MARCH 2019
DEATH TO 3G
How will its sunsetting affect your fleet telematics? page 32
SPECIAL REPORT:
TARGETING TECHNICIANS
Shortage provides job opportunities page 48
Work ethic, passion for sharing skills drives Southeastern Freight Lines' director of fleet services FREIGHT MATCHING
Technology can help you fill your trailers page 57
WHY VISIT THE SHOP? BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS
Engine updates can be made over the air page 62
Chris Bader DRIVER
Steve Sperbeck GENERAL MANAGER
© 2019 , Inc. All rights reserved. All marks are trademarks of their respective owners.
THE COMBINATION THAT PUTS ERL INTERMODAL AHEAD, HAULING ULTRA-HEAVY LOADS WITH ZERO DOWNTIME. “The A26™-powered International® LT® and RH™ Series trucks in our fleet have delivered valuable operational insights and zero unscheduled downtime. It’s not uncommon for our International LT Series trucks to haul up to 143,000 pounds at a time. And with the A26, the lightest engine in its class, our Intermodal double trailer loads are hauled up and down hills, in every weather condition, giving us that tie-in between power and fuel efficiency. A large contributor to the bottom line, the A26’s fuel efficiency is practically paying for the fleet. As we add more trucks, our fleet of LTs and RHs are also making a difference as we compete for drivers. The comfort, the quietness of the engine and the tight turning radius are features that our drivers really enjoy. With our A26-powered International LT and RH Series trucks, reliability remains number one.” – Steve Sperbeck, General Manager
VIEW THE FULL ERL INTERMODAL STORY AND DISCOVER THE BENEFITS OF DRIVING AN INTERNATIONAL LT WITH THE A26 AT INTERNATIONALTRUCKS.COM/LT-SERIES
CUMMINS INTEGRATED POWER . ™
POWERTRAIN OPTIMIZATION FOR A WORLD THAT’S ALWAYS ON.
Cummins is powering success with fully-integrated solutions and comprehensive support you need to optimize your operation. Our state-ofthe-art engines – including the X12™, the lightest in its class, and the X15™, 2018’s top-selling heavy-duty engine in North America – are setting new performance standards. Both engines uniquely pair with the Endurant™ transmission to create the most advanced powertrains in the industry. Cummins merges efficiency and power to keep you moving forward in a world that’s Always On.
MARCH 2019 | VOL 176 | NO. 3
COVER STORY
Career Leadership Award: Lee Long
Lee Long’s parents passed along a strong work ethic, a sense of responsibility and a passion for sharing skills. Those life lessons are a huge reason why the director of fleet services for Southeastern Freight Lines is the 2019 recipient of the Technology & Maintenance Career Leadership Award, CCJ’s top honor for lifetime achievement in fleet maintenance.
JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS
Cover design by David Watson
FEATURES
48
SPECIAL REPORT | TARGETING TECHNICIANS: Market short on talent, big on opportunity
OEMs, dealers and independent service providers actively hiring and recruiting technicians in the market say the labor shortage has become too big to ignore. But while those same professionals also believe no simple solution exists to swiftly solve the service channel’s biggest problem, they say the industry isn’t without options.
57
Virginia legislators back off I-81 tolls, want committee’s help … Livestockers ask DOT for hours waivers …
Digital freight matching
Teamsters, California
In the not-so-distant future, matching loads with trucks might be as easy as catching a ride across town using the Uber app. In the meantime, the road leading to supply chain automation is under construction. Side-by-side computer monitors on the desks of freight transportation companies display the multiple applications used in the freight matching process.
challenge FMCSA ruling on state’s meal, rest break laws … California bill would require emissions testing before registering
62
trucks … Collision
Quick fixes
Through over-the-air engine updates, fleets can have engine operating parameters tweaked without ever rolling into the dealership, turning a process that can take a day or more in the service bay into something that can be completed during an hoursof-service break. Reasons could include vehicle performance or warranty concerns.
39
10 News
avoidance systems, OSA tests among NTSB’s ‘Most Wanted’ … ATA announces 2019-20 America’s Road Team … ATRI: E-commerce reshap-
Innovators: Hub Group Trucking
The Oak Brook, Ill.-based multimodal company integrates DVIRs with maintenance records to enhance productivity.
ing trucking industry operations
14 InBrief COMMERCIAL CARRIER JOURNAL
| MARCH 2019 3
DEPARTMENTS
ccjdigital.com
technology
facebook.com/CCJMagazine @CCJnow linkedin.com/ccjmagazine
Editorial
18 19 19 20
Don’t count platooning out just yet
editorial@ccjdigital.com
Volvo invests in wireless charging Embark, Amazon may be collaborating Western Star updates, adds options for 4700
20 InBrief 22 Wabco enhances safety offerings
22
Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood Senior Editor: James Jaillet News Editor: Matt Cole Contributing Editor: Todd Dills
Diesel Laptops launches Virtual Diesel Technician
24 InFocus: Axle ratios 26 American Truck Dealers join
Design & Production
32 33 33 34 35 35
coalition to end Federal Excise Tax
30 Severe Service:
Canadian bulk hauler all in on Mack Anthem; hauling logs in British Columbia
Goodbye, 3G cellular I.D. Systems buys CarrierWeb
production@ccjdigital.com
Platform checks air filter, engine
Corporate
Insurance-based driver safety app attracts $500M fund investment GlobalTranz releases next-generation TMS Survey: Consumers want more visibility from service fleets
35 InBrief 36 InFocus:
Document scanning
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Preventable or Not?
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Ad Index
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COMMERCIAL CARRIER JOURNAL
| MARCH 2019
Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd
Editor Jeff Crissey’s column
John Doe, traveling in the center of a three-lane highway, didn’t see a sports car to the right that was facing an exit-only lane and attempted to cut in front of his rig. Was this a preventable accident?
Chairman Emeritus: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Kim Fieldbinder 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
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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 Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/ or advertising agency are authorized to publish the entire contents and subject matter thereof. The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2019, 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.
WE CARRY IT ALL When you need heavy-duty parts that last, NAPA has you covered with a variety of options from the most trusted brands in the business. Quality Parts. Helpful People. That’s NAPA KNOW HOW.
UPFRONT
Fleets seize on rate growth in 2018, remain bullish for 2019 Will trucking be able to replicate its banner year from 2018? BY JEFF CRISSEY
B
y any measure, 2018 was a phenomenal year to be in trucking. The perfect storm of a booming economy and record tonnage volumes coupled with a driver shortage that constricted capacity helped fleets renegotiate favorable freight contracts in nearly every segment of the industry. But the driver shortage also proved to be a major drag to fleet expansion, according to the 2019 Commercial Carrier Journal Economic Outlook survey. Only 40 percent of for-hire carrier respondents actually grew their fleet counts in 2018 (50 percent of fleets with more than 100 power units compared to just 31 percent of fleets with up to 100 power units). That is well below the 56.1 percent of forhire respondents from the 2018 survey that indicated they planned to increase fleet size going into 2018. In many ways, 2018 was the Year of the Driver. Not a week went by last year where CCJ editors didn’t receive multiple press announcements from fleets touting increased pay and competitive benefit packages. For the first time in decades, drivers seemed to be the primary beneficiaries of peak freight conditions. Carriers, finally able to secure substantial rate increases, were able to forward meaningful pay increases across the board. And 48 percent of all respondents said the 2018 corporate tax cuts had a meaningful impact on their businesses, including 56 percent of for-hire respondents with more than 100 power units and 44 percent of respondents from fleets with up to 100 power units. Drivers again benefited, with 47 percent of all for-hire respondents saying they applied some of the savings to raise driver wages. Looking forward to this year, smaller fleets are tempering their expectations for fleet growth, likely due to the tight labor market. Only 35 percent of for-hire respondents from fleets with up to 100 power units expect to grow their fleet count. Larger fleets remain bullish, with 57 percent of for-hire carrier respondents with more than 100 power units planning to grow in 2019.
Judging from open-ended responses, fleets remain cautiously optimistic about trucking conditions heading into 2019. “It should be a good but not great year, especially compared to 2018,” said one for-hire respondent with up to 100 power units. “But we need the uncertainty surrounding the government shutdown and China trade policy settled as soon as possible in order to make long-term planning more reliable again.” “[The driver shortage] is the primary factor hindering our growth,” said a for-hire respondent with more than 100 power units. “Our retention improved drastically in 2018 vs. the previous year, and that 20 percent improvement in retention is helping us improve our margins in direct relation to the freight volumes remaining strong.”
What is your biggest concern? According to the CCJ 2019 Economic Outlook survey, driver availability remains the top concern for for-hire carriers and private fleets. All respondents
For-hire carrier
Private fleet
Driver availability
67%
73.3%
53.3%
Freight pricing
5.2%
5.4%
5.6%
Fuel costs
1.9%
1.4%
2.8%
Freight volume
1.7%
1.4%
2.8%
Maintenance costs
6.2%
3.7%
11.2%
Regulation
5.8%
5.1%
9.3%
Political climate in Washington
2.5%
2%
3.7%
Cash flow
1%
0.6%
1.9%
Cost of equipment
2.7%
1.7%
5.6%
Cost of labor
2.3%
2.6%
0.9%
Unionization
0.2%
0.0%
0.0%
Cost of credit
0.2%
0.3%
0.0%
Taxes
0.6%
0.3%
0.9%
Access to credit
0.2%
0.3%
0.0%
Other
2.4%
1.9%
2.0%
#1 concern
#2 concern
#3 concern
JEFF CRISSEY is Editor of Commercial Carrier Journal. E-mail jcrissey@ccjmagazine.com.
6
commercial carrier journal
| march 2019
#4 concern
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LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS
FMCSA allows Virginia legislators after-hours back off I-81 tolls, move to park wantwhile committee loadedhelp
T V
he irginia Federal legislators Motorlast Carrier monthSafety appeared Administration to backpedalfinalized on their desire changes to to guidance institute tolls around on Interstate the 150-air-mile-radius 81 through the state, agriculture at least for hours-of-service now. exemption The Virginia andHouse use ofand the Senate personal on conveyance Jan. 31 each provision. submitted substituteBoth legislation proposed to replace changestheir wererespective put forward billsahead introduced of the Dec. Jan. 15. 18 compliThe ance new bills deadline makefor the agency’s electronic logging device mandate and pitched as providing no mention clarityofand additional flexibility for drivers. tolling The new to pay interpretation for of when it is legal to use a truck for personal conveyance improvements allows usetowhether the truck is loaded or not. Perhaps more significantly, the guidance the 325-mile answers stretch a common question of whether it’s appropriate to use personal conveyance of interstate,status but a to get committee to a safeestabparking spot lishedorbyrest thelocalegtion islation after still hours couldare exhausted choose tolling by aasshipper the best or receiver. way to generate “The funds. movement from Thea first shipper set of or bills receiver called for to the tolls nearest on Classsafe 6 and resting area higher may trucks be identiof 17 The latest bills would create a committee to review the I-81 Corridor Improvement Plan’s funding options and report back by Dec. 15. fied centsasper personal mile, at conveyance,” most, for a one-way text of maximum the clarification fee of $55.25 to cross the entirety of the state on I-81. Tolls for Class 5 reads, and smaller “regardless vehicles of would haveinterpretation been cappedofatwhen 11 cents per to mile, two-thirds of The new it is legal use or a truck for personal conveyance allows use whether the truck is loaded or not. whether the rate for theheavy drivertrucks. exhausted The newhis bills orinstead her would direct the Commonwealth Transportation Board to hours establish of service, an Interstate as long 81asCommittee the CMV is to being provide moved advice solely and to recommendations enable the drivertoto obtain the board. the required rest at a safe location.” Personal conveyance used this way should beThe annotated bills would in thedirect log. the committee to review the I-81 Corridor Improvement Plan Personal adoptedconveyance in December also as is it relates newly allowed to funding when options a safety and report officialback requires to thea driver governor to and move General duringAssembly an off-duty by Dec. period. 15 with Suchfunding a use should recommendations. be “no farther Partthan the of the nearest committee’s reasonable review and would safe include area to conducting complete the regional rest period,” public meetings the text and reads. seeking Regarding inputthe from 150-air-mile-radius the public and stakeholder exemption,organizations. FMCSA clarified the definition of the radius The Jan. as extending 15 legislation fromwas themet commodity’s with opposition source.from Haulers trucking usingindustry the exemption stakeholders, but who including extend thebeyond Owner-Operator the radius Independent would not need Drivers to start Association hours recording and the until American they reach the Trucking edge of Associations. the radius, the agency ATA threatened said. Suchlegal drivers Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsreturning action against empty thecan statestop if letters to sign up for the CCJ Daily Report, hours the bills recording were passed upon as rea daily e-mail newsletter filled with news, entering initially introduced. the radius. analysis, blogs and market condition articles. – Matt ToddCole Dills 10
commercial carrier journal
| march 2019
Livestockers Registry hack ask DOTmedical for delays hours waivers certificate rule
A T
coalition of groups rep-
resenting livestock haulhe Federal Motor Carrier
ers and others has asked the Safety Administration said
Federal Motor Carrierto Safety last month it intends postpone Administration for more the implementation of a lenient system hours-of-service regulations due meant to streamline its communito animal welfare. cations with state licensing agenof the 14-hour on-duty ciesInstead regarding drivers’ medical period and 11-hour certification status. drive-time limit, groups have asked of Thethe multifaceted rule, part FMCSAtook for aeffect 16-hour on-duty2015, which in January period after an off-duty period requires FMCSA to electronically of 10 consecutive hours and a transmit to state licensing agen15-hour drive-time window within cies the results of drivers’ medical those 16 hours. They request certifications; FMCSA receivesthe that waiver for allfrom drivers who haul liveinformation medical examinstock, insects and aquatic animals. ers. State agencies then will send exemption request was theThe results to the Commercial filed jointly by the National Driver’s License Information Cattlemen’s Beefother Association, System to make states Livestock Marketing Association, aware of drivers’ exam results. American Farm However, dueBureau in partFederation, to the Americanoutage Beekeeping ongoing of theFederation, National American Producers Registry ofHoney Certified Medical Associationfollowing and National Examiners an attempted Aquaculture hack, FMCSAAssociation. says it will postpone and livestock haultheAgriculture requirement that it submit ers operate under the 150-air-mile information to state agencies for exemption, whichJune allows them three years, until 2021. to operate without an HOS clock – Matt Cole if they stay within 150 air miles of the source of the commodity they’re hauling.
