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FEBRUARY 2016 | VOL 118 | NO. 2

JOURNAL

LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS 10 News

OUT OF SPACE

The decades-old problem of truck parking was confined for years largely to congested metropolitan areas, but studies show that it now has worsened in those areas and spread into other locales. New regulations including the 2013 Hours-of-Service rule’s 30-minute rest period requirement only exacerbate the problem. When the newly minted Electronic Logging Device final rule takes effect in late 2017, it could have a crippling impact on when and where truck drivers are able to park safely. Cover photo by Max Heine

FEATURES

Ready for a change The final rule to mandate electronic logging devices came Dec. 16, and technology suppliers now are gearing up to offer ELDs in advance of a two-year enforcement deadline. Fleets that are using automatic onboard recording devices have an additional two years. While there is no rush for fleets to implement ELDs now, they will be making a gradual impact on drivers and fleet managers between now and the end of 2019.

Innovators: KLLM Transport Services

The Richland, Miss.-based refrigerated hauler works with regional colleges to grow and enhance its driver training programs.

FMCSA proposes to tie safety rating to CSA SMS … Coalition challenges safety fitness rulemaking … New York, New Jersey ports propose banning older trucks … Morgan crash: Driver indicted on counts of manslaughter, vehicular homicide … Pilot still facing litigation in fuel rebate fraud case … Operation Safe Driver inspections down, citations up, CVSA says … FMCSA withdraws rule to mandate compliance decal display … Truck-involved fatality rate down 40 percent in decade, ATA finds … FAST Act forces wetlines rulemaking withdrawal …

34-hour restart study complete, Darling says … Amendment would allow 33-foot doubles

12 InBrief

commercial carrier journal

| february 2016 3

DEPARTMENTS

ccjdigital.com

technology

facebook.com/CCJMagazine @CCJnow linkedin.com/ccjmagazine

Editorial

22 23 23 24 24

Finding tomorrow’s techs today Peterbilt, Toyota collaborate on NG-powered car hauler Grab handle wins Paccar Inventor’s Award EPA OKs Cummins lineup for 2017 emissions regulations

34 36 36

Seeing and scoring drivers TruckerLine offers resumébuilding ‘driving score’ Comdata creates hotel network for fleets, drivers

36 InBrief

Omnitracs adds Driver Workflow 2.0 to in-cab platform

32 InFocus:

40 InFocus:

Roadnet adds new routing features Tire pressure monitoring

ALSO IN THIS ISSUE

commercial carrier journal

| february 2016

Upfront

FMCSA’s SFD proposal puts the cart before the horse

Preventable or Not?

Ad Index

Products

Trailer tail, lights, air brakes, more

production@ccjdigital.com

Corporate

28 Test Drive: 2016 Ford Brake inspection tips

Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd

sales@truckingmedia.com

U.S. marketplace

Transit Commercial Van

Design & Production

Vice President of Sales, Trucking Media: Brad Holthaus

Alkane plans Class 8 LPG cabover

Proactive maintenance boosts fuel economy, NACFE finds

editorial@ccjdigital.com

Trucking Media

24 InBrief 26 Chinese tire OEM gears up for 26

Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood News Editor: James Jaillet Associate Editor: Matt Cole Contributing Editor: Todd Dills

John Doe backed his tractortrailer blindly to the left and into the restaurant parking lot, where he rear-ended a departing customer. Was this a preventable accident?

Chairman: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Russell McEwen Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Acquisitions & Business Development: Robert Lake Senior Vice President, Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault

3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@ halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by RandallReilly Publishing Co. LLC on the representation that the advertiser and/or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2015, Randall-Reilly Publishing Co. LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

FMCSA proposes to tie safety rating to CSA SMS

he Federal Motor Carrier Safety Administration last month announced a longin-the-works rulemaking proposal designed to update its safety fitness rating methodology by integrating on-road safety data from inspections, along with the results of carrier investigations and crash reports, to determine a motor carrier’s overall safety fitness on a monthly basis. The proposed Safety Fitness Determination rule would replace the current three-tier federal rating system of Satisfactory, Conditional and Unsatisfactory for federally regulated commercial motor carriers, in place since 1982, with a single determination of Unfit, which would require the carrier to either improve its operations or shut down. “This update to our methodology will help the agency focus on carriers with a higher crash risk,” said FMCSA Acting Administrator Scott Darling. “Carriers that we identify as unfit to operate will be removed from our roadways until they improve.” Once in place, the agency believes the rule would enable it to properly assess the safety fitness of about 75,000 companies a month as fit or unfit. By comparison, the agency said it only is able to investigate 15,000 motor carriers annually under the current system, with less than half of those companies receiving a safety rating. FMCSA designed an online SFD Calculator to allow motor carriers to use their own data to test how Three data sources underlie the meththe proposed rule would affect them. odology the agency proposes to use: The Compliance Safety Accountability Safety Measurement System’s Behavior Analysis and Safety Improvement Categories; investigation results; or a combination of on-road safety data and investigation information. The carrier’s performance in relation to a fixed failure threshold for five of the agency’s BASICs will be taken into consideration: Hours of Service Compliance, Driver Fitness, Unsafe Driving, Vehicle Maintenance and Hazardous Material. Failure of any two will result in an unfit rating. A carrier’s status in relation to that fixed measure would not be affected by other carriers’ performance, a key difference from the CSA SMS’ treatment of the BASICs. The SFD also would draw on traditional compliance review-type investigations for failure determinations in each BASIC. Failure of a BASIC based on either crash data (Crash Indicator) or compliance with drug and alcohol requirements (Controlled Substances/ Alcohol) would occur only after a comprehensive follow-up investigation. The proposal’s publication in the Federal Register last month also marked the advent of a 60-day public comment period. FMCSA will be Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsproviding a reply comment letters to sign up for the CCJ Daily Report, period allowing for an addia daily e-mail newsletter filled with news, tional 30 days. Go to fmcsa. analysis, blogs and market condition articles. dot.gov/sfd. – Todd Dills

commercial carrier journal

| february 2016

Coalition challenges safety fitness rulemaking

coalition of eight groups similar to the one that led last

year’s ultimately successful fight against the so-called Interim Hiring Standard proposed in the initial House version of the highway bill issued a challenge to the Federal Motor Carrier Safety Administration’s Safety Fitness Determination rulemaking ahead of its release. Like the scores currently pulled in the Compliance Safety Accountability Safety Measurement System’s Behavioral Analysis and Safety Improvement Categories, the SFD rating would update more frequently. Currently, carriers can receive Satisfactory, Conditional or Unsatisfactory safety ratings only after a compliance review, something that rarely happens more than once a year. In a letter to members of Congress and FMCSA Acting Administrator Scott Darling, the groups say FMCSA should conduct the congressionally required review of, and make recommended changes to, the CSA SMS before releasing any SFD rule. The coalition cites the agency’s own summary of the SFD rule, which notes the safety rating would rely on “on-road safety performance in relation to five of the Agency’s seven” BASICs in the SMS.

– Todd Dills

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JOURNAL NEWS

INBRIEF 2/16 • Truck operators for three drayage carriers owned by XPO Logistics (CCJ Top 250, No. 12) – Pacer Cartage, PDS Transportation and Harbor Rail Transport/Intermodal Container Services – filed a class action lawsuit seeking payment over alleged misclassification as contractors instead of employees, which led to lower wages and denial of statemandated breaks, plaintiffs claim. Troy Cooper, XPO Logistics chief operating officer, said the suit “is without merit.” • The California Labor Commissioner concluded that 38 Pacific 9 Transportation drivers are employees – not contractors – and that the drayage company owes them $6,926,279 in wages. The commission’s Department of Labor Standards Enforcement order represents an average individual award of $182,271, the Teamsters union said. Pac 9 drivers began their sixth and indefinite strike last July to protest what they say are unfair labor practices at the Carson-based company. • Land-Air Express of New England, a less-than-truckload company with 330 trucks and 340 drivers, was allowed to resume operations Jan. 7. The Federal Motor Carrier Safety Administration had placed the Vermont-based fleet out of service Dec. 29 after a compliance review had resulted in a “proposed unsatisfactory” safety rating in October. Land-Air then failed to submit a corrective action plan within 60 days. FMCSA upgraded the carrier’s rating to “conditional” based on a negotiated safety management plan and said it would monitor its safety performance closely for the next two years. • CRST Expedited (CCJ Top 250, No. 17) has applied for an exemption from the regulation that requires a commercial driver’s license holder to be seated in 12

commercial carrier journal

New York, New Jersey ports propose banning older trucks

he Port Authority of New York and New Jersey is accepting comment on its proposal to ban trucks with older engines from its port facilities. Starting March 1, the port authority would require trucks seeking to enter service to have engines that meet 2007 U.S. Environmental Protection Agency on-road emissions standards. The proposal also would deny access to trucks with 1994 and 1995 engines by Jan. 1, 2018. The port authority said it will supplement a $9 million federal grant it anticipates receiving for its Truck Replacement Program with an additional $1.2 million. This would provide $10.2 million The port authority would require to replace about 400 trucks with 1994 and 1995 trucks seeking to enter service to engines that now serve the ports. Port officials have engines that meet 2007 EPA said they would continue pursuing additional on-road emissions standards. TRP funding. The authority also is working with financial institutions to see if low-interest loans can be made available to replace trucks with 1996-2006 engines that currently enter the ports. Its initial replacement program accepted applications from 2010 through 2013 and replaced 429 older trucks. The proposed ban is posted at www.panynj.gov for a comment period that ends this month. – Jill Dunn

