fuel delivery at an estimated cost of $1,200 each. Other cost factors include driver downtime because of frequent parked regeneration, while parked regen is nearly eliminated in SCR engines.
Summing it up SCR engine technology not only appears to be operating at favorable maintenance and repair cost levels in the newest engines, but also is more fuel-efficient. Not indicated in this data is that the latest engines are experiencing 3% to 4% better fuel efficiency than previous models, and while fuel consumption deteriorates
at a rate of 2% to 4% because of more frequent regeneration cycles (depending on the application), less frequent regeneration is credited with less than half of that improvement. The data speaks for itself. It is very likely that replacing trucks sooner, despite the higher initial price of newer models, might be more advantageous in the long run.
Resources Experts in vehicle specification, purchasing, financing, maintenance and operational cost analysis are available to help fleets make more informed and effective decisions. DWS Fleet Management Services: Providing services to all sizes of fleets, DWS Fleet Management Services supplements a company’s leadership capabilities on a limited time basis with expertise in organization, purchasing, lease evaluation, vehicle specification and maintenance management, including shop systems analysis and cost control initiatives. DWS programs are tailored for each individual operation. The company’s approach employs a mixture of results-oriented problem solving and hands-on common sense to help achieve maximum profits, cost reduction and customer satisfaction. With DWS Fleet Management Services, 37 years of experience is available for each fleet to negotiate effectively for vehicles, maintenance software, accounting and operational packages, as well as
business and labor contracts. www.darrystuart.com Fleet Advantage: Fleet Advantage has a unique value proposition: Big Data analytics that monitor per-vehicle mileage, fuel economy, maintenance and repair costs, current resale and replacement value and monthly utilization and driver scorecards. What makes this unique is the company’s flexible lease, which allows a customer to replace equipment at any time, for example, when the data indicates that a truck has reached its “sweet spot,” that moment when new equipment offers a lower cost than retaining the current vehicle. Since 2011, manufacturers have improved MPG by 2% to 3% a year. Recent government mandates require a 2% to 3% improvement through 2018, so three years into a lease, a new truck would get .5 MPG improvement and save a fleet customer $5,000 per year. www.fleetadvantage.net /
BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Trailers… ... what you need to know about used trailer programs, doors and floors
he biggest challenge today with used dry van and flatbed trailers is finding them,” says Frank Stewart, vice president, branches at Great Dane Trailers. “Locating used reefers is not a problem, but vans and platforms can be scarce.” Stewart goes on to explain that relatively low demand for new equipment in some past years has meant fleets are keeping trailers longer. “We are working with the branches in our system to meet customer needs,” he relates. “We list equipment that is traded in
34 July 2013 | Fleet Equipment
across North America online, so our branches and our dealers can find trailers by type, region or location and help customers find equipment they need.” “Opportunities for fleets seeking a favorable trade-in value for their existing equipment may be found through our dealer network,” says Larry Roland, director of marketing at Utility Trailer Manufacturing Co. “Our independent dealer network has invested heavily in modern facilities for sales of new and used trailers.”
Wabash National Corp., notes Kevin Nomina, used trailer fleet manager, has a Used Trailer Sales Department and maintains an inventory of dry vans, flatbeds and reefers, as well as specialty trailers. “Our customers have access to inventory online at WabashUsedTrailers.com, where they can inquire about and reserve trailers before they are released to the market,” he explains. “Our guaranteed 24-hour response time ensures that customers receive the information they need. Fleets can also submit Rapid Response: 800-930-7204 ext. 52122
trailers for Wabash National to purchase, helping them manage their fleet size.” “Most fleets and used trailer buyers look for trailers that fit their needs in terms of load capacity,” says Chuck Stephens, used trailer manager at East Manufacturing Corp. “Additionally, they need to consider the overall condition of the equipment and whether their needs are short- or long-term. They also need to look at what’s available in the market, and how many “like units” they might be able to acquire.”
Issues and considerations Finding used trailers that meet a fleet’s needs is only part of the equation. “Many sellers are offering used trailers without thoroughly going through them to assess their condition,” says Mark Sabol, director of retail sales at East. “We have our technicians look over all of our used trailers and assess their condition. We disclose our findings to prospective customers, with a disclaimer that there may be hidden defects. Regardless, all buyers should inspect the trailers as they are usually sold in
an ‘as-is’ condition.” “Corrosion is a big issue,” says Great Dane’s Stewart, “so where a trailer was operated is something to consider. Today especially, with new refrigeration unit environmental regulations, fleets buying used reefers need to think about the age of the reefer engine.” Trailer manufacturers point to specific areas that should be considered when buying used trailers. Utility’s Roland notes the importance of effective seals on reefer doors for reducing heat loss and for designs in which door hard-
Protecting trailer floors Several factors affect the life of laminated hardwood trailer floors. To help address the need for longer-term floor protection, Prolam offers two products: PuR (Polyurethane Reactive) is a hot-melt coating that resists moisture intrusion from underneath the trailer, especially in climates with extreme weather conditions. Specific areas, like trailer wheel locations, are more prone to degradation. PuR, according to Prolam, provides superior moisture resistance because it has a thickness of .010 in. compared to .0035 in. for water-based coating. Its viscosity allows it to adhere perfectly to wood laminate, creating a solid bond and providing a single uniform sheet barrier against moisture under laminated hardwood floors. PuR can even “bridge” wood defects, knots and critical areas like butt-end joints, Prolam says. Waxin trailer floor protection from Prolam is a process that heats the hardwood to expand its fibers and allow paraffin wax to penetrate the wood surface (0.060 to 0.120 in. deep). The wax then adheres to the wood fibers and when the mix cools, the paraffin hardens and coats the wood, creating what the manufacturer says is a virtually waterproof barrier of protection. It is generally applied to the area of the floor most exposed and vulnerable to inclement weather, specifically the rearmost eight feet of the trailer. www.prolamfloors.com Rapid Response: 800-930-7204 ext. 52123
ware is mounted without “thru-holes” into the internal foam cavity to reduce moisture entry and optimize thermal performance. For dry van doors, he also says, stainless steel frames help resist corrosion, reduce maintenance costs and increase resale value. Robert Lane, Wabash National’s director of product and business development, says used trailers with composite doors resist corrosion and impact damage, and effective lock systems reduce maintenance costs and improve freight security. Addressing door frame longevity at Great Dane is a new dry van design aimed at improving strength and corrosion resistance. The new standard frame for both swing and rollup rear doors utilizes galvaneal and stainless steel components. Galvaneal is zinc alloy coated carbon steel used in auto-
motive applications for its ability to accept paint, the company explains, adding the alloy process bonds the carbon steel with zinc plating so the two materials act as one. Unlike galvanizing, where a zinc coating is applied over steel, this chemical process does not allow the coating to crack and flake, enhancing both durability and aesthetics of the rear frame. On the Great Dane rear frame, galvaneal is used primarily for components that are 7-gauge or thinner in thickness, including the header, vertical posts and rear sill. The remaining exposed components are constructed of stainless steel, which is not affected by corrosion. Those typically include areas around high impact zones such as upper corners, bumper bars across the rear sill, header protection bars, hinges, and around tail lamps. Where galvaneal and stainless components meet on the new frames, stainless steel welds are used to join the two materials. Floors are yet another area to consider on trailers. At Utility, says Roland, heavy-duty aluminum duct reefer floors feature full length hardwood floor fillers and dock board guide plates to protect the rear of the floor for lower maintenance and increased durability. On dry freight vans, hardwood flooring is pre-undercoated to extend life and weatherproof sealant is applied between every floorboard while gaskets are installed between the troughs and bottom rails for moisture leak protection. 36 July 2013 | Fleet Equipment
“Although this may sound obvious,” says Rodney Ehrlich, chief technology officer at Wabash National, “fleets need to look for a floor system that fits their application. Loading a trailer beyond its floor rating can damage crossmembers and prematurely break up the floor, leading to increased maintenance costs and trailer downtime.” Maintenance items on used trailers, according to Ehrlich, can include anything from a cosmetic issue to something more hazardous like a floor failure. “Look at the maintenance history and review what items cause the most trouble,” he advises. “On older trailers, you may notice wood
rot, corrosion, delamination or, more seriously, crossmembers bending. Age also should be considered, as some woods are more sensitive than others. For example, a laminated hardwood such as maple is more sensitive to water damage compared to laminated oak.