– James Jaillet
FMCSA said “an incident that occurred Livestockinhaulers early December currently 2017” are exempt led tofrom interruptions the ELD in mandate, developing allowing the electronic them to transmission run on paper process. logs.
commercial carrier journal
| july 2018 9
JOURNAL NEWS
Teamsters, California fighting FMCSA ruling on state’s meal, rest break laws
T
he Teamsters Union last month filed a lawsuit in federal court seeking to overturn the Federal Motor Carrier Safety Administration’s lateDecember decision to exempt motor carriers from California labor laws that require periodic meal breaks and paid rest breaks. The move follows a petition filed by the union last December asking for a review of the agency’s decision. California Attorney General Xavier Becerra and the California Labor Commissioner’s Office also filed suit against FMCSA last month, stating that federal law does not pre-empt the state’s labor laws. The lawsuits were filed with the 9th Circuit Court of Appeals — the same court that ruled in 2014 that carriers must comply with California’s break laws and provide drivers with the man-
datory meal and rest breaks. California laws require employers to provide employees with paid 10-minute rest breaks every four hours and an unpaid 30-minute meal break every five hours. The American Trucking Associations and Western States Trucking Association have argued the rules conflict with federal hours-ofservice regulations and should not apply to interstate motor carriers. However, the 9th Circuit appellate court in 2014 ruled in the case of Dilts v. Penske Logistics that carriers are obligated to provide the breaks. ATA and WSTA had lobbied for years for Congress to act and exempt carriers, but those efforts ultimately came up short. Last year, ATA filed an exemption request with the U.S. Department of Transportation, which
California laws require employers to provide employees with periodic breaks.
sided with ATA last December and issued a ruling waiving California’s regulations for interstate motor carriers. The Teamsters in their lawsuit argue the break rules enhance safety and driver wellbeing. Becerra and the California Labor Commissioner’s Office argue that FMCSA’s authority to preempt state standards is limited to laws and regulations on commercial motor vehicle safety, while the provisions targeted by the agency and ATA are broad workplace regulations. – James Jaillet
commercial carrier journal
| march 2019 11
SPONSORED INFORMATION
Living in the Future W
ithout a doubt, John Prine is my favorite living singer/songwriter, and his song “Living in the Future” got stuck in my head while I was reading the 2019 Deloitte Global Automotive Consumer Study. One of the points made in the article is that the public’s faith in autonomous vehicle technology is failing. A survey of over 25,000 people across 20 countries shows that consumers are beginning to doubt the ability of OEMs to successfully bring autonomous vehicle technology to the market. One reason for this is the media’s coverage of accidents involving AVs. Although accidents aren’t common, it is a new technology with plenty of bugs to work out—and when something goes wrong, the media likes to report on it. That leads to another point the article mentioned: consumers want the government to regulate autonomous vehicle technology sot that there is some sort of standard to which the OEMs must comply. Another hitch with AV technology is the need for vehicles to be better connected. Interestingly, the survey revealed that while consumers may desire such connectivity, they are reluctant to pay for it. According to the article, one-third of American consumers would not be willing to pay any more for better vehicle connectivity, and 42 percent would only be willing to pay a premium of up to $500. While I have no doubt that AVs are coming and that their use will be widespread, I don’t necessarily think it will happen as soon or in the way most people expect. People are too reluctant to change. In other words, the future that is coming may not necessarily be the future we were sold. Which brings me back to John Prine’s song and what he knew years ago: We are living in the future I’ll tell you how I know I read it in the paper Fifteen years ago We’re all driving rocket ships And talking with our minds And wearing turquoise jewelry And standing in soup lines We are standing in soup lines
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commercial carrier journal
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JOURNAL NEWS
California bill would require emissions testing for trucks
A
California Senate bill introduced last month would require Class 4 and heavier trucks to undergo more stringent emissions testing than currently required before registering or The legislation would mandate more stringent checks before operating in the state. operating trucks in the state. The “Heavy-Duty Vehicle Inspections and Maintenance Program” bill calls for annual testing that measures the effectiveness of “the control of emissions of oxides of nitrogen and particulate matter.” The bill says testing may include using trucks’ onboard diagnostics system data by plugging into the electronic control module, as well as tests that measure greenhouse gas emissions, which could require a dynamometer test, said Joe Rajkovacz, director of governmental affairs and communications for the Western States Trucking Association. Rajkovacz said a dynamometer test likely would cost about $250 per truck. There were nearly 600,000 Class 4 and above trucks registered in California as of December 2017, with an additional 1.7 million trucks based in other states that pay fees to operate in California, according to California Air Resources Board statistics. CARB already requires California-based fleets with two or more trucks to conduct annual smoke opacity inspections on all vehicles. This bill would go beyond that, requiring more indepth testing, similar to what cars in the state must complete on a biennial basis. “We think this program is unnecessary since CARB already requires annual periodic smoke testing,” Rajkovacz said. “On top of that, they have a roadside inspection program where they pull you aside to check the opacity level of the smoke leaving the stack.” Fees collected as part of the proposed testing program would be deposited into a new Truck Emission Check Fund, which the bill says would be used for the program’s administrative purposes. Any penalties collected from violations would be deposited into the state’s Air Pollution Control Fund. The proposed program also would have a database to collect and track data on tested trucks. The data would be sent to the state’s DMV to make sure a truck can be registered to use California’s roads. The bill also would ban any trucks with an illuminated Malfunction Indicator Lamp, which indicates an emissions system-related problem. – Matt Cole
| march 2019 2/4/19 4:16 PM
JOURNAL NEWS
INBRIEF 3/19 • Drivewyze PreClear weigh station bypass now is available in Ontario at 32 inspection station locations, including Highway 401 from Windsor to Toronto and Highways 402 and 403. • All eight states participating in the Midwestern Trucks Park Here initiative were expected to have fully launched their Truck Parking Information Management Systems by the end of last month. Indiana, Iowa, Kansas, Kentucky, Michigan, Minnesota, Ohio and Wisconsin have been developing the TPIMS since they were awarded a $25 million grant in 2015. Most of the states are using both on-highway digital signs and mobile apps or websites to relay parking information. • Minnesota increased speed limits from 55 to 60 mph on more than 5,240 miles of U.S. and state highways based on the results of a five-year study that collected travel speed samples on more than 7,000 miles of highway to determine if the limits could be changed safely. The new limits will be in effect once new signage is posted on each highway. • The Federal Motor Carrier Safety Administration granted relief to the American Concrete Pavement Association from both the 30-minute break requirement and the short-haul exemption’s 12-hour rule. FMCSA says ACPA drivers transporting ready-mixed concrete and related materials and equipment in vehicles other than those with rotating mixer drums can use 30 minutes of on-duty waiting time as long as they aren’t performing other tasks. Also, short-haul drivers can return to their work-reporting location after 14 hours. ACPA requested the fiveyear exemptions last September. • Ryder expanded its Coop peer-to-peer digital platform into the South Florida market. Coop is designed for fleet owners and businesses to generate additional revenue and recoup costs from idle equipment by allowing them to rent trucks and trailers from each other reliably and safely. • TransForce, a recruiting and employment provider specializing in truck drivers, purchased The CDL School, a Miami-based full-service commercial driving school; terms were not announced. TransForce said the acquisition will expand its offerings to include education and training opportunities for its motor carrier customers. The school will operate as The CDL Schools LLC and be led by its existing management team.
14
commercial carrier journal
| march 2019
Collision avoidance systems, OSA tests among NTSB’s ‘Most Wanted’
T
he National Transportation Safety Board last month released its 2019-20 Most Wanted List of Transportation Safety Improvements, with six of the 10 items relating to truck drivers and the trucking industry. Collision avoidance systems such as Bendix’s Among the recommendations Wingman Fusion were among NTSB’s 2019-20 are eliminating distracted driv'Most Wanted' transportation improvements. ing, eliminating alcohol and drug impairment, implementing a strategy to reduce speeding-related crashes, increasing implementation of collision avoidance systems, reducing fatigue-related accidents and requiring medical fitness and screening for and treating obstructive sleep apnea. Distracted driving: NTSB is recommending that all states add driver distraction codes to traffic accident investigation forms and ban the nonemergency use of portable electronic devices for all drivers except when using navigation software. The group also recommends states use high-visibility enforcement and public information campaigns to support these bans. NTSB also encourages the development of features that disable phones while a vehicle is in motion. Alcohol and drug impairment: NTSB asks the Federal Motor Carrier Safety Administration to provide access to all positive drug and alcohol test results and refusal determinations conducted under U.S. Department of Transportation testing requirements. The group also recommends FMCSA determine the prevalence of truck driver use of impairing substances and develop a plan to reduce their use. Speeding-related crashes: The group recommends the National Highway Traffic Safety Administration develop standards for speed limiters in trucks and buses and require that all newly manufactured trucks and buses are equipped with speed limiters. NTSB also recommends that states pass laws to allow automated speed enforcement. Collision avoidance systems: NTSB recommends NHTSA complete the development and application of performance standards and protocols for forward collision avoidance systems in commercial vehicles, as well as require truck, bus and car manufacturers to install those systems and automated emergency braking systems. Fatigue-related accidents: NTSB wants FMCSA to implement a program to identify commercial drivers at higher risk for obstructive sleep apnea and require those drivers to provide evidence through the medical certification process that they have been evaluated and treated properly. The group also wants FMCSA to establish an ongoing program to monitor, evaluate, report on and improve fatigue management programs implemented by fleets. Medical fitness, screen for and treat OSA: NTSB wants to see mandatory screening and treatment for obstructive sleep apnea for highway and rail personnel in safety-sensitive positions. DOT was working on a rulemaking to implement sleep apnea screening requirements for truckers, but FMCSA withdrew the rulemaking in August 2017. – Matt Cole
Save on maintenance by renting or leasing trailers with air disc brakes.