Morgan crash: Driver indicted on counts of manslaughter, vehicular homicide

evin Roper, the truck driver at the center of the fatal June 2014 tractor-trailer crash involving actor Tracy Morgan, has been indicted on the manslaughter and vehicular homicide charges brought against him in the aftermath of the crash. The New Jersey Turnpike crash killed comedian James McNair and left Morgan and several others critically injured. Roper, a Walmart driver, fell asleep at the wheel in the moments preceding the crash, according to the National Transportation Safety Board. Roper was indicted in late December on charges Walmart driver Kevin Roper of first-degree aggravated manslaughter, secondfell asleep at the wheel in the degree vehicular homicide and third- and fourthmoments preceding the New degree aggravated assault. Jersey Turnpike crash that killed Walmart has settled all civil suits stemming from comedian James McNair. the crash, including undisclosed settlements with McNair’s family and those injured in the crash, including Morgan. NTSB concluded in its investigation that Roper was traveling about 20 mph over the posted 45 mph speed limit and had been awake for 28 or 29 hours out of 33 hours prior to the crash. He had driven about 800 miles in his personal car from Georgia to Delaware the night before he began his on-duty driving period and failed to react when he approached traffic moving at about 10 mph. – James Jaillet

| february 2016

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JOURNAL NEWS

INBRIEF 2/16 the front seat of the truck while a commercial learner’s permit holder operates the truck. The company said the exemption – the same as granted to C.R. England (CCJ Top 250, No. 21) in June – would “promote greater productivity and help individuals who have passed the CDL skills test return to actively earning a living faster.” To comment, go to regulations.gov and search Docket No. FMCSA-2015-0480. • FedEx Corp. (CCJ Top 250, No. 2) and Dutch freight and package operator TNT Express announced that the European Commission last month gave unconditional approval to the companies’ $4.9 billion merger. The announcement followed the European regulator’s decision four months ago that it wouldn’t block the union that FedEx is pursuing to broaden its presence in European and Asian markets. In the interim, the agency conducted a review to determine possible conditions such as divestitures. FedEx and TNT still need approvals from China and Brazil and continue to target a completion of the deal in the first half of this year. • Heniff Transportation Systems, headquartered in Oak Brook, Ill., acquired Nederland, Texas-based EZ Alternative Transport, a bulk chemical hauler. Heniff said the acquisition expands its Gulf Coast footprint to more than 200 trucks and gives the company 14 terminals across the Midwest, Northeast, Central, South and Southeast United States. • Truckers using the New York State Thruway (Interstates 90 and 87) could see savings on tolls for the next several years if a plan proposed by Gov. Andrew Cuomo is approved by the State Legislature this spring. Cuomo is proposing tolls on the 496-mile-long 14

commercial carrier journal

Pilot still facing litigation in fuel rebate fraud case

he remaining lawsuit in the nearly threeyear-old fuel rebate fraud case involving truck stop giant Pilot Flying J has been refiled in a state court after being moved away from the federal court previously overseeing the case. Wright Transportation of Mobile refiled its Wright Transportation of Mobile, Ala., is still accusing Pilot of intensuit last December in Mobile County, Ala. tionally and fraudulently scamming Since the alleged scheme was uncovered, carriers out of owed fuel rebates. Knoxville, Tenn.-based Pilot has reached an $85 million class action settlement with 5,500 trucking companies, along with a $92 million settlement with the Justice Department involving criminal accusations. Wright, along with six other carriers, opted out of the class action settlement in order to pursue separate litigation. The other six carriers have either reached settlements with Pilot or seen their claims dismissed on jurisdictional grounds. In its new suit, Wright again makes the claim that Pilot, its executives and its sales staff intentionally scammed “mom-and-pop” carriers they deemed easy targets by offering them either “cost-plus” or “retail-minus” pump pricing and then fudging the numbers and sending those carriers checks for less than what they were owed. Pilot says it has discontinued the practice of manually calculating the rebates – the apparent source of the fraud accusations. Since the FBI raided Pilot’s headquarters in April 2013, 10 Pilot employees have pleaded guilty to fraud or conspiracy charges. – James Jaillet

Operation Safe Driver inspections down, citations up, CVSA says

aw enforcement officers conducted 19,480 roadside inspections of commercial drivers and vehicles during the Commercial Vehicle Safety Alliance’s 2015 Operation Safe Driver Week in October. The number of inspections was down from 24,184 in 2014. Also, 13,807 CMV traffic enforcement contacts were made in 2015, down from 19,980 in 2014. The top five warnings and citations issued to CMV drivers were size and weight, speeding, failure to use a seatbelt, failure to obey a traffic control device and using a handheld phone. Among other statistics involving commercial The number of inspections during vehicles: CVSA’s 2015 Operation Safe Driver • The percentage of speeding warnings and cita- Week was down from 24,184 in 2014. tions increased from 5.8 percent in 2014 to 9.3 percent in 2015; • The percentage of warnings and citations for failing to obey traffic control devices increased from 2.5 percent in 2014 to 3.85 percent in 2015; and • Seatbelt warnings and citations increased to 5 percent in 2015 from 2.8 percent in 2014. – Matt Cole

| february 2016

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JOURNAL NEWS

INBRIEF 2/16 Thruway be frozen until 2020 and that $22 billion be spent to repair bridges and highways in the state. Under the plan, some truckers in New York State could see an annual savings of up to $1,872. • The Virginia General Assembly last month proposed two amendments that would prohibit trucks from driving in the left-most lane in certain areas. The first amendment, HB178, was proposed by Delegate Richard P. Bell (R-Staunton) and would ban trucks from the left lane on Interstate 64 in the Afton Mountain area. Another amendment, HB201, was introduced by Delegate Daniel W. Marshall III (R-Danville) and would give local governments statewide the authority to prohibit trucks from the left lane “of any limited access highway.” • U.S. Rep. Richard Hanna (R-N.Y.), a trucking advocate, will leave office after his third term ends next year. As a member of the House Committee on Transportation and Infrastructure, Hanna, 64, last year raised concerns about the scope of and participants in FMCSA’s congressionally-required 34-hour restart study. • The Commercial Vehicle Safety Alliance appointed Collin Mooney as executive director. Mooney, a 13-year CVSA veteran, became deputy executive director in 2010 and was serving as acting executive director since September after Stephen Keppler’s resignation. Mooney has 27 years of experience in large truck and bus safety and began his career with Canada’s Saskatchewan Highway Transport Patrol, working in various locations within the province. He also spent more than a decade as a transport officer with Alberta’s Commercial Vehicle Enforcement Branch. 16

commercial carrier journal

FMCSA withdraws rule to mandate compliance decal display

he Federal Motor Carrier Safety Administration withdrew a notice of proposed rulemaking that would have required motor carriers operating in interstate commerce to have all vehicles display certification that all Federal Motor Vehicle Safety Standards in effect at the time the vehicles were manufactured were met. FMCSA said it withdrew the NPRM “because commenters raised substantive issues which have led the agency to conclude that it would be inappropriate to move forward with a final rule based on the proposal.” Only two commenters out of 19 supported the NPRM, according to FMCSA – one being the Commercial Vehicle Safety Alliance. The other 17 commenters – including the American Trucking Associations, the Truckload Carriers Association, the OwnerOperator Independent Drivers Association and the Truck and Engine Manufacturers Association – opposed the NPRM. FMCSA said commenters opposed the proposed rule for the following reasons: • The rule would provide no safety benefits. • FMVSS markings, particularly on trailers, are subject to damage, overpainting and loss over the vehicle’s life. No certification marking is permanent. • Many of the manufacturers have gone out of business, been purchased or are overseas, which could make it difficult to get a replacement. • The rule would impose significant costs on carriers that FMCSA didn’t estimate. The National Transportation Safety Board’s recommendation for the proposal was based on a bus crash caused by a reason unrelated to its manufacturing standards. – Matt Cole

Truck-involved fatality rate down 40 percent in decade, ATA finds

he rate of truck-involved fatalities is declining over both the short and long term, according to data analysis by the American Trucking Associations. According to ATA’s analysis of miles traveled data from the Federal Highway Administration and highway fatality data from the National Highway Traffic Safety Administration, the truck-involved fatality rate fell in 2014 to 1.4 per 100 million miles traveled. The rate also declined in 2013. According to NHTSA’s data, there were 3,903 truck-involved fatalities in 2014, which is 61 fewer than 2013. Meanwhile, the number of miles traveled by trucks rose to 279 billion. “America’s trucking industry has invested billions to improve safety, and that commitment is paying off,” said Bill Graves, ATA president and The number of miles traveled by trucks rose to 279 billion in 2014, chief executive officer. according to Federal Highway AdDuring its analysis, ATA found the fatality rate ministration data. for truck-involved crashes dropped by 2.78 percent from 2013 and has fallen 4.76 percent over the last two years. It also has fallen 40.6 percent in the past decade, the group found. ATA said the numbers only reflect fatalities where a truck was involved in the crash and don’t account for causation. – Matt Cole

| february 2016

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JOURNAL NEWS

FAST Act forces wetlines rulemaking withdrawal

mandate by Congress has forced the Pipeline and Hazardous Materials Safety Administration to withdraw its long-running wetlines rulemaking. PHMSA’s withdrawal was

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commercial carrier journal

| february 2016

published Dec. 28 in the Federal Register after it was mandated by the Fixing America’s Surface Transportation Act, the five-year highway funding bill signed into law in early December. Wetlines are when flammable liquid remains in a loaded tanker’s external pipes, and a 50-gallon wetlines maximum is permitted under regulations. PHMSA had pursued a wetlines rulemaking after the National Transportation Safety Board recommended prohibiting transport of any hazardous materials liquids in this way in 1998. The rulemaking would have amended the Hazardous Materials Regulations to require tank trucks to install equipment to drain flammable liquid from the piping used for loading and unloading. PHMSA said that while it was withdrawing its rulemaking proposal, it “will continue to consider methods to improve the safety of transporting flammable liquid by cargo tank motor vehicle.” A 2013 Government Accountability Office report had recommended that the U.S. Department of Transportation improve its data and regulatory analysis of tanker wetlines. The 2012 highway reappropriations act mandated the GAO report before DOT could publish a wetlines final rule. That halted progress on the rule PHMSA had sent to U.S. Transportation Secretary Ray LaHood for review earlier that year. Following the GAO report’s release, the National Tank Truck Carriers said it was pleased with the audit’s analysis and asked DOT, which had anticipated publishing a 2014 final rule, to withdraw the rulemaking. Industry and safety stakeholders, including NTTC and the American Trucking Associations, have expressed concern over an existing technology to purge liquid from wetlines. – CCJ staff

JOURNAL NEWS

34-hour restart study complete, Darling says

congressionally required study of truck operators and the 2013-instituted 34-hour restart regulations has been completed and is now under review by the U.S. Department of Transportation’s Office of the Secretary, said Scott Darling, nominated administrator of the Federal Motor Carrier Safety Administration, at a Jan. 20 Senate hearing. Reimplementation of the rules, suspended by Congress in late 2014, is contingent on the study’s completion and review by DOT, the Office of the Inspector General and Congress itself. Darling couldn’t offer lawmakers an exact timeline on the study’s movement from DOT to OIG and Congress, but Darling called the report “one of the best studies” ever done on hoursof-service regulations. Darling testified before the Senate’s Commerce and Science Committee for nearly an hour as the next step in

For Scott Darling, left, to head FMCSA on a permanent basis, he must be confirmed by the Senate.

his nomination process. President Obama nominated Darling to head FMCSA last August, a post made vacant by former Administrator Anne Ferro’s resignation in August 2014. For Darling to head the agency on a

permanent basis, he must be confirmed by the Senate. Prior to that, the Senate’s Commerce and Science Committee will vote on whether to send Darling’s confirmation to the full Senate. That vote has not yet been scheduled. – James Jaillet

Amendment would allow 33-foot doubles

U.S. House amendment to the Consolidated Appropriations Act of 2016 would, in part, allow for

Congress removed language in a previous version of the FAST Act that would have allowed for 33-foot doubles.