Final advice When evaluating used trailers, manufacturers say it is important to discuss how your business mix may change over time. Many fleets today are diversifying for greater load flexibility and expanded service. Changes like these may require a different trailer configuration. In today’s freight operating environment, reducing a trailer’s cost of ownership and enhancing productivity requires determining what best fits your needs and a full understanding of the future of your business. /
Resources East Manufacturing—www.eastmfg.com Great Dane—www.greatdanetrailers.com Utility Trailer—www.utilitytrailer.com Wabash National—www.wabash-trailers.com
Equipment Management BY TOM GELINAS | EDITORIAL DIRECTOR
Designed for fuel economy Engine manufacturers have made great strides in improving fuel economy, but fleet managers must also do their jobs writing specs to take advantage of the fuel saving potential of new designs
ear fast. Run slow.” That’s advice that we’ve all heard about drivetrain specs from both truck and engine manufacturers for years. Some over-the-road fleet managers have heeded the advice. Some have not yet done so. With diesel hovering around $4 per gallon in many areas of the country, however, it’s advice that has never been more applicable than it is today. Few would argue that the engine is the heart of any line-haul tractor, but just as a human heart is of no value standing alone, an engine, no matter how carefully spec’d, needs a transmission and rear axle behind it. And those two components need to be
38 July 2013 | Fleet Equipment
spec’d as vigilantly as the engine for the system to deliver acceptable performance. For many years, truck gearing specifications were a compromise between performance and fuel economy. Since fuel cost, for many years, has been the leading equipment-related cost for most long-haul operators, most fleets geared their trucks toward optimum fuel economy versus driver-pleasing performance. Some drivers in trucks geared for best fuel economy could compensate for any reduced highway performance by downshifting prematurely and more often to keep the engine RPM in the peak horsepower range. Driving this
way, of course, can defeat the purpose of the original specifications.
Times past Steve Perry, vice president of supply management for the fleet management solutions division at Ryder System, said, “Engines of a decade ago liked to be run up as high as possible in RPM. This is not the case anymore. Today’s engines operate in a very low RPM range with maximum torque. Optimal peak torque may be obtained around 1,100 RPM. Torque drops dramatically when you get up in the neighborhood of 1,500 RPM, so revving up an engine in a desire to get more power simply results in using more fuel and degrading engine performance. It’s very important to train drivers to understand the technology they are using, along with progressive shifting and controlling idle time and road speed. For every mile per hour you drop road speed, you can pick up about a 10th of a mile per gallon in fuel economy.” Some years ago, Caterpillar offered an example of how gearing could affect the performance and fuel economy of older engines. Consider two properly spec’d tractors, both with 3.36 axle ratios. The important difference between the two tractors was the engine ratings. One had a 625 HP, 2,050 lb.-ft. engine; the other a 550 HP, 1,850 lb.-ft. engine. At a cruising speed of 65 MPH, the 625 HP tractor would provide only 44 more reserve
wheel horsepower compared to the 550 HP tractor, not the 75 engine horsepower difference between the two engines rating. It could have been worse. The fleet manager could have spec’d the higher horsepower tractor with a 3.25 axle ratio to maintain lower engine RPM at 65 MPH. If you were to compare that to a 550 HP tractor with a 3.55 axle ratio, the new tractor would only have a seven reserve horsepower advantage at the drive wheels at 65 MPH. The driver might very likely start to downshift early and voice dissatisfaction with the performance of the new 625 HP tractor. EPA ‘07 emissions regulations introduced technology, adopted by most fleets, that saw a degradation in fuel economy. This was a result of the introduction of diesel particulate filters (DPFs) and the regeneration strategy of these filters to deal with soot that was coming out in the exhaust stream. The chosen strategy included the introduction of fuel into the exhaust stream. This was necessary to increase the temperature in the DPF to convert accumulating soot into ash. The use of the fuel in the regeneration process caused a substantial degradation in fuel economy. As we fast-forward to EPA ‘10, OEMs began to rationalize their regeneration strategy. Perry said, “They were able to use the aftertreatment control system to handle the nitrogen oxides that are produced in the engine. Within the cylinder, engines are producing either high levels of particulate matter and low levels of nitrogen oxides or vice versa. They kind of work in a balance. When one is low the other is high. They work counter to each other. “When EPA ‘10 was introduced, by being able to use DEF in the selective catalytic reduction system, the OEMs could actually change their ash and soot regeneration strategy and not regenerate the engines as frequently because the engines were not generating as much particulate matter as earlier designs,” Perry added. “That resulted in a tremendous improvement in fuel economy as we went from EPA 2007 to EPA 2010.”
Current SCR technology David McKenna, Mack’s director of powertrain sales and marketing, said, “SCR has been one of the modern success stories relative to improved fuel economy. Since 2002, each and every EPA emissions regulation has
If not diesel, what?
negatively impacted fuel consumption in some way. With the Mack ClearTech SCR solution, we improved fuel economy by approximately 5% when we changed production standards from EPA 2009 engine requirements to EPA 2010 specifications. For a typical overthe-road operator, that was an immediate fuel savings of more than about $2,900 per year.” Mack certainly is not the only engine manufacturer that applauds the move to SCR technology. Brad Williamson, manager of engine and component marketing for Daimler Trucks North America, said, “DTNA has a very long list [of engine improvements] that begins with the addition of SCR technology to allow the engine to run more like it was designed to do, using less EGR and handling the emissions requirements downstream.”