Talk about reliability Break the cycle of regular drum brake jobs. With air disc brakes you get longer pad life, reducing maintenance on your rented and leased trailers. They also lower the risk of out-of-adjustment violations and shorten stopping distances. Work with XTRA Lease, because the little extras make a big difference. www.xtralease.com/brakes
JOURNAL NEWS
ATA announces 2019-20 America’s Road Team
T
he American Trucking Associations named 18 professional truck drivers as captains to its America’s Road Team for 2019-20 during a America’s Road Team drivers ceremony on Capitol Hill will travel the country on behalf of ATA in its Interin Washington, D.C. The state One Image Truck — program, sponsored by a new Volvo VNL 760. Volvo Trucks North America, promotes the essentiality of the trucking industry, truck safety education and the industry’s image to lawmakers, media, the motoring public and students. The 2019-20 America’s Road Team Captains are: • William C. Bennett III, UPS Freight, Maytown, Pa. • Sammy Brewster, ABF Freight, Powder Springs, Ga. • Jorge Chavez, Jetco Delivery, Houston • Timothy Chelette, Big G Express, Murfreesboro, Tenn. • James Clark, Penske Logistics, Otter Lake, Mich. • April Coolidge, Walmart Transportation, Mint Hill, N.C. • Scott Davis, ABF Freight, Kearney, Mo. • Douglas Frombaugh, FedEx Freight, Carlisle, Pa. • William Goins, Old Dominion, Cloverdale, Ind. • Billy Hambrick, Werner Enterprises, Yoder, Wyo. • Russell James, YRC Freight, Bonner, Mont. • Gary Martin, FedEx Ground, Galt, Calif. • William McNamee, Carbon Express, Christopher, Ill. • Tina Peterson, FedEx Ground, Blaine, Minn. • Theldorine Sova, Prime Inc., Sacramento, Calif. • Ronald Vandermark, UPS Freight, Delran, N.J. • Nicolette Weaver, FedEx Freight, New Bloomfield, Pa. • Todd Wilemon, ABF Freight, Fulton, Miss. In their roles as America’s Road Team Captains, the drivers will travel the country on behalf of ATA in the association’s Interstate One Image Truck – a new Volvo VNL 760 dedicated by Volvo Trucks last summer – to share their experiences as professional truck drivers and the critical role the industry plays in the delivery of goods and services while also stressing the importance of a safety-first mentality. “These drivers represent the diverse experiences of the 3.5 million professional drivers across the country and will be able to bring their unique stories to new, critical audiences as part of America’s Road Team,” said Chris Spear, ATA president and chief executive officer. – Jeff Crissey 16
commercial carrier journal
| march 2019
ATRI: E-commerce reshaping trucking industry operations
T
he rise of e-commerce over the last 20 years has placed pressure on the trucking industry to adjust its operations and adapt to shrinking delivery windows and shorter hauls, according to a study from the American Transportation Research Institute. ATRI notes the rise of online shopping and e-commerce could be good news for the truck driver shortage – the top issue facing the trucking industry, according to ATRI’s annual fleet survey – as local pickup-and-delivery operations keep drivers closer to home, eliminating a quality-of-life concern for them. However, ATRI says this also could lure drivers away from the truckload sector, further exacerbating the high turnover rates for long-haul carriers. The move to more local hauls could The move to more local be leveraged as a training opportuhauls also could be levernity for young truckers, ATRI says. aged as a training opportunity for young truckers, ATRI says, as they could acquire training and experience between the ages of 18 and 21 hauling locally before transitioning to interstate operations when they turn 21. Since 2000, the average length of haul for dry van truckloads has fallen by 296 miles, or 37 percent, from about 800 miles per trip to about 500 miles per trip. The impact also has been seen in less-than-truckload and courier services, ATRI reports. Truck vehicle miles traveled remain below their prerecession peak, but there has been growth in truck VMT since 2011, most of which has been seen in urban areas where truck miles increased by 17.7 percent between 2011 and 2016. Rural miles declined in this same period by 2.2 percent. ATRI adds that e-commerce has increased the number of short-haul and last-mile trips, which is in line with the growing volume of shipments in densely populated urban areas attributed to e-commerce. E-commerce also has prompted a number of carriers to add “final mile” services, along with “white glove” deliveries of large and bulky items such as furniture and home appliances to residences. ATRI says a few large carriers such as Schneider, J.B. Hunt and XPO are not only delivering these items to residences but also providing value-added services such as installation, product assembly and repairs. – Matt Cole
PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS
BY JASON CANNON
Don’t count platooning out just yet Leading developer justifies case for still-young technology
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hen Daimler Trucks in January announced plans to shelve its truck platooning program, I think the news took a lot of industry types by surprise. In reassessing its work on truck platooning – a practice the company has tested for several years over thousands of miles in the United States – the German truck maker said results showed that fuel savings, even in perfect platooning conditions, are less than expected, adding those savings further diminish when the platoon disconnects and the trucks must accelerate to reconnect. I’ve long felt like a successful uninterrupted platoon is hindered by two major problems that largely are out of its control: It relies heavily on the cooperation of the motoring public, which is something truckers don’t receive with regularity; and there’s not enough incentive for the guy in front to be in front, assuming the trucks aren’t operated by the same company. I wasn’t among those caught off guard by Daimler’s annoucement, but count Josh Switkes, chief executive officer for platooning researcher Peloton, among the surprised. “In our initial operations with very large customers, we have seen excellent fuel savings, high utilization and a perfect safety record,” Switkes said of Peloton’s research. “Over the last five years, as we have developed platoonCAUGHT OFF GUARD: Daimler’s plans to shelve platooning took many by surprise. EFFECTIVE SOLUTION: Peloton has patented many of its platooning functionalities. LEGISLATIVE WORK: Truck following distance is regulated by each state.
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commercial carrier journal
| march 2019
Platooning relies heavily on the cooperation of the motoring public, which is something truckers don’t receive with regularity.
ing to commercial readiness, we have found that to get the benefits our customers seek, the system must combine the right functionalities around vehicle-to-vehicle communication, cloud supervision and coordination, and the right driver experience.” Switkes said Peloton has patented many of its own functionalities and has found them critical to being part of an effective platooning solution for the industry. However, following distance is mandated by the states, and all the vehicle-to-vehicle communication in the world is only going to let the trucks get as close as the law allows. Work there, Switkes said, is ongoing. He said during the past several years of development, Peloton has been able to engage with state regulators to update following distance laws to allow for platooning trucks, which must follow at a shorter distance than currently allowed in many states. “Since 2016, 18 states have amended or clarified their traffic laws to allow for full commercial platooning on highways,” Switkes said. “An additional
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a fleet’s eight states recipe currently for failure: allow The limited expectation commercial that a new deployment hire should or testing hit theof shop platooning floor with technologies. a level of expertise These regulatory comparableadvances to employees have come with several together years withofthe completion seniority; a lack of our of adevelopment mentoring program; to allow fleets and ato management start seeingteam the very thatconcrete doesn’t benefits of platooning understand today’s generation. on their fuel and crash expenses.” Switkes On average, saiditPeloton now costs more than has $8,000 years oftoexperience find and hire awith technician. platooning Having on different a person highways dedicated at to various onboarding gaps and employee that has found–that ingraining the frequency them inofyour cut-ins culture is depen– is dent on the gap between the trucks. critical. “At thethat “Does 40-to-60-foot kid not know gap what of our he’s system, doing, orcut-ins does he do occur just do it different but are rare thanon theaway typical you highway, do it?” Arrants ” he said. said. technicians New “While a large oftenamount closely of follow our asafety manufacturer’s work has revolved around or recommendation cut-ins, procedure we do —not the find textbook that cut-ins way. materiallyinimpact However, the “real theworld” overall – where amount speed of platooning and uptime thatofthe are more fleetemphasis sees.” than process – the perception may beThat that the lastnew statement employee wasisaslow surprise. or lacking Even skill. using an adaptive Baptizing cruise newcontrol hires insystem “your way” over is a long an ongoing stretchpart can betheir of a challenge, career development depending on anditsanintelligence important level part of and the amount reducing turnover, of traffic. Arrants said. “We alsoashave Tabbed the “participation several aspects trophy” of ourgeneration, system funcMiltionalityhave lennials to make gotten sure a bum the driver rap in the canworkplace, comfortably Arrants react to theadding said, cut-inthat withit minimal takes a willingness impact tooffuel theeconomy, employer” to Switkes learn how said. to manage the group. He alsoonly “They saidwant Peloton two basic has not things, seen ” he widespread said. “They want a clean, safe work environment, concern from but more leadthan platoon anything drivers else,who theymay wantnot to feel reap like they’re part of the family. the same They’re fuel-economy very talented, benefits and they as trailing are loyal, units. but they “The expect a few things from lead you. truck ” does receive significant fuel savings,” he Unlike the generations said. before “That them, driver most also Millennials has the benefit value personal of the enhanced time more than money and teamwork as such mayofbeplatooning, unmotivated facilitated by overtime by direct pay, Arrants voice communication said. Incentives such with asthe compensation follow driver. time ” in lieu of overtime pay may become anAchieving increasingly theimportant shorter gaps benefit thatinresult attracting in low young ratestalent, of cut-ins he said. and good fuel economy Competition improvement among fleets requires for new ordering technician the trucks talent based is fierce, onand their simply assessed braking ability. showing up at a This careermeans day isn’t thatgoing the trucks to cut it, cannot Arrants swap said. order. “While we “Recruit in have the beginning heard this[ofconcern the school from year], certain not the people end,in ” hethe said. industry, “Don’t it has never wait for a career been an fairissue where in you’ll real operation, be one of”45 Switkes others.said. Go to the school when school I’ll concede starts.” that maybe my second concern isn’t among the items keeping Gettingplatooning involved earlier from in taking the student’s off, buteducation there’s stillalso helps the issue shape of their closing potential the gap. career With path, barely Arrants 50 percent said. of The the United deeper you States canbeing imbedconsidered your operation any level in a local of technical platoon-friendly, program,the thetechnology more likely that is going school to will needproa lot duce morethe cooperation skillset youand need, flexibility and the more from likely state lawmakers you’ll be able to change to hangdoubters’ on to its graduates. minds. JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.
Nikola to showcase Volvo invests in hydrogen tractor wireless charging
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olvo ikola Motor Co.’s hydrogen-electric Group Venture semi-truck will take center stage early Capital AB, subnext year as athe cornerstone of a three-day sidiarythe of company the Volvowill use to showcase its event Group, announced Wireless electric capabilities and technologies. charging allows its “Nikola investment World” is set for mid-April 2019 in any type of vehicle in Momentum Phoenix, the city that serves as the company’s to connect to the Dynamics Inc.,The a first two headquarters. days, April 16grid and electrical power automatically and Philadelphia-based 17, are invitation-only for Nikola reservation without supervision. providersuppliers, of holders, media and investors. The high-power wireless final day, April 18, will be open to the public. charging capabilities version for electric vehicles. A pre-production of the company’s Momentum Dynamics develops and comhydrogen-electric Nikola Two will share day mercializes charging one with thehigh-power unveiling ofinductive a 2.3-megawatt for the automotive andthe transportation hydrogen station and Nikola NZT 4X4. industries, suitable for and commercial electric, Demonstration drives hydrogen filling autonomous vehicles. will take placeand theconnected next day. On April 18, the The is company is conducting pilots in Eupublic invited to see the zero-emissions rope and trucks andNorth NZTAmerica in action.with both fleets and vehicle manufacturers. – Jason Cannon Registration to the free event will open online Dec. 3. – Jason Cannon
Embark, Amazon Self-driving truck may be collaborating
maker expanding mbark, a com-
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pany uSimple, aiming a self-driving systems provider, to develop has been an autesting its Level 4 Class 8 autonomous tonomous trucks retrofit in Arizona for more than a year and system recently for existing began hauling An Amazon freight for-profit spokesperson wouldn’t with trucks, commercial issued a re-carriers in the state. confirm whether the port Earlier in latethis January year, TuSimple its onlineexpanded retailer was testing recapping facilities its 2018 in Tucson from with 6,800Embark to working testyear, the autono50,000 progress, square of note feet, and to next the commous platform. pany highlighting plans tothe grow its footprint further. To support 124,000-plus its development miles program, TuSimple projects its vehicles it will operated createin 500 semi-autonomous jobs across a variety of mode. fieldsThe ranging company fromalso engineering touted itsto work autonomous with “multiple truck driving Fortune and500 office companies. management. ” The One Tucson of those expansion companies has aappears projected to be total oneconomic line retail company impact ofAmazon $1.1 billion andover its private the next five fleet.years. Filed to Reddit in late January was a photograph The company showing also plans an Amazon-emblato expand its U.S. autonomous zoned trailer fleet beingtohauled 200 trucks by one in of 2019. Embark’s TuSimple retrofitted saidsemi-autonomous that with 500 trucks Peterbilts. worldwide, it will Peterbilt have the hasworld’s said itlargest is notautonomous involved truck with Embark. fleet. – Jason JamesCannon Jaillet
commercial commercialcarrier carrierjournal journal| |october march 2019 2018
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INBRIEF • Cummins and Salt Lake Community College announced a partnership to train service technicians working toward an associate of applied science degree through Cummins’Technician Apprentice Program at SLCC’s Westpointe Workforce Training & Education Center. TAP is a two-year program that provides training across a variety of diesel platforms and technologies, full-time employment during the program, free tuition and course credits that transfer to four-year degrees. SLCC is the third institution to host Cummins’TAP program. • Peterbilt selected Jost International’s JSK37 12-inch inboard air-slide fifth wheel as standard equipment on its Model 579. Jost designed the base of the inboard slider to be 23 pounds lighter than previous models to allow for increased payloads. It has four moving parts with a positive coupling design to facilitate a true connection. Upon contact, the spring-loaded steel locking bar is built to slide into position automatically to secure the kingpin. • SAF-Holland, a commercial vehicle supplier, acquired a 51 percent stake in PressureGuard, a Nashville, Tennessee-based provider of automatic tire pressure management systems, with an option to purchase the remaining shares. SAF-Holland said the acquisition adds a key foundational element in its advanced digital smart products for trailer applications. • Kenworth is providing a $2,000 savings to National Ready Mixed Concrete Association members on qualifying purchases of new T880, T880S, W900, T440 and T470 vocational models through the association’s Member to Member Benefits Program. The limit for a single customer is five qualifying Kenworth trucks per year. • Fras-le North America, a provider of brake parts and friction material, purchased all the shares of Jofund S.A, holder of the Fremax brand, a manufacturer of brake discs, drums and wheel hubs for OEM and aftermarket suppliers; terms were not released. Fras-le said the acquisition will allow it to expand its line of rotors for medium- and heavy-duty commercial brake systems in North America. • Dana launched a total-cost-of-ownership calculator for commercial vehicles to help fleets and independent operators make cost comparisons between traditional diesel platforms and electric powertrains. Go to apps.dana.com/commercial-vehicles/tco.
