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Managing Equipment Assets
Road to success www.FleetEquipmentMag.com
■ Good maintenance cures CSA headaches ■ Refrigerated trailer & body technology ■ Low cost proof-of-delivery technology
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On the Inside
Vol. 39 | Number 12| 2013
Light- & Medium-duty SETH SKYDEL
Tires & Wheels
Founded 1974. Copyright 2013 Babcox Media Inc.
Service & Support
D. MICHAEL PENNINGTON
Fuels & Lubes
14 Timely Tips Seven steps to properly prep fifth wheels for coupling
16 Industry News October average price, volumes of used Class 8 trucks up
IT for Asset Management | Low cost proof-of-delivery technology improves efficiency
42 Truck Products Webb Vortex Drums released for high-frequency stopping applications
Equipment Management | Good maintenance can cure CSA headaches
Before & After(market) | Refrigerated trailers and bodies
Aftermarket Insights | The finishing touch: Paints that “wow” and protect
Fleet Profile | Road to success: KLLM focuses on technology
43 Trailers & Bodies Carrier Transicold introduces hybrid Vector multi-temperature system
44 Shop BendPak reveals new heavyduty lift
On the Cover Navistar WorkStar snow plow
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
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PUBLISHER Dean Martin, Publisher 330-670-1234, Ext. 225 firstname.lastname@example.org EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 email@example.com
Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Jason Morgan, Managing Editor 330-670-1234, Ext. 279 firstname.lastname@example.org Seth Skydel, Sr. Contributing Editor 330-670-1234 email@example.com D. Michael Pennington, Sr. Staff Writer 248-872-6760 firstname.lastname@example.org Asa Sharp, Contributing Editor 330-670-1234 email@example.com John Martin, Contributing Editor 330-670-1234 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 December 2013 | Fleet Equipment
Preparing for 2014 by looking back at 2013 CAROL BIRKLAND | EDITOR-IN-CHIEF
nyone who has been in the trucking industry for a number of years knows that it is a cyclical business affected by the national economy, federal mandates and changes in technology. Sometimes, when we know that federal laws will add layers (translated: changes that add cost) to fleet businesses, we are better able to guess what the future might be. But predicting the future in this business is a lost cause. The best we can do is to look at the trends of the past and guess which trends will continue and what will their impact be going forward, or which will fade—like interest in ethanol, which our columnist John Martin thinks is on the wane (see p. 10)—and leave us looking for other solutions. The year-end trends in 2013 provide some interesting perspectives. In the second half of this year, during the autumn order season, trailers kicked off with an impressive 43% month-over-month net order gain. New trailer builds usually signal an increase in shipping—always an indicator of economic growth. Total net orders were 24,900 units. The year-over-year comparison was less robust, but still a solid 6% increase. “Improvement in orders was widespread in October, as seven of ten trailer categories were positive month-over-month, with most of those posting solid double-digit gains,” said Frank Maly, director—CV transportation analysis and research at ACT. “Cancellations were low, which continues to indicate both an absence of speculative orders in the backlog as well as a confirmation that trailers on the order-board are truly needed.” As expected from the preliminary report, Classes 5 to 8 orders were strong in October. This updated status of the North America commercial vehicle market was included in the State of the Industry report, recently released by ACT. “October brought a sharp move upward from the prevailing order trend for Class 8. Given that market conditions are good but not great, it is premature to say that trend will continue through November and December,” said Kenny Vieth, president and senior analyst at ACT Research Co. LLC. “For medium-duty, October is typically the peak month for orders and this month’s results did not disappoint. Class 5 saw its best order month in five years, and Classes 6-7 orders were the second best this year,” he added. Then there is the natural gas (NG) as an alternative fuel trend, which bears watching. It might be safe to assume that a fundamental change in fuels for heavy-duty transportation is on the horizon. The dramatic decline in the price of natural gas has created an opportunity for significant costs savings for truck operators, even with today’s limited, very expensive product offerings. However, a major concern is the viability of these savings long-term. Will the supply and price of NG remain positive and highly competitive against other fuels? Where do emissions regulations fit into the equation? Will NG fueling infrastructure be available? Ah, the excitement of trying to figure out what the new year will bring. If you would like more detailed information on these and other trends, check out the ACT Research website at, www.actresearch.net. /
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Light- & Medium-duty BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Ready to roll Ram Truck brings out 2014 models featuring MPG-boosting innovations
entral to the design and developcal systems and save fuel is a Variable ment of 2014 model year Ram displacement compressor (VDC) that Truck pickups and chassis cabs is an automatically varies its pumping caemphasis on boosting fuel efficiency. pacity to meet air conditioning deThe 2014 Ram 1500, for example, was mands rather than an on/off fixed designed with the manufacturer’s displacement compressor. As a result, TorqueFlite 8, an eight-speed autothe VDC lessens loads on the engine, matic that doubles the amount of reducing parasitic losses to enhance gears compared to the previously fuel efficiency. Like the VDC, a pulseavailable four-speed transwidth modulation (PWM) mission, and stop-start, blower on the Ram 1500 thermal management, Fully-tested continually controls fan pulse-width modulation speeds for optimal perand and active aerodynamics formance. systems, including grille revamped, Ram 2014 Heavy Duty shutters. pickups can be spec’d with For 2014, the Ram 1500 according to a Cummins 6.7-liter diesel half-ton truck will be availthe OEM, rated at 850 lb./ft. of torque able with 3.6-liter Pentasor a 410-HP HEMI V-8 gas the Ram engine. The models can tar V-6 and 5.7-liter HEMI V-8 gasoline engines, and Trucks 2014 also be equipped with a a new 3.0-liter V-6 dual alternator system to lineup is provide higher electrical EcoDiesel. The turbocharged 60-degree, loads, reducing demand on ready to dual overhead camshaft the engine for powering roll. (DOHC) 24-valve V-6 that upfits and accessories. produces 240 HP and 420 Models equipped with lb./ft. of torque has Cummins engines are ofachieved 50-state emissions complifered with dual 220-amp alternators ance for both Tier II and BIN 5 stanand units powered by the HEMI gasodards. A key enabler, the OEM notes, line engine can be fitted a combinais the engine’s cooled Exhaust Gas Retion of 220- and 160-amp units. circulation (EGR) system, which is conTwo Borg-Warner part-time transfer trolled by electric instead of cases with 2WD, 4WD High, 4WD Low conventional pneumatic valves. and Neutral settings are available on Pulse-width modulation (PWM) for 2014 Ram Heavy Duty models. The the Ram 1500, according to Ram, reBW 44-46 is an electric shifting transfer duces parasitic electrical load to save case and the BW 44-47 is a manual fuel. Fuel delivery and the forward shifting unit. Both feature a low-range cooling fan are two systems that take ratio of 2.64 and locking differential advantage of PWM, the company from front to rear. notes, generating a 0.4% improveThe Ram 2014 chassis cab lineup inment in fuel efficiency. cludes 3500, 4500 and 5500 models. Also designed to cut load on electriAll three chassis cabs have a standard
4 December 2013 | Fleet Equipment
6.4-HEMI V8 gasoline engine while the 5.7-liter HEMI V-8 is available on the 3500. The new 6.4-liter HEMI is available with the 66RFE six-speed automatic transmission or the AS66RC six-speed automatic with left- or rightside PTO capability. Ram 4500 and 5500 chassis cabs for 2014 are also available with a 6.7-liter Cummins diesel rated at 325 HP and 750 lb./ft. of torque. Ram 4500 and 5500 Chassis Cabs received upgrades for 2014. Both models are now rated at a 7,000-lb. front gross axle weight rating (GAWR) when fitted with 6.4-liter gasoline engines, and a 7,250-lb. GAWR with the 6.7liter Cummins Turbo Diesel. Additionally, the gross vehicle weight rating (GVWR) for the Ram 3500 equipped with single rear wheels has been raised and now ranges from 10,500 to 12,000 lbs. A 10,000-lb. GVWR model that falls below certain truck-weight restrictions is also available.With frame lengths of 60, 84, 108 and 120 in., 2014 Ram Chassis Cabs are designed to ease installation of systems and bodies without interference or relocation of components. The models have no components or lines above the rear frame rails, through-the-frame plumbing and electrical conduits, and a DEF refill port located at the rear of the cab on the driver’s side. Fully-tested and revamped, according to the OEM, the Ram Trucks 2014 lineup is ready to roll as efficiently and productively as possible. /
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Tires & Wheels
BY ASA SHARP | CONTRIBUTING EDITOR
Rolling as part of a system R
ecently, while discussing radial truck tire performance with several seasoned industry veterans, a valid and useful point was raised. Several decades ago, many truck tire problems used to be finally diagnosed as simply that “tire problems.” This is less the case in recent years. Tire performance is best understood and more expediently diagnosed when considered as one component of a more complete vehicle system. Sometimes, the solutions have been simple such as less positive camber, re-
suspensions with lower damping levels to avoid premature irregular wear and resulting early takeoff mileages. Several current trends are worthy of a systemic approach to overall truck vehicle performance. Single wide tires replacing dual assemblies, for example, make sense for many reasons and there is little doubt that the majority of linehaul trucks will be converted in the not too distant future. Remember that duals were originally used as a makeshift solution when the tire industry had neither the reinforcement materials nor construction technology to keep up with the rapidly escalating truck axle loads between1917 and 1925 as pneumatic tires replaced solid rubber ones. Wide singles are, however, are not necessarily a simple bolt-on changeover for many applications. Ideally, axle track width should be widened, wheels should be configured as centerline mount (zero offset) and axle camber and toe, even when designed with a straight up/down and straight ahead spec respectively, should be more closely controlled with smaller tolerances for optimum tire wear. Wider tread tires simply have greater physical displacements at the tread edges compared to narrow tread (dual) tires, resulting in increased scuff and wear for any alignment setting different from optimum. In short, wider tread tires are more susceptible to alignment related wear issues. Tire pressure monitoring systems (TPMS) and automatic tire inflation systems (ATIS) are rapidly gaining acceptance and, to a degree, take the variable of manual PM-type pressure