Internal engine improvements While the move to SCR—a technology that was used in Europe for a number of years before it became commonplace here—was a windfall for fuel economy, it is only one engine design advance aimed at saving fuel. Ryder’s Perry said, “There are a number of things engine manufacturers are doing to improve fuel economy. For example, some engine manufacturers 40 July 2013 | Fleet Equipment
have gone to a vertical integration of turbochargers, and are using turbos that are synced with their engine designs. They realize that being able to have a turbo designed for their engines as opposed to taking a generic turbo off the shelf and bolting it on to their engines is helping them deliver higher degrees of performance efficiencies. Detroit, by way of example, has gone to an asymmetric turbo.” This, according to Detroit, reduces weight and complexity, and delivers improved performance over other turbo designs. Volvo’s engines with Eco-Torque ratings take a “best of both worlds” approach. They each offer a high torque rating for performance when it’s called for and a lower rating for fuel economy. The nominal horsepower for each rating is associated with the higher torque curve. On a steep grade, performance is enhanced when the engine automatically runs using its higher torque capability. Engine efficiency under such full load, low-RPM conditions is at its maximum. The engine will revert to the low curve when the power demand is removed and cruise conditions are resumed.
Packaged savings Truck manufacturers with proprietary
Fleets have been using diesel to fuel their trucks for decades, but is it the only viable fuel to use? In some applications and in some sections of the country, natural gas is not only a viable fuel for overthe-road fleets, but a growing alternative to diesel. In a FLEET EQUIPMENT article that was published this past January titled “Natural Gas: a fuel to consider,” we quoted Ryder’s Scott Perry as saying, “When used in the proper application, there are definite economic benefits available if you compare the price of natural gas to that of diesel. From the environmental standpoint, there are emissions benefits that are equal to or better than the best clean diesel on the highways today. Natural gas vehicles are head and shoulders above diesel when you compare their emissions with those of diesel engines.” For more information on the use of natural gas as an over-the-road fuel, read the entire article by going to http://bit.ly/S8oSUz. Natural gas is no longer the only alternate fuel that can be considered. Volvo very recently announced plans to commercialize dimethyl ether (DME)-powered heavy-duty commercial vehicles in North America. DME mirrors the performance qualities and energy efficiency of diesel and burns clean without producing any soot. It can be made from a variety of sustainable domestic sources, as well as from North America’s abundant supply of natural gas, and therefore has the potential to significantly reduce energy dependency. Converting natural gas to DME is a way to address many of the distribution, storage and fueling challenges otherwise presented by natural gas as a heavy truck fuel. Volvo announced plans to begin limited production in 2015 of DME-powered vehicles. The fuel’s high cetane number delivers performance and efficiency comparable to diesel, and it packages densely enough on a truck to support long range transports or to allow room for vocational equipment on a truck’s frame. It can be made from a variety of sustainable feed stocks, including biogas from food and animal waste, wastewater treatment facilities and landfills.
New engine technology and the need for clean fuel Today’s engines use what is called “high pressure common rail” (HPCR) fuel injection systems that operate upwards of 40,000 PSI. These systems require very clean fuel to operate as designed for their entire service interval. Generally speaking, hard particulate (inorganic contaminant) will cause permanent damage to the injector system, while softer particulate (organic contaminant) will cause fouling of the injector system, i.e. deposits build up on the injectors, says Scott Grossbauer, global manager, clean fuel solutions, Donaldson Co. Inc. In both cases, the engine does not run as-designed and can result in a decrease in fuel economy, an increase in emissions, and a decrease in power. Most fuel is delivered to storage tanks 500-1,000 times dirtier than what is allowed in these injection systems. Traditionally, only on-engine filters would be used to remove the contamination in the fuel to meet injection system fuel cleanliness specifications. But the requirements for HPCR fuel are so clean that a twostep approach is needed to achieve consistent cleanliness: first filter fuel in the bulk storage tank prior to use in the equipment and then with the on-engine filters. Bulk filters should remove contamination in the
drivetrain components are fine-tuning powertrains to maximize fuel economy. Darry Stuart, president and CEO of DWS Fleet Management Services, said, “With automated transmissions synced up with the engine, they’re getting a very tight window of RPM, which is very fuel-efficient.” For example, Freightliner recently announced that a new 2014 Cascadia Evolution with a GCW of 76,000 lbs. ran nonstop 1,000 mi. on a closed track at a speed of 60 MPH and delivered an impressive 10.67 MPG. The truck was very carefully spec’d for fuel economy to include a Detroit DD15 engine, a Detroit DT12 automated manual transmission in a 6x2 drivetrain configuration and wide-base tires. Regarding the demonstration, Al Pearson, chief engineer of product validation engineering at Daimler Trucks North America, said, “The use of a closed test track allowed us to demonstrate pure fuel economy potential with ambient weather conditions being the only uncontrollable factor.” For many years, fleet managers ob-
fuel down to a cleanliness level of ISO 14/13/11, whether the contaminant present is hard or soft. It should be noted, however, that all fuel filters are designed with the goal being to remove the hard inorganic particles. So while they will also filter the soft organic materials, life may be greatly reduced in comparison, Grossbauer notes. Besides meeting HPCR fuel cleanliness requirements, the use of bulk filtration also provides the necessary protection against any highly contaminated fuel that may be delivered (ongoing or as a one-time occurrence). By filtering prior to use in the equipment, the bulk filtration system will stop excess organic and inorganic particulate from being delivered into the customer’s equipment tanks, ensuring the onboard filters can meet the expected service intervals. If a fuel problem should exist, it may plug up the bulk filters, but not the on-engine filters. This eliminates costly unscheduled downtime and makes operation and maintenance much more predictable. Today’s engines are more sophisticated than ever and require cleaner fuel than ever before. Investing in a bulk fuel filtration system will protect your equipment against dirty fuel, eliminate unplanned downtime and keep you running.
jected to truck manufacturers using proprietary engines. It’s clear, however, that the use and integration of proprietary engines has benefited users. PACCAR’s use of its own engine line offers a good example. Trevor Lokie, Peterbilt’s product planning manager—powertrain, said, “Since being introduced, PACCAR engines have helped our customers achieve new levels of fuel efficiency and performance. The recent introduction of our MX-13 engine with a 500 HP rating and 1,850 lb.-ft. of torque is an example of this. Another is the development of a common rail fuel system designed for this engine that maintains injection pressures of 2,500 bar, further optimizing fuel consumption. The versatility of the MX-13 engine makes it ideal for a wide range of applications and business requirements.”