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Western Star updates, adds options for 4700
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t last month’s World of Concrete in Las Vegas, Western Star announced several updates to its 4700 model, including an optional 12-liter Cummins engine. The X12 weighs 2,050 pounds and features front- and rear-engine power-takeoff offerings to facilitate Western Star’s 4700 now can be spec’d with a 40-inch low-roof or ultra-low-roof StarLight more upfitting options. sleeper for extra storage or a larger mattress. The engine delivers up to 1,700 pound-feet of torque and 500 horsepower, has a fuel-efficient low-friction design and is compatible with a broad range of fully automatic, automated manual and manual transmissions. Also, the Detroit DT12 automated manual transmission now can be spec’d for Detroit-powered 4700s. With features such as creep mode, hill start aid and a precise pneumatic shift and clutch control, the DT12 is engineered to provide a smoother ride and reduce driver fatigue. The enhanced 4700 also has additional upfitting-friendly improvements, including updates to the electrical system – such as the addition of a third power distribution module – and improved interface connections on the cab’s back floor, as well as four new options for trailer connections. Also, 4700 set-back all-wheel-drive 6x6 and 4x4 trucks now can be spec’d with an 18,000-pound Meritor front drive axle for snowplow applications to provide enhanced maneuverability, sharper wheel cuts, added steering control and better weight distribution, all to facilitate improved driver control on slick winter roads. The 4700SB AWD with the 18,000-pound front drive axle can be spec’d with Cummins’ L9 engine. Refreshed interior The 4700’s inside also has been refreshed. Samantha Parlier, vice president of marketing and product strategy for Western Star, said the company worked directly with customers to create a customizable driver environment for specific jobs and lifestyles. “From dash-mounted USB ports for personal mobile devices to a variety of mounting and pre-wire options for telematics systems, the 4700 is easier than ever to operate,” Parlier said. Larger gauges on the instrument panel help improve visibility, and a new LCD dash display delivers more information to the driver in an intuitive design. Four customizable LED indicators are available for body builders to keep the operator informed of various truck functions, data and alerts. The truck’s multifunction steering wheel offers easy-to-reach access to cruise control, radio functions, phone controls and dash display menus. New safety features Wabco OnGuard, now available on the 4700, uses a bumper-mounted radar unit to track vehicles and objects in the truck’s path, and then automatically applies the brakes if the driver doesn’t respond in time. Bendix’s Lane Departure Warning camera tracks the truck’s lane position and provides audible warnings. – Jason Cannon
commercial carrier journal | march 2019
INBRIEF • Navistar announced that SiriusXM satellite radio is now standard equipment in International Truck’s LoneStar, LT Series and RH Series on-highway tractors. Buyers receive a three-month introductory subscription to SiriusXM All Access, the company’s most expansive programming package with access for both in-cab radio and mobile app. • Phillips Connect Technologies completed the acquisition of Connected Holdings, an Internet of Things intelligent services provider; terms were not released. Connected Holdings has been working with PCT over the past year developing the TrailerNet family of trailer telematics products that integrate GPS location tracking, component health, early fault notifications and predictive analytics into intuitive online applications. • Motiv Power Systems, a provider of all-electric medium-duty chassis, began deliveries of Ford E450-based all-electric step vans to the U.S. Postal Service. The pilot program of seven Motiv-powered vans is slated for deployment in California’s Central Valley. The first vehicle began serving routes in Fresno, with the balance of the vehicles to be deployed in Fresno and Stockton as part of a yearlong program. • Stertil-Koni, a manufacturer of heavy-duty vehicle service lifts, was awarded a contract by the Educational Services Commission of New Jersey for the sale of lifts and accessories. ESCNJ is a cooperative pricing system with over 1,200 members, including school districts, colleges, universities, municipalities, county governments, housing authorities, libraries and fire districts. • Optronics, a manufacturer and supplier of heavy-duty LED vehicle lighting, updated the design of its OptronicsInc.com website to help make it easier to select and obtain information on over 3,000 products. The user interface is intended to maximize product search and drill-down capabilities with fewer clicks. • Hogebuilt, a provider of truck and trailer spray suppression systems, launched its revamped website at Hogebuilt.com with a refreshed look, easier navigation and a new dealer search by ZIP code. The new site offers detailed product information, a catalog download, video, news, photo galleries and the ability to search for products by vehicle application.
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Wabco enhances safety offerings
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abco Holdings, a supplier of braking control systems for commercial vehicles, announced several new safety products as well as certified Sheppard reWabco announced several new safety manufactured steering gears for the North products as well as certified Sheppard remanufactured steering gears for the American aftermarket: North American aftermarket. • Wabco OnSide and OnGuardActive retrofit kits: Designed for fast and easy installation, these kits enable fleets to add collision mitigation and avoidance technologies to existing vehicles. OnSide Blind Spot Detection is a radar-based system that supports drivers in passing and lane-change maneuvers by providing a warning when it detects a moving vehicle within a 160-degree blind spot range. OnGuardActive is a radar-based active safety system that can offer collision mitigation, adaptive cruise control and forward collision warning and can apply the brakes to help avoid or mitigate a collision. • Wabco remanufactured Enhanced Easy-Stop trailer ABS systems: Available in one- and two-modulator configurations, these original equipment-quality systems are engineered to provide proper braking force for trailer stability and control. The systems also help avoid wheel lockup and excessive tire wear and flat-spotting. • Sheppard remanufactured steering gears: Wabco now offers nearly 400 Sheppard remanufactured steering gear variants. • SafeStart dump box position sensor: This retrofit product helps mitigate or prevent accidents and violations by warning the operator when the vehicle exceeds a preset programmed speed with the dump body extended. • Mico brake lock retrofits: The brake locks provide additional brake holding when used in conjunction with the vehicle’s mechanical parking brake. Mico retrofits cover single, dual, split and anti-lock braking systems. – Jason Cannon
Diesel Laptops launches Virtual Diesel Technician
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iesel Laptops, a distributor of commercial diesel truck diagnostics software, hardware and services, launched its Virtual Diesel Technician program designed to help address the diesel technician shortage in the comClients that use the promercial truck and off-highway industry. gram have full unlimited Clients that use the program have full unlimited access access to Diesel Laptops’ to Diesel Laptops’ certified in-house diesel technicians certified in-house diesel technicians and repair via phone, live chat, remote access through the client’s information. diagnostic tools and video stream through the end user’s mobile device. The program also grants clients access to an array of Diesel Laptops’ repair information that includes VIN decoders, labor time guides, repair information on over 70,000 diagnostics fault codes, wiring diagrams, component locators, torque specifications, parts cross-referencing and step-by-step repair information, all provided through desktop and mobile applications. – Jason Cannon
commercial carrier journal | march 2019
WE’RE TAKING TO
THE ROAD WITH
SOMETHING NEW
TESTED. TRUSTED. GUAR ANTEED. SINCE 1920.
in focus: AXLE RATIOS
Power vs. fuel economy Axle ratios play role when spec’ing for torque, efficiency BY JASON CANNON
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ith fuel economy increasingly factoring into spec’ing considerations, once seemingly small details such as rear axle ratios now are significant points of interest. The axle ratio plays a vital role in both the amount of fuel burned as the truck hits highway speed and how much torque is transferred to the pavement. A truck with a 2.47 axle ratio burns less fuel at speed than one with a 3.55 ratio because the 2.47 ratio allows the engine to operate at a lower rpm than the 3.55. However, under that scenario, the truck spec’d with the 3.55 rear would provide more torque. “The lower numeric number would be more toward a fuel-economy type of spec, and a higher numeric number like a 3.55 would be a more performance-oriented spec,” said Mike Garrison, applications engineer for Eaton. Garrison said a higher numeric number such as a 3.55 will put more torque to the tire, allowing for faster acceleration and better performance on hill climbs. However, the tradeoff is burning more fuel through a higher engine speed. “You look at a standard spur gear where you have a large gear and you’re driving it with a small gear,” said Dale Kwasniewski, Meritor’s director of engineering – linehaul. “The small gear must make a number of revolutions before the large gear can make one revolution. A small gear will drive a large gear more slowly but with a greater amount of torque. A large gear will turn a small gear quickly but with low torque. If you want that high torque, you can select a high numerical axle ratio, but you’re going to sacrifice fuel economy by running the engine at a much higher rpm.” “Generally, if you have a higher numeric axle ratio like a 3.55, you’re going to have better startability and gradeability by getting the engine rpm up,” said Steve Slesinski, director of product planning for Dana. “But at highway speed, you really want to slow the engine revs down so you’re not wasting energy or fuel.” Do the math A typical commercial tire turns about 520 revolutions per mile. In its most simplistic form, the truck’s axle ratio is the number of revolutions it will take the driveshaft to spin the wheel once. Different axle ratios change the number of teeth in both the pinion – which is connected to the driveshaft – and the ring gear attached to the wheel end drive through the axle differential. “By alternating the number of gear teeth on each of those 24
commercial carrier journal | march 2019
Spicer’s Ratio Flexibility Program is designed to help dealers close sales of stock vehicles that otherwise might be in jeopardy because the axle ratios in those vehicles do not meet the customer’s requirements.
two gears, that’s how we achieve the different ratios in the axle,” Slesinski said. Kwasniewski said the gear ratio is the number of ring gear teeth divided by the number of pinion teeth. Dividing 39 gear teeth by 11 on the pinion yields a 3.55 axle ratio. A 2.47 axle ratio has 37 gear teeth and 15 on the pinion. “Taller gears, faster ratios and lower ratios all tend to mean the same thing,” Slesinski said. “We’re going to a ratio that’s lower in numeric value, which would essentially move the vehicle faster so that for every revolution of the driveshaft, you’re going to get more revolutions of the tire.” When to choose which Operations that spend a lot of time on the interstate running consistent speeds tend to be most drawn to lower numeric ratios. However, engine rating, desired road speed, tire size and transmission type – direct drive or overdrive – all dictate which axle ratios work best. Across 40K tandem rear applications, axle ratio choices generally range from 2.26 to 6.50, but Slesinski said the higher range generally is reserved for vocational lower-speed segments. For on-highway line-haul, the most common ratio range tightens to a fuel-friendly 2.26 through 3.42. “For on-highway direct drive, it starts all the way down at 2.26 and up to 3.08 or larger,” Garrison said. “Getting into the mid- and upper-threes is starting to get more unusual these days.”
American Truck Dealers, others form coalition to fight Federal Excise Tax
ATD said the Federal Excise Tax was started in 1917 as a temporary measure but today continues to add up to $22,000 to the cost of a new truck.
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he American Truck Dealers joined Modernize the Truck Fleet, a coalition to fight the Federal Excise Tax. ATD Chairwoman Jodie Teuton said the steps taken by her group with
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elected officials in 2018 were positive and that she believes the new Congress potentially could push the trucking industry further toward FET’s repeal. “This is our best shot in decades to eliminate this tax,” Teuton said. “This year, we have a unique opportunity to make FET repeal a reality.” Joining ATD’s fight against FET are NTEA, the Association for the Work Truck Industry; the Truck Renting and Leasing Association; and the Truck and Engine Manufacturers Association. “With an infrastructure bill as likely to pass as any piece of legislation in 2019, this is the time to put all of our combined energy into finding a way to replace the onerous FET,” said Jake Jacoby, TRALA president. “We are excited to be a part of such a collaborative effort working with truck companies, manufacturers, dealers and end users who all want to put the cleanest, most technologically advanced trucks onto our highways immediately.” The Federal Excise Tax was enacted in 1917 as a temporary measure to help pay for World War I. Today, it is the highest percentage tax that Congress levies on a product. ATD said FET can add from $12,000 to $22,000 to the cost of a new truck. Teuton said Congress and the Trump administration discussed a comprehensive infrastructure bill in 2018, and those conversations are expected to continue this year. She said the four groups will work together to not only repeal FET but also determine an acceptable replacement for the tax to sustain the Highway Trust Fund. “It’s been 37 years since Congress changed the FET on trucks,” Teuton said. “It’s time for Congress to take the FET off cruise control.” – Lucas Deal
commercial carrier journal | march 2019 2/27/18 9:43 AM
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■ PA R T N E R S O L U T I O N S / V O LV O T R U C K S
Looking at the road ahead Family-owned VTS Transportation says their key to growth is modern, high-quality equipment that keeps costs down while attracting and retaining the best drivers. BY: JOHN POPE
In 2006, Vlad Vinnichuk and his family had recently immigrated to the United States from the Ukraine. Vinnichuk was working construction, but he didn’t like the way the economy—or, more importantly, his career path—was going. However, he believed he saw the possibility for a more promising future. “I told my father that I wanted to get into trucking, and two weeks later I had my CDL and I got to work.” Vinnichuk drove relentlessly, saved up, and soon bought his first truck, which he found to be too noisy and uncomfortable for longer runs. He then test drove a Volvo truck, and from that point on, there was no turning back. As Vinnichuk drove across America as a full-time driver, he dreamed of how he could do more for himself and his family. “I had the ambition to expand on what I was doing, thinking how I could turn this new life into a real business — hire more drivers, buy more trucks.” He kept
driving and saving, and the next year he bought another truck. It then became his goal to buy a new truck and hire a new driver each year. By November 2012, Vinnichuk and his father were able to start their own business, VTS Transportation. They had five trucks, all Volvos. For Vinnichuk, a successful business starts with how you make your employees feel, and as a driver himself, he understood first-hand how hard life on the road can be. By investing in Volvo trucks from the start, he made a choice not to compromise on his drivers’ comfort, safety or quality of life. It sent a message to his team that their needs mattered. “If the people you work with feel important, if they feel like family, they will make the business successful. Simple as that.” His instincts proved correct, and over the next five years, Vinnichuk’s customer base grew enough to require an operation with more than 100 trucks and drivers.