33-foot double trailers. Introduced Jan. 12 by Rep. Ken Buck (R-Colo.), the amendment would amend the

U.S. code to increase the permissible length of doubles from 28 to 33 feet. Congress, with the passage of the FAST Act highway bill in December, removed language in a previous version of the bill that would have allowed for 33-foot doubles. The omnibus appropriations deal that passed in December also didn’t include language for 33-foot doubles that had been included in previous versions of the bill. The American Trucking Associations generally has supported measures to increase size and weight limits on trucks, while the OwnerOperator Independent Drivers Association and the Teamsters Union have voiced their opposition to size and weight increases. – Matt Cole

commercial carrier journal

| february 2016 21

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Finding tomorrow’s techs today Learn how to hire, train and retain newcomers

epending on which source you use, the trucking industry needs between roughly 50,000 and 100,000 more trained technicians by 2020 to meet anticipated demands. Exact numbers aren’t all that important. It’s like trying to figure out the minimum requirement of oxygen you need to get through a day. It doesn’t really matter until you don’t have enough. And there aren’t enough. Finding the right fit for your service department is a recipe of hiring, training and retaining good people. For years, a tried-and-true method for filling vacancies has been to steal them with fatter paychecks from a competitor – a solution that becomes its own self-fulfilling prophecy. These for-hire mercenaries are tougher to integrate into the ways of your shop, and they are perpetually on the lookout for the next big spender. If the average age of your technician force is hovering in the 50s and you rarely celebrate anyone’s fifth anniversary, there are problems for you on the horizon that can’t be solved with free spending. What are you doing to invest in the education of the technicians you need? A $5,000 sign-on bonus is great, but there’s a lot more at your disposal than that. Invest that $5,000 in a recent graduate’s tooling and into training and career development programs. You’ll hang on to that person a lot longer than the period that triggers the sign-on bonus payout. Do you have a table at your local 22

commercial carrier journal

schools’ career days? Are you an easy phone call for all of the diesel instructors within a 100-mile radius? Fostering these kinds of relationships can PROBLEMS DOWN THE do a lot to wreck the age curve of your techROAD: Is the average age of nician force. your technician force hovering The responsibility for educating today’s in the 50s? workforce about the industry doesn’t lie THE RIGHT FIT: Finding solely in the classroom. today’s technicians is a recipe If you asked 50 17- to 20-year-olds within of hiring, training and retaining 30 miles of your office what they think of good people. when they hear the name of your fleet, I ATTRACTIVE OPTION: would bet 47 of them would say “truck Generation Z doesn’t realize driving.” It probably never dawns on most the technology it takes to run of them that you have entire staffs of people today’s shops. who do other things. As technology continues to infiltrate

| february 2016

WANT MORE EQUIPMENT NEWS? Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK.

It’s up to the industry to add sizzle to the technician’s image. service shops, I think a technician job is as attractive now as it has ever been. The problem is that Generation Z doesn’t know that. “It all comes down to the perception of diesel technicians in the minds of young people considering career options,” Landair President and CEO John Tweed wrote in a recent whitepaper. “The image of a diesel technician that ‘gets dirty’ often times does not appeal to the younger generation who might have entered the field in the past. Becoming a diesel technician does not have the social status that it did 50 to 60 years ago.” The sexiness of the business card is an obstacle that will have to be overcome, and clearly explaining how sophisticated the industry has become since the release of High Ballin’ gets that conversation started. Say what you want about this participation ribbon generation, but they certainly are tech-savvy. They may not be the most mechanically inclined population you’ve ever come across, but they can find, download and decipher a schematic or instructional how-to by the gigabyte. It’s all they’ve ever known. Today’s high school seniors never have lived in a world where the answers to the universe’s greatest questions couldn’t be found on Google. That’s a skillset often confused with laziness. Finding and managing this new-generation workforce can be a challenge, but if you want to set up your shop for long-term success, you have to find prospective techs on hunting grounds vastly unlike where the techs currently approaching retirement age were born. While finding and managing today’s workforce can be a challenge, fleets must set up their shops for long-term success.

JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Peterbilt, Toyota collaborate on NG-powered car hauler

espite some design challenges, Toyota Transport, the automaker’s inhouse vehicle transThe placement of portation trucking alternative fuel tanks company, now has its initially presented a first car hauler that challenge for a car hauler using a nine-car trailer runs on compressed with an over-the-cab natural gas. head rack. The truck, based in Long Beach, Calif., emits 85 percent less overall particulate matter and 10 percent less carbon dioxide than a conventional diesel hauler, the company says. It was commissioned by Toyota and designed and built with Peterbilt and Cottrell Inc. Peterbilt and Cottrell were able to develop a tractor-trailer combination that accommodated the tanks without compromising the head rack space. – CCJ Staff

Grab handle wins Paccar Inventor’s Award

hydroformed stainless-steel truck grab handle manufactured by Athens, Tenn.based metal fabricator Mills Products Inc. has won the 2015 Paccar Inventor’s Award. The grab handle competed against submissions from Paccar’s global staff of 22,000. An option on Paccar trucks since its launch in March 2014, the grab handle can withstand more than 4,000 pounds of pull force, exceeding the OEM’s requirements by more than three times. Paccar said Mills’ tubular hydroforming expertise not only facilitated the product’s noise-reducing Mills Products’ hydroaerodynamic shape formed stainless-steel and contoured finger truck grab handle is built to reduce wind grips, it also consolidated tooling require- noise compared to the standard grab ments into a single handle offered on Paccar trucks. step. – CCJ Staff

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INBRIEF • Daimler Trucks North America in late December issued layoff warnings to nearly 1,000 employees at its truck manufacturing plant in Cleveland, N.C., citing “a sustained reduction in orders and diminished build rate.” The company said it expects the cuts to be temporary and made by mid-March. The bulk of the cuts – 666 jobs – are classified as “assembler” positions, while the rest are spread among material handlers, painters, inspectors, mechanics, journeymen and other job titles. • Navistar said it hopes to pay a fine as part of a settlement with the U.S. Securities and Exchange Commission that could finalize an investigation by the agency over the departure of former chief executive Dan Ustain and the company’s doomed exhaust gas recirculation strategy. The SEC is investigating alleged violations of disclosure and transparency of financial statement regulations. • Mack Trucks signed off on the use of renewable diesel fuel in all Mack engines following extensive truck and engine testing. Similar to biodiesel, renewable diesel fuel is derived from biomass feedstocks, including animal fats and oils, but is produced using a different process and maintains physical properties and performance similar to petroleum diesel, meeting the same ASTM D975 standard while offering reduced greenhouse gas and particulate emissions and decreased maintenance costs. • Volvo was granted an exemption by the Federal Motor Carrier Safety Administration to place a rain and ambient light sensor on the windshield of its trucks in an area lower than that allowed by regulations. The sensor is part of a hands-free driver aid equipment package intended to improve driver safety. The twoyear exemption will be effective through Dec. 20, 2017. • The Nevada Department of Transportation hosted an automated vehicle public policy workshop Jan. 5 in Las Vegas to develop nationwide standardized

commercial carrier journal

Cummins has implemented efficiency enhancements that enable its engines to meet EPA 2016 and GHG 2017 requirements.

EPA OKs Cummins lineup for 2017 emissions regulations

ummins announced it has received U.S. Environmental Protection Agency certification for its lineup of on-highway diesel and natural gas engines. The certification means Cummins meets both the current EPA regulations and the second step in greenhouse gas and fuel-efficiency standards that take effect in January 2017. “Cummins is committed to providing customer-focused innovation as soon as it is ready,” said Amy Boerger, vice president of sales and support. “Efficiency improvements implemented in the 2016 ISX15 400 hp to 475 hp ratings will provide customers with fuel economy gains over the 2013 ISX15, ranging from 2.5 percent on the base engine up to 7.5 percent with a SmartAdvantage Powertrain with Adept SmartCoast features.” Cummins said the efficiency enhancements it implemented throughout 2014 and 2015 enable its engines to meet EPA 2016 and GHG 2017 requirements. Onboard diagnostics requirements are met with enhanced monitors designed to ensure that exhaust tailpipe emissions stay within EPA limits. A particulate matter sensor also has been implemented, and electronic controls have been enhanced to interact with the diesel exhaust fluid quality sensor implemented by OEMs on DEF tanks. – James Jaillet