…current trends are worthy of a systemic approach to overall truck vehicle performance. duced toe settings and more positive caster to ensure long treadwear, good handling and to maintain vehicle oversteer/understeer characteristics when switching from bias to radial tires. Other smaller, but similar changes, helped when transitioning from standard to low profile radials. A more current example of compatibility problems surfaced on linehaul tractors when the industry switched from three-point mount, four spring tandem drive suspensions to air rides. In this case the open lug drive tires popular with most manufacturers were re-designed to closed shoulder designs to overcome the more compliant air
maintenance out of the tire durability equation. The last piece of this puzzle is the pending development of a workable system for the full-floating drive axles that can be plumbed in a way that does not protrude beyond the outer tire sidewall. The age-old issue of determining the optimum inflation for a given load and service condition to minimize abnormal wear and to extend takeoff mileages, however, won’t likely be solved until a variable pressure system that matches inflation to real time conditions (e.g. full load out/empty return) is developed and sold at a reasonable cost. Many additional examples of how tires relate to other components abound. Larger front brakes, especially high horsepower absorption disc brakes, tend to slightly increase steer tire wear rates, but more importantly, reduce irregular wear. Any change from the near universal drag link type steering linkage on current Class 7 to 8 trucks can be expected to affect tire wear. Adaptations of automotive type rack and pinion or idler arm type steering can change steer tire wear. Shock absorbers and other damping devices have recently been upgraded to match air suspension requirements and more adaptation of high technology automotive devices may become future realities. Modern radial tires often display symptoms that may, but not necessarily, indicate a pure tire deficiency. Many issues are expediently diagnosed and corrected by experienced and trained technicians using a systemic approach. /
ASA SHARP 6 December 2013 | Fleet Equipment
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Service & Support BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER
Tire “remanufacturing” pays dividends “W
e were ‘green’ before it was compounds that resist wear and tear, cool,” proclaimed Randy earning fleets more mileage and life. Hanson, technical training manager, Bandag offers a two-day training training and development, Bridgeclass for fleets and dealers, with Hanstone Commercial Solutions at its train- son leading the sessions. More than ing center located within Bridgestone 400 customers—mechanics, drivers, Americas’ LaVergne, Tenn., manufactechnicians, shop managers—were turing facility. A 13-year veteran with trained last year. Bandag, Hanson served as a field serv“Fleets tell us we don’t want any ice rep become assuming the impor[tire] failures. I know there are lots of tant and influential training role. tire clinics, but this is the best one in With the genuine passion of a newthat it teaches tires from A to Z. Our hire and the obvious commitment of students feel strongly about what a ‘professor’ educating his they learn, and some even students (customers), Hancome back for refresher “Retreads courses to grasp the full son knows tires and retreads like an internist benefits of retreads,” ofare a knows body’s organs. fered Hanson. good, “A casing can still be A couple of common tire good long after tire tread myths: 1.) the rubber on smart wear. Just because a tread the side of the highway option wears down doesn’t mean comes from retreads— the casing’s worn too. A those ‘gators’ on the road for quality casing has a life with all the wire are usually carriers…” not retreads. Virtually all span that can outlive the original tread,” he said, that scrap rubber contains — Jones noting Bandag’s unique wire. There’s no wire in the ‘cold process’ to cure the tire—“high rubber retreaders use. 2.) Retreads temperature can decrease life and re- are not safe—nearly every major airtread quality”. line uses retreads. Even sophisticated Throughout its entire production jet fighters use them. Today’s modern system (original equipment and reretreads are so safe, school bus fleets tread tires), the company practices depend on them. quality assurance and remains fo“Retreads are a good, smart option cused on casing durability, not just for for carriers seeking to extend tire the new tire’s benefit, but the retread- life,” said Bert Jones, manager, prodability. uct marketing Bridgestone CommerThe entire retread life space starts cial Solutions. “The biggest and the and ends with tires that perform like best fleets use retreads to save new tires, at a fraction of the price. money and keep costs to a miniWith specialized tread patterns that mum.” match up with any terrain, any appliHanson walked through the entire cation, the retreads, according to Bandag retread process. From the Hanson, employ next-generation seven-point inspection and electricity
testing on the casing, to the testing and repairs with an advanced, proprietary retread compound, to buffingskiving, extruding, building and finally, chamber curing time. From the customer training classes, Hanson, noting Bandag’s global network of servicing dealers, offered these real-life tire life extending suggestions: 1. Proper tire pressure: Low pressure can kill the casing. Be sure to check pressure when it’s cool, at least 4 hours non-running. A tire can lose up to 2 PSI a month, even if things are right. Tip: Use metal-screw valve caps. 2. Tire maintenance: Establish a formal program to inspect, inflate, review, and chart the tire lives and complete inventory. Don’t store tires outside, since direct heat can inflict damage. Pay attention to aligning the proper width of the tire to the wheel. 3. Vehicle alignment: The vehicle’s true alignment can be a big factor in tire life. Fleets should ensure tires are matched properly before positioning on the vehicle. 4. Train the drivers: A properlytrained driver will heed the speed, They can make as much as 35% difference in fuel economy. “Retreading makes a truer, rounder tire, and definitely has a new tire look,” he added. Coming soon: Top Ten Tips for Maximum Tire Service Life & Performance—from major tire makers and key fleet managers. /
D. MICHAEL PENNINGTON 8 December 2013 | Fleet Equipment
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Fuels & Lubes BY JOHN MARTIN | CONTRIBUTING EDITOR
Can't we just be objective? O
kay, so I'm a scientist. That means I'm trained to deal in facts—not just "meadow muffins," as a famous TV colonel used to say. The corn-based ethanol industry is in a dither. A leaked draft of the EPA's suggested renewable fuel standard (RFS) volumes for 2014 showed a continuation of the biomassbased diesel renewable volume standards at 1.28 billion gal. for 2014 and 2015. But the volume requirements for ethanol were reduced from 2.75 billion ethanol-equivalent gal. (BEG) in 2013 to 2.21 BEG. Letters are being sent from all over the corn-based ethanol industry to the EPA crying foul. The letters basically say that Big Oil is thwarting attempts to grow the renewable fuels industry. Meadow muffins! The EPA is just reflecting our government's wishes to reduce GHG emissions. Since corn-based ethanol produces Why can't we, more GHG emissions than as a nation… ethanol produced from biomass or sugarcane, the EPA is plan for the trying to force more cellulosic betterment based R&D to occur. For once, I agree with the EPA. of the entire We've created this enormous country…? corn-based ethanol industry composed of farmers and Big Ag. Much like the birds that show up at your bird feeder, they've become dependent on us making them rich and too complacent to do their cellulosic biofuel R&D. It's like the rangers at Yellowstone who tell people not to feed the animals so they won't become dependent. Corn-based ethanol producers want us to support them financially. Why can't we as a nation just look realistically at our energy requirements and plan for the betterment of the entire country, not just whoever happens to go to Capitol Hill to plead their own selfish interests? I'm not a chemist or a chemical engineer, so I can't get into the chemistry of a feedstock or the economics of that feedstock's production, but neither are our nation's politicians. Let's look objectively at our country's future energy needs. The original premise, which was used to "sell" cornbased ethanol, was that it would be a viable renewal fuel until alternate sources of energy were found. Our
nation can't survive long term making fuel out of people and/or cattle food. Look what has happened to cattle feed, corn and beef prices. We have a similar situation with the latest energy fad-producing wood pellets out of biomass. What happens when we create a large industry and the biomass available isn't sufficient to support it? Then the producers will want to start cutting down our forests. It seems to me that the latest forecast from the Energy Information Administration (EIA) is very logical. The EIA forecasted its estimate of energy sources from 2020 through 2040, which was: Liquid biofuels would slowly increase to about 2% of our total fuel sources and remain at that level; coal would decrease from 19% to 15% of our total requirement while nuclear would remain constant at 9%; and crude oil based liquids would decrease from about 34% to 32% of our supply. The estimated growth areas were natural gas (from 26% to 28%) and renewables other than liquid (biomass, solar, wind) from 7% to 11 % of our requirements. These predictions were made assuming that transportation fuel usage would remain steady because growth increases would be offset by fuel economy gains. Residential needs were predicted to increase from 8% to 11%, which industrial usage would increase from 24% to 28%. Here's what the old physicist reads into the EIA's predictions. First, biodiesel usage will continue to increase with the advent of fuels such as butanol, dimethyl ethers and isobutanol. Ethanol usage will decrease as fuel economy regulations require improved fuel economy. Our government has high hopes for renewable fuels other than liquids, but I disagree with them unless our scientists scan develop effective methods of storing solar and wind energy. I also think the natural gas increases predicted are a bit light. With the pressure to reduce GHG emissions, more and more electrical power generators will turn from coal to natural gas. Additionally, I think the trucking industry will embrace natural gas over ethanol and biodiesel due to its lack of cold weather issues. Of course, I’ll be dead by then, so sue me! /
JOHN MARTIN 10 December 2013 | Fleet Equipment
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Heavy-duty News BY JASON MORGAN | MANAGING EDITOR
Funding the future Challenges of the Highway Trust Fund L
ast month, a group of trucking industry executives, industry associations and political representatives gathered at the Liaison hotel in Washington, D.C., to discuss the looming threat to the Highway Trust Fund (HTF). According to a presentation given by the American Association of State Highway and Transportation Officials (AASHTO), the HTF obligations will fall nearly 100% in fiscal year 2015 without new revenue. The United States infrastructure condition is in dire straits. Joe Cowan, founder of Cowan Systems LLC, a spe-
gestion to UPS typically boils down to $105 million for every five minutes of traffic per day. That’s no small cost for a mammoth company that moves 2% of the Global GPD and 6% of the U.S. GDP. Clearly, infrastructure challenges need addressed. The AASHTO proposed a threepronged approach to funding the HTF to improve our country’s infrastructure: A state sales tax toward transportation, similar to what was done in Virginia, which eliminated the 17.5 cent tax per gallon on motor fuels and replaced it with a 3.5% sales tax on gasoline and a
“We have to do something to make [truck driving] a desirable job. A job people are happy to go to. A job that is pleasant. The first place you start is our infrastructure.” — Joe Cowan, founder of Cowan Systems LLC