Founded in 2012 by Vlad Vinnichuk and his father, Anatoliy, VTS’s fleet has grown to over 150 trucks, with 44 owned by the company and the rest owner-operated.
Quick Look Started: 2012. Owner: Vlad Vinnichuk and Anatoily Vinnichuk. Employees: 150+. Based in: Roseville, CA.
In 2017, concerns about rising costs brought Vinnichuk to the Volvo Trucks Customer Center in Virginia for his first look at the new VNL with a D13TC engine. “The experts there walked me through the advances they had made, the changes in design, the innovations behind the turbo compounding technology. I was impressed by the whole package, but what it came down to for me was two simple promises: More efficiency. More power.” Vinnichuk left the facility with an order for eleven VNL 760s, each with a D13TC engine. With more than 140 trucks on the road across the United States, continued growth at VTS has meant finding ways to increase efficiencies and save on costs. “Fuel is our second largest expense, hands down,” says Vinnichuk. “So when Volvo told me that their new engine could significantly improve my fuel efficiency, I knew this technology would
Hauls: Meat & Produce for Costco & Walmart. Fleet details: 141 Trucks. 44 VTSowned (95% Volvo), the rest are owner-operated.
be the future of our business.” With the integration of the D13TC, Vlad saw an average of ten cents per mile savings from previous models. “I couldn’t believe how well the engines performed, but I’ve learned not to doubt Volvo when it comes to performance or results.” Ed Sus has been a driver for VTS since 2010, hauling produce from California to Kansas and Missouri. Since starting at VTS, he’s only ever driven Volvo trucks, and he was more than willing to be one of the first to try out the new VNL. Not only is it powerful, Sus says, but it also has the comforts he wants as a driver. “Whether it’s the steering wheel, the cupholders, the dashboard, everything inside is adjustable and customizable… For me, the VNL 760 is number one. It looks good. It’s quiet. It’s comfortable. It’s easy to drive. I love it.” Vinnichuk says that overall the response to the new trucks was incredibly positive, not only improving driver satisfaction, but decreasing his already low turnover rates. “A couple of our drivers were planning on quitting the industry altogether, but when they got the new Volvo trucks, they suddenly changed their minds.” In fact, almost all of the drivers who started with Vinnichuk in 2012 are still on the road for VTS. “All drivers are really looking for good equipment. And they can’t do better than Volvo trucks.” In less than a decade, Vlad Vinnichuk went from hanging sheetrock to becoming the president of a successful, quickly growing transportation company. But Vinnichuk isn’t stopping there. He has his eyes set on the road ahead, with the long-term goal of being the largest trucking operation in California. He’s well on his way, with plans to order 15 more VNLs already in the works. ■
EQUIPMENT
Westcan’s fleet is roughly 80 percent Mack, and 90 percent of its Anthem orders will be equipped with the truck maker’s mDrive automated manual transmission.
Canadian bulk hauler all in on Mack Anthem
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dmonton, Alberta-based Westcan Bulk Transport, after a roughly 50-truck initial order, will have 12 to 15 new Mack Anthem tractors delivered each week for the next year. The steady stream of new equipment serves a few purposes, said Mike Royer, the company’s vice president of fleet services. One, Westcan is working to cut its fleet age slightly, from about five years down to about three. Second, the company’s keen on the fuel economy benefits offered by the Anthem, unveiled by Mack in 2017 as its new flagship long-haul tractor, taking the place of the Pinnacle axle-back model. The truck entered production early last year, with fuel economy gains over a like-spec’d Pinnacle model predicted to be about 3 percent — though Mack touts its aerodynamic and powertrain packages, the High Efficiency (HE) and HE+ options, as boosting fuel economy savings by 6 percent and 9 percent, respectively, over the Pinnacle. However, said Royer, one of Westcan’s chief goals is to use the Anthem as a tool for driver recruiting and retention. He pointed to the truck’s driver-focused amenities such as a quiet cab and storage space. Stu Rusolli, Mack’s Highway Product manager, said that behind fuel economy and aerodynamics, driver comfort was the chief criteria in the Anthem’s design. The compaWestcan hauls bulk commodities across Canada, with its concentration in the western half of the country.
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Westcan puts an emphasis on in-house maintenance. Here, in one of the shops at its Edmonton headquarters, two of its new Anthems are receiving company decals.
ny designed the truck’s dash to bring the most-used buttons and rockers closest to the driver, including placing the transmission shift pad next to the steering wheel, and the truck’s in-dash infotainment system also is within easy reach. The sleeper was configured for space, storage and utility, with room for a refrigerator, TV and microwave. Westcan runs more than 700 power units, mostly in the western provinces of Canada. The fleet hauls bulk commodities such as petroleum, sulfur, chemicals, coal, natural gas, acids and asphalt. Roy Horton, Mack’s Product Strategy director, touted the Anthem’s reliability and durability as ideal for Canada’s often extreme conditions. The truck is available with Mack’s 13-liter MP8 engine with up to 505 horsepower and 1,860 lb.-ft. of torque; and the 11-liter MP7 engine that offers 425 horsepower and up to 1,560 lb.-ft. of torque. Both are available as part of Mack’s integrated drivetrain that includes the mDrive automated manual transmission. – James Jaillet
EQUIPMENT
Hauling logs in British Columbia
Hydraulic detachable gooseneck trailer
When it’s early February, 5 degrees Fahrenheit Munden Trucking is transitioning its near Kamloops, British Kenworth fleet from the T800 model Columbia, nothing is out to new T880s. of the ordinary for Greg Munden and his log-hauling fleet, Munden Trucking. “The cold temperatures make the roads better and more uniform,” Munden said. “It’s still very challenging to work with three feet of snow Greg Munden is president on the ground, but our guys can of the company that was handle it. They have to constantly started in 1966 by his chain up and be razor-sharp when grandfather and now is based in Kamloops, British driving ice-covered logging roads. Columbia. It’s not easy.” The third-generation logging company runs a fleet of 14 Kenworths, the latest four T880s spec’d with 550-horsepower engines, 18-speed transmissions, tridem drive axles, severe-weather insulation packages and other features. The company uses about 40 percent of its trucks “to move the logs we cut in our own logging operation,” Munden said. “The others are on contract with other logging operations. We’re deep in the woods — some of our runs are up to 60 miles off-road from load-out to the mill.” Munden works the forests 10 months of the year, and the log trucks average up to 75,000 miles per season. “We can’t operate in April and May due to the spring breakup because the roads are just too bad,” he said. “But you have to keep going. Like my dad used to say, ‘You never get back the day you don’t haul.’ ” – Todd Dills
Wheel seals
RevHD’s line of severe-duty wheel seals is manufactured for off-road applications and features the company’s Flex Design that allows the seal to flex both during installation and when traveling offroad. The seal’s thick top plate acts as a solid barrier, shielding the seal against the elements and heat coming off the brakes. A free tube of RevHD Seal Bond is included to help seal imperfections on the spindle shoulder and hub bore. revhd.com
Talbert’s 60CC/55SALD hydraulic detachable gooseneck trailer can be paired with the company’s optional East Coast-style E2Nitro spreader to allow for 60 tons of capacity with a close-coupled configuration or 55 tons with a spread-axle configuration. The 60CC/55SA-LD offers a 6-inch ground clearance with an 18-inch loaded deck height. The trailer has a 108-inch swing radius, a 26-foot deck length and an 8-foot 6-inch deck width and is manufactured from heavyduty T-1 100,000-psi minimum-yield steel with corrosionresistant paint for added durability and longevity. talbertmfg.com
Refuse retread
Bridgestone Americas’ Bandag BDM3 Drive Retread for refuse applications is engineered for efficient mobility and is designed with a proprietary tread compound for enhanced traction and to resist cuts and chips. A nondirectional tread pattern is designed to facilitate added grip in various on-/off-highway environments and to help reduce mounting complexity. The company’s stone rejection technology helps increase tire casing life, and its tread compound offers a 10 percent improvement in wear life. bridgestoneamericas.com
Pintle hook
SAF-Holland’s PH-405 pintle hook is manufactured with austenitic manganese steel for enhanced wear. It can be used with 2 3/8-inch drawbars on heavy-duty “A” train (converter dolly) double and triple applications for bulk liquids, dry bulk, aggregates and quarry materials. The long-life rigid-mount design with an 8-bolt mounting pattern can be used with or without an air chamber and is compatible with the company’s PH400 model and its premier 2400, 100-4 and 470 models. safholland.us/us/en commercial commercial carrier carrier journal journal | march | aPril 2012 2019
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technology MAKING THE LATEST TECHNOLOGY DEVELOPMENTS WORK FOR YOUR FLEET BY AARON HUFF
Goodbye, 3G cellular
Will transition be more disruptive than ELD mandate?
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he sun is setting on 3G cellular networks, and many fleets are looking to escape from the shadows cast by their soon-to-be-outdated Internet of Things devices. The impact of networks cutting 3G service will be significant and widespread. In the United States, an estimated 7.5 million IoT devices based primarily on 3G remain in use by fleets of all types, said Steve Mitgang, chief executive for SmartDrive, which offers a vision-based safety and telematics platform. “A once-in-a-generation technology change is being forced upon everybody,” he said. Mitgang said the 7.5 million statistic came from Gartner, a technology research firm, in a report that was sent recently to its clients. While Verizon will be ending its 3G service this year, the disruption for its customers should be minimal, as most already use devices that are connected to its 4G and faster LTE network. AT&T, Sprint and T-Mobile have not CUTTING 3G SERVICE: The impact on networks will be significant and widespread.
TRANSPORTATION TELEMATICS: 3G’s sunsetting will create a wave of investment.
MODERN TECHNOLOGY: Faster installation time has become today’s standard.
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released timelines for their 3G cutoffs, though it seems likely 3G will be dark by the end of 2021. The sunsetting of 3G will create a new wave of investment in transportation telematics that could eclipse 2017 and 2018 when fleets were buying mainly to comply with the electronic logging device mandate, said Ken Evans, chief executive for Konexial, an ELD and telematics software supplier with a product stack that includes an integrated load matching platform for fleets and owner-operators. Based on market research, fleets in 2017-18 installed telematics in an additional 10 to 12 percent of The sun is setting on 3G cellular networks, and many fleets are looking to escape from the shadows cast by their soon-to-be-outdated devices. Class 8 vehicles on the road – about 300,000 to 600,000 trucks – that were not already equipped for the ELD mandate, he said. Evans said the sunsetting of 3G wireless will spur replacement of devices in more than 80 percent of the trucks on the road, as many fleets still are using 3G telematics systems that are 10 years old. Taking a fresh approach The cutoff of 3G service is one of several factors propelling investments in new IoT technology. Others are simpler hardware installation and more flexibility and integration of software applications, Mitgang said. Faster installation time has become today’s standard of modern IoT devices. Evans said his company’s My20 ELD and telematics platform can be installed in five minutes by plugging a small device into a vehicle’s diagnostic port and downloading an app to a smartphone.