Alkane plans Class 8 LPG cabover

lkane Truck Co. announced plans to build a liquid propane autogas-powered Class 8 cabover suited for long-haul trucking. “LPG makes the most sense because the distribution is already in place and growing annually,” said Bob Smith, Alkane Truck Co.’s Class 7 unit chief executive officer of the Myrtle Beach, S.C-based company. “We’ve been able to get good torque from the features a Power Solutions International-engineered LPG-powered engines, and we think it’s a perfect fit for 8.8-liter V8 engine with 270 the Class 8.” hp and 575 ft.-lb. of torque. The company’s Class 7 unit, which received U.S. Department of Transportation certification late last year, features a Power Solutions International-engineered 8.8-liter V8 engine with 270 hp and 575 ft.-lb. of torque. The company expects to begin production of the Class 7 units later this year, while its Class 8 trucks are expected to be available for dealer order by the end of 2018 pending USDOT approval. Both trucks will be assembled in Alkane’s South Carolina assembly plant. “LPG is readily available right here in America and lessens our dependence on foreign oil,” said Stephen Rayborn, Alkane’s vice president of global sales. “It burns cleaner than diesel and gasoline, providing a healthier environment, and our engineers have been able to create the power and torque the truckers need.” – Jason Cannon

| february 2016

INBRIEF regulations on insurance and operational issues. Gov. Brian Sandoval announced the creation of an autonomous vehicle center that will be used in testing developing autonomous vehicles. • Eaton’s EverTough lineup of aftermarket clutches now includes a self-adjusting model designed to eliminate the need for manual adjustments. The clutch, available in 14- and 15.5-inch sizes, has a 25,000-mile lubrication interval and comes with a one-year warranty. EverTough clutches feature wear indicators, stainless-steel cam springs, full-round baffles and dampers for torsional vibration. • RollTek’s side roll airbag protection system now is available on the National Seating platform. A sensor located under the seat is engineered for continuous monitoring of the vehicle’s angular position and activates when it detects an imminent rollover, deploying side-roll airbags, tightening the safety belt and lowering the seat. • Isuzu Commercial Truck of America announced that its dealers retailed 20,725 low-cabforward trucks in 2015, a record year for U.S. sales. N-Series sales were up 10.5 percent over 2014, and calendar-year registrations of Class 3-5 units through October 2015 were up 5 percent. The company also announced a record year for parts sales, up 5.5 percent over 2014. • A Kenworth T370 was recognized as the 150,000th truck produced at Paccar’s factory in Ste-Therese, Quebec. The milestone vehicle is a 4x2 straight truck produced for long-time customer Pierce Manufacturing, a manufacturer of custom fire apparatus. The truck has a Paccar PX-9 engine rated at 350 hp with 1,000 lb.-ft. of torque at 1,400 rpm and was upfitted by Pierce with a fire tanker-pumper body.

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INBRIEF brate TMC’s 60th anniversary. The conference is set for Feb. 29-March 3 at the Music City Center in Nashville, Tenn. TMC is offering a registration discount of $200 for first-time fleet attendees. Call 703838-1763 for the promo code. • Daimler Trucks North America announced a $22.7 million investment in Freightliner Custom Chassis Corp. to expand its facilities and improve operations in Gaffney, S.C. The investment includes the construction of a new logistics center and a new line side delivery process that will use nearly 60 percent more component kitting, as well as expansions of the current office building, employee parking lot, completed chassis parking and loading and delivery operations. • Cummins will forgo exhibiting at the 2016 Mid-America Trucking Show, joining all major truck makers in opting to skip the annual trade event this year and return in 2017. The companies plan to participate at MATS on a biennial basis from now on, exhibiting in odd-numbered years and skipping even-numbered ones to avoid conflicts with the biennial IAA show that takes place during even-numbered years in Hanover, Germany. • FlowBelow Aero has authorized Fontaine Modification Fleet Services to install and distribute its patented FlowBelow Tractor AeroKit, a system of aerodynamic wheel covers and tractor tandem fairings. FlowBelow said the agreement enables Fontaine to offer customers a complete aerodynamics system to manage the airflow around the rear wheels of a Class 8 tractor. • Kenworth’s new 40-inch sleeper is now available for order with either the T880 or T680. For the T880, the sleeper is suited for vocational applications that use straight trucks and for tractors that transport flatbeds, lowboys or other trailers where length and weight are a factor. For the T680, regional bulk haulers can spec the lightweight sleeper for added fuel efficiency, as it is 260 pounds lighter than Kenworth’s 52-inch sleeper.

commercial carrier journal

Chinese tire OEM gears up for U.S. marketplace

riangle Tyre Group, China’s largest privately owned tire manufacturer, has established its U.S. headquarters in Franklin, Tenn., and named Manny Cicero chief executive officer of Triangle Manny Cicero, CEO of Triangle Tire Tire USA. USA, is building The company opened a technical center in 2011 in Akron, Ohio, to an executive team and meeting with help develop tires specifically for the United States and is hopeful to potential distribenter the market during the first half of this year. utors to get the Triangle Tire USA will market and sell medium and heavy truck company’s tires to tires to the American trucking industry, as well as a lineup of passen- market. ger and light truck tires, including ultra-high-performance, winter and specialty trailer tires. The company also will target the North American construction, mining and aggregates industries with off-the-road tires, including giant radials. Cicero previously has held positions with Alliance Tire Americas Inc., Michelin North America, Bridgestone Americas and Denman Tire Corp. He currently is building Triangle Tire USA’s executive team and meeting with potential distributors to get the company’s tires to market. – Jason Cannon

Proactive maintenance boosts fuel economy, NACFE finds

leets need to maintain their vehicles to ensure safe and reliable performance, avoid costly breakdowns and allow them to reach their maximum useful life. However, even a vehicle that is running safely and reliably can achieve fuel economy savings NACFE’s study team found that fleets with thanks to additional or better-optimized preventive maintenance programs saw maintenance. fuel consumption improvements. The latest Confidence Report released by Trucking Efficiency, a joint operation of the North American Council for Freight Efficiency and Carbon War Room, explores the link between maintenance practices and fuel economy. The study team found that the industry is aware of the impact poor maintenance has on fuel economy but is unable to quantify it, and therefore is uncomfortable making decisions concerning investments that would improve the maintenance process. Yet the study team found that fleets that implemented rigorous preventive maintenance programs saw fuel consumption improvements in the 5-10 percent range. The report states that while all fleets maintain their trucks through a preventive maintenance program, they may not be linking the maintenance to fuel The report’s confidence matrix economy. The report encourages fleets to think of offers tips for fleets interested in maintenance in terms of the fuel economy benefits using preventive maintenance to improve fuel economy. rather than an added cost of business. – CCJ Staff | february 2016

IT’S NOT A PLUG-IN. IT’S NOT AN ADD-ON. IT’S NOT AN AFTERTHOUGHT. The Detroit AssuranceTM suite of safety systems is seamlessly integrated into your truck. Equipped in the Freightliner Cascadia® or Cascadia® Evolution, Detroit Assurance delivers exceptional on-road protection and can mitigate the severity of a collision. Detroit Assurance is the only proprietary safety system designed to operate seamlessly with your Detroit engine and transmission. Radar-operated Adaptive Cruise Control and Active Brake Assist adjust your truck’s speed and maintain a safe following distance in traffic. Plus, an optional camera-operated Lane Departure Warning feature alerts drivers to dangerous drifting. These safety innovations of today are the foundation for the trucks of tomorrow.

Demand the power of integration at DemandDetroit.com/Assurance

DDC-EMC-OTH-0145-1015. Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2015 Detroit Diesel Corporation All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.

TEST DRIVE: 2016 FORD TRANSIT COMMERCIAL VAN

HARD WORKER, SMOOTH RIDE Ford’s top-selling Transit doesn’t have to change much BY JASON CANNON

ord’s Transit commercial van spent barely five months on dealer lots in 2014 before seizing the crown of America’s best-selling van. The van that eventually will replace the company’s stalwart E-Series work van, Transit made its debut with the 2015 model year, and Ford has sold 105,030 units to date, outpacing E-Series sales by more than 2-to-1. The Ford Transit saw only a handful for updates for model year 2016 – mostly a handful of technology upgrades, such as the addition of a standard rearview camera and trailer hitch assist that engages automatically when the vehicle is shifted into reverse and displays a graphical overlay on the screen that helps guide drivers to line up a hitch with a trailer. Ford’s Sync 3 infotainment system also now is available as an option. Dual sliding cargo doors also will debut on 2016 Transit medium- and high-roof vans, and Ford is rolling out four new paint colors: Shadow Black, Caribou (dark brown), Magnetic (dark grey) and Race Red. Front dome lamps with map lights and theater dimming now are standard on all Transit variants, and the USB port has been moved above the cupholder in the center console for easier access. Behind the wheel My test unit, a 2016 Transit 350 HD cutaway, was equipped with the standard 3.7-liter V6 engine and upfit with a Knapheide KUV body. A 3.5-liter EcoBoost V6 and 3.2-liter I5 diesel are available engine options. With 275 hp and 260 lb.-ft. of torque, the dual rear wheels did a nice job pushing the more than 1-ton galvaneal steel work body around interstates in 28

commercial carrier journal

The Ford Transit saw only a handful of updates for model year 2016 – mostly a few technology upgrades.

The standard 3.7-liter V6 engine provides 275 hp and 260 lb.-ft. of torque.

Kansas City, Mo., and nearby surface roads. Transit’s fleet customers can add an available speed limiter that caps top speed at 70 mph. All Transit engines are matched with a 6-speed SelectShift transmission

| february 2016

designed for low-end acceleration and efficiency with two modes of operation. Progressive Range Select lets the driver toggle on the bulbous dash-mounted shift lever to reduce the range of available gears while the van is in drive. A

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Transit cutaway and chassis cab models have the option of moving the backup camera display from a dash-mounted screen to the rearview mirror.