And Volvo has taken its D13 EcoTorque engine rated at 425 or 455 HP and 1750 lb.-ft. of torque and teamed it with an I-Shift overdrive transmission with a 0.78:1 ratio and rear axle ratios of 2.64 to 2.69 that it calls its Exceptional Efficiency package. The system effectively lowers engine RPM at cruising speed, keeping the engine operating in its “sweet spot,” typically between 1,100 and 1,200 RPM. John Moore, powertrain product manager for Volvo, said, “ The XE package allows a Volvo engine, in combination with an I-Shift transmission, to decrease engine speed by 200 RPM at normal highway speeds, improving fuel economy by 3%. With the truck cruising at 65 MPH, the engine will be turning at 1,150 RPM.” Volvo also offers two XE packages with its D16 engines. A heavy spec package is rated for combination weights up to 146,000 lbs. A lighter spec XE16 is designed for use in five axle combinations weighing up to 80,000 lbs. Both offer drivers 2,050 lb.-ft. of torque at engine speeds as low as 1,000 RPM. www.FleetEquipmentMag.com 41
The importance of choosing the right filtration for engines Perhaps at no other time in the heavy-duty industry has filtration been more important. The increased importance of proper engine and vehicle maintenance makes filtration an even more critical consideration that can significantly impact profitability. According to the filtration experts at Wix, when choosing the right filtration for engines, ensure you are utilizing a product recommended for the application and check regularly for any updates or changes. Premium filtration products cost a little more initially, but they produce long-term savings by lengthening maintenance intervals while continuing to protect vital engine parts as well as or better than traditional filters changed at shorter intervals. Wix suggests that fleets also should consider the equipment or vehicle and the driving and operating conditions when choosing filtration options. For example, off-highway heavy-duty construction engines operate much differently than on-the-road commercial 18-wheelers. Off-highway equipment demands even greater filter performance in efficiency, capacity and structural integrity in order to combat the harsh working environment. Improved oil, fuel, air and coolant filtration can keep vehicles on the road and out of the shop. And oil is the life-blood of an engine, which means the oil filter should never be taken for granted, especially in harsh heavy-duty operating conditions, Wix adds. Because filtration can significantly impact long-term profitability, it’s important to choose the right filtration for your engine to ensure it runs efficiently. Mack’s McKenna said, “Mack’s integrated powertrains also make it much easier for drivers to be more efficient through the use of components like our mDrive and Co-Pilot display. If drivers are more efficient and the truck is easy to drive, then saving fuel is built into the truck and the process.”
Small engines, big power The very makeup of engines also is changing. Ryder’s Perry said, “The weight of engines has changed. We’re seeing a migration away from 14- or 15-liter engines down to 13-liter, and some are operating lower, in the 12liter range even though they still call themselves 13-liter engines. In doing
so, they’ve been able to take weight out of the engines. They’re also using substances like compacted graphite iron to build their engine blocks. They’re building them stronger but lighter.” Volvo’s Moore said, “Increased torque and horsepower ratings are now available for our D11 and D13 engines.” The D11 now delivers up to 405 HP and 1,550 lb.-ft. of torque, and the D13 up to 500 HP and 1,850 lb.-ft. of torque. Such ratings permit operators to maintain performance with lower engine displacement, saving weight and fuel.
Management is necessary
Rapid Response: 800-930-7204 ext. 52042
Engine and vehicle manufacturers are doing their part. Fleet managers must also do theirs if good fuel economy is to be achieved. Mack’s McKenna said, “The idea is to reduce fuel consumption to the lowest amount practically possible. Proper vehicle specification and the use of fuel saving options is a must. If you start off with a less-thanoptimally spec’d truck, no matter what you do electronically, it will never meet expectations. The same can be said if the truck’s powertrain is spec’d correctly, yet no fuel-saving features are used. Fuel consumption disappointment will occur. “Excessive idling is my favorite complaint,” McKenna continued. “Any time the engine is running, it’s consuming fuel to one degree or another. So we have fuel being consumed but doing nothing. At about $4 per gallon, 42 July 2013 | Fleet Equipment
that is a very expensive nothing.” Peterbilt’s Lokie said, “Today’s engines are the most fuel-efficient, technologically-advanced and environmentally-friendly in the history of heavy-duty diesel engines. Regardless of how sophisticated engines get, however, two factors will always significantly impact fuel economy: optimized routes and optimized driver performance. Reducing stops and acceleration/deceleration cycles, avoiding steep grades when possible and, of
course, minimizing the distance traveled, all have major impacts on fuel economy. Driver inputs such as speed and shift points also play a significant role, which is why driver training and setting the proper engine parameters are so important. “Maintenance is another key factor,” Lokie added. “We encourage all of our customers to follow the recommend maintenance schedule for their particular vehicles and vocations. Additionally, Peterbilt and its
dealer network routinely work with customers to optimize maintenance cycles that provide the greatest reliability, longest life and top performance—including fuel economy.” Fleet managers cannot afford to do nothing, they need to explore the options. The cost of fuel is simply too expensive to ignore. New engine technology can improve a fleet’s fuel economy. When you write new vehicle specs, make sure you consider fuel economy as a top priority. /
Filters help protect the heart of a heavy-duty vehicle
Rapid Response: 800-930-7204 ext. 52043
The filter experts at Luber-finer remind fleet managers that one common challenge is finding a way to maintain a preventive maintenance plan that protects the heart of the fleet’s heavy-duty vehicles—the engine. To avoid engine failures, maintenance managers must understand the oil/lube filters that protect that engine and know which filters are best for their respective applications. Taking advantage of technological advances in filters can be critical to fully protecting the engine. Different filters are more efficient at removing different-sized particles (micron rating), making filter selection an important part of the maintenance process. Owners can choose between standard oil filters or an extendedlife filter. Modern technologies such as timerelease technology (TRT) offer additional benefits. The innovative TRT filters provide a controlled release of a highly concentrated liquid additive into the oil supply, which helps offset the level of acid and oxidation in the oil, especially important in HD diesel vehicles with high Exhaust Gas Recirculation (EGR) settings. Fleet managers should consider this new TRT technology when looking for increased service life and extended oil change intervals.
Aftermarket Insights BY DENISE KOETH | SENIOR EDITOR
Electronic onboard recorders (EOBRs) and electronic logging devices (ELDs) offer greater efficiency beyond hours of service compliance
lectronic onboard recorders (EOBRs)—or electronic logging devices (ELDs), as they are now being called—installed in commercial vehicles can monitor and record a whole host of data about a vehicle and its driver. And because ELDs are the subject of a pending mandate that will require them for tracking hours of service (HOS), fleets are beginning to pay very close attention. Since they track much more than HOS—electronic vehicle inspection reports; driver behavior reporting on speeding, idling and hard braking; and integrated map and route solutions, to name a few—many fleets have adopted ELDs ahead of the mandate in order to reap a multitude of benefits.
Legislation update When the ELD mandate was first passed as part of the Highway Reautho-
rization Bill (MAP-21) a year ago, it required the Federal Motor Carrier Safety Administration (FMCSA) to issue a final rule for the mandate by October 2013, according to Dave Kraft, spokesperson for Qualcomm subsidiary Omnitracs. Additionally, the mandate required that any new parameters be in effect within two years of the final rule being issued, so by October 2015. “The timeline has since shifted based on federal process requirements for rulemaking,” Kraft notes. According to John Gaither, HOS/EOBR specialist for GPS Insight, “FMCSA was burned pretty badly by its most recent attempt to mandate EOBRs when it was successfully sued by the Owner Operator Independent Drivers Association (OOIDA).” In that case, a court rescinded the HOS rule, agreeing with OOIDA that issues of
Mandated EOBRs / PeopleNet’s BLU.2 in-cab device
44 July 2013 | Fleet Equipment
“While it’s hard to determine a final implementation date, I can note that once the final rule is ready the industry will need 12-18 months to develop and bring certified products to market,” Kraft says. “Then, once the products are available, it is expected the industry will need an additional 24-36 months to implement EOBRs into more than two million trucks that have not already installed one. We also expect a transition provision that allows carriers that have implemented current EOBR systems in advance of the final rule to continue the use of those systems for their remaining useful life.”