cialized truckload carrier based in Baltimore, took the stage and pointed at the unacceptable state of infrastructure. “Our infrastructure is deplorable,” he said. According to Cowan, in 2001, the cost of one tractor and trailer, including registration, fuel taxes, tolls and titling tax to operate that vehicle, driving approximately 100,000 miles across the state of Maryland, including round trips through the state’s toll facilities, was approximately $8,000 a year. Today, in 2013, the cost for that same situation is $19,350. “If you take 500 trucks and do a little math, you’ll see what that burden is that I have to absorb or pass along. I can’t afford that, I’m passing it along. So what do I get for that cost? What am I getting in exchange?” he asked. David Abney, chief operating officer of UPS, discussed similar concerns and reported that the cost of traffic con-
12 December 2013 | Fleet Equipment
6% tax on diesel fuel and increased the statewide sales and use tax by .3%, among other things; sales taxes on fuel, or other variable taxes/fees; and vehicle registration fees. Congressman John Delaney, representing Maryland’s sixth district, laid out another option for infrastructure funding. “In my opinion, investing in our infrastructure should be our No. 1 domestic economic priority. One of the things we want to do as policy makers is do something that makes a difference against the job crisis we have,” Delaney began. Delaney outlined the Partnership to Build America Act (HR 2084), a bi-partisan, large-scale infrastructure financing vehicle that could support all types of infrastructure projects and be used by state and local governments in a way that is sensitive to the fiscal needs of the country and channels corporate
cash into common good needs. “It launches something called the American Infrastructure Fund, which is designed to be a large-scale financing vehicle,” Delaney explained. “It’s capitalized by $50 billion up front and it stays in there for 50 years. It never has to be appropriated again. The government can shut down every other month if it wants and this thing will still have its money. Sounds great! But what’s the catch? It’s funded through private corporations buying 50-year term bonds at a low interest rate return of 1%, and they’re not guaranteed by the federal government. So why would any corporation want to buy these bonds? Delaney detailed the incentive: For every $1 a U.S. corporation buys in bonds, which they can freely sell the next day if it wanted to, the corporation can bring back $4 of its overseas earnings to the United States tax free. At press time, Delaney said that a Senate companion bill should make its way to the floor after Thanksgiving. Regardless of the funding method, it’s clear that something needs done to support our aging roadways. The main thrust of the Infrastructure for the Future Summit was that something needs done today, and to pave the way for a brighter infrastructure future, it’s going to take the cooperation of everyone in the transportation industry. Regardless of your political views, all the policy makers and presenters urged the trucking industry to get involved. /
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Timely Tips Seven steps to properly prep fifth wheels for coupling
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he following steps are recommended by SAF-Holland for preping your fifth wheel for coupling. However, the company recommend that you follow your specific fifth wheel manufacturer’s instructions. 1. Prior to coupling, you must inspect the fifth wheel and mounting. Perform and verify the following: • Tighten loose fasteners; • Replace missing fasteners; • Repair/replace missing, cracked, or otherwise damaged components; • Clean grease grooves if a large amount of debris is present; • Lubricate fifth wheel-to-trailer contact surfaces, if needed; • Inspect fifth wheel mechanism. Lubricate dry or rusty components; • If it’s a sliding fifth wheel, make sure both plungers are fully engaged; • Inspect air line connections; and • Make sure fifth wheel is in appropriate position for weight distribution on the tractor. For proper positioning of the wheel, refer to manufacturer’s instructions. 2. Make sure coupling area is flat, level and clear of persons and obstacles. 3. Tilt ramps of fifth wheel downward. 4. Make sure locks are open. If locks are closed: • Manual Release: If equipped with a manual secondary lock, first pull secondary release handle and hook on casting. Pull the release handle completely out. • Air Release: Set the tractor parking brake and pull the fifth wheel release
14 December 2013 | Fleet Equipment
valve until locking mechanism opens and locks in place. Release the pull valve. Release the tractor parking brake. 5. Visually inspect fifth wheel throat to ensure locks are completely open and ready to accept kingpin. 6. If locks are not completely open, check the following: • Specifically for the Holland FW35 Model: Shaft adjustment nut and washer are away from front of wheel. • Release handle is in extended “open” position. 7.If both of these conditions exist, the fifth wheel will still be able to be coupled even though the lock jaws appear closed. The movement of the kingpin into the fifth wheel jaws will allow them to open and successfully couple.If either above conditions do not exist, repeats Steps 4 through 6 SAF-Holland www.safholland.us
Battery tip A 12-volt lead-acid battery thought to be bad can, in many cases, be recharged by feeding it electrical current—restoring the chemical difference between the plates and returning the battery to full operational power. A diagnostics program enables fleet managers to test batteries quickly, safely and efficiently in order to receive a snapshot of the batteries’ condition. PulseTech Products Corp. www.pulsetech.net /
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IndustryNews October average price, volumes of used Class 8 trucks up (Volvo). For subscription information to the full report, visit www.actresearch.net.
Utility plants receive safety awards The Paragould, Ark., and Clearfield, Utah, manufacturing plants of Utility Trailer Manufacturing Co. have received Liberty Mutual Insurance Silver Safety Awards. The awards are based on DART rates, which are calculated using the number of hours worked relative to the number of accidents resulting in days away, restrictions or transfers. The Utah plant achieved a DART rate of 1.11, which is 76% lower than the trailer manufacturing industry average of 4.6. Liberty Mutual previously awarded seven Safety Awards to the
Utah plant for having DART rates better than one-half of the industry average. The Arkansas plant’s DART rate was 1.29, which is 72% lower than the trailer manufacturing industry average. The Arkansas plant has previously received eight Safety Awards from Liberty Mutual.
SKF updates TFO wheel end maintenance guide The trouble-free operation (TFO) wheel end maintenance guide from SKF has been updated to include the latest wheel end maintenance practices and instructional materials. A technical resource for fleets, the guide covers the SKF heavy-duty product line and offers general guidelines and warranties, detailed graphics and instructional mate-
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The average selling price of total reported used Class 8 trucks continues to hold up better than expected, according to the latest release of the State of the Industry: U.S. Classes 3-8 Used Trucks, published by ACT Research. “For the first 10 months of this year, prices for used Class 8 trucks were down only 2% relative to the same period in 2012,” said Steve Tam, vice president commercial vehicle sector with ACT. “This was better than expected. Volumes were also up in October, improving 9% month over month,” he added. The report from ACT provides data on the average used price for the top-selling Class 8 model for each of the major truck OEM’s: Freightliner (Daimler); Kenworth and Peterbilt (Paccar); International (Navistar); and Volvo and Mack
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2013 Capitol Christmas Tree bound for D.C. on a MACK Pinnacle The 2013 Capitol Christmas Tree is making its crosscountry journey from the Colville National Forest near Usk, Washington to the west lawn of the U.S. Capitol on a 2014 MACK Pinnacle Axle Back model. The tractor and a customized trailer carrying the 88-ft. Engelmann Spruce will make 24 stops in cities nationwide along the way. Mack Trucks has been a sponsor of the Capitol Christmas tree tour several times during the last few years. In addition to the truck hauling this year’s tree, Mack is also providing a second Pinnacle model to haul companion trees that will decorate other parts of the U.S. Capitol.
rials for disassembly/re-assembly and failure analysis of bearings, hubcaps and seals. The updated SKF guide includes a new section with interchanges for tapered bearings, half stand bearings, hubcaps .and Scotseal wheel seals. Other new features include QR codes with links to instructional YouTube videos for installing the Scotseal PlusXL and Scotseal Classic and information about SKF technical training trucks, which deliver hands-on training at fleet facilities. Additionally, the back cover of the guide now lists QR codes for quick access to the new SKF Parts Info mobile app and mobile parts lookup website.
Navistar offers JOST fifth wheels Now available as factory-installed options on International trucks are JOST International fifth wheels. Published JOST data book assemblies will include cast iron, lightweight, cab actuated release and low lube product offerings. JOST fifth wheels can now be spec’d as a factory-installed option on all major U.S. heavy-duty truck brands. The fifth wheels feature a forged steel locking bar supported on both sides of the coupling to ensure even load distribution and increased surface contact, a single adjustment screw, a composite cushion ring, and a low pull force handle.
Meritor WABCO lane departure warning system now available for Freightliner OnLane, a lane departure warning system from Meritor WABCO, can now be ordered as an option on Freightliner
Cascadia and Cascadia Evolution models. Powered with SafeTrak technology by Takata, OnLane is a forward-looking, vision-based lane departure warning system designed to monitor road markings and the vehicle’s position in the lane. The system delivers audible warnings to the driver if the vehicle leaves its lane unintentionally and has a driver alertness warning (DAW) feature that detects erratic or degraded driving based on lane weaving.
Freightliner adds multimedia sales capabilities A new, proprietary dealer sales tool designed for the iPad is now providing Freightliner Trucks dealers with interactive product information. The redesigned Freightliner Sales Tool app serves as a virtual showroom for every model in the OEM’s product lineup, including providing instant access to product information and literature.
Eaton launches Roadranger used truck program Featuring extended warranty options a new Roadranger used truck program for North American Class 6, 7 and 8 trucks has been introduced by Eaton. The program offers options to purchase extended protection plans for existing Eaton manual and automated heavyand medium-duty transmissions; existing transmissions with an existing Eaton heavy- or medium-duty clutch and the existing transmission with a replacement clutch. Extended warranty options are available for up to eight years and 1 million miles on transmissions and up to five years and 500,000
Rapid Response: 800-930-7204 ext. 57121
miles on clutch components. The program consists of five elements: A used truck Extended Protection Plan (EPP); factory remanufactured transmissions; clutches; Roadranger lube offerings; and information on earlier generation Eaton automated transmissions. A series of customer training resources are also included along with the aftermarket offerings.