Knapheide’s KUV storage system provides ample storage space. Not a single inch of the work body goes to waste.

full-manual function lets the driver put the shift lever into “M” and use the toggle switch to select the desired gear. I let the transmission and computer make its own decisions, and shifting was quiet and seamless. The standard rearview camera came in handy parking the nearly 150-inch-wheelbase workhorse in spaces not designed for work vans. Cutaway and chassis cab models have the option 30

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of moving the backup display from the dash-mounted screen to the rearview mirror. Transit’s responsive steering handles more like an SUV than a work van and features great visibility from the driver’s seat, with a respectable turning radius for a vehicle its size. The van’s unibody construction and Knapheide’s KUV made for a fairly tight marriage; even unloaded,

| february 2016

squeaks and creaks were minimal if not nonexistent. Ready for work The Knapheide KUV’s storage configuration was just as impressive as Ford’s powertrain and performance; taking up nearly two-thirds of the van’s overall length, it features multiple convenient adjustable divider shelves. Mandar Dighe, vice president of marketing for Knapheide, says the units are designed in partnerships with technicians who actually use the units. The company may draft several different initial work body concepts before putting them in the hands of the people who are going to use them. That feedback is used to drive improvements and efficiencies for production models. In dual rear-wheel configuration, the Class 3 Transit’s payload capacity approaches just north of 4,500 pounds, and if you somehow need additional storage room, Knapheide offers optional overhead and side ladder racks. Sortimo systems and other tools can help save inches occupied by organizational chaos. The KUV can be further customized to suit a variety of tradesman needs. Transit is built in Kansas City, where Ford’s assembly plant casts its shadow over a dozen upfitters within 30 miles, allowing for quick turnaround from shipthrough providers such as Knapheide. Steve Freimanis, general manager of Knapheide truck equipment, says his company can turn a fleet order around in about two weeks depending on vehicle spec and availability. Much of the credit for the fast turnaround is due to Transit’s flat rails, which Dighe says allow for quick body installation. Plumbing, HVAC and electrician fleets that require ample storage from a reliable workhorse that doesn’t handle like a rampaging bull on crowded urban roads have a good partnership in Transit and Knapheide.

in focus: BRAKE INSPECTION TIPS

Don’t neglect pretrips, maintenance BY JASON CANNON

rake violations were among the three most cited by the Federal Motor Carrier Safety Administration over a 50-month stretch from December 2010 to February 2015, and they were the top offense in 12 states. While braking systems on today’s commercial trucks are safer due to technological advancements, they are only as effective as their maintenance routines. “It is critical [brakes] are kept within their adjustment spec, which will give the vehicle even and balanced braking for better control,” says George Bowers, director of maintenance operations for Ryder. “Proper brake inspection is more than just the ability to stop the vehicle. It is about vehicle control.” Inspection is also a key step in extending the brake system’s life. “Issues identified through inspection might eliminate accelerated wear, brake component damage and/or damage to other components within the system,” says Keith McComsey, director of marketing and customer solutions for Bendix Spicer Foundation Brake. Safety and wear-and-tear aside, failing a brake inspection also can be expensive. “A breakdown is a tremendous loss of productivity, efficiency and uptime,” says Randy Petresh, vice president of technical services for Haldex. Bowers says the cost of a brake-related mobile service repair can exceed $1,000 easily, and that’s assuming you don’t need a tow. “If the officer deems the unit unsafe, towing will most likely be required,” he says. “Service calls for units on the side of the road take time away from the shop to manage scheduled work.”

commercial carrier journal

Brake systems are only as effective as their maintenance routines, industry experts say.

As repair bills and downtime mount, fleets consistently cited for violations also risk scaring off potential business. “Customers deciding which carrier to use will also factor safety ratings into their selection,” McComsey says. Getting in front Matthew Mendy, product segment manager for Daimler Trucks North America Aftermarket, says fleets can lower their cost of operation by having brake maintenance procedures meet all industry standards and state and federal regulations. “Thirty percent of Class 8 vehicle accidents last year showed those vehicles’ brakes were classified out of service,” Mendy says. “The number-one ticketed item during DOT inspections is brake stroke.” Jon Morrison, president of Wabco Americas, says out-of-adjustment drum brake concerns account for nearly half of out-of-service roadside commercial

| february 2016

vehicle inspection violations. A driver’s pre- and post-trip inspections are critical parts to identifying issues before violations occur. Obvious red flags for drivers include rust streaks, air leaks, oil stains, air lines rubbing on crossmembers or frame rails, bad or missing gladhand seals and brake components that are worn, missing, broken or loose. “Look for rust streak marks on brake components, which usually means loose components,” Bowers says. “If the backing plate or wheel seal area starts to show signs of oil, report it immediately to prevent shoe damage.” Kevin Pfost, coordinator of technical service for Bendix Spicer Foundation Brake, says drivers should be proactive in their inspections and not simply look for obvious signs of problems. “Take a look at components such as air chambers that may be corroded or severely rusted,” he says. “Check the air system for contamination or water.

Look for loose parts like chambers, the slack adjuster, brackets and air lines that may be hanging low and may hook on road debris.” Mendy suggests drivers build pressure in the air system while keeping parking brakes applied, then walk around the truck to listen for leaks. “Look at the air gauges to see if the compressor is building correctly,” Mendy says. “Check to see if the ABS or electronics components warning lamp is illuminated.” A slack adjuster with an excessive stroke may indicate an out-of-adjustment wheel end and a possible worn shoe, he says. “Most of the time, you can hear (air leaks), and they are indicative of a lot of things,” Petresh adds. Morrison says drivers should inspect the pad thickness visually or measure caliper position with a ruler and inspect the rotors for cracks every four to six months. “This also helps reduce potential hard-part failures by being proactive in preventive maintenance,” he says. Once a problem is identified, drivers should seek advice from their manager. “Find someone quickly before moving the vehicle,” Mendy says. “Call dispatch, and have them make a service decision.” “The brake system must be inspected and repaired, if needed, by a qualified technician,” Bowers adds. “Any potential brake system issue must be properly inspected, so never attempt to move the unit until that inspection and repair have been completed.”

tractor, there’s a problem on the trailer side.” Another problem, Petresh says, is that pre- and post-trip inspections often are not consistent and loosely enforced. “We try to encourage fleets or the operator to implement inspection

requirements, or even expand them so the drivers are more capable and more knowledgeable of what to look for,” he says. “Walking around without seriously looking at it isn’t going to show [the driver] anything. What they need are some guidelines with what they should be looking for.”

Often overlooked Another part of a proactive inspection, Petresh says, is to remember there is something behind the tractor that often gets overlooked. “Spring brake issues on trailers pop up because trailers don’t get a lot of the maintenance they should get,” he says. “If it feels like the trailer is pushing the commercial carrier journal Untitled-6 1

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technology Seeing and scoring drivers

SmartDrive talks evolution of video, big data

uring his trucking career, safety expert Don Osterberg has seen many fleets use data to understand what is really happening. Some are more successful than others. On one occasion, a data analyst asked Osterberg if the reefer units on trailers contributed to risky driving behaviors. Without definitive driver performance data, questions like this remain unanswered, and incorrect conclusions can be drawn. Having massive amounts of data is not always useful, either. “That’s the beauty of video,” Osterberg said. “The clearer the picture you get is what gives you the understanding to tailor interventions more effectively.” Osterberg shared a number of insights during a meeting at SmartDrive’s office in San Diego, where CCJ got a preview of the company’s new SmartIQ Transportation Intelligence Suite. Osterberg retired from Schneider National (CCJ Top 250, No. 8) last June as the company’s senior vice president of safety, security and driver training. He recently joined SmartDrive’s board of advisers. Steve Mitgang, SmartDrive’s chief executive, expects the company’s growth to exceed 70 percent this year, largely as a result of transportation companies wanting to be better and more efficient at using the industy’s data “explosion.” “Just about every one of our recent customers had a nontraditional business problem they were trying to solve with data,” Mitgang said. One recent customer is Nussbaum

commercial carrier journal

Transportation. The Hudson, Ill.-based company began a pilot project with SmartDrive last spring that led to implementing a fleetwide video safety program in July. Reporting tools in the SmartIQ Suite compare fleet Jeremy Stickling, director of performance to industry peer groups. human resources and safety for the 300-truck carrier, plans to use the SmartIQ Suite’s expanded capabilities to dig deeper into driver safety and fuel performance data to improve results. With the suite’s data and reporting capabilities, Nussbaum will be able to measure and benchmark drivers’ habits for acceleration and “smooth driving” to preserve One of many data visualizations in the SmartIQ Suite shows the savings opportunity for reducing engine idling. energy and save fuel. “We can start giving drivers things they can deliver on,” Stickling said. SmartDrive uses its SmartRecorder in-vehicle device designed to capture streaming video and data from cameras, sensors, electronic control modules and a variety of third-party vehicle safety systems. The device is loaded with software and algorithms engineered to monitor and interrogate real-time data to detect specific patterns of risky driving called “triggers” that lead to collisions. Certain trigger events are offloaded for review by driving analysts who add context for environmental factors and behaviors such as distraction or cell phone use that contribute to risk. SmartDrive calls the added context “risk observations.” The event and telematics data is transformed into SmartIQ Scores, NEW ERA: Many fleets are using which are numerical values for every data to understand what is really happening. driver and the overall fleet; the higher the score, the higher the collision risk. DATA EXPLOSION: Transportation The scores are normalized by the hours companies want to be better and and miles driven. more efficient. The scores are foundational to ADDING TO EXPERIENCE: the SmartIQ Suite. All of the suite’s Industry data will impact the next online data visualization tools, key generation of leaders. performance indicators, drill-down

february 2016

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

AARON HUFF

reporting and workflow are customized by user roles designed to improve the scores and increase driver performance. The new suite also comes with optional Pro Packs designed to leverage Tableau Software for creating interactive visualizations and “what-if ” analysis from SmartDrive’s data and advanced analytics. Slaven Sljivar, vice president of hardware and analytics for SmartDrive, demonstrated how the Pro Packs can identify savings opportunities. One visualization showed how the SmartIQ Scores of a fleet’s new drivers compared to its tenured drivers. Another showed how much risk the new drivers added and whether their scores were better or worse than previous sets of new drivers. Carriers might modify this report to compare drivers who came from different driving schools. “That is a capability that has been nonexistent,” Osterberg said. “Now you can focus your recruiting efforts.” Osterberg also talked about how the explosion of data in the industry and products such as SmartIQ Suite will impact the next generation of leaders by teaching things that experience alone cannot. “I think we all have to open our aperture and recognize the power and value of what has really emerged,” he said. “We have cognitive limitations that technology doesn’t have.” AARON HUFF is Senior Editor of Commercial Carrier Journal. E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

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technology

INBRIEF

TruckerLine offers resumébuilding ‘driving score’

• Orbcomm, a provider of machine-to-machine and Internet of Things systems, launched 11 next-generation OG2 satellites designed to provide subscribers with faster message delivery, larger message sizes and better coverage at higher latitudes while increasing network capacity. The satellites also offer the company’s Automatic Identification System to receive and report transmissions from AIS-equipped vessels for ship tracking and other maritime navigational and safety efforts, increasing asset visibility.