XRS offers compliance in the palm of the driver’s hand.
Benefits to fleets
potential harassment were not sufficiently addressed by FMCSA. Because of this, “the new rule is being very carefully worded and FMCSA is behind schedule in releasing it,” Gaither adds. “We can probably expect to see the next set of proposed rules this September,” says Christian Schenk, senior vice president of product and market strategy for XRS Corp. “Following the proposed rules, it’s expected there will be a public comment period of 60 days—this could be longer, but 60 days is typical. After the comment period, the new rules could be issued in fall of 2013, or slip into 2014—the time between the end of the comment period and issuance of final regulation can vary due to the review process and number of significant comments. “The effective date for enforcement of the mandate is two years after issuance of the final rule, most likely later in 2016—this is to allow the sup-
pliers to update software to meet the compliance of the new regulation,” Schenk adds. Omnitracs’ Kraft explains that part of the reason for the lengthy schedule is the extensive scope of the EOBR mandate rulemaking. Key areas to be addressed in the upcoming proposed rule include: • ELD mandate and requirements for these systems as directed in MAP-21. • Technical performance requirements that were addressed in a prior 395.16 EOBR rulemaking—with several updates recommended by the Motor Carrier Safety Advisory Committee. • New guidelines to mitigate the potential for driver harassment as required in response to prior litigation. • Additional requirements for compliance records management by the carrier’s support system, based on a previous proposed rulemaking that was delayed.
ELDs offer much more than the ability to track HOS, providing significant benefits to both drivers and fleets, according to Alexis Capelle, EOBR program manager for Continental Corp., who adds, “For starters, they help reduce the driver’s administrative workload by eliminating the need to complete paper logs. Because EOBRs reduce the possibility of errors in the drivers’ logs, they can help to eliminate HOS violations and lead to better CSA scores.” In fact, ELDs practically eliminate the two most common driver violations—form and manner, and record of duty status not current—which make up 25% of the total violations issued to a driver, according to Elise Chianelli, PeopleNet’s product manager, safety and compliance. “Managing a driver’s hours, knowing where your equipment is, using GPS to automate your fuel tax, and the ability to communicate to the driver using the device messaging system gain tremendous advantages for the carrier, which relate to operational savings and a safer driver,” Chianelli adds. “Let’s not forget about the 2012 cell phone ban for drivers and that trying to communicate with them puts that driver in harm’s way. There is no ban on a fixed mount device.” Joshua DeCock, director of product management for Pedigree Technologies, says ELDs help fleets increase regulatory compliance, increase fleet safety and decrease operational costs. “There are a lot of side benefits to
Aftermarket Insights EOBRs if you choose the right solution,” he explains. “Tracking performance of your fleet can lead to significant fuel savings, fuel tax reporting, reduced speeding violations and awareness of vehicle diagnostics. Scheduling, dispatching and electronic forms can piggy back on the same device and take a business to the whole next level.” Rand McNally’s Mason Meadows, director of mobile communications, estimates drivers gain back 20 minutes per day, the average time that would have been spent completing paper logs. In addition, logs are always up-todate since driving is automatically detected and logs are then updated. “Fleet managers have near real-time visibility to the drivers’ available hours or projected reset time,” Meadows says. “This allows load planners to assign the optimal driver to a load and accurately project ETAs that match the driver’s available hours. A driver’s log follows him from vehicle to vehicle, so if a driver gets out of one truck and into another, he just logs into the system on the new truck and his previous seven days, plus today, download immediately and he continues on the new trip.” XRS Corp.’s Schenk points out the devices make weigh station and roadside inspections more streamlined,
Rand McNally’s HOS Logs tab
with law enforcement personnel able to quickly check standardized digital records. “In general, drivers won’t have to spend their valuable time doing paperwork or worrying about potentially costly accounting errors,” he says, adding, “EOBRs take the guesswork out of record-keeping for the driver.” GPS Insight’s Gaither adds that driv46 July 2013 | Fleet Equipment
Continental’s VDO RoadLog EOBR offers a built-in printer for instant HOS reporting.
ers often can gain as many as two hours of available duty time in a typical 60- or 70-hour week because the device rounds off-duty status changes to the nearest minute, rather than forcing the driver into a 15-minute grid as with paper logs. Omnitracs’ Kraft lists some further EOBR applications beyond electronic driver logs and HOS monitoring: • Fuel management and fuel use monitoring to improve controls and reduce costs • In-cab navigation to reduce unnecessary miles and costs • Driver performance monitoring to detect patterns of aggressive driving or inefficient vehicle operation, where coaching often improves results • Vehicle diagnostics monitoring to identify preventive maintenance needs • In-cab training to ensure timely availability and delivery of driver safety training “EOBRs provide a very effective approach to improve HOS compliance,” he says. “However, from a bigger picture perspective, EOBRs provide technology and information that is effective for broad safety management initiatives, revenue performance improvements and better cost management.”
Tackling misconceptions As ELDs become more widely accepted, fleets—and drivers—are learning their benefits far outweigh any perceived drawbacks. Fears of lost productivity and driver turnover, in addition to a perceived high cost and little
to no return on investment, were initial barriers to adoption of the technology ahead of a mandate, Gaither notes. “Some fleets have been reluctant to adopt EOBRs due to the initial implementation processes and hardware costs—viewing EOBRs as an additional and unnecessary expenditure,” Kraft adds. “Also, smaller fleets might not understand the broader benefits EOBRs offer their organization, since they have less people and vehicles to manage and/or track. However, if used consistently, fleets can drastically reduce operating costs and achieve long-term revenue, productivity and safety improvements as outlined above.” XRS’ Schenk says some fleet managers have expressed concerns about making EOBR devices tamper-proof, a problem that has plagued European EOBR mandates amid the proliferation of easily-corrupted devices. “There are a lot of myths regarding EOBRs and most of them come back to the belief that it will cost fleets more time each day and more money to implement,” DeCock says. “Regarding EOBR costs, it is much less than most realize and the ROI is so rapid that most businesses wish they had put a system in place long ago.” Continental’s Capelle notes most misconceptions are due to confusion about what EOBRs really are, as well as a fear of the unknown. “The simple act of switching from paper to electronic logs will mean that some carriers will need to change their business procedures, and this change can be disruptive to the operation. As a result, a majority of carriers have elected to wait and see how others are making
out with EOBRs before deciding to make the switch themselves. “Then we have nagging uncertainty about the actual requirements that will be in the final rule,” he adds. “While the FMCSA has not yet issued its ruling, some are afraid that current systems will not be able to match future requirements. The good news is that the FMCSA has included a grandfather clause in both the past proposed and final EOBR rules and will likely keep it in the future final rule.”