Electronic inspection technology increases compliance ROI A white paper from Drivewyze that details the benefits of new transponder technology and the challenges impacting FMCSA and state enforcement agency efforts to improve highway safety is now available from the company. According to Brian Heath, chief executive officer of Drivewyze, there are 4.5 million trucks required to report to weigh stations across North America, yet there are only 13,000 inspectors certified by CVSA to conduct vehicle inspections. There are also approximately 3.5 million roadside inspections conducted annually. The new white paper details how new Commercial Mobile Radio Service (CMRS) transponder technology can enhance the capability of agencies to improve roadside safety and reward industry compliance efforts. “What we’ve outlined in this white paper is the potential for CMRS technology to grow beyond helping trucks bypass inspection sites,” Heath said. “CMRS offers capabilities that go one step further to potentially automate a new class of inspection that does not require a truck to stop at an inspection fawww.FleetEquipmentMag.com 17
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IndustryNews cility. This wireless inspection, what we call e-inspection, holds the potential for state agencies to better utilize their resources, for FMCSA to improve its CSA program, and for carriers to improve the ROI on their compliance efforts.” This paper calls for FMCSA to develop policies and a program around alternative compliance and e-inspections. Policy development can tackle issues on e-inspection weighting versus manual inspections and the leveraging of existing federal programs to fast-track e-inspection adoption.
Western Star AWD 4800 model available Donaldson receives DTNA Master of Quality Award
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For the third year, the Frankfort, Ind., facility of Donaldson Co. Inc. has received the 2012 Master of Quality Award from Daimler Trucks North America (DTNA). The OEM recognizes North American manufacturers annually who meet or exceed the company’s quality standards and demonstrate an ongoing commitment to improving the
A new 8x8 axle configuration of the Western Star 4800 model, designed for utility, construction, government, refuse and extreme off-road applications, is now available. The OEM is complementing its 4800 model lineup with the 4800SB all-wheel drive (AWD) 8x8 model equipped with a two-speed transfer case to provide gradability and low- and high-speed operations, and a 109-in. BBC for maneuverability in tight work spaces. Spec’d with a 57,000-lb. tridem rear and a 23,000-lb. front axle, the 4800SB 8x8 AWD is equipped with integral air shift controls for front axle engagement and features helical gears with constant mesh to minimize operating noise. The new model is available with power ratings from 350 to 470 HP 1,250 to 1,650 lb./ft. of torque and features.
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IndustryNews quality of their products. Donaldson’s Frankfort facility supplies a range of air intake systems, elements and components to DTNA, including the air elements for the Freightliner Cascadia.
PressurePro announces fleet financing options An alliance with Marlin Equipment Finance is making flexible financing options available to fleet users of Advantage PressurePro commercial tire pressure monitoring systems. With the new financing tools, fleets can opt for flexible payment options including 0% financing.
Onspot offers Hino chassis kit, new web site, training solenoid information Onspot Automatic Chains has announced an automatic tire chain kit (Model 04612LCA8) for the Hino 258 chassis. The chassis, which is popular for flatbed wreckers, is often used on ice-covered roads to recovers vehicles.
The Onspot website now contains videos, parts books, service manuals, frequently asked questions, brochures, VSI measurement sheets and Regional Manager contacts. The company also offers a CD-based Bulletin containing the
same information. Onspot also now offers dealers and customers installation, service and driver training. Onspot solenoid mounting instructions and troubleshooting information is also available from the company. /
Mitchell 1 introduces 2014 emissions control guide The 2014 Emission Control Application Guide from Mitchell 1 for domestic and import cars, light trucks, vans (diesel engines) and Class ‘A’ motor homes with gasoline engines covers model years 1966 to 2014 with vehicle-specific emission system information. The 2014 guide also includes a Standardized Emission Control Abbreviation List for a range of vehicles. Customer requests for the Rand McNally TND 760 mobile fleet management solution has led to integration with Strategy Live software from Strategy Systems. Strategy Live is a cloud-based software solution for trucking and freight brokerage operations. With the integration, Rand McNally’s TND 760 device will provide truck location, driver availability and other metrics to dispatch and operations.
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For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies
Low-cost proof-ofdelivery technology improves efficiency Cloud-based proof-of-delivery (POD) applications can save as much as $500 each month for each vehicle in your fleet. What’s more, they can actually improve customer service, increase driver efficiency and retention while reducing driver stress and cut administrative costs. According to John Freund, president and chief executive officer of Jump Technologies, “There isn’t a manual process that when automated doesn’t save time and money. So it’s no wonder that transportation firms are increasingly interested in replacing their paper-based POD systems. Further, it makes sense that they’re looking to the cloud for the lowest-cost applications that are also the easiest and fastest to implement and use. A cloudbased POD solution, in fact, seems to be the perfect storm, merging cloud and mobile technologies.”
Lowest cost POD solution Since cloud applications are actually subscriptions to software that is delivered over the Internet, there is no capital expense involved—no hardware to purchase and maintain, says Freund. Drivers can use the smartphones and tablets they already have for accessing their company’s fully-secure, cloud-based software system. Software upgrades are performed on the central servers by the company hosting the application without any IT or driver involvement. What could be easier and less expensive to generate almost instant return on investment? The administrative cost savings are abundant, including: ● Real-time delivery updates for improved dispatch and decision making; ● Customers access up-to-the-minute status of their shipments, reducing phone inquiries; ● Signature capture at delivery sites for returns to increase accuracy, accountability; ● Elimination of costly printed forms and document handling; ● Elimination of manual data entry for accurate, efficient billing initiated immediately to improve cash flow; ● Electronic audit trail; ● Detailed management reporting; and ● Improved competitiveness by being a lower-cost provider.
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Integrating GPS GPS technology helps dispatchers and drivers navigate more efficiently for avoiding unnecessary fuel consumption and road delays. It stands to reason then that the integration of GPS with cloud-based POD technology lengthens the long list of benefits offered by this low-cost solution. Freund goes on to say that the GPS basics alone have a dramatic impact on customer service, fuel use and delivery schedules. It enables dispatch to locate drivers nearest to customers requesting emergency pickups or deliveries and contact/route them through their smart devices. For ensuring that drivers avoid losing time caused by traffic delays, traffic alerts warn drivers and help them navigate around obstacles.
Analytics for accurate decision making Beyond the basics, pre-mapped driver routes programmed into a driver’s GPS streamline delivery to: ● Increase the number of deliveries drivers can accomplish during their shifts; ● Increase driver accountability with prescribed routes that can be tracked; ● Increase miles per gallon (MPG) by eliminating backtracking and unnecessary fuel consumption; ● Increase management insight with analytical informa tion about length of time for deliveries, in between stops (drive time) and number of driver hours to
determine how much more business can be handled by the existing fleet.
Driver satisfaction/retention The NPTC study showing that fleets using electronic onboard technology have a lower turnover of drivers than fleets that do not is particularly noteworthy in light of the well-publicized driver shortage. In fact, this finding should motivate non-users to consider adding it. However, the FMCSA may beat them to the punch with its planned mandate for GPS training for entry-level drivers. For purposes of this discussion, the integration of smart devices, GPS and the latest POD technology relieves the driver of administrative responsibilities and enables more drive time to improve job satisfaction. Specific benefits include: ● Eliminate of paperwork with customer signing shipment receipt on the smart device; ● Immediately transfer electronic document to the back office; ● Capture photos of damaged shipment to include with electronic documentation; and ● Create notes about other pertinent issues. “Automating delivery via cloud and smart technology not only saves as much as $500 per month, but also it is one of the keys to greater driver efficiency and job satisfaction,” Freund adds. /
HeadlinesInformation technology industry news
J.J. Keller shows off Encompass E-Log iOS compatability J.J. Keller announced that drivers may now use the iPad and iPhone with it’s Encompass E-Log and fleet management system. This compatibility is made possible via their KellerMobile app, which is available on the App Store and Apple-certified ELD/EOBR. According to Rustin Keller, vice president of operations & business services, this development makes Encompass the most flexible system on the market. That’s because in addition to iPad and iPhone compatibility, fleets can use drivers’ existing Android-compatible devices, the all-inclusive J. J. Keller Compliance Tablet or any combination of those devices.
“This unique capability gives fleets an unprecedented level of freedom to choose the setup that makes the most sense for their operation,” said Keller. In addition to the choice of mobile devices, Encompass users also have the option of Encompass Editions, from stand-alone E-Logs to complete compliance and performance management. As the likelihood of a congressional EOBR mandate increases, the capability to run E-Logs on the iPad and iPhone marks another opportunity for carriers to make the transition with less hassle and cost than ever before, the company said. / www.FleetEquipmentMag.com 21
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For Asset Management BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Driving performance with information An ATA summit addresses the value of information technology—a point clearly illustrated by the latest solution from Vigillo
or fleets that have embraced technologies designed to provide a better understanding of business processes, the ability to analyze and use data to make more effective choices is a clear path to a more competitive advantage in the market. How information technology is changing the trucking business for the better was the premise of the recently held Executive Summit on Technology-Driven Performance hosted by the American Trucking Associations (ATA). The idea behind the event was simple: In today’s highly-competitive environment, fleet executives and managers need faster, more convenient access to reliable information they can use to find efficiencies and grow their businesses. At the summit, participants discussed how data is used to develop predictive models and to address issues that hamper success. Among the questions they set out to answer were: • Is information more valuable than freight? • Where is the transportation industry headed with converging and integrated technologies? • Will Big Data drive your future? At the ATA event, experts from technology solution providers and early adopter fleets came together to share answers to those questions. Information technology companies also provided a look at future solutions, while transportation companies described the steps they are taking to increase information management capabilities. Can information really change the competitive landscape? “There is no lack of data on trucking operations, just a lack of the ability to pull it together and make it actionable,” said Steve Bryan, chief executive officer of Vigillo, a company known for its suite of CSA scorecards. “Mining and using data can lead to solutions that enhance efficiency, safety and profitability for trucking companies.” At the ATA summit, Bryan was also on hand to introduce Athena, Vigillo’s big data platform. “Athena gathers data from a wide variety of sources and provides it
22 December 2013 | Fleet Equipment
in consolidated interactive reports and dashboards,” he explained. “It distills complex data into understandable information and presents it in an incredibly straightforward format that trucking companies can use to improve a range of operational factors.” The Athena platform—named for the Greek goddess of wisdom—is an open source solution that aggregates data from 12 or more initial sources. Initially, a large amount of the data is focused on safety. On the list of sources are data from on-board electronics, carrier sales, dispatch and operations, human resources and maintenance systems, as well as public data from government agencies. To develop Athena, an expanded team of data scientists at Vigillo is working to identify opportunities for making informed and effective data driven decisions. These will include specific metrics that trucking companies can use to more effectively manage safety, operations, sales, maintenance, fuel purchasing and driver recruiting and retention, to name just a few areas. The unique universe of data in Athena is presented in an initial set of about 30 highly-customizable dashboards. For example, the ability to identify and geo code every inspection and weigh station in the United States will lead to a data set carriers can use to anticipate enforcement activity when making routing plans and decisions—and be properly prepared for compliance. Today’s trucks carry more than freight—they carry information, the ATA summit organizers noted. Shippers are expecting more from carriers than just better performance and top CSA scores. Fleets are under pressure to deliver data, and in many cases it’s a requirement for doing business. Shippers are demanding the ability to track and control freight through the entire supply chain. Carriers that can provide that level of visibility into their operations are going to be the clear winners in the battle for available freight. Using data to their advantage they can put themselves into position to not only retain, but also expand their customer base and to have safer, more efficient, productive and profitable trucking operations. /
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Equipment Management BY TOM GELINAS | EDITORIAL DIRECTOR
From sleeper to day cab: For fleets in need of a day cab vehicle—or those ready to dispose of a sleeper—a cab conversion might be a consideration
Good maintenance can cure CSA headaches
Good driver pre-trip and PM inspections combined with effective and prompt follow-up will help avoid CSA issues
ver since the Federal Motor Carriers Safety Administration launched its initiative called Compliance, Safety, Accountability (CSA) there has been increased attention to the condition of over-the-road equipment. Everyone wants to avoid problems during a roadside inspection
because every infraction will be reported to the FMCSA and made public via the Internet. According to some fleet managers, compliance involving vehicle condition is not difficult. For example, Andy Stopka, vice president of Maintenance at NationaLease, said, “CSA citations can be avoided if everyone does proper due diligence during PM inspections. The biggest problems are caused by people’s inactivity. When PMs are being done properly, the truck will
make it to the next PM. Other than a light getting broken or a tire picking up a nail, concerns about CSA should be minimal on the road from a maintenance perspective.” If Stopka is right, and he most likely is, the major problem is not directly equipment related. The major challenge is for everybody in the maintenance shop to be diligent in making sure that everything is running in a well-maintained condition. That means formal PM inspections are thorough and followed by promptly correcting any equipment found. It also means that drivers make a careful pre-trip vehicle inspection and make sure problems are corrected before starting a trip.