“driving score” now is available in TruckerLine, a Webbased platform and mobile app that drivers can use to build their career profiles and give interested parties one-click access to information and paperwork. TruckerLine is designed TruckerLine, developed by Outset Partners, is designed to to allow drivers to market allow drivers to market themselves better, apply for jobs more themselves, apply for jobs easily and stay in touch with other drivers. The application is and stay in touch with available for download through the Google Play and Apple app other drivers. stores for smartphones and tablets. Through a new partnership with Zendrive, TruckerLine users now can “record” specific hauls via Zendrive’s smartphone technology that measures driving behaviors. These measurements produce a driver score on TruckerLine that drivers can use to showcase their professional abilities. “Zendrive’s technology is another step for TruckerLine’s drivers to bolster their career reputations with an accurate measurement of their skills,” said Pat Fowler, TruckerLine cofounder and chief technology officer. “This technology provides additional peace of mind for employers, brokers and shippers with a tangible measurement that adds to certifications and experience to create a full picture of any professional driver.” Zendrive attaches a “reputation index” to drivers that reflects factors such as speeding, hard brakes, sharp accelerations, swerving, length of time driving, time of day and more. “We want to provide drivers with insights into their tendencies and behavior to help them improve over time, making them more attractive to employers and better professionals overall,” said Jonathan Matus, Zendrive chief executive officer. – Aaron Huff

• Pegasus TransTech, a mobile and business process automation provider, designed a new portal to enable clients to personalize the way information is presented to commercial drivers. Clients can use self-service functionality to manage video notifications, ensuring drivers have immediate access to messaging and communications at the right time and place. • Wex, a provider of corporate payment systems, and QuikTrip Corp. entered into a merchant agreement that provides Wex Fleet One Over-The-Road cardholders with 3-cent rebates for every gallon pumped at any of QuikTrip’s 29 high-speed diesel locations.

Comdata creates hotel network for fleets, drivers

• Ram Mounts’ IntelliSkin protective device case now is available for the entire lineup of current Apple tablets and phones. IntelliSkin features an integrated power connector designed to be compatible with any GDS charging dock, which helps prevent damage to the device charging port and creates a universal docking platform compatible with any device wrapped in the case. • LinkeDrive, a provider of mobile applications designed to increase fuel efficiency, driver retention and safety, announced that Transpro Burgener – a Fort Collins, Colo.based dry bulk carrier serving the Western United States and Canada – is expanding its use

commercial carrier journal

The Comdata Hotel Network is designed

omdata, a provider of electronic payment to help over-the-road drivers quickly find systems, launched the Comdata Hotel lodging options when needed. Network for the transportation market. The program allows carriers and drivers to manage and reduce costs related to hotel stays. The network, powered by CLC Lodging, is designed to help over-the-road drivers quickly find lodging options when needed – such as for rest periods, maintenance events or training – through a network of 12,000 participating North American lodging locations. Check-in and payment is expedited with a Comdata card, which secures a room and guarantees discounts of 20 percent or more off the lowest published rate. The Comdata Hotel Network includes a mobile app that allows drivers to identify locations, review the nightly rate and savings offered by each property and screen for on-site truck parking. By using a Comdata card, drivers do not need to pay with cash or personal credit cards. For the fleet, the Comdata program reduces the need to manage reimbursements while offering the same level of visibility, reporting and controls they use to manage fuel and other driver expenditures. “Our research shows that 85 percent of carriers have no negotiated rates for hotels stays, but a majority of them acknowledge regular use,” said Greg Secord, president of North American Trucking at Comdata. “The average driver spends nearly $2,000 on hotel rooms per year.” – Aaron Huff

february 2016

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technology

INBRIEF of LinkeDrive’s PedalCoach application from standalone devices supplied by LinkeDrive to fully integrated Android-based tablets already installed in the fleet’s tractors. • CarrierWeb announced that PFG Customized Distribution, a division of Performance Food Group Co., selected its CarrierMate truck mobile communications and reefer command and control systems to facilitate management of mobile assets and driver hours of service at nine distribution locations across the nation. • EpicVue, a provider of in-cab satellite TV systems, announced that Rydal, Ga.-based temperature-controlled truckload carrier Kennesaw Transportation is outfitting its entire 200-tractor fleet with EpicVue inMotion to help enhance its driver recruitment and retention efforts among its 60 single drivers and 140 teams. • Pegasus TransTech signed three new clients to its Transflo Mobile+ application. MGR Freight System, Classic Carriers and Page Transportation are adding Mobile+ to their business processes, integrating load details, messaging and driver validation capabilities into their workflows. • Technology company project44 named board member Tommy Barnes as president. Barnes formerly was president of less-than-truckload services and senior vice president of operations at Coyote Logistics. Prior to that, he was president of Con-way’s multimodal brokerage operation, responsible for managing $2.4 billion in freight.

INTERESTED IN TRUCKING TECHNOLOGY?

Scan the barcode or go to www.goo.gl/Ph9JK to subscribe to the CCJ Technology Weekly e-mail newsletter. 38

commercial carrier journal

Omnitracs adds Driver Workflow 2.0 to in-cab platform

mnitracs announced the availability of Driver Workflow 2.0 for its Mobile Computing Platform 50. Driver Omnitracs says Driver Workflow 2.0 offers drivers an improved MCP50 user experience Workflow 2.0 is an application suite inby minimizing the need to switch between tegration designed to enable direct access different application screens. and data sharing to other in-cab applications through a single centralized driver workspace view to consolidate load assignments, trip information, tasks and forms. The company said the new version expands on existing application functionality – including automated load assignments, forms processing and dispatch software integration – to further streamline drivers’ in-cab tasks and improve information accuracy. Driver Workflow 2.0 is designed to offer drivers an improved MCP50 user experience by minimizing the need to switch between different application screens to complete typical workflow processes. It integrates with other Omnitracs mobile fleet management applications, including Hours of Service, Media Manager, In-Cab Scanning, Navigation and upcoming out-of-cab data-capture applications. “We continuously look for opportunities to improve fleet productivity and enhance the driver experience, and Driver Workflow 2.0 does both,” said Jimmy Fortuna, vice president of product management for Omnitracs. “Given the widespread driver shortage in our industry, fleets are increasingly looking for tools to improve overall driver satisfaction with their mobile work environment. Driver Workflow 2.0 streamlines drivers’ duties with an intelligent centralized work space for all in-cab tasks and forms while automatically updating dispatch on status as activities are completed.” – Aaron Huff

Roadnet adds new routing features

mnitracs Roadnet Technologies announted the availability of Roadnet Transportation Suite 3.7.3, which features enhancements to its on-premise routing, scheduling, tracking, mobile workforce and fleet management platforms. With the update, users of FleetLoader, Scheduler, MobileCast and Roadnet have enhanced service rules to apply to standard routes. Users can keep the routes the same but start them at different times to accommodate various operational requirements without having to Users of Fleetrecreate a route plan. Loader, Scheduler, “By allowing fleets to configure standard routes to align with their MobileCast and specific operational considerations, we have made it easier for them to Roadnet have take advantage of Roadnet’s advanced route planning algorithms,” said enhanced service rules to apply to Kevin Haugh, general manager of Omnitracs Roadnet Technologies. standard routes. The Roadnet Transportation Suite combines routing with real-time data collection and analysis tools designed to enable users to create routes and load plans that work best for their businesses. Real-time notifications help update drivers in the field, while customizable reports enable timely driver performance monitoring. “The latest version incorporates enhancements to Web services for improved integration with third-party software, such as route accounting and enterprise resource planning,” said Cyndi Brandt, senior director of product marketing and alliances. – Aaron Huff

february 2016

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technology

in focus: TIRE PRESSURE MANAGEMENT SYSTEMS

Watching the wheels Despite low fuel prices, automatic inflation gaining traction BY AARON HUFF

ire pressure monitoring systems come standard in passenger vehicles, but the aftermarket is the only option for heavyduty vehicles because of the unique environmental and operating conditions of different fleet applications. Early TPMS versions proved to cause more problems than they solved. The valve sensors couldn’t stand up to the rigors of long-distance trucking and needed to be serviced more often than the tires themselves. However, automatic tire inflation systems have enjoyed a long streak of success. In heavy-duty applications, the systems use pressurized air from the brake lines to keep tires at a constant pressure. To date, ATIS use has been confined to trailers because the best way to route the air hoses to the wheel valves is through the center of the axles and

Esco’s tire pressure monitoring system is designed to read and record abnormal air loss over a period of time due to a puncture or leak in the tire and rim and also to detect heat buildup in tires.

wheel hubs. Use of ATIS for drive axles is an enormous engineering challenge due to differentials and gear axles in the way, as well as the extreme temperatures. Nevertheless, the Holy Grail of tire pressure management – an integrated ATIS for all placements – is within reach.