Driver concerns diminished Aside from fleet management concerns, drivers also had worries regarding ELDs/EOBRs, particularly the perceived lack of privacy. “Many drivers were concerned that EOBRs would be used as a tool to monitor ALL of their activities and thereby infringe on their privacy,” Capelle says. “As drivers began to use and experience the value of EOBRs, they found out that this was not the case and began to realize the true benefits of EOBRs. “By providing accurate information on their remaining driving time, eliminating errors and violations and reducing the paperwork, EOBRs make life a lot easier,” he adds. “Drivers also like the fact that EOBRs are accurate to the minute, so short stops do not have to be rounded out to 15 minutes as with paper logs.” “We hear the ‘big brother’ comment a lot,” Rand McNally’s Meadows says, “and some truck drivers and owner-operators choose the profession because they like being in charge of their day. When they think about the company knowing where they are all the time, it just rubs them the wrong way. “The fact is—and this has been proven over and over—once the technology is in their truck, drivers experience tremendous benefit. It helps them do their jobs more efficiently, reduces stress and generally makes their lives easier. In many cases, our fleet customers report that drivers can’t imagine going back to paper logs after becoming comfortable with the technology.” Pedigree Technologies’ DeCock concurs: “The classic problem drivers have with EOBRs is they don’t want big
brother looking over their shoulder. No one wants that, but it is much less invasive than most drivers think. After that initial resistance, what we’re actually seeing is drivers realizing that it takes less effort on their part and can actually be their defense if they are asked to drive more hours than is legal.” It’s human nature to think of change as a burden, but according to PeopleNet’s Chianelli, training and driver understanding make for successful implementation of electronic logs. “Once drivers start using eLogs, they do not want to go back. All the recapping, all the making the lines match, the time it takes to look back at their fuel receipts, toll tickets, bill of ladings, etc., makes drivers realize it takes some pressure off of them because their managers see the same things they do.” Lastly, Omnitracs’ Kraft notes that many drivers have found that EOBRs help them focus more exclusively on driving, rather than administrative tasks, and help ensure they aren’t pushed to drive long and unsafe hours.
“Make sure you look at hardware cost, monthly service, installation cost, warranty terms, network operator and service coverage,” advises Rand McNally’s Meadows. “Also look beyond the HOS to see what other applications are offered that may benefit your company. The system you purchase is a tool and the more you use it, the more you get in return. For instance, you want a system that is flexible enough to be able to change your rate plan as you move to more data in the future and you want to make sure they have an integration capability with your TMS software provider.” PeopleNet’s Chianelli cautions, “It is important to note that when the government says ‘mandate,’ it means carriers have to buy something. When that
Selecting the right device Each of the ELD/EOBR makers polled for this article offered valuable insight for fleets when it comes to choosing the best device for their operations. XRS Corp.’s Schenk says it’s important to look at the length of the contract period with an EOBR provider, as contract lengths vary from vendor to vendor. “Some, like XRS, offer no-commitment contracts, while others extend to five years. Make sure you take a close look at the fine print before you sign on the dotted line.” He also suggests other questions to consider: Does your EOBR vendor offer other services? How will your vendor support your successful EOBR implementation? “Additional vendor services vary, but may include implementation, training and overall customer support,” Schenk adds. Based on your fleet size and the extent to which you plan on using the system, these added services may be critical to your successful solution rollout.”
Pedigree Technologies’ Driver Log Book
happens, vendors crawl out of the woodwork claiming to offer compliant devices and prices will be all over the place. The driver and the carrier are responsible for being compliant, not the vendor. Company history and profitability have to be part of the decision equation—as carriers make that investment, they have to be assured that company is going to be here later to continue to support and innovate their product.” Omnitracs’ Kraft recommends smaller fleets, or fleets with a consistent driving schedule, initially focus on compliance and select a less costly EOBR that offers minimal application access, such as HOS and Vehicle Inspection Report coverage. For larger fleets with more unpredictable routing needs, he advises purchasing an EOBR that incorporates a wider selection of features, functionality and applications. “When making a decision, it’s best to www.FleetEquipmentMag.com 47
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call the technology vendor directly to discuss the unique needs of your fleet and gain insight on the best EOBR system for your organization,” Kraft adds. DeCock, of Pedigree Technologies, cautions, “Carefully listen to the company selling the EOBR and see if they talk about the effort involved in implementing this technology. If they say it is really easy, turn and run the other way.
48 July 2013 | Fleet Equipment
Look for a technology company to partner with you to implement EOBRs and not one that will just throw the technology over the wall.” Similarly, GPS Insight’s Gaither advises, “Make sure the vendor is committed to future compliance and identify any costs of future updates. Ask the vendor to loan sufficient equipment for a real-time trial and experience the hardware and software in action. Share experiences with similar fleets using the vendor’s
equipment and services.” Lastly, Continental’s Capelle offers the following advice regarding system reliability, presentation and total cost of ownership versus benefits: • System reliability—Fleets need to make sure the system will work where and when they need it. They will have to balance out this need against the desire to maximize as many fleet management features and services they can on one device, such as a smartphone or tablet. If they commit the HOS function to this type of device, they need to consider the potential consequences if the electronic log fails to work because of an operating system update, lack of cellular reception or failure of a smartphone, creating an out of compliance situation for the driver. While other apps running on a tablet or a smartphone may not be as critical if they are not available for a period of time, the electronic log must always be available. • Presentation—It is important to consider the manner in which the logs be shown to enforcement at roadside checks. Will it be via a display or a printout? Enforcement officers cannot be expected to learn how to use all of the different systems that are in the field, so the information produced by the EOBR must be self-explanatory, instant and very easily accessible. If a roadside check is conducted where there is no cellular connectivity, will the system still be able to instantly produce the logs and prove compliance? In the case of a mobile or integrated display, what happens if the mobile display in the cab is inoperable or not available because a driver removed it? • Total cost of ownership versus benefits—Does the system have startup costs and monthly fees? Is additional hardware, such as a smartphone and a separate monthly fee for a data plan required? What is the expected lifetime of the system’s components? Smartphones will typically have a much shorter lifetime (two years) than an automotive box (five to 10 years). In addition to calculating the total cost of ownership over five years per vehicle and per driver, fleets will need to consider the minimum contract duration required by the supplier. /
Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Clean vehicle initiatives are one way Central Freight Lines puts itself ahead of the competition
Tom Botsios Executive Vice President
50 July 2013 | Fleet Equipment
y the end of last month, Waco, Texas-based Central Freight Lines had a total of 115 compressed natural gas (CNG) tractors in its less-thantruckload operation. “We decided to purchase CNG tractors because of the abundance of natural gas produced in the State of Texas,” says Tom Botsios, executive vice president. “Many of our Texas customers are in oiland gas-related businesses. Purchasing the CNG units supports our customer base.” Among the first CNG tractors at CFL are 2013 Peterbilt Model 384 4X2 models equipped with Agility 75 DGE Back of Cab CNG Fueling Systems (75 gal. diesel equivalent), Cummins Westport ISL G 320 HP natural gas engines and Allison 3000 Highway Series automatic transmissions. The tractors are being used in local pick-up and delivery operations in the metropolitan Houston area, where a natural gas fueling infrastructure is available. The initial group of Peterbilts was sourced as an evaluation under a grant from the Houston-Galveston Area Council (HGAC). The organization partnered with CFL as part of an ongoing effort to reduce harmful emissions in major metropolitan areas that have higher air pollution levels. CFL viewed the opportunity to test natural gas tractors as a way to help improve air quality in the areas where it operates, and as the latest in a series of steps the company is taking to help foster the use of domestic fuel sources.