What’s it all about? When the CSA program was first launched, then Transportation Secretary Ray LaHood said, “The CSA program will help us more easily identify unsafe commercial truck and bus companies. Better data and targeted enforcement will raise the safety bar for commercial carriers and empower them to take action before safety problems occur." The centerpiece of CSA is the Safety Measurement System (SMS), which analyzes all safety-based violations from roadside inspections and crash data to determine a commercial motor carrier's on-road performance. SMS assigns points to violations and
24 December 2013 | Fleet Equipment
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charges them to both drivers and carrier companies. The measurement system uses a number of safety related categories to examine a carrier's on-road performance and potential crash risk. One of which is vehicle maintenance, which, of course, is the responsibility of the fleet manager. Using this information over time, FMCSA is able to identify carriers with patterns of high-risk behaviors and intervene with information necessary for them to change unsafe practices early on. Such interventions include early warning letters, targeted roadside inspections and focused compliance reviews that concentrate enforcement resources on specific issues. Carrier and driver scores are easily accessible via the Internet to encourage improvements in motor carrier safety and empower carriers and other firms (e.g., shippers, insurers) involved with the motor carrier industry to make safety-based business decisions. The SMS will continuously monitor on-road performance to assess whether an entity‘s safety performance has improved enough for it to exit the Intervention Process or if further intervention is warranted. If a carrier does not take the appropriate corrective action, FMCSA imposes civil penalties.
The results so far The program is clearly improving safety on our highways. According to Duane DeBruyne of the FMCSA’s Office of Communications, there has been a dramatic decrease in safety violations—down 14%, and driver violations are down 17% per roadside inspection. Moreover, the SMS has enough performance data to evaluate nearly 40% of the carriers that have been involved in more than 92% of reported crashes. Such observations are supported in the results of an independent study
Petersen Defender System components
of the program done by University of Michigan Transportation Research Institute (UMTRI) that reported crash rates were higher for motor carriers identified with safety problems by the program than for motor carriers not so identified. In fact, the crash rate for motor carriers that were identified with safety was more than three times greater than the crash rate for motor carriers not identified with any safety problems. More importantly, the UMTRI study found that the effect of a warning letter produced significant results. Twelve months after receiving a warning letter 83% of the notified carriers had resolved identified safety problems and only 17% continued to have safety problems.
Carrier responsibilities The CSA program is readily available on the FMCSA website (CSA.FMCSA.dot.gov). Everything you might need is found in sections 393 and 396. In these documents you will find: • That motor carriers and intermodal equipment providers must regularly inspect, maintain and repair all motor vehicles and intermodal equipment under their control. • That records must be available that include an identification of the vehicle, including company number, make, serial number, model year and tire size. They must also include a means to identify the nature and due date of the various inspection and
maintenance operations scheduled and a record of inspection, repairs and maintenance indicating their date and nature. • That such records must be retained where the vehicle was either housed or maintained for a period of one and a half years after it leaves the carrier's control.
Problem areas Not surprisingly, the top equipmentrelated areas that present the most frequent problem areas for fleets during road side inspections are brakes, tires and the electrical system, particularly but not exclusively lights. Such a situation certainly supports NationaLease’s Stopka when he said, “CSA citations can be avoided if everyone does proper due diligence during PM inspections.” This is especially true if driver pre-trip inspections are added to PM inspections. The most frequent vehicle violation is not having required lamps in work-
Phillips S-7 swivel socket
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Rapid Response: 800-930-7204 ext. 57026
ing condition. The use of LED lighting systems have been proven over and over again to save fleets money. Every over-the-road fleet should be using them. According to Tim Gilbert, director of Heavy-duty Fleet and OEM Sales at Petersen Manufacturing, “It’s not so much lighting failures that are causing problems. It’s premature system failures, which are more
26 December 2013 | Fleet Equipment
caused by corrosion than anything else. There are people getting citations everyday even with LED lighting systems. If they don’t have the right harness system behind it all they did was delay the failure.”
Randy Walker, director of North American aftermarket sales at Phillips Industries, agrees. He said, “Many of the equipment related CSA violations are attributed to failing lights or indicators on the trailer that receives its power from the tractor via the Phillips wire terminals harness, socket and cable assembly. These components are exposed to the elements like road salts, moisture, rain, snow and chemicals used to melt snow like magnesium chloride, calcium or sodium chloride. This combination creates a perfect environment for corrosion to thrive, which severely limits the flow of current required to illuminate these lamps, which is an easy item for a DOT officer to spot, jeopardizing the truck driver’s and his employer’s CSA rating.” Electrical system manufacturers, including Grote, Petersen and Phillips, offer harness systems designed to prevent corrosives from damaging a truck and trailer’s electrical supply system. For example, Phillips’ STA-DRY product line protects not only the fleet’s and driver’s CSA rating but the general public’s as a whole. Air and electrical cords that are chaffed, cracked and rubbing or dragging on the deck plate are DOT violations that also become a CSA issue. Failing to secure brake hose/tubing against mechanical damage is a four-point CSA violation. Quality hose holders, tender spring kits and pogo sticks are all very useful cable support accessories that will help keep the hoses and cords off the deck plate. When well maintained and used correctly, they will help to prevent DOT and CSA issues and help the air and electrical cables behind the tractor last longer. Tire condition is another condition that should generate little concern on the road assuming they are properly maintained. For tires, insufficient tread depth and under inflation are the most common problems found by roadside inspectors. No truck
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Equipment Management should ever leave a terminal with either of these conditions. It’s surprising that a driver would be willing to go on the road with either knowing if he is stopped he will get points as well as his company. A proper pre-trip inspection and follow-up would prevent both situations short of a nail picked up after leaving the terminal. FMCSA certainly considers tire condition to be an important factor in road safety. Al Cohn, director of New Markets Development at Pressure Systems International, said, “In the CSA scoring system, tires can have a major impact. Tires have a score of eight or three depending on the specific issue. Examples include tires that are flat—less than 50% of the pressure indicated on the tire’s sidewall— are scored an eight along with tires below the minimum legal tread depth. A three-point penalty is assigned to tires that are underinflated. These points can add up especially
when you consider that there are 18 or more tires on a typical Class 8 vehicle. Points also increase based on the interval since any previous similar penalty.” Only a serious tire program will help assure that Bendix Versajust your CSA score is not adversely affected. Checking tire pressures on a regular basis in combination with automatic tire pressure monitoring and inflation systems can go a long way in keeping tire pressures at their recommended pressure. A check of tread depths across a tire’s tread surface
should be done at every schedule PM. “We are hearing from fleets running automatic tire inflation systems on their trailers that CVS people are not even bothering to check the tires because they know they will have the right pressure when they see a PSI tire inflation system hooked up and the hoses attached,” Cohn said. Gary Ganaway is director of Marketing and Global Customer Solutions at Bendix Spicer Foundation Brake LLC. He said, “Brake problems are still running around 15%. The biggest issue is brakes out of adjustment, that is, the stroke exceeds the maximum limit. This situation, we believe, stems from misinformation regarding automatic slack adjusters. ASA’s are designed to maintain brake adjustment. If the fleet finds that it is necessary to adjust breaks, even on an occasional basis, it is an indication of a problem.”