march 2019
Obstacle detection I.D. Systems INTERESTED IN TRUCKING TECHNOLOGY? INTERESTED IN TRUCKING TECHNOLOGY? Scan or go to buys system forCarrierWeb big trucks Scanthe thebarcode barcode or togowww.goo.gl/Ph9JK to www.goo.gl/Ph9JK to subscribe CCJCCJ Technology Weekly e-maile-mail newsletter. subscribetotothethe Technology Weekly newsletter. ear View .D. Systems acquired the U.S.-
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Safety debutbased assets of CarrierWeb, a ed its RVS-125 provider of in-cab mobile comSensestat Wireless munications, electronic logging “A once-in-a-generation system The My20 may show ELDthat usesatlocations midnight, the unit is still a quarter-mile away from Obstacle Detection devices, two-way refrigerated technology change is being the andunloading other information spot. to power System designed control and trailer tracking sysforced upon everybody,” Konexial’s “We are very dynamic carefully loadwatching board. how it is unloaded” to determine when to warn truck tems; termsRear wereView notSafety’s announced. said Steve Mitgang, chief RVSThe company alsoare imports data containers actually available for pickup to set realistic delivery appointexecutive for SmartDrive, drivers of potential CarrierWeb’s U.S.-based assets 125 Sensestat Wireless referring the sunsetting of Obstacle Detection from third-party obstacles behind ments, Prince said.telematics “Our job assupan intermodal provider is to make sure atogreat will be integrated into I.D. Sys3G cellular networks. System is designed pliers through openhappen automated their vehicletems’ withlogistics number of littlean things on time and correctly.” visibility solutions for easy installation programming interface. a detection group, range PowerFleet for Logistics. on heavy-duty trucks, install Data integration is a more sophisticated challenge. Many fleets currently run of up to 8 feet. Predicting trailer capacity I.D.The Systemswith saidnoitneed nowto can offer cabling. multiple devices from separate to productive capture mobile workflow system is engiWhen making deliveries, driversvendors often lose time driver unloading or and other end-to-end excess integrated tractor information. A core trailers telematics system thatnext runsload ELDs, driver communications and neered to provide searching for empty to take to their appointments. If no and trailer management systems. vehicletrailers performance data may runoffice alongside a different system from another vendor the driver both audible and visual warning empty are available onsite, personnel may begin cold-calling The CarrierWeb systems will that records footage of safety-critical indicators to backing customers invideo the area to locate empty trailers.events. beavoid integrated intoaccidents. I.D. Systems’ EachXpress system(CCJ traditionally has16) required wireless datawith and SkyBitz’s software subscrip- The wireless is engineered be U.S. Top 250, No. equipsaits trailer fleet line ECU of products, which to includes tion. Thesystem monthly cost of using two or more One IoT systems can exceed waterproofinteroperable and includes multiple antenna tracking embedded with cargo sensors. of the nation’s largest$60 per truck sensors, an interin addition to the the costs of installingTenn.-based and maintaining multiple IoTinforplatforms, installationactive options. A user can connect to truckload carriers, Chattanooga, company uses the voice-user interface and Mitgang a Sensestat-equipped trailercargo by pressing the mation it said. receives to predict when trailers will be unloaded and ready for an image-based visibility monitor’s sync button. – –Aaron pickup, said Aaron Wood, the company’s manager of trailer management. detector. AaronHuff Huff Convergence of datais integrated with U.S. Xpress’ custom transportation The SkyBitz system Fleets lookingsystem to combine data frommapping multiplesoftware systemsthat for analysis may management and with ESRI’s Wood uses to struggle to goals because each of these turnaround systems have a different setaccomplish up geofencestheir for tracking arrivals, departures, times and time clock their data A collision mitigation system may say trailerfor inventories byrecords, customerMitgang locationsaid. and geographical planning regions. ierra Wireless announced a driver applied 1:12any p.m., while a telematics “The big thing the thatbrakes bites usatand carrier is when we havesystem loadedcould trail- show the thatdeit will connect and manbraking two minutes earlier at have 1:10 p.m. Meanwhile, a he video ers goingstarted into markets where we do not loaded freight out,” said.event record- lliance Scale buted age a truck deployments scale of a predictive er U.S. might indicate something else.counts in each planning region to Xpress is managing trailer to weigh platform that moniThese and differences inacross data records arenetwork. significant, said. Fleets engineered maintenance maintain the other balance of capacity its freight TheMitgang company each axle and torsprint air filters a and engine health. often revert to manual processes to combine these different data in sources also uses secondary carriers and railroads to reposition its trailers its in spreadreceipt without Sierra requirWireless said the air sheets for reporting and analysis. network. New continue to combine driver with video to capture ing a drivercleaner to stop.platform The will use its In theproducts three years U.S. Xpress has been usingand thevehicle SkyBitzdata trailer tracking safety-critical events and convergence of data creates source of the Alliance AxleWeigh Smart SIMs In and AirVantage system, its trailer count hasdata. goneThis from 17,000 to about 14,000 by one increasing The Alliance truth for in-depth analysis fleet safety, maintenance, operations, fuel and other Motion Truck IoTScale Platform is to provide fleet efficiency and managing theofavailable capacity in its network, Wood said. AxleWeigh In areas, built to weigh managers individuwith real-time visibility WithMitgang SkyBitz,said. U.S. Xpress also can identify trailers at locations that have Motion Truck October, announced partnership with Geotab of theirover fleet’s engine hours and notLast moved for anSmartDrive extended period. Theseaevents could signal possiblethat me-convergesal axles by driving Scale is preconfigured for easy vehicle wireless subscriptions and drivers data onto a single and unifiedthe scale at equipment 3 mph re- location. chanicaldevices, defects on trailers that are causing to not hookplatform up. data stream. lets fleetscapacity select best-of-breed applications gardless of truck Fleet length managersinstallation can use a and U.S. XpressThe alsooffering increases trailer by monitoring their use bywithout incurcan be installed ring additional costsand associated managing and maintaining or configuration. mobile app and web third-party carriers shipperswith through interchange on aportal gravel to multiple onboard devices. Designedtrack for easy a vehicle’s operating agreements. “We know when one of our trailers starts driveway,hours elimithe need “It’s notWood that hard do system if you have one data trailers platform designed use, a driverand stops location at andnating to schedule moving,” said.toThe tracks where for ramps. to data together, ” Mitgang said. “I think the controller maintenance. and – Aaron Huff arebring picked upstreams and dropped and how many miles they that fleets that want in to analytics will havefor tothe change and need enters his truck’s I.D. moved so to thelean company can bill carriers authorsomething that will bring together.” number, and the controller willWireless calculate ized or nonauthorized useeverything of its trailers. Sierra willthe Mann+Hummel’s gross, tare and net values.use The scale features Senzit air cleaner factory-calibrated load cells and a preproAARON HUFF is Senior Editor of Commercial Carrier Journal. platform. E-mail ahuff@ccjmagazine.com or call (801) 754-4296. grammed indicator. – Aaron Huff
Platform checks In-motion scale air filters, engine weighs each axle
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commercial commercial carrier carrier journal journal | september | march 2018 2019
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technology
Insurance-based driver safety app attracts $500M fund investment
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ambridge Mobile Telematics, a Boston-based developer of telematics for behavior-based insurance, recently received a $500 million investment from the SoftBank Vision Fund. CMT was founded in 2010 by two full-time MIT professors, Hari Balakrishnan and Sam Madden, who decided to spin off a product that originated from a project they handled for the National Science Foundation. The science project used sensor data from cell phones installed in Boston taxi cabs to detect the locations and severity of potholes on city roads. The professors saw a bigger opportunity to use smartphone and sensor data to identify and improve risky driving behaviors. In 2012, CMT released DriveWell, a consumer-oriented product aimed
at usage-based insurance companies. Today, DriveWell has millions of users through CMT’s partnerships with State Farm, Liberty Mutual and other insurers. Between 2016 and 2017, CMT turned its attention to fleets. It developed a new program, DriveWell Fleet, and began working with commercial insurers. The program uses an app that installs on drivers’ smartphones. CMT also developed technology to allay driver concerns about privacy, especially concerns about the app tracking their behaviors outside of work hours and vehicles, said Kathryn Wellman, vice president of product. CMT’s small Internet of Things device affixes to the windshield and pairs with the app to activate its data recording feature only when drivers’ phones are in company vehicles.
General Awareness - Print Ad (Maverick - Steve Williams) - Submit - CCJ copy.pdf
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CMT’s DriveWell Fleet program uses an app that installs on drivers’ personal smartphones and provides feedback to them with scores and map visualizations.
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CMT currently is working to offer an affordable dash-mounted camera recording device to pair with DriveWell Fleet. Having video footage will help fleets review and evaluate critical safety events, Wellman said. – Aaron Huff 2018-11-02
8:55 AM
technology
INBRIEF
GlobalTranz releases next-generation TMS
• Descartes Systems Group, a provider of freight tracking systems, acquired Visual Compliance from Management Systems Resources; terms were not announced. Visual Compliance provides software and services that automate customs, trade and fiscal compliance processes, with a focus on denied- and restricted-party screening processes and export licensing. Visual Compliance is based in Canada and serves over 2,000 customers with over 67,500 subscribers operating in over 100 countries.
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lobalTranz Enterprises, a technology and third-party logistics provider, released the next generation of its GTZcommand transportation management software system. The company said GlobalTranz’s GTZcommand GTZcommand offers comprehensive functionality, TMS system is designed to including: monitor and manage logistics operations and transportation • Automated digital freight matching; networks. • Real-time tracking and notifications; • Rate, quote, order and workflow management; • Robust and intuitive real-time analytics; • Configurable business process and rule management; and • Back-office products and services, including insurance, credit, invoicing and freight bill auditing. GTZcommand also has a mobile-optimized design, enhanced product security, “always-up” durability and application programming interface compatibility to facilitate seamless integration with enterprise systems and pricing engines. “GTZcommand is multimodal, multivendor and multicurrency and takes a holistic view of our client’s shipments as individual movements independent of mode,” said Greg Carter, chief technology officer for GlobalTranz. “We make complex movements simple.” – Aaron Huff
• Stoneridge, a provider of electrical and electronic components, announced a partnership with Velociti, a provider of technology deployment and support services, to collaborate with fleets to install and support Stoneridge’s MirrorEye camera monitor system. • Platform Science, provider of an Internet of Things-based fleet management platform, announced an integration with Vector’s mobile workflow, document capture and transportation management software to provide customers on-the-go document scanning services that not only eliminate paper but also minimize invoicing holdups by offering a searchable digital platform of uploads, available on the road or in the office, so that drivers never have to worry about losing documents, even in areas with little to no service.
Survey: Consumers want more visibility from service fleets
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consumer survey by fleet management software company Verizon Connect shows where technology is headed for mobile contractors and The Verizon Connect Survey service fleets such as plumbers, electricians, HVAC found that most consumers want more live notifications specialists and lawn care providers. from their service providers. Time is top of mind for consumers during service events, with 65 percent of respondents citing viewing the estimated time of arrival as the most important feature on a service provider’s mobile app, while 32 percent want to see their provider’s live location on a map. Consumers also listed notifications of job status (54 percent), viewing online billing (44 percent), rating and reviewing their service provider (41 percent), appointment rescheduling (34 percent) and the ability to make on-the-spot payments (30 percent) as important features of a service provider’s mobile app. “In today’s connected world, we have gotten used to instant gratification,” said Jay Jaffin, chief marketing officer for Verizon Connect. “Our research revealed consumers are also holding service providers to similar standards.” The Verizon Connect Survey was conducted by Wakefield Research among 1,000 U.S. adults, ages 18 and older, using an email invitation and an online survey. – Aaron Huff
• Project44 announced that its visibility platform was selected by Schneider (CCJ Top 250, No. 7) to automate a variety of shipping processes across the fleet’s transportation management business. Schneider said the platform allows it to provide shippers and carriers with real-time access to truckload and lessthan-truckload shipment information and freight availability while reducing time spent on manual processes. • Descartes Systems Group announced that Steelcase Inc., an supplier of architecture, furniture and technology products and services, selected Descartes MacroPoint to enhance real-time shipment visibility and streamline transportation operations across its U.S. distribution network – including its manufacturing facilities, distribution centers and dedicated fleet and carrier partners – by eliminating check calls, reducing load tracking time, providing faster response times to shipment issues and optimizing its labor and capacity planning.
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technology
in focus: DOCUMENT SCANNING
The intelligent driver assistant Mobile apps help drivers expedite document flow for billing, payroll BY AARON HUFF
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peeding the flow of proof-ofdelivery receipts and other trip documents is a financial necessity for drivers. Carriers often do not pay drivers for trips until the corresponding documents – or at least quality images of them – are received by the office to complete billing and payroll processes, as the two are inseparable in many transportation management software systems. A number of companies that develop mobile software for document capture are bringing more automation to the process. Machine vision technology helps ensure the capture of high-quality images at the source to eliminate errors and rescanning. Similarly, optical character recognition can automate the capture of data from those images to reduce data entry by drivers and office staff. Faster, better scanning The document capture feature of Pegasus TransTech’s Transflo Mobile app automatically determines the size and skew of the paperwork to focus the lens. If the quality of a photo is not consistent, the driver receives an immediate alert to rescan. The app also automatically converts images of colored documents to grayscale, says Don Mitchell, director of marketing. Transflo has a new feature that automatically identifies the type of document, such as a receipt or bill of lading. The feature uses an artificial intelligence engine to recognize patterns based on learning from millions of documents scanned by customers over time, Mitchell says. If the system doesn’t know the docu36
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ment type, Transflo has a processing facility that its customers can use that will identify documents manually. EBE Technologies’ Connect Mobile Capture app can be integrated with fleet TMS systems to update the paperwork status of loads. With this integration, “a lot of customers are measuring how quickly drivers are returning paperwork,” says Larry Kerr, chief executive for EBE. Some fleets give drivers a monthly incentive for scanning their paperwork quickly, Kerr says. The app has a “capture wizard” that automatically detects the borders of documents and a light that turns green when the phone is at the right distance and angle to take a quality image. “The real value is the ability for the capture wizard to teach drivers good habits so you are not rejecting (an image) on the back end,” Kerr says. EBE is developing an OCR engine that will reside in the CMC app to capture data such as a bill-of-lading number, weight and piece counts directly from the image. The Vector app has algorithms that create a silhouette – an “orange glow” – around the document. When drivers see the glow, they can take a picture at any angle or height. The app automatically removes any skew from the image to make it look like a flat piece of paper. Vector, formerly LoadDocs, also has an intelligent processing feature, Vector Back Office, that automatically transcribes data from documents captured by drivers and automates data capture for rendition billing processes. The feature instantly reads and
march 2019
Vector Back Office automatically reads data from bills of lading and other documents to accelerate rendition billing for carriers and brokers.