Central Freight Lines Tractor Specs
Measuring ROI The first CNG tractors at CFL were followed by 100 new 2014 Freightliner M2 CNG units, which are now operating in the DallasFort Worth area. Any new technology at CFL, including natural gas tractors, still has to make business sense, Botsios notes. “We can measure the return on investment in these tractors by comparing the operating cost per mile between CNG and diesel models,” he reports. “Currently, natural gas prices are lower on a per gallon equivalent compared to on-highway diesel fuel, so the higher upfront cost of the engines will be returned to the company.” In total, CFL operates 1,600 tractors and 8,000 trailers. “In the past few years, we have been consistently replacing power units with
“With the Houston-Galveston Area Council’s backing, we were able to evaluate how natural gas tractors will help further our goals of fighting air pollution and using domestically produced fuels like natural gas to help reduce consumption of foreign oil,” Botsios states. “Natural gas-powered tractors support U.S. energy producers, including many companies in our home state.”
Model: 2014 Freightliner M2 Engine: Cummins Westport ISL G Transmission: Allison 3000 Highway Series Driveshafts: Meritor Front Axle: Meritor MFS-12-143A Front Suspension: dual taperleaf; 12,000-lb. Power Steering: TRW THP-60 Rear Axle: Meritor RS-23-160; 23,000-lb., 5.29 ratio Rear Suspension: Freightliner AirLiner Wheel Seals: Scotseal Brakes: Meritor ABS: Meritor WABCO Automatic Slack Adjusters: Meritor Parking Brakes: Haldex Gold Seal Wheels: steel disc Tires: Michelin XZE2 5th Wheel: Jost Air Compressor: Cummins, 18.7 CFM Air Dryer: Bendix Fan Clutch: Horton Drive Master Batteries: Alliance Starter: Delco 38MT Alternator: Delco 36SI
Model: 2014 Hyundai HT Composite XT Length: 28 ft. Landing Gear: Jost Magnum Axles: Meritor Suspension: SAF-Holland Oil Seals: Stemco Brakes: Meritor ABS: Meritor WABCO 2S/1M Slack Adjusters: Gunite Tires: Double Coin Wheels: Accuride Lighting & Electrical: Truck-Lite; Phillips
newer emissions compliant engines, and adding other environmentallyfriendly equipment, such as propane-powered forklifts,” says Bill Woods, director of maintenance. “In addition to the CNG tractors, we currently operate Navistar, Freightliner and Sterling diesel models. “Along with the 100 newest Freightliner CNG-powered tractors to join the fleet, we are also going to take delivery of 50 2014 model year diesel-powered Freightliner M2s,” Woods continues. “As the 2014s come on board, we’ll be retiring our oldest units, which include 1999 through 2001 models. We try to run our trucks for seven to 10 years and our trailers from 15 to 20 years. With that in mind, we spec and purchase for lowest operating cost and longest life.”
The CFL trailer fleet is a mix of 28ft. pups, 48-ft. P&D vans and 53-ft. vans that work in both linehaul and P&D service. CFL has also ordered 400 new 2014 Hyundai pups that are currently coming on board, as well as 100 32-ft. and 100 40-ft. trailers that will be used in P&D operations.
Testing ideas Changes to trailer specs at CFL are based on addressing issues and testing new ideas, Woods relates. “Trailer floors and roll-up doors have been areas of concern,” he adds. “We were spending a lot of money ensuring that floors are solid and doors operate. For our newest trailers, we’ve spec’d Havco Composite floor systems and Transglobal com-
July 2013 | Fleet Equipment
posite doors to enhance the life of those components and to reduce our maintenance costs. “We also adopted side skirts on 28-ft. trailers after we realized a 6% increase in fuel mileage, as well as an improvement in stability on test units,” Woods says. “This year, we’re planning to look into automatic tire inflation systems, provided we can find the right product for our operation. We are always looking for ways to better utilize our assets, but from a maintenance perspective, products need to have merit and an application in our environment. Basically, some things just won’t work for us based on how we use our equipment.” Maintenance for the CFL fleet is handled through a company network of 13 shops. Where the carrier does not have a maintenance facility, service and repair work is handled by carefully selected outside vendors.