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EOBR mandates are coming It’s important for you to know where your vehicles are located or how many driving hours your driver has remaining, electronic onboard recorders (EOBR) may be the solution you need. Leveraging standard technologies you or your drivers own, like Smartphones or tablets, EOBRs empower drivers to capture and record hours-of-service (HOS) data for FMCSA compliance. This topic has become more important for fleets, since an EOBR mandate will likely be required by the FMCSA at the end of 2015 or early 2016. “Many fleets are adopting EOBRs early because not only do they help with compliance, but they provide insight into speeding, driver behavior, idling, DVIRs, and so much more,” says Joshua DeCock, director of product management at Pedigree Technologies. Many fleets believe that an EOBR system will be cost them more time each day and more money to implement, when in fact, the opposite is true. Through the use of EOBRs, companies are able to record driving time to the nearest minute, instead of 15-min. increments like paper logs do. This can add more driving time to a driver’s day, not to mention reduce the time spent on manually filling out paperwork. DeCock says, “The cost of implementing an EOBR system is much less than most people realize, and the ROI will make you wish you installed it years ago.” EOBRs can also help companies increase regulatory compliance and fleet safety and decrease operational costs. He goes on to say,“There are a lot of side benefits to EOBRs if you choose the right solution. Tracking performance of your fleet can lead to significant fuel savings, fuel tax reporting, reduced speeding viola-
One of the misconceptions brake manufacturers see is that slack adjusters have an infinite life. Like most mechanical devices, automatic slack adjusters have moving parts that wear out. When those parts wear out they need to be replaced. In the case of the automatic slack adjusters, an important indication is that they no longer hold brakes adjusted. Bendix data indicates that when fleets find that a brake is out of adjustment, they adjust it to proper
28 December 2013 | Fleet Equipment
tions 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.” When choosing an EOBR system make sure: • The system meets all FMCSA requirements now and is future-ready; • All employees are ready to embrace the change of using electronic logs; • The technology company will partner with you to implement EOBRs; and • If you want more functionality, select standard hardware rather than proprietary. According to DeCock, “First and foremost, make sure that the EOBR solution meets FMCSA requirements now and are futureready. Secondly, implementing an EOBR is not just about putting a device in the cab—it is a process and mindset change and as with all technology, requires the users to embrace the change. With that in mind, 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. Look for a technology company to partner with you to implement EOBRs and not one that will just throw the technology over the wall.” He also noted that it’s important to consider whether the hardware is a standard or proprietary. Why buy an EOBR from a vendor that will only run proprietary EOBR software when there are other options that allow you to do so much more? /
specifications and then they send the truck on its way. They need to understand that the slack adjuster might need to be replaced. That probably is not happening as often as we would like to see it. Ganaway said, “Our recommendation to fleets is when they find a brake out of adjustment to take a look at the maintenance records to see when the automatic slack adjuster in question had been installed, and if that adjuster is at the three, four or
five year range, it is probably time for that adjuster to be replaced.” He went on to say, “The biggest thing with CSA is to not be afraid of it. Bendix wholeheartedly supports the efforts of CSA.” Fleets that are interested in highway safety should follow that lead and consider NationaLease’s Stopka’s advice: “The biggest problems are caused by people’s inactivity. When PMs are being done properly, the truck will make it to the next PM.” /
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BY BYSETH SETHSKYDEL SKYDEL| |SENIOR SENIORCONTRIBUTING CONTRIBUTINGEDITOR EDITOR
trailers & T
he thermal efficiency of any refrigerated truck body or trailer is a direct result of materials used and construction techniques. At Johnson Refrigerated Truck Bodies, for example, a sandwich construction process for the companyâ€™s Blizzard, Guardian, Majestic and Cadet models includes using seamless exterior fiberglass panels and seamless interior liners called ArcticTherm, steel tubes and U-shaped hats mounted against the interior panel, non-heat conducting thermal breaks and void free foamedin-place under pressure insulation. Thermal breaks are important, Johnson notes. Aluminum and steel transfer heat readily, especially if there is metal-to-metal contact from the outside through to the inside of the body. With a polyester, nonheat conducting thermal break placed every 2 ft. against the inside of
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the exterior sheet between a tubular steel frame member on the inside wall—and along the perimeter of the roof band—heat transfer is significantly reduced. Utility Trailer Manufacturing Co., which offers its 3000R and 3000R Multi-Temp refrigerated trailer models, points to its foam-in-place insulation process that helps ensure the entire trailer is fully insulated without any foam voids. A “mandrel” process, the manufacturer explains, provides 360degree, 100% void-free, continuous foam that flows around corners. Other insulating features of Utility trailers, the company notes, include its .065-in. Versitex VR2 lining
& bodies that serves as a vapor barrier, helping keep foam insulation dry, which is a key component in maintaining thermal efficiency. In addition, the bonded foam sandwich design of the 3000R’s Barrier rear doors reduces heat loss. The doors also have external sections to mount all hardware without needing through holes into the internal foam cavity, reducing moisture entry into the foam and optimizing thermal performance. Wabash National cites the thermal efficiency of its ArcticLite refrigerated vans for truckload operations, available in multiple temperature configurations and with numerous insulation packages. Every aspect of the ArcticLite design, the company states, helps maximize thermal efficiency, from thermal breaks that prevent heat transfer to a computer-controlled foaming process that
Dash on a
ensures void-free sidewall insulation. Three Everest refrigerated trailer models are offered by Great Dane, including the TL, SS and CL versions. On all models, a modular panel foaming process produces a more thermally consistent product, the company says. The manufacturing technology combines temperature, mix ratios, pressure and metering. The insulated panels are then assembled using modular construction. Thermoguard liner is an options. The specially designed solution, according to Great Dane, offsets degradation of the trailer’s insulation because of damage, moisture intrusion or air loss. Unchecked, the company says, this “out gassing” effect means the refrigeration unit has to work harder to make up for the loss of thermal efficiency, causing long run-times and higher fuel costs.
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Reefer monitoring Fuel savings are also one of the benefits of systems designed to help track and manage refrigerated trailers and refrigeration units.
Advance and APX controls and software applications called Reefer Apps on Carrier Transicold units include IntelliSet, which lets a fleet or driver choose commodity settings from a scrolling list, and pre-program settings to configure the best balance of cooling and fuel economy for specific commodities or customers. Software applications from Carrier for trailer refrigeration units also include ProductShield, a solution that monitors ambient conditions outside the trailer to manage temperature and air flow inside. The result, the company says, is product protection and optimized fuel efficiency. Further reducing fuel consumption and unit run time is Range Protect, a mode that enables using upper and lower set points to control when the unit runs. With the Carrier Transicold suite of Reefer Apps, fleets can also use: • DataTrak, an added controller capability that provides information for one-way or two-way monitoring and control via telematic systems; • FuelCheck, which alerts drivers when low-fuel situations could lead to a system shutdown and aids in fuel consumption tracking; • Door Man, a monitor for door switches that responds by running the unit on low speed when doors are opened, or completely shuts off when doors are opened within a pre-configured ambient temperature range; and • Virtual Tech, which provides continuous monitoring and diagnostics of the refrigeration unit. The Thermo King TracKing web-based system allows refrigerated fleets to monitor temperature sensitive cargo to ensure it is at the right temperature throughout the delivery process. TracKing also integrates with existing logistics and dispatch systems, offering refrigeration and asset information to manage fleets using one system. With mapping, geo-fencing, alarm detection and notification features, TracKing can detect unauthorized 32 December 2013 | Fleet Equipment
trailer movement, door openings and fuel use. Additionally, routine service tasks that have traditionally been performed manually by a technician or driver can be done remotely with TracKing, such as: • checking transport refrigeration unit fuel levels; • changing temperature settings; • locking trailer doors; • managing and controlling refrigeration unit operating parameters; • pre-cooling the trailer; and • checking battery voltage levels.
Blue Tree Systems
Blue Tree Systems offers its R:COM system for temperature management to fleets, providing live updates of refrigeration unit settings, operating mode, equipment alarm codes, fuel level and cargo temperatures. R:COM reports temperature out of range conditions and refrigeration unit shut down alarms immediately. The system also records temperature location data, refrigeration unit settings and operating mode, door events, arrival and departure times for Thermo King and Carrier refrigeration unit controllers and data loggers on demand. Leveraging reefer unit data in real time, suppliers say, provides fleets with immediately actionable information that can improve performance and lower costs. /
RESOURCES: Blue Tree Systems—www.bluetreesystems.com Carrier Transicold—www.trucktrailer.carrier.com Great Dane Trailers—www.greatdanetrailers.com Johnson Refrigerated Truck Bodies— www.johnsontruckbodies.com Thermo King—www.thermoking.com Utility Trailer—www.utilitytrailer.com Wabash National—www.wabashnational.com
33-37 AftermarketInsight 12/4/13 10:30 AM Page 33
Aftermarket Insights BY JASON MORGAN | MANAGING EDITOR
The finishing touch Paints and finishes that “wow” and protect
hose smooth lines. That clean finish. Is there anything more inspiring than a beautifully finished truck ready to hit the road and get the job done? In today’s trucking industry, a well-maintained truck finish reflects the detail-oriented, hard-working philosophy of the fleet. But every day your rolling road warriors are fighting a battle against road stones, gravel, harmful UV rays, road-treating chemicals and environmental fallout like tree sap, bird droppings and even acid rain. They chip, scratch and cut down to the vehicle substrate, unleashing the truck finish’s most destructive agents—rust and corrosion. “Any chips or scratches that go down to the substrate are a direct path for salt or moisture to attack that metal. Once that metal is exposed, there’s nothing stopping it from corroding,” says Dan Szczepanik, global fleet product manager at Sherwin-Williams. “The biggest consequence of not keeping up on a damaged finish is first your outward appearance. In a business-to-business world, it’s more of a perceived risk for any potential client. That’s a huge consequence to a fleet’s business. On the other side, you have the cost to repair. If you find something early, it’s going to be cheaper than if you let it go.” The right finishing products and proper preventative maintenance can keep your business billboard on wheels productive and profitable by radiating an aura of confidence and professionalism. Today’s heavy-duty truck finishes have to defend themselves against some of the toughest and harshest agents of corrosion the industry has ever seen. For the northern part
of the country that has to deal with snow and ice, new road salts—not just the traditional sodium chloride rock salt, but liquid magnesium chloride liquid calcium chloride—are applied wet and can incorporate an adhesive. The idea is that the chemicals will stick to the road, but they’ll also stick to your trucks, eating away at your pristine finish. These days, corrosion creeps into vehicle substrates sooner than ever before. It doesn’t take much for corrosion to find its way down to the vehicles substrate through the finish’s weakest areas. Moisture and other chemicals will begin to attack the substrate to coating interface, weakening the bond of the primer causing premature adhesive failure of the coating system. Fran Cassidy, commercial fleet business manager for Axalta Coating Systems, explains that for non-metallic surfaces, a scratch or crack in a surface could result in the www.FleetEquipmentMag.com 33
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weakening of the composite resulting in potential part replacement and paint delamination. “If the substrate is a type of metal— i.e. steel or aluminum—oxidation will begin. Areas especially vulnerable have dissimilar metals in contact with one another—attachment hardware as an example,” says Andrew Hetchler, marketing director of commercial coatings for PPG Industries, stressing the importance of proper maintenance. “The price for a gallon of quality paint can quickly become inconsequential compared to the cost of prematurely repainting a large commercial vehicle. Items to consider in total costs are vehicle downtime, delivery costs to a qualified repair shop, removal of corrosion and old paint finishes, repair welding, part and hardware replacement, remounting and vehicle reassembly.” Obviously, you want to protect your trucks, and you do that by keeping
34 December 2013 | Fleet Equipment
Many companies trademark their color. Fleet managers need to ensure that suppliers have the specific color and that you maintain it. Sherwin Williams has taken fleet paint specifications and had the company sign off on the color to ensure a proper finish.