Ryder System is evaluating inflation products for use on tractors and is interested in Aperia’s Halo system, as well as a new product that Meritor is developing.

commercial carrier journal

february 2016

Ryder System, which provides truck leasing and rentals, has been using Meritor PSI’s ATIS on its rental trailer fleet for about seven years. The company currently is evaluating inflation products for use on tractors. Scott Perry, Ryder’s vice president of supply management and global fuel products, said the company is interested in Aperia’s Halo system, as well as a new product that Meritor is developing for tractor wheels. That market traction has been slowed as of late by record low fuel prices. The main reason fleets buy TPMS and ATIS is the fuel savings from maintaining proper tire pressures. Extending tire life and reducing breakdowns also deliver payback. “Some product will gain traction,” Perry said. What’s available ATIS products for drive axles currently or soon to be on the market include: • The Halo Tire Inflator from Aperia Technologies, a bolt-on device with a small internal pump driven by the

technology wheel’s rotation. Halo is designed to replenish or adjust pressure loss resulting from minor leaks, leaky valve stems, seepage and temperature compensation. It can be applied to dual and wide-based tires on drive and trailer axles. Aperia recently launched a nationwide dealer network to offer Halo for fleets in multiple U.S. locations. • Dana Holding Corp.’s internal axle system for drive and steer axles on commercial vehicle tractors. Dana currently is road-testing the product and said it will be the first to offer a fully integrated electronically controlled system. The company said the new tire pressure management technology can improve fuel economy by 1 percent by making periodic checks to ensure that each tire is inflated properly to a pressure equalized with the tractor’s other tires. As needed, it inflates tires to the optimum pressure and can equalize pressure in all tractor tires, minimizing tire dragging and premature wear. A closed design isolates the tires, preventing a hose failure or tire puncture from affecting the other tires. • TyreAid’s system that mounts on the hub with a hose assembly that equalizes the air pressure between dual tires. TyreAid’s equalizing valve is designed to shut off automatically if the pressure difference is less than 4 psi of normal inflation at 110 psi. The wheel-mounted device com-

municates a low-pressure alert that is picked up by a receiver device in the cab. The device also can be used by fleet maintenance personnel to check a yard full of equipment to find underinflated tires. The receiver beeps if any underinflated tires are within 300 feet of range.

For heavy-duty vehicles, the aftermarket is the only option because of the unique environmental and operating conditions of different fleet applications.

While no one is anxious to see the day that $5-per-gallon diesel returns, higher fuel prices certainly would speed the market’s adoption of ATIS technologies. If that day comes again, the technology eventually may be offered as a factory standard on tractors and trailers.

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commercial carrier journal Untitled-41 1

february 2016

1/21/16 12:54 PM

Join these leading fleets by sharing your company’s efforts.

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Mesilla Valley Transportation Schneider Saddle Creek Logistics Transport America

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INNOVATORS

KLLM uses scholarships, relationships with driving schools to recruit, train new drivers BY DEAN SMALLWOOD

leets have implemented many different strategies to address their driver recruiting and retention challenges, including higher pay, enhanced benefit packages, sign-on bonuses, performance rewards, more mileage, new equipment, dedicated and preferred routes and additional home time, among other perks. KLLM Transport Services (CCJ Top 250, No. 39), a Richland, Miss.-based temperature-controlled carrier, has found that one of the best ways to track down and keep drivers is to find newcomers to the industry and train them – the earlier the better, in hopes of possibly influencing them to stick around longer. The company’s services throughout the United States and Mexico include single and team over-the-road, regional (based from Atlanta and Chicago) and dedicated, including private fleet enhancement and replacement, with a fleet of 3,800 tractors and 5,500 trailers. Intermodal services provide intracontinental transportation across multiple modes using more than 1,200 trailers. KLLM’s Logistics Services division provides customers with options beyond the company’s fleet capacity. Its carrier network is comprised of both large and small fleets offering full truckload, less-than-truckload, air and ground expedited and specialized freight services. To keep customers informed across the supply chain, it guarantees 24/7 dispatch and customer service, load tracking, daily check calls and emailed updates.

Mississippi diversity In 2012, KLLM began offering $4,000 scholarships to cover the cost of training for students enrolled in the Commercial Truck Driving program at Hinds Community College in Raymond, Miss. The program now is housed at the first KLLM Driving Academy in Richland, which opened as a new separate facility in March 2014. The Hinds program is available as an eight-week course to both daytime and evening students. The curriculum includes U.S. Department of Transportation rules

KLLM TRANSPORT SERVICES Richland, Miss. and regulations, Mississippi requirements for obtaining a commercial driver’s license and hands-on tractortrailer operation. Program graduates receive a Hinds diploma upon completion of student requirements. The KLLM Scholarships, which cover the entire cost of the Hinds driver training, are available for qualified applicants who agree to a one-year period of employment with the company. Eligible applicants must be a current or prospective Hinds student who is at least 21, be a high school graduate or GED recipient and meet the normal requirements for any KLLM job applicant. “We hope this scholarship will eliminate the financial burden for anyone who wants to get job training but can’t afford to,” says Kirk Blankenship, KLLM’s vice president of driver resources. “We want to give back to our community and at the same time develop a pool of new truck drivers who can go right to work for KLLM. This program serves our need for drivers and helps Mississippians who are looking for work in our industry.” Hinds and KLLM recently were able to boost their training capabilities thanks to a $250,000 gift from the Walmart Foundation intended to help diversify the ranks of the trucking industry. The money – part of a larger $100 million commitment by the retailer to

The refrigerated hauler works with regional colleges to grow and enhance its driver training programs.

commercial carrier journal | february 2016

bolster workforce trainservices with Cedar Valley’s ing, education and career strong commitment to pathways for retail workers providing quality education nationwide – will supthat leads to jobs and career pathways.” port training women and The training facility feaunderserved populations tures modern classrooms, who enroll in the driving The KLLM Driving Academy in Lancaster, Texas, is a new two-story 44,000-square-foot school with modern classrooms and a residence hall. an onsite physical laboraacademy. tory, simulators, electronic The money comes to The program is designed for the log and refrigeration labs, a 4-acre Hinds via the Jackson, Miss.-based 21-and-older student with no commerbacking range, a full-service cafeteria Foundation for the Mid-South. cial driving experience and includes four and lodging facilities for 43 students in “Walmart supported us in this plan to weeks of school, a two-day company private hotel-like rooms. The residence expand opportunities to all folks, but orientation and internship. Students hall section has refrigerators, microwave gave us a challenge to do it for women,” earn their CDL within four weeks of ovens, cable TV, Wi-Fi, laundry facilities, said Ivye Allen, foundation president. training totaling 160 hours. Refresher computer labs and a study hall. training also is available for individuThe school will help both company Windy City school als who wish to renew their CDL and drivers and independent contractors Last August, Prairie State College of obtain employment with KLLM. earn their CDL and learn about profesChicago Heights announced a partner“This is a fantastic opportunity for sional driving techniques, DOT regulaship with KLLM Driving Academy the people in the PSC community and tions, accident prevention, cargo claim to collaborate on CDL training. The beyond who are interested in obtaining agreement combines the resources of management, temperature-control their CDL,” says Dr. Terri L. Winfree, PSC and KLLM to address the needs of chain compliance and the ins and out individual students, as well as the service PSC president. “Through this program, of the Federal Motor Carrier Safety students will be supplied with a marketand industry sectors. It also is intended Administration’s Compliance Safety Acable skill, a valuable college and industry countability program. to ensure that Illinois has an adequate credential and job placement. We are supply of skilled truck drivers with a Upon graduation and earning a pleased to be part of such a unique CDL to preserve the region’s competiCDL, students have the opportunity to partnership with KLLM.” tiveness and economic opportunity in be placed as a professional driver. The the industry. fully accredited driving academy holds a “KLLM is very excited about the Texas training Career School Certificate from the Texas partnership we have created with Prairie In September, the company celebrated Workforce Commission and is open to State College,” says Jim Richards, KLLM the grand opening of a new training any Texas resident. location in Lancaster, Texas. Rich“Our Lancaster campus is specially president and chief executive officer. “This partnership will be very beneficial ards cut the ribbon on the two-story designed to meet the needs of new drivin the training of individuals seeking 44,000-square-foot school in a cering students and help them as they start to begin a career of being a profesemony with more than 300 guests in their new careers,” Blankenship says. sional truck driver. Our curriculum will attendance. provide individuals with the skill set The state-of-the-art facility offers Jim Richards, KLLM an 18-day accelerated driver training to be successful, and in addition, upon president and CEO, says program for Texas residents and features completion at the academy, we will also the new Texas school represents an innovative classroom and behind-the-wheel trainoffer them employment.” partnership between Through support from KLLM, ing, road and range instruction and his company and Cedar students in the program will receive driver safety education. Valley College. scholarship opportunities to incur no “This school represents an innovative out-of-pocket tuition costs, stipends partnership between KLLM and Cedar CCJ INNOVATORS profiles carriers and fleets during the training and a six-week paid Valley College that will help fill key jobs that have found innovative ways to overcome internship if they agree to one year of in the nationwide trucking industry,” trucking’s challenges. If you know a carrier that employment with KLLM at the concluRichards says. “It leverages KLLM’s has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953. sion of the training. reputation as a leader in transport 44

commercial carrier journal | february 2016

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E-logs set to become ELDs

n March 2014, the Federal Motor Carrier Safety Administration proposed an electronic logging device mandate that would replace its 395.15 standards for voluntary use of automatic onboard recording devices.

BY AARON HUFF

After reviewing the proposal, technology suppliers said they would need 12 months or more to update their current products once a final ELD rule was published. The final rule came Dec. 16. Suppliers now are gearing up to offer ELDs

in advance of a two-year enforcement deadline, but there is no need to rush. Fleets that purchase AOBRD technology by December 2017 will have until December 2019 to convert to ELD technology. Most AOBRD products on the market today will be able to convert to ELDs through an over-the-air software update. When suppliers begin to release new ELD versions, possibly beginning this year, AOBRDs still could be on the market through 2019. One possibility for suppliers is to release updates that meet the ELD rule as they become available. This phased-in approach would give fleets and drivers a way to become familiar with the changes one step at a time.

commercial carrier journal

february 2016

TECHNOLOGY: ELECTRONIC LOGGING DEVICES

Leading ELDs on Manufacturer

BigRoad

Continental

J.J. Keller

KeepTruckin

Omnitracs

Device name

DashLink

VDO RoadLog

Encompass

KeepTruckin

MCP

XRS

Type of device

BYOD* | iOS, Android

Dedicated unit

BYOD | iOS, Android | or paired with the dedicated J.J. Keller Compliance Tablet

BYOD | iOS, Android

Dedicated units

BYOD | Companycertified Android, Windows Mobile devices

$0 with lease, option to bring own engineconnection hardware, with limits

About $700

$199, more to pair with Compliance tablet

$0 with hardware lease

Lease options available, $800 to buy each of three devices available

$0 with hardware lease option, $200 to buy engine relay

Monthly: $15 per user, $10 per truck

Annually: $209 for service

Monthly: $20 for service

Monthly: $20 and higher

Monthly: $20 and higher for service, lease

Other capabilities beyond logs***

Document capture, sharing, engine diagnostics, back-office dispatch geared to small fleets

Upgrade to fleet unit with wireless connectivity options that enable other features, with ongoing service costs

Fuel-efficiency management, optional CoPilot Truck Routing, engine diagnostics, CSA points management

Back-office dispatch functionality geared to small fleets

Highly customizable for fleet management functions

Engine diagnostics, other custom possibilities

Find more information

BigRoad.com

VDORoadLog.com

KellerEncompass. com

KeepTruckin.com

Omnitracs.com/ MCP50

Fleet.omnitracs. com

Initial cost**

Ongoing lease or service fees per truck

* “Bring your own device,” typically a smartphone from which users download an app that serves as the user interface with a separate

engine-connected device. Some small fleets are approaching these kinds of systems with dedicated tablets installed in the truck.