Pegasus TransTech’s Transflo Mobile app allows users to capture and send high-quality images of proof-of-delivery documents, logs, invoices and receipts.
transcribes information from printed documents and handwritten notes. The proliferation of smartphones and apps is replacing drivers’ use of overnight drop boxes and truck stop scanning stations. The latest developments can get data from images into the billing and payroll process as soon as drivers snap a picture.
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©2019 FleetPride, Inc. All marks used herein are the property of their respective owners.
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As an Innovator: • You become part of a select group of people who convene each year in Key Largo, FL to network and discuss new ideas, challenges and solutions. • You are honored with a full article in Commercial Carrier Journal magazine for your innovation.
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HUB GROUP TRUCKING Oak Brook, Ill.
Multimodal carrier integrates DVIR functionality, maintenance records to enhance productivity BY JEFF CRISSEY
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ince its founding in 1971, Hub Group (CCJ Top 250, No. 21) has grown to become the industry’s largest intermodal carrier, servicing a nationwide network with more than 4,000 tractors, 4,300 drivers and 36,000 intermodal containers. But it wasn’t until the early 1990s that Hub Group had much of a reputation in trucking. Until then, it had outsourced its drayage operations. In 1993, the company established its roots in trucking when it started Quality Services, an inhouse drayage service developed in response to increasing shipper expectations for supply chain transparency. A decade later, Hub Group made a big move in its trucking operations that would allow it to service its customers using Hub-owned assets for local and regional moves. In 2006, it acquired Comtrak, a Southeast intermodal drayage operation, and merged it with its Quality Services brand, now known as Hub Group Trucking. In 2017, Hub Group again was looking to expand its service offerings, this time in the dedicated space. It’s $306-million acquisition of Estenson Logistics, a premier dedicated contract carrier, helped Hub Group Trucking expand to become a complete multimodal service provider and offer new cross-selling opportunities between its intermodal and dedicated operations. As Hub Group Trucking has grown and expanded its capabilities, it has embraced technology at every turn. Its equipment has wireless load monitoring to provide real-time order and equipment status. Its container fleet has been retrofitted with a GPS container tracking system to provide origin-to-destination tracking of each container movement via rail and truck. The system also provides visibility during the time and duration that container doors are opened for safety and cargo security.
Hub Group Trucking continually invests in new tractors and currently has an equipment replacement cycle of less than five years. But the equipment behind the tractor – the chassis trailers – typically are owned by other entities, either an oceangoing carrier or a chassis rental company. Many chassis are 20 years old or more and in need of constant maintenance. Drivers for Hub Group Trucking and others in the market segment often haul several loads in a shift transported on chassis trailers, and the unique operating conditions for drayage companies require higher vigilance when accepting loads and equipment. To help manage its equipment and drive productivity in its maintenance and repair department, Hub Group began using Reach, a third-party road service management application tailored for the intermodal industry that allows drivers, dispatchers, equipment providers and shippers to request and track service with technicians and repair facilities. Once the equipment repair information initially is entered into the system, Reach allows that information to be transferred among parties with just a couple of mouse clicks rather than multiple manual entries. “We had an incessant need to copy and paste manually and enter the same information repeatedly when it
The multimodal company marries its internal preand post-trip application and maintenance software for a complete picture of service events. commercial carrier journal | march 2019
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Using pre- and post-trips as bookends, Hub Group Trucking integrates with Reach at post-trip, which looks back to the time of the pre-trip in Hub’s workflow app to create an accurate picture of the driver’s service event and roadside inspection data for the day.
was received from a driver into our system of record, and from there into a vendor’s web submission portal,” said Kevin Clarke, Hub Group’s director of fleet solution design, about its wasted efforts before implementing Reach. Clarke said the new system has provided “significant” man-hour savings of 45 minutes per person per day in its intermodal maintenance and repair process. Leveraging capabilities Around the same time Hub Group Trucking began using Reach, it also sought a solution to manage the multiple driver vehicle inspection reports its drivers file on a daily basis. “The drayage side of our business is
very much real-time dispatch, and a driver’s workplan may change two or three times in between departure and arrival to the next location,” said Clarke. With most third-party solutions offering DVIR as a post-trip report, Hub Group Trucking was looking for something that provided a comprehensive look back throughout the driver’s day without having to rely on the driver to remember every event as far back as 16 hours. Without a clear solution available, Hub Group Trucking set out to build its own DVIR functionality. The company began with its internally developed workflow application that triggers drivers to perform a pre-trip inspection at the start of a
“There’s a lot of comfort on the safety side that we are eliminating the possibility of human error by forgetting to report something the driver was aware of.” – Kevin Clarke, Hub Group’s director of fleet solution design 40
commercial carrier journal | march 2019
shift and the end of a move for trailing equipment or the driver’s end-of-day post-trip inspection. “Within the workflow app, pre- and post-trip inspections are programmatically inserted so that a pickup will always have a pre-trip, and a drop will always have a post-trip so we can ensure compliance,” said Clarke. Using pre- and post-trips as bookends, Hub Group Trucking integrates with Reach at post-trip, which looks back to the time of the pre-trip in Hub’s workflow app to create an accurate picture of the driver’s service event and roadside inspection data for the day. “At post-trip, it compiles all defects for the driver into a DVIR,” said Clarke. “We were able to wrap custom logic around that that reduces complexity for the driver, lowers administrative costs and improves productivity in our maintenance and repair department. And by leveraging the multitenant functionality with Reach, we can allow a technician as an agent of Hub to close a repair order and simultaneously generate a DVIR without any interaction needed from Hub. “There’s a lot of comfort on the safety side that we are eliminating the possibility of human error by forgetting to report something the driver was aware of,” he said. Hub Group Trucking has seen signficiant time savings. Repairs assigned to vendors not using Reach have resulted in a reduction in administrative time by 68 percent. Repairs to Reachenabled vendors have resulted in an 81 percent time savings. “Based on these figures, we anticipate savings of 2,500 to 3,000 hours annually in DVIR administration alone,” said Clarke. CCJ INNOVATORS profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact Jeff Crissey at jcrissey@ccjmagazine.com or 800-633-5953.
NEW
2019
Out-of-Service Criteria Goes into Effect on April 1, 2019 The new 2019 North American Standard Out-of-Service Criteria goes into effect on April 1. The 2019 version replaces and supersedes all previous versions. If you do not have the 2019 version, you will be operating using outdated information. The Commercial Vehicle Safety Alliance now offers three ways to obtain the April 1, 2019, North American Standard Out-of-Service Criteria. l The hard copy (print version) handbook.
STANDARD N A IC R E M A H T R NO CRITERIA OUT-OF-SERVICE H ANDBOOK AND
l The electronic handbook. The electronic
handbook is a PDF file with a restricted three device and/or web browser limit; best for viewing on a desktop computer.
h American Standard
es all previous Nort
ces and supersed
This document repla
PICTORIAL
ria
Out-of-Service Crite
AP RIL 1, 2019
l The app. The app is downloadable onto
any Apple or Android device and contains the out-of-service criteria, inspection bulletins, pictorials, the learning management system for online training, inspection procedures, operational policies, inspection and educational videos, brochures and webinars.
To purchase the printed or electronic (PDF) copy of the out-of-service criteria, visit www.cvsa.org and click on the “Store” tab. To purchase the app, search “CVSA” in the Apple or Google Play store.
LEE LONG
Director of Fleet Services | Southeastern Freight Lines
43 rd Annual
Technology & Maintenance Career Leadership Award Recipient Our Sponsors Salute the Leaders in Vehicle Maintenance Management
Lee Long’s parents passed along a strong work ethic, a sense of responsibility and a passion for sharing skills
L
BY JASON CANNON
ee Long’s path toward a trucking career seemed obvious — until it wasn’t. Originally from Chariton, a small town in Southern Iowa, Long was the fifth of eight children born into a loving and devout Christian home. From an early age, he was a familiar
face on the shop floor, where his father served as traffic manager for the area’s Hy-Vee grocer fleet. “I thought my dad was the smartest man in the world on one cold, cold Iowa winter day,” Long recalls. “A driver was complaining he couldn’t start his truck. Dad went out, popped
the hood on an old White, held a compression lever in and said, ‘Spin it over.’ He let the compression brake go, and she fired off. I thought, ‘Man, that is cool.’ ” By age 14, charged with steaming out trailers and revarnishing the floors, Long graduated from shop rat to the
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ren Lee Long was the fifth of eight child stian born into a loving and devout Chri home.
Shown bic ycling throu gh the streets of Chariton, a small tow n in Southern Iowa, Lee Long later became a familiar face on the shop floor.
truck shop and eventually worked his way to apprentice. “I had good tutelage from the guys in the shop and realized, ‘Hey, this is not too bad of a profession to be in,’ ” he says. Long mixed punching the clock in the service bay with high school wrestling and playing center on the football team. He also played the tuba in the band, was in the chorus – he played 44
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the leading role in the school’s production of “Fiddler on the Roof” his senior year – and was active in the local church youth group. It was in that youth group where a teenaged Long would meet Debi — the young lady who eventually would become his wife of 41 years, and who jokes that Long had no choice but to date her because his family was so large, she was the only girl in town he wasn’t related to. “We had a large family,” he recalls. “When we had a family reunion, we’d reserve the city park to have it in because we had all our relatives nearby.” On Saturdays during high school, Long cleaned out produce trailers, using an old International to shunt them around. One particular Saturday morning, love-struck Long was set to meet Debi on his break but was running behind for their date. “I pulled up to the shop, pulled the brake, opened the door and jumped out,” he recalls. “But the truck didn’t immediately stop. It went through the wall of the shop. My boss, the shop supervisor, says ‘The only thing is you’ve got to tell your dad what happened.’ It was a fun meeting with Dad telling him what I had done.” TRUCKING CAREER ALMOST TAKES A DETOUR With high school in the rearview mirror, Long enrolled at Bob Jones University, a private nondenominational Evangelical school in Greenville, S.C., in hopes of becoming a preacher. The Longs were a fixture in their church, and Long says he “felt called to serve others” through the ministry. But as the coursework gravitated more toward theology and supplemental courses took their toll, Long felt the tug of a familiar place: the service bay. He picked up a job working in the school’s auto shop after classes. “After getting to Bob Jones, I realized
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I wasn’t into Greek,” he recalls. “My first speech class, I had to get up and give an impromptu speech, and I’m going, ‘Man, this is some scary stuff.’ I did more work in the auto shop than I did in the books because I loved cars. I loved working on equipment. I was one of only a few that had a CDL, so I got to drive the big F-Model Mack.” Long left Bob Jones for Indian Hills Community College in Ottumwa and added a night job. He often was in class until about 4 p.m. before heading off to work from 6 p.m. to 2 a.m. and heading back to class later that morning. Despite what Long calls “a very busy time,” he maintained a high grade point average and was elected student senate president on the platform of getting a foosball table for the Trades and Industry Building lobby. “I succeeded in that, and we got another one, too,” he chuckles. “So I over-excelled on my promise to those guys.” Long earned an associate’s degree in applied diesel technology and formally kick-started his career in maintenance through an on-the-job training program with Vitalis Truck Lines, a soft drink hauler based in Des Moines. Long and Debi married in June 1977 and settled in Ankeny, Iowa, and he went to work for Sunrise Dairy, an ice cream supplier for Hy-Vee and Fareway grocery stores across the state, where he moonlighted servicing liftgates and refrigerated units while training with Vitalis. He also spent time quizzing Debi as she prepared for a career in nursing. “He could have taken state boards with me,” she says. “He helped a good bit.” Long joined Sunrise as the company’s sole technician, but over the course of a decade, he came to oversee a staff of six and eventually was placed in charge of the trucks and the warehouse freezers.