close tabs on the finish during your maintenance checks. “Keeping the unit clean of road salts, bugs, and fuel spillage, among other dirt and debris, will help you avoid major paint issues, and routine preventative checkups are vital,” said Lars Eckberg, technical consultant for ChemSpec Paint, a global manufacturer of coatings for the automotive, fleet and industrial markets. “When a substrate becomes exposed, this be-
gins a process of corrosion. Corrosion causes the integrity of the surface to begin losing adhesion and continues until the surface is repaired properly.” Start with the basics. Regularly wash your trucks rinsing off any mud, debris, chemicals, fuels and anything else that might impact the finish. A daily rinse after a hard days work is encouraged. Be sure to wash off the wheels, tires and undercarriage while you’re at it. You basically want to wash off any areas in the “hot zone,” Szczepanik explains—the 48-in. from the road up the truck. “For the trucks that are going to be driving through winter climates, it’s best to be checking before and after the winter to look for any scratches, cracks or anything like that. Road salt can lead to potential corrosion and make that repair larger,” says Brian Calmer, Martin Senour product manager. “Some of the other things— specifically for cement work trucks they have a preventative maintenance where they will apply muriatic acid solution to remove the cement off the coating—that’s something that’s good for that specific application, but you have to make sure that your coating has chemical-resistance for that as well.” For a true clean, power washing might not be enough. You want to clean the truck, not push the dirt and salt into the truck’s nook and crannies. You’re going to need a proper detergent to clean the truck. Cassidy recommended utilizing a proper PH cleaning solution. You want to stay away from any cleaning agents that are extremely acidic or extremely basic.
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Green with environmental efficiency For all paint and finish manufacturers, meeting and even exceeding environmental legislation for volatile organic compounds (VOC) is a top priority. PPG, for example, reportedly spends more than $400 million, annually, in research and development to design proprietary resins systems and technologies allowing them to closely control the chemistries of its products to meet VOC regulations, as well as specific customer end use requirements. Sherwin Williams reported that it works with its suppliers and design its own resins to constantly improve through more renewable products, lower VOC products and chrome-free products. “"Lowering VOC's is the right thing to do. Eliminating chrome usage, reducing phosphates is also the right thing to do,” said Dan Szczepanik, global fleet product manager at Sherwin-Williams. For example, anti-corrosives, nano-technology and bio mimicry allows paint manufacturers to achieve greater corrosion protection while being more environmentally safe.
Paint, finish options explained
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Whether you’re looking to refinish one truck or all of the trucks in your fleet, you have a wide range of options that not only impact the truck’s durability, but its outward appearance as well. First and foremost, you have to consider the quality of the paint you’re putting on the truck. There’s a difference between a single stage and a basecoat, clearcoat product in both durability and price. “With the basecoat, clearcoat, you’re going to get more longevity, typically you’re also going to get more impact resistance. You’re paying more, but you’re getting more value there,” says Calmer. Cassidy echoes that sentiment, saying, “If the assets are expected to be part of the fleet for greater than five years or may be exposed to extreme conditions, a basecoat, clearcoat system should be considered. A basecoat, clear coat system provides the truck with an enhanced degree of durability and gloss retention that will outlive the life of the truck in the most extreme of conditions.” You’ll also want to ask about different coating options and protections. Sherwin Williams, for example, offers its Genesis single-stage HP, focusing on the speed of the application. Szczepanik explains that it is a direct gloss that can be air-dried and hand-slicked in less than 10 minutes. Martin Senour touted its chemical resistance option, as well as its UV resistance. If you’re going to get into bright colors or metallic, UV resistance is something you’re going to want to have if you’re going to be in business for a long time and you don’t want to deal with repairing coatings or repainting. “I’d probably say that’s one of the reasons you see a lot of white trucks out there on the road, especially if you look www.FleetEquipmentMag.com 35
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Aftermarket Insights down south,” Calmer says. PPG pointed to its experience in extending the durability and corrosion protection for the automobile into the commercial vehicle segment, working both at OEM, repair, and refurbishment levels to marry recommended coating systems with the overall painting and assembly process. Depending on your coating and color needs, they can be met
with the premium Delfleet Evolution paint system with a full color palette for spot repair in basecoat or singlestage topcoats or the Delfleet Essential economical paint system, also in single stage and basecoat options, targeted at overall repairs or refurbishments. ChemSpec offers its Metacryl Color Topcoat—a universal intermix system with the ability to produce a multiple
The price for a gallon of quality paint can quickly become inconsequential compared to the cost of prematurely repainting a large commercial vehicle.
range of topcoats using one common set of toners. This system allows fleets to formulate thousands of colors while meeting specific production demands and increasing the bottom line. For Axalta’s part, it recently introduced its Rival single-stage polyurethane, which is aimed at providing a mix of price and value for commercial segment, and its Imron Elite is available in both a single stage and basecoat, clearcoat qualities are used on the heavy-duty truck and transit vehicles OEM production line, as well as in aftermarket repair and maintenance, allowing “repair-in-kind” capability to achieve an original factory finish. Keep in mind that the cost of the paint is typically a fraction of the finishing cost. The biggest cost is the labor—the taping, the sanding, cleaning, and so on. Clearly, there’s no shortage of coating options and that’s before you consider color.
A kaleidoscope of color
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Choosing the correct color is about more than just picking your favorite. You want something that makes sense for your business and your brand. Often times, the first impression your trucks will make, other than being on time, will be how they look and how that relates back to the business you are building. “Giving great phone customer service, a great price and then using a vehicle with poor gloss, corrosion, fading, mismatched color, etc. does not provide for brand unity throughout the experience,” said Andrew Hetchler, marketing director of commercial coatings for PPG Industries. “You may leave people wondering what else 36 December 2013 | Fleet Equipment
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Keep in mind that the cost of the paint is typically a fraction of the finishing cost. The biggest cost is the labor.
tems provider is the best way to ensure that you are getting the correct colors for refinishing or repairs. /
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they are missing or need to look into further. And for every actual customer, you have many more potential future customers seeing your fleet on the road, forming an opinion about your company and your business long before they even interact with you.” The first step is to establish a color position for all of your colors used, including stripes and accent colors. This should be aligned and unified throughout the company, including signs, stationary, business cards, advertising, etc. “Choosing a color needs to tie back to the brand image that the company is trying to present to the market place,” says Cassidy. “For example, companies in the construction segment are looking to deliver a message around safety. These companies choose yellows and reds that are easily visible and relatable to safety in the eye of the public. Other companies that position themselves as being environmentally conscious choose bright green colors to create awareness that reducing their impact to the earth’s resources is one of their top priorities.” You’ll want to work closely with your chosen finish solutions partner. Szczepanik explains that while there are seemingly endless color options, some hues may not be available. “For many companies these days, the color is trademarked,” he says. “You have to make sure that you have the specific color and that you maintain it. You can be assured that Sherwin Williams has fleet specifications in which we’ve taken the color, we’ve gone to the owner of the fleet and they’ve signed off on the correct color that meets the brand standards, both in maintenance and getting the correct color for repairs.” It can be frustrating when you have
several trucks side by side and a couple of them stand out as not having the correct color formula. There’s no such thing as “close enough” in the color world, even a color that seems to match in daylight can stick out like a sore thumb when the vehicle is pulled into a warehouse or shop with fluorescent lighting that will call out the truck’s non-uniform color. Partnering with a paint solutions sys-
38-40 FleetProfile 12/4/13 10:31 AM Page 38
Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Road to success KLLM
Mike Bromhall, Vice President Maintenance Duff Brothers Capital (owners: KLLM Transport Service)
38 December 2013 | Fleet Equipment
or KLLM Transport Services, one of the more highly recognized temperature-controlled carriers in the United States, using technology to gain cost and competitive advantages has helped paved the road to success for many years. Recently, however, that need grew significantly, if not in scope then most certainly in size. In mid summer of this year, Duff Brothers Capital, owners of KLLM Transport Services, acquired Frozen Food Express Industries (FFE), explains Mike Bromhall, vice president, maintenance, Duff Brothers Capital. The FFE truckload operation is now part of KLLM and its refrigerated LTL division in Dallas is operated under the FFE name. “As a result of this acquisition,” Bromhall says, “KLLM’s truckload operation now has 2,500 tractors and 3,500 trailers. This is an exciting opportunity, but it also means we are managing a much larger fleet at a
time when we, and the industry as a whole, are facing significant challenges.” Jackson, Miss.-based KLLM provides service to a major portion of the lower 48 states and Mexico. The carrier’s fleet is made up predominantly of Freightliner power units and a combination of Utility, Hyundai and Wabash refrigerated trailers. “One of today’s issues when it comes to purchasing and specification decisions is that our trade cycles are still very much up in the air,” Bromhall states. “With new driver hours of service regulations, it’s harder to keep average monthly mileages at the 10,000 to 11,000 mark. That means we need to go beyond our traditional 42month replacement cycle to get to a level of utilization that makes sense. “At the same time,” Bromhall adds, “when you’re pushing past a 42month replacement cycle, and with the added emission components and
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KLLM Tractor Specifications
other regulations, the cost of new vehicles keeps rising, so weighing everything is the only way to make an effective choice and warranties become even more important in getting as much value out of our equipment as possible. This is why we’re tending to spec more in the way of vertically integrated powertrains. Not only does that lead to more favorable pricing, but it also usually means there’s more a comprehensive warranty behind each OEM’s product line.” One common spec at KLLM regardless of trailer make calls for Carrier Transicold refrigeration units on all of the fleet’s reefers. The latest are X2 Series Model 2500 units with IntelliSet, an application that lets the carrier fine-tune refrigeration unit performance to improve fuel efficiency, optimize product protection for customers and help reduce the potential for driver errors. The IntelliSet application is built into the APX control system on Carrier Transicold’s latest refrigeration units. With IntelliSet settings preprogrammed to customer specifications, drivers can select the right profile for a specific haul on the X2 Series unit’s Advance controller. “One thing this does is eliminate claims caused by inadvertent operator error,” says Jim Richards, KLLM president. “We talk to our customers about how they would like their prod-
ucts maintained and program the IntelliSet to meet their needs. The driver simply selects the customer mode. That helps us reduce our claims exposure, and it takes the driver out of the control equation somewhat.”