While there is no rush for fleets to implement ELDs now, the technology will be making a gradual impact on drivers and fleet managers between now and the end of 2019. Here are six areas where change is coming.

1 52

Data transfer One reason FMCSA created commercial carrier journal

** All costs in this chart are for a one-truck owner-operator independent of any larger fleet, buying aftermarket. Prices vary with

the ELD rule was to make roadside inspections more efficient and accurate. The agency wants logbook data from ELDs to be transmitted wirelessly to law enforcement auditing software. This ERODS software currently is under development and will enable officers to detect hoursof-service violations instantly.

| february 2016

volume discounts and enabled features. Systems with hardware included in new trucks are not reflected. For BYOD, all hardware

To transfer data from ELDs, technology suppliers will have to use a telematics method or a local method – or both. The telematics method includes two options: e-mail and Web services. Many suppliers already have an e-mail feature that drivers use to send a PDF report of their eight-day duty cycle

TECHNOLOGY: ELECTRONIC LOGGING DEVICES

the market today PeopleNet

Rand McNally

Teletrac

Telogis

uDrove

Zonar

eDriver Logs

HD 100

TND 760

Teletrac

Telogis WorkPlan

uDrove Pro

2020 tablet

Dedicated units

BYOD | iOS, Android | or paired with dedicated TND tablet

Dedicated unit

BYOD | iOS, Android

Dedicated unit

$0 with hardware lease option up to $2,000, depending on capabilities

$300 without tablet

$550, $700 with GPS navigation

$0 with hardware lease

$0 with hardware lease option up to $100 and more with hardware purchase

$120

$0 with leasepurchase option (three-year commitment), higher with purchase options

Monthly: $30-$60 for service, more with lease if applicable

Varies with service plan/ features

Monthly: $20 or higher

Monthly: $77 for e-logs edition

Monthly: $36 including hardware lease and up

Monthly: $40 for service

Company declined to specify service plan, lease costs

Highly customizable for fleet management functions

Engine diagnostics, trip sheets, navigation if paired with a Rand McNally GPS device

Navigation, driver/vehicle scorecards, engine diagnostics

Sophisticated navigation, dispatch capabilities, among other functions

Document capture, trip plan sharing, engine diagnostics and prognostics, more

Expense tracking (integration with accounting software possible), engine diagnostics, dispatch capabilities

Capabilities scalable to customer needs

PeopleNetOnline. com

RandMcNally.com

Teletrac.com

Telogis.com

uDrove.com

ZonarSystems. com

and service costs associated exclude the cost of the smartphone and associated data plan charges.

*** Devices included here as a general rule allow for electronic driver vehicle inspection reports, unit tracking for the back office or ship-

summary to law enforcement upon request. Suppliers will need to develop the Web services option for logbook data to go directly to ERODS. For suppliers that use a local transfer method, ELDs must have Bluetooth and USB options. Both will allow officers to capture and upload data into ERODS and eliminate

pers and receivers, messaging and a variety of other features enabled by the electronic log’s connection to the engine’s electronic control mod-

the need for officers to enter the cab to view a dash-mounted display or a mobile device, and for drivers to hand their personal devices to a law enforcement officer. As a fallback, ELDs still can use a traditional logbook grid display or print a summary report for roadside inspections.

ule. The exception is the Continental VDO RoadLog, which in its most basic form is a dedicated logging device with limited other functionality.

By choosing Bluetooth and USB, truckers won’t be strapped with paying for monthly subscription charges. But if operators opt for a device that uses only a local connection, the device must be equipped with both Bluetooth and USB, and not one or the other, says Tom Cuthbertson, vice president of regulatory

commercial carrier journal

february 2016

TECHNOLOGY: ELECTRONIC LOGGING DEVICES

affairs for Omnitracs, which offers in-cab and mobile fleet management systems. The same applies to carriers and drivers who choose a telematics-equipped device: They must be able to transfer data via both a wireless Web service and e-mail.

PeopleNet provides ELDs and other mobile fleet management applications.

The reason? While drivers must be able to show during roadside inspections both their current 24hour records and records from the previous seven days, it’s up to each state to determine how its enforcers will receive that information from truck operators. States will be required to receive data transfers via one local option and one telematics option, but they won’t be required to have the full suite of connectivity options, Cuthbertson says. State A may decide its enforcers can receive data transfers via e-mail and USB, meaning they won’t be able to receive data via Web or Bluetooth. However, State B could outfit its enforcers with means for receiving transfers via e-mail and Bluetooth, while State C may choose Web and USB. In these instances, operators with a compliant device, either local or remote, would be able to transfer their duty status records to enforcers. FMCSA currently is working on the technical specifications for the transfer files and the calculations that ERODS will use to detect violations. This process likely will last for 54

commercial carrier journal

The driver is responsible for their hours of service.

– Fred Fakkema, vice president of compliance, Zonar Systems

six months or more, at which time ELD suppliers can start to develop the new transfer features, says Elise Chianelli, director of safety and compliance for PeopleNet, which provides electronic driver logs and other mobile fleet management applications.

Tighter standards

The new ELD rule establishes fixed thresholds for the recording of duty status changes. Drivers will be put into driving status automatically once a vehicle’s speed hits 5 mph. If a driver does not log in to the ELD system, the driving event will be recorded as an “unassigned driving” event.

Omnitracs offers ELDs as part of its in-cab and mobile fleet management systems.

Once a vehicle remains stationary for five seconds, ELDs will ask drivers if they want to remain in drive or change to an on-duty status; they will have one minute to respond. In the event a driver comes to a stop due to traffic congestion, the driver will be able to count the stationary time as on duty but not lose available drive time, Cuthbertson says. The rule also adds a new element to on-duty status called “yard times.” When drivers are on private property such as a shipping or receiving dock,

| february 2016

ELDs will give drivers an option to log movements as on duty but not lose available drive time. ELDs must distinguish yard moves in the on-duty section of the logbook by a colored or dotted line, Cuthbertson says.

Driver accountability

One of the new rule’s most significant changes is that drivers are able to accept or reject edits to their logbook records. AOBRDs treat unassigned driving time as a back-office function for management to assign to driver records. ELDs will require that all unassigned activities and edits be reported to drivers each time they log in, Chianelli says. Suppose a mechanic takes a truck for a test run but doesn’t log in to the ELD. The drive record would be stored as an unassigned driving event, and a driver assigned to the tractor will be prompted to reject or accept the mechanic’s movement as part of his records the next time he logs in to the ELD. “What the rule has stated is that the driver is responsible for their hours of service,” says Fred Fakkema, vice president of compliance for Zonar Systems, a provider of fleet

Zonar Systems provides ELDs as part of its fleet telematics systems.

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telematics systems. “They need to have access to their logs, whether through the ELD device or through the back office.”

Personal privacy

AOBRDs always have been able to keep track of situations when drivers use vehicles for personal conveyance if the fleet allows it. The ELD rule ensures that drivers who use this provision are given more privacy of their location in their logbook records.

Fleet management systems typically capture the truck’s GPS location.

Fleet management systems typically capture the GPS location to the fourth decimal point for applications such as navigation and fuel tax reporting. This ensures accuracy to within about 30 feet. However, when using the vehicle as a personal conveyance, ELDs will record the vehicle’s location using

the second decimal place, which will widen accuracy to about 10 miles.

Supporting documents

With the ELD rule, drivers still will be required to have supporting documents to verify their on-duty versus off-duty time. Electronic logs can determine only if a vehicle is stopped and not in drive status; they are unable to determine whether or not drivers are on duty or off duty. FMCSA “wants to make sure drivers are tracking their on-duty time,” Chianelli says. The number of supporting documents is less than what drivers have to retain with AOBRDs, Fakkema says. The number has been reduced to eight within a 24-hour period. PeopleNet’s current eDriver Logs application prompts drivers to specify their on-duty statuses such as loading and fueling. Its Vusion subsidiary has an auditing service that captures data from carriers’ supporting documents – bills of lading, dispatch records, vehicle inspection reports and more – to ensure drivers are including these activities in their on-duty times. With the ELD rule, any edits made to a driver’s on-duty status as a re-

Drivers still will be required to have supporting documents to verify their on-duty versus off-duty time.

sult of an audit have to be approved by the driver. “Drivers will have full editing access to anything but the drive line,” Chianelli says.

More data

Drivers will be presented with more information when the new systems hit the market. The rule requires additional fields to be displayed on the header of logbooks that will include the motor carrier’s name, U.S. Department of Transportation number, address, vehicle number and the beginning and ending odometer number. Logbooks also will show the driver’s commercial driver’s license number, state and other relevant details.

Which ELDs do your fleet peers prefer? For real-world product evaluations of electronic logging devices now in use, check out CCJ’s Reader Reviews at CCJReaderReviews.com. CCJ editors ask qualified fleet operators to evaluate certain products they already use. Reviewers rank each on specific criteria from a low of 1 to a high of 5. They also can comment on their overall experiences with the product or service. Evaluations are collected through online surveys and interviews. Each criterion’s numerical score is an average of all reviewers’ criteria scores; a product’s overall ranking is an average of numerical scores. Reviewers remain anonymous but are identified with general information on fleet size, freight type and geographic location.

commercial carrier journal

| february 2016

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