Rich history A privately-owned, for-hire common carrier with 51 terminals throughout the southwestern U.S., Central Freight Lines has a rich history in the freight transportation
business. CFL first opened for business in 1925 and through the years, the company has been recognized often for its accomplishments in service, quality and safety. Year after year, CFL has been honored by the Texas Motor Transportation Association (TMTA) for its achievement in reaching and maintaining the industry’s highest safety standards in the state. Recently, TMTA presented CFL with the first place P&D Division Fleet Safety Award, along with first place Intercity award in the 10 to 20 million mile class. Each year, TMTA recognizes member companies that accomplished outstanding, professional driving performance. The winners are judged on the company’s accident frequency experience rates. “We’re committed to safety, professionalism and customer service, which is reflected in our repeat award winning performances each year,” Botsios said. “We’ve always been proud to be a carrier that consistently promotes safety throughout the company. Today, as well, CFL proudly adds clean initiatives as one of the things that sets us apart from other carriers.” /
Truck Products SAF-Holland rolls out lightweight Tridem Slider Suspension system SAF-Holland has introduced the new SAF CBX69 Tridem Slider Suspension for trailer applications. The lightweight triple-axle system incorporates the same air suspension and slider box design as the company’s CBX40 model, along with an SAF X-Series 5.75-in. diameter axle with an 11mm wall axle. Standard on the system is Swing Align for axle alignment and Black Armour metal treatment for corrosion protection, the company added. SAF-Holland www.safholland.com Rapid Response: 800-930-7204 ext. 52150 www.FERapidResponse.com
Alcoa unveils medium-duty wheels The M-Series line of mediumduty truck wheels for Class 3-6 vehicles has been introduced by Alcoa. The forged aluminum wheels for straight trucks and low deck trailers are manufactured to fit Dodge, Ford, Freightliner, Fuso, General Motors, Hino, International, Isuzu, Kenworth, Peterbilt, Smith and Sprinter vehicle makes. M-Series wheels are available in brush and polish finish options. Select part numbers are offered with Alcoa’s Dura-Bright surface treatment option, the company added. Alcoa www.alcoawheels.com Rapid Response: 800-930-7204 ext. 52151 www.FERapidResponse.com
New BendPak Tuf-Pads provide durability, grip BendPak recently unveiled its new Polyurethane Tuf-Pads contact pads for two-post car lifts. This marks a departure from the natural rubber contact pads the company manufactured previously. The problem with natural rubber is that it can degrade over time and be hurt by certain chemicals, the company noted. And even if that doesn’t happen, the material can be gouged or cut. According to the BendPak website, the new Tuf-Pads feature a “hardness elastomer” to resist these common problems, but without sacrificing the allimportant grabbiness that made the rubber pads so effective. BendPak www.bendpak.com Rapid Response: 800-930-7204 ext. 52152 www.FERapidResponse.com
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Carrier Transicold introduces new X4 Series trailer refrigeration units
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Carrier Transicold has announced its new ultra-high efficiency X4 Series refrigeration units, which include the 7500 and 7300 single-temperature belt-driven models. Respectively, the new units provide 68,000 and 66,000 BTUs of cooling at a setpoint of 35 degrees F (100 degrees F ambient). Both X4 units meet 2013 Tier 4 emissions requirements from the U.S. Environmental Protection Agency, the company said. Compared to the Carrier Transicold X2 2100 and 2500 series models they succeed, the new X4 units: • Weigh 30 lbs. less at 230 lbs. • Provide 3% to 10% higher cooling capacity (depending on model) • Achieve up to 20% faster pulldown • Consume 5% to 22% less fuel over a full range of operating conditions; and up to 35% less fuel during pulldown • Require 24% less refrigerant • Operate at up to 18% slower speeds and reduce engine runtime by up to 15% System improvements in the X4 models include optimized V-Force fans and Novation micro-channel condenser coils. An electronic expansion valve is now standard, replacing mechanical expansion valves found on previous models. The units feature Carrier’s 2.2 liter engine with sensors and an electronic control module that communicates with the company’s APX control system. Fleets also will have the ability to equip X4 units with an optional engine emissions system to provide future compliance in California, the company added. Carrier Transicold www.carrier.com/ecoforward
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54 July 2013 | Fleet Equipment
New Rotabroach kit offered Blair Equipment Co., producer of precision sheet metal holemaking tools and spotweld cutters that are used in automotive body repairs, fabrication and restoration, introduced its new Rotabroach Sheet Metal Hole Cutter Combo Kit. The new kit (part no. 11320) combines two of the companyâ€™s most popular kits, the small diameter kit (part no. 11090) and the large diameter kit (part no. 11091), into one convenient package, the maker said. Included in the set are 13 sizes of Rotabroach Cutters from 5/16 in. to 1.5 in. Rotabroach sheet metal cutters can drill holes in materials up to 1/4 in. or 1/2 in. thick, depending on diameter. Blair Equipment Co. www.blairequipment.com Rapid Response: 800-930-7204 ext. 52160 www.FERapidResponse.com
TMD Friction launches Textar, Don Drum Brake Catalog TMD Friction launched the Textar & Don Drum Brake Lining Catalog for Commercial Vehicles in North America. The catalog provides information on friction materials for specific applications for on-highway tractor trailers, buses and coaches, as well as vocational vehicles. According to the company, these products meet todayâ€™s OE performance standards and demands, including reduced stopping distance regulations (T5000 and T1200), as well as the demands of heavy-duty applications. The formulas are available for front brakes and for 20K, 23K, 25K, 26K and 29K lb. rated axles. TMD Friction www.tmdfriction.com Rapid Response: 800-930-7204 ext. 52161 www.FERapidResponse.com
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Classifieds ENGINE OIL DRAIN VALVE
Shop Equipment Matco launches limited edition Black-Out-Box Matco Tools has launched a limited edition BlackOut-Box, which features Matcoâ€™s Stealth Black paint with black trim, locks, casters and badging, creating a completely blacked-out appearance. According to the company, each Matco toolbox is handcrafted with care and precision and every model features a T-shaped center shelf that is fully welded to all sides for brute strength and total stability. Black-Out-Box rollaway models range from $5,935 to $9,440 and are available through local Matco Tools distributors. Matco Tools www.matcotools.com Rapid Response: 800-930-7204 ext. 52162 www.FERapidResponse.com
Meritor WABCO releases latest vehicle diagnostics software Upgrades to the Meritor WABCO Toolbox 11.0 PC-based diagnostics and troubleshooting software include new product diagnostics, improved navigation and a new intuitive user interface. Features of the new software include diagnostics for new generation OnGuard commercial vehicle collision safety systems with Active Braking and Onlane, a lane departure warning system device. In addition, there are J1939 diagnostics for pneumatic antilock braking systems, electronically controlled air suspensions, and an expanded help function. / Meritor WABCO www.meritorwabco.com Rapid Response: 800-930-7204 ext. 52163 www.FERapidResponse.com
DRAIN YOUR ENGINE OIL WITH THE TOUCH OF A FINGER
FUMOTO www.FumotoUSA.com Fumoto Engineering of America
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56 July 2013 | Fleet Equipment
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(330) 670-1234 Ext. 225 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (July 2013, Volume 39, Number 7): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2013 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.
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ccording to a recent survey conducted by Intermec, transport and logistics companies around the world believe that arming their mobile workforce with new technology could cut their pick-up times by 30% and delivery times by 29%—savings that could be crucial in boosting operational efficiency levels and meeting customer demands. These are the principal findings of a survey by Intermec, which surveyed managers of transport and logistics firms in six countries around the world during April 2013.
The study finds that 38% of U.S. organizations view operational efficiency as the area of most strategic importance for their business. More than three quarters (77%) of organizations across U.K., U.S., Germany, France, Australia and New Zealand say their customers now demand same-day delivery services, and 92% of companies claim that meeting these expectations is placing significant challenges on their business to adjust. Most feel that customer demand can best be met through automating key processes in the pick-up and delivery areas, and adopting new technology for drivers such as GPS, mobile and broadband communications. Companies anticipate that by adopting these technologies, the time taken for each pick-up and delivery can be cut by 2.68 and 2.41 minutes, respectively, providing a significant boost to the efficiency of the mobile worker. Results state: • Respondents believe broadband mobile communications (60%), integrated vehicle telematics (44%) and RFID (38%) offer the most promising return on investment to their organization. • The efficiency gains from new technology could extend to back office staff, as well. The survey respondents report that they are receiving 6,677 calls per day from customers asking for order status updates. • By providing proactive shipment updates, a process enabled by location-based and mobile technologies, these same companies believe they could eliminate 24% of these calls immediately. This equates to 1,602 calls per working day, a time savings that could then be used to better serve a wider range of customers. “Customer expectations in the industry are growing higher each day, putting increasing pressure on mobile workers to meet tighter deadlines,” said Jeff Sibio, Intermec industry marketing director for transport and logistics. “Our survey shows that the use of technology not only reduces call and pick up times for workers, but also offers customers the chance to make fewer calls.” For more information, visit www.intermec.com. /
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