Early adopter KLLM was one of the first adopters of the IntelliSet control system. The carrier has used the application since the late 1990s, working with its Carrier Transicold dealer, Southern States Utility of Jackson, Miss., to test the and implement the system. Today at KLLM, the use of IntelliSet has become institutionalized, with drivers and dispatchers trained in its function to make certain proper settings are always in use. One of the challenges that IntelliSet addresses at KLLM is managing temperatures inside a trailer, which involves far more than picking a single setpoint. “Today’s refrigeration controls offer settings for air flow, temperature variance, system response to ambient temperatures and more,” Richards explains. “There are nearly 60 different operating parameters we can set. While that degree of precision helps generate customer satisfaction, without a tool like IntelliSet it can be time consuming to configure.” KLLM also uses a trailer tracking system to monitor conditions inside
Model: Freightliner Cascadia Evolution Wheelbase: 230 in. Engine: Detroit DD15; 455 HP Clutch: Eaton Solo Advantage Transmission: Eaton Fuller Driveline: Meritor Front Axle: Meritor Power Steering: TRW Rear Axle: Meritor R-Series, tandem; 3.42 ratio Rear Suspension: Freightliner Airliner Hubs: ConMet aluminum Wheel Seals: SKF Scotseal Plus XL Brakes: Meritor Q+; ConMet drums ABS: Meritor WABCO Automatic Slack Adjusters: Meritor Parking Brakes: Haldex Goldseal Wheels: Alcoa Tires: Continental; HSL2 Eco Plus steer, HD3 EcoPlus drive 5th Wheel: SAF Holland, sliding Air Compressor: Bendix, 19 CFM Air Dryer: Meritor WABCO Fan Clutch: Borg Warner (Kysor), on/off Batteries: (4) Alliance, 2920 CCA Starter: Delco 33MT Alternator: Delco Remy, 160 amp Fuel/Water Separator: Davco Tanks: dual aluminum 80-gal. fuel; 23-gal. DEF
Trailer Specifications Model: Utility Refrigeration Unit: Carrier X2 Series 2500 Length: 53 ft. Landing Gear: Jost Axles & Suspension: Hendrickson; sliding, air Oil Seals: Federal Mogul National 5Star Brakes: Hendrickson; Bendix chambers ABS: Bendix Automatic Slack Adjusters: Bendix Tire Inflation System: Hendrickson TireMaxx Pro Lighting: Grote Supernova LED www.FleetEquipmentMag.com 39
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Fleet Profile & Specs each unit and has the capability to use satellite telemetry to update and manage IntelliSet settings remotely. “That capability removes the driver from temperature-setting responsibilities altogether,” Richards says. “Would you ever have thought the day would come that when we send a driver to pick up a load, we would be able to set the unit from the office?”
Saving fuel IntelliSet is also optimizing fuel consumption on refrigeration units at KLLM. “Fuel savings has become an even bigger benefit of IntelliSet over the last couple of years,” Richards states. “In the past, we would often use continuous run mode for our refrigeration units, but with IntelliSet we program the unit to run based on customer specifications. If a load doesn’t require continuous run, we operate the unit in start/stop mode and that saves fuel. “We know for a fact that we’ve reduced the run hours on our units,” Richards continues. “Typically, we would run each unit about 2,500 hours a year, and now we run about 1,600 a year. That savings of about 900 fewer hours per unit translates into nearly 2 million gallons of diesel fuel saved by the fleet annually. And the 36% reduced runtime not only saves fuel; it also brings an envi-
ronmental benefit of reducing fleet carbon emissions.” Reducing refrigeration unit runtime by more than a third, Richards adds, boosts the resale value of KLLM’s refrigerated trailers, and allows the fleet to extend maintenance intervals, which provides another savings. In KLLM shops, Carrier Transicold units are thoroughly checked and settings are updated during preventive maintenance on every unit. The maintenance operation managed by Mike Bromhall includes a KLLM shop in Jackson, overseen by John Fitzgerald, an FFE shop in Dallas headed up by Brian Gillespie, and a KLLM facility in Atlanta managed by Danny Gray. A total of 55 tractor-, trailer- and refrigeration unit-qualified technicians work at the three locations.
Achievements Embracing technology throughout it operations has helped propel KLLM to become one of the nation’s leading refrigerated carriers. The company lists among its achievements being the first nationwide temperature-controlled carrier to use satellite communications in its entire fleet. Looking ahead, Richards says that merging FFE and KLLM operations will bring synergies and increased capacity that will enhance the quality service that both companies have been providing to their customers. “Technology and cost savings aside,” Richards states, “It still comes down to customer satisfaction. At the end of the day, the goal is to provide premium service to our customers and to do so better than anyone else.” /
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41 amj 12/4/13 10:50 AM Page 41
42 TruckProducts 12/4/13 10:33 AM Page 42
Truck Products Webb Vortex Drums released for high-frequency stopping applications Webb Severe Duty released a lineup of Webb Vortex brake drums for applications such as refuse trucks that are subjected to a higher frequency of braking stops compared to standard commercial vehicles. The Webb Vortex severe-duty drum designs dissipate brake heat and lower the average brake operating temperature versus the performance of standard brake drums, lowering lifecycle costs for these types of operations, according to the company. Refuse and similar fleets have significantly more punishing duty cycles than OTR operations for which most standard brake drums are designed. The new Webb Vortex severe-duty drums were designed for and tested in the refuse industry to maximize the benefits for trucks operating in these environments. Six new drums are available for 16.5x5-, 16.5x6-, 16.5x7-, 16.5x8- and 16.5x8.62-in. brake sizes to fit multiple applications. Webb Severe Duty www.webbwheel.com/severeduty Rapid Response: 800-930-7204 ext. 57150 www.FERapidResponse.com
Hunter shows off WinAlign HD alignment system Hunterâ€™s new WinAlign HD alignment system allows fleet operators to perform truck and trailer alignments without unhooking the trailer from the tractor. Six DSP700T heavy-duty sensors communicate with Hunterâ€™s WinAlign HD system to capture and produce live, simultaneous measurements on three axles in just four minutes, according to the company. DSP700T sensors are accurate to a range of 600 in. to cover all truck, bus and trailer lengths. Hunter www.hunter.com Rapid Response: 800-930-7204 ext. 57151 www.FERapidResponse.com
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STEMCO releases automatic tire inflation system STEMCO Intelligent Transportation Systems (ITS), provider of commercial vehicle tire inflation systems and commercial tire pressure monitoring systems, announced the release of the Aeris Installation Toolkit, which reduces the time required to install the Aeris high-performance tire inflation system, according to the company. The Installation Toolkit contains all of the tools needed for axle preparation, which can be the most difficult step in the installation process without the proper tools. / STEMCO stemco.com Rapid Response: 800-930-7204 ext.57152 www.FERapidResponse.com 42 December 2013 | Fleet Equipment
43 T&B 12/4/13 10:34 AM Page 43
Carrier Transicold introduces hybrid Vector multi-temperature system The new Vector 8600MT hybrid unit from Carrier Transicold advances multi-temperature trailer refrigeration with new smart remote evaporators that improve operational efficiencies and reliability and enable easier, more flexible installation, according to the company. The Vector 8600MT is the first commercially available multi-temperature trailer refrigeration unit that meets the 2013 EPA Tier 4 standard. With the Vector 8600MT, one or two remote evaporators can be added to the host system, enabling a total of up to three refrigerated compartments within a single trailer, each maintained at a different temperature set point. / Carrier Transicold www.transicold.carrier.com Rapid Response: 800-930-7204 ext. 57160 www.FERapidResponse.com
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44 Shop 12/4/13 10:35 AM Page 44
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BendPak reveals new heavy-duty lift
BendPak Inc. added a new heavy-duty lift to its lineup. The brand new PCL18 portable column lift system features a revolutionary design thatâ€™s easier to use and reduces operator fatigue. Six-in. diameter Cush-Ride front wheels feature an adjustable active leaf spring design. / BendPak www.bendpak.com
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48 Post Script 12/4/13 10:38 AM Page 48
January • Equipment Technology Automatic/automated transmissions • Managing Assets Choosing SmartWay vehicle & components • Aftermarket Insights Fuel efficient tires Call Dean Martin at
(330) 670-1234 Ext. 225 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) December 2013, Volume 39, Number 12): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, 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. © 2012 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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CAROL BIRKLAND | EDITOR-IN-CHIEF
In a parallel universe the global truck equipment market thrives
ith an ever-growing open global market, U.S. truck equipment and suppliers are increasing their presence at truck shows and exhibitions around the world. In November, at the Expo Transporte ANPACT exhibition in Guadalajara Mexico, U.S. suppliers showed off their current products and services. With the exception of language, this expo looked pretty much like any show in the states. There were hundreds of exhibitors showing off their wares at the event. Some you’d recognize right off the bat were: • Daimler launched its new products and technologies for public transport and freight segments for the Mexican market, which would be familiar to U.S. fleets, like Freightliner FL 360, and Cascadia models. • Meritor displayed drivetrain solutions for the North American market. • Thermo King displayed its truck and trailer refrigerated units. • Mr. Bibendum (Mr. Bib to his friends) was on hand to guide visitors through the Michelin booth. /
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c4 peterbilt 12/4/13 10:52 AM Page c4
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Published on Dec 4, 2013
Fleet Equipment specifically targets and carefully qualifies fleet equipment managers – individuals who are personally responsible for maki...