COVER STORY | CAREER LEADERSHIP AWARD “We actually had a body shop there that I was overseeing that built Model As,” he says. “We had two guys there full time just working on Model A cars. Those two cars eventually took first place at Hershey, Pennsylvania.” In 1987, Sunrise shifted to a truck lease program, placing Long and his maintenance staff on the outside looking in. He was offered a job to drive for the dairy, but his mechanical skills were no longer needed. “I didn’t go to school to be a truck driver,” he says. “I went to school to be a diesel mechanic.” Long quickly jumped into the classifieds in search of a landing spot that would allow him to apply his trade. He and Debi, the week after Christmas, drove through the night for an interview with Greenwood Motor Lines in Greenwood, S.C., where Long would become the fleet’s director of maintenance. “And the South was never the same,” he laughs. “I didn’t know I was a Yankee until I moved to Greenwood. It was a little cultural difference there, but it’s one I’ve come to appreciate.” Long became active in the South Carolina Trucking Association, serving as its chairman in 1992. “That was a great time of learning and growing in the industry there,” Long recalls, adding it was through his service with SCTA that he met Duke Drinkard — the man who eventually would hire him at Southeastern Freight Lines, where he’s worked for the last 27 years. Long originally was intent on joining Lexington, S.C.-based SEFL in a role that was opening in Tennessee, but as Greenwood entered deeper into a buyout with R&L Carriers, he found himself yet again in need of a change. “Lee’s got quite a few good qualities, but he was willing to work within the South Carolina Maintenance Council, which has no pay,” Drinkard says. “A
gentleman who will come in and work for no pay to advance the industry, and make sure that your co-workers and even your competition have a good understanding of what’s going on and the advancements that’s coming along and how they work — that’s the kind of fellow that I wanted to hire.” As fate would have it, Drinkard and SEFL were readying to open a new shop in North Atlanta and were in need of someone to jumpstart the process. “That was a bare shop,” Long recalls. “We were hanging the oil reels, setting up the tables, the work benches and everything.” “He started on the ground floor there,” Drinkard adds. “Everything from putting the shelves, parts and everything in to developing his crew. We would go in in the mornings and work until we couldn’t, just to get this thing started up. Then we’d go in the bunkroom, sleep a few hours, come out and start again.” “I never left the property, basically, for six months,” Long says. With the North Atlanta shop open and running, Long took the post of regional manager based in Nashville, Tenn., overseeing SEFL operations across the state and at two Georgia locations. “I kept North Atlanta, and Dalton was the other one,” he says. “When I went into Dalton, I knew we were going to have some things that we needed to improve on, because when I got there, they had a deer strung up out on the steam rack gutting it out. So I knew that we needed to concentrate a little bit on the work that needed to be done instead of cleaning the deer.” Long became active in the Tennessee Trucking Association and eventually was named steering committee chairman. In 2000, he was honored as TTA’s
Lee Long’s father served as traffic manager for the area’s Hy-Ve e grocer fleet.
ame parents of Lee and Debi Long bec r grandparents three daughters and late of seven.
Maintenance Professional of the Year for his work with the Tennessee Department of Education in developing standards for a diesel program that would be born through the Memphis School System. “It’s always been about the passion of wanting others to excel and giving them the tools to be successful,” Long says. LEADERSHIP AND PASSION FOR EDUCATING OTHERS Long’s joining SEFL, where he now serves as director of fleet services, seems anything but fortuitous. The company’s motto of servant leadership is one he had set to model his life after before ever considering a move to South Carolina. A member of the American Trucking Associations’ Technology & Mainte-
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thering Lee Long has made fur one of his education and training n with eve , nes sto ner career cor s. the youngest of pupil
nance Council since 1996 – Long says he joined TMC before ever attending a meeting – he has been involved with the formation of the council’s Professional Technician Development Committee and SuperTech National Technician Skills Competition. In 2005, Long was tasked by thenSEFL vice president of Fleet Services and former TMC Chairman David Foster with developing and implementing a state-level contest to ready technicians for SuperTech. “It was a lot of fun to work with vendors and the techs to do so,” Long recalls. “We worked side by side with SCTA and held a state competition as well in that first year. David’s guidance and assistance in that competition was instrumental in having it come off without a hitch.” After it came off successfully, Drinkard and Foster asked Long to attend the national SuperTech competition that fall in Valley Forge, Pa. Long has chaired several task forces and served as PTDC chairman from 2007 to 2010. He was elected to TMC’s board of directors in 2011. In 2012, Long was named TMC general chairman and treasurer with the goal of raising awareness about career opportunities as heavy-duty truck technicians, specifically among students. He was awarded TMC’s Silver Spark Plug that same year. 46
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Long has made furthering education and training one of his career cornerstones, dating back to his time at Sunrise Dairy where early on he oversaw only two part-time high school employees. “It’s very important in our line of work to catch them when they’re young and grow them into what we want them to be,” he says, “All too often, we’re so concerned with legalities and everything else, but unless we allow them to experience the industry, we’re going to lose a lot of folks.” Providing education and hands-on training to prospective employees, Long says, is the best way to ensure that the industry is going to have the kind of employees it actually wants. “My dad had the forethought to make me work with my hands and think through problems, instead of saying ‘This is how you do it,’ ” he says. “You’ve got to get involved and pay it forward in order to get the kind of results you want back. What you get out of it is what you put into it.” A passion for helping people grow within the industry made Long a natural PTDC fit. “The greatest enjoyment that I got out of that whole experience was getting to meet new people, listen and implement their ideas,” he says. “Whenever you have a program that big, you’ve got to have new ideas, or the program becomes stagnant.” Despite a career full of accolades and honors, Long says he is most proud of his time with PTDC and his involvement with SuperTech. “A lot of those guys that were charter members are still there today,” he says about PTDC. “To have that be done with them year after year, that’s a defining moment. That tells you that their heart and passion aligns with what you believe as well.” He’s also proud to see how the
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SuperTech competition has evolved from its conception. “I think the success of SuperTech doesn’t rely on Lee Long — it doesn’t,” he says. “It relies on everyone who’s had a hand in making it a success. But being able to get on the boat and steer the ship through that time, I’d say that was probably the most rewarding experience that I’ve had.” Rewarding, he says, because the program gives technicians the opportunity to continuously hone their craft in an industry that is changing right under their noses. “When I came into this business in 1974, I could have gone on an automotive track, or I could have gone on a diesel track,” Long recalls. “You know why I chose a diesel track? Because [the truck] didn’t have all those processors on it. It didn’t have the smog stuff on it. And I’ll be darned if that didn’t happen about 40 years later. “Developing the professionalism of the technician is one of the best things that SuperTech can continue to pursue,” he says. “And they’re doing a great job of it.” A STICKLER FOR ACCOUNTABILITY Despite much personal and professional success, Long credits his father’s influence for paving the way. “Mom and Dad raised us to have a great work ethic,” he says. “That’s probably one of the biggest factors in why I’ve been blessed with an ethic of hard work.” Long’s dad was also a firm believer in facing the music when circumstances called for it, and one icy winter day, circumstances did just that. Long recalls waking up at 4 a.m. for school before hopping on a bus en route for a sectional wrestling meet. Returning home at 1 a.m. the following day, he underestimated a turn near his home and crashed through
COVER STORY | CAREER LEADERSHIP AWARD a neighbor’s fence. He walked home to get his father to help him get the truck, which now was stuck in the neighbor’s field. “We went and got the tractor, and we pulled the truck out,” he recalls. “We get it back to the house, and I’m walking back toward the house, and he says ‘Where are you going?’ I said ‘Dad, I’ve been up since early this morning. I’m going to bed.’ He says, ‘No, you’re not. Louie’s got cows in that field. We’re going to go fix the fence.’ “Dad’s direct guidance and influence in my life, in holding me accountable, has made all the difference in the world. Dad, at a very early age, let me know about being held accountable for your actions and making sure that what you do counts in life.” And, as Long learned during a high school football rivalry game against Albia, sometimes you just have to call your own shots — even if you might have to face a little heat for doing so. “I was a line captain, being the center, and our quarterback wanted to keep throwing passes,” Long says, recalling the offensive line struggled to hold back the defense in the muddy conditions. “I kept trying to tell our quarterback that, and he just would not hear me. I turned to the guards on the next play, and I said, ‘We let everybody through,’ and about 15 yards in reverse later, Steve got the message.” Long says that lesson in leadership quickly led to one of his own: one of leadership and its consequences. “I’m immediately pulled from the game,” he says. “I go over to the sideline, and my coach is thumping me over the head with a chin strap, and if you’ve ever had that done to you, it echoes forever. There’s things that you do in life that you make decisions that there are consequences for, but you know overall that you’re doing the right thing.”
Drinkard says despite their differing backgrounds and perspectives, he and Long share one important philosophy. “People don’t work for you, they work for themselves,” he says of enabling employees. “When you do that, and you respect your co-workers … Lee had that desire to make sure his co-workers came along also. One of the things you have to do is to have a caring heart for others, and Lee has that.” Nowhere is Long’s caring heart more visible than when he’s surrounded by friends and family — a throwback to a childhood where family reunions consumed an entire public park. “There’s not a holiday that goes by that we don’t have a houseful,” he smiles. “The house is rockin’ all weekend long.” A father to three daughters and a grandfather to seven, Long spends his spare time surrounded by an array of vintage cars – a 1949 Packard, 1966 Mustang, 1968 Olds 442 and 1966 GMC pickup – often with his sons-inlaw working on the automotive lineup he’s named the Pack Rat, Maude, Sally and Lucille. A Sunday school teacher and a member of the church choir, Long also
Lee Long, shown with Debi, is a Sunday school teacher and a me mber of the church choir.
routinely is seen working odd jobs around the house and enjoys making stained glass, even having made a stained glass panel for Sunrise Dairy. “You see something that is beautiful and think ‘I wonder if I could do that,’ ” he says. “By no means am I a Michelangelo, but I love taking something that’s a flat sheet, being able to put it together and make it look really neat. I enjoy doing things with my hands that I can see the fruits of my labors.”
ABOUT THE CAREER LEADERSHIP AWARD Commercial Carrier Journal and Lee Long thank Automann, Petro-Canada, TA Truck Service and Utility Trailer for their support of the Technology & Maintenance Career Leadership Award program. Long is the 43th person to receive CCJ’s top honor for lifetime achievement in fleet maintenance. Safeway Stores’ E. Clair Hill was the first to be so honored in 1977. CCJ’s Technology and Maintenance Career Leadership Award honors a career of dedication to professionalism and excellence in fleet maintenance. Industry involvement, recognitions and awards and reputation among peers figure into the selection. Individuals who made significant contributions to the industry while directly engaged in truck fleet management are eligible even if they no longer work for a fleet operation. CCJ welcomes nominations for the 2020 Career Leadership Award. Contact Jeff Crissey at jcrissey@ccjmagazine.com.
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Trucking has thousands of steady wellpaying technician positions available. So why can’t the industry find anyone to hire?
J
BY LUCAS DEAL im Hinton pauses to think. The Summit Truck Group service trainer has been working so long to recruit new technicians into his company’s 31-location dealer network that he can’t remember the last time Summit’s service centers didn’t have a “Help Wanted” sign in their front windows. He guesses the signs have been posted since 2010. As for job openings, Hinton says Summit has been aware of a shrinking technician talent pool across the Southeast since at least 2006. On the other side of the country, Ray Schmidt isn’t as certain of the timeline, but he echoes Hinton when he says technician employment has been the top priority for his company’s service department for several years. “Hiring and recruiting techs is a weekly conversation for us,” says Schmidt, service manager for McCoy Freightliner, a company with 63 technicians across three locations in Portland and Salem, Ore. “None
of our shops are operating at full capacity, and finding quality technicians to bring in is getting harder all the time.” Hinton corroborates Schmidt’s account. He gauges Summit has at least 30 technician openings across its network. It’s a number he hates to think about but unfortunately is learning to live with. “I don’t see an end in sight,” he says. The worst part is that he’s right. Trucking’s technician shortage is real, and it’s intensifying. How did we get here? Though Hinton pegs 2006 as the year Summit first identified the shortage, the trucking industry’s path to today’s unfortunate position was not linear. A number of independently occurring factors all helped lead to the current situation. John Pfennig Jr., Navistar’s director of training delivery and recruitment, says one contributing aspect of today’s shortage is rooted in the past. The trucking
industry has been led by one generation for decades, and that generation is aging out of the workforce. There aren’t enough working Baby Boomers to cover trucking’s job openings anymore. “I think for a long time, no one ever measured the generational population of the technicians in our industry,” says Pfennig. “I don’t think we ever realized how many of our technicians were Baby Boomers until they started retiring. That kind of caught us off guard.” Homer Hogg also subscribes to this theory. Presently TA/Petro’s director of technical service, Hogg entered the trucking industry as a service technician in the early 1980s when technician applicants
EDITOR’S NOTE: ‘TARGETING TECHNCIANS’ IS A QUARTERLY SERIES PROVIDED IN SPONSORSHIP WITH SHELL. 48
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“People fixate on ‘techs get dirty,’ and they do, but the job is so much more than that,” says Ian Johnston, vice president of operations and marketing for Harman Heavy Vehicle Specialists. “It is becoming a far more tech-oriented job than it used to be.”
were plentiful. He says many of his first colleagues were close to him in age, and as he advanced up the corporate ladder, he watched as his contemporaries rose with him or stepped into his previous positions. Hogg says today’s shop floor population is much different. Boomer-aged veteran technicians hold most management roles, but the workforces they lead are increasingly Generation X and Millennials. And unlike Hogg’s generation, which gravitated toward technical jobs as a path toward a steady stable career, he says new entrants to the workforce appear to view that career choice with ambivalence at best. The fathers who powered trucking’s service channel for decades are retiring, and their sons are uninterested in following in their footsteps.
“I think it is very clear that the generations we see coming into the business today are different from those of us who have been doing this for a while,” says Hogg. Trucking also has become a victim of its own success. Freight activity and tonnage have grown progressively since the Great Recession. Medium- and heavy-duty truck populations are on the rise. Fleets and their customers are relying on trucks to move more goods than at any point in North American history. But with that customer reliance also has come elevated customer expectations and a surge in consumer technology. Today’s economy is built on same-day, two-day and overnight shipping. Downtime has shifted from an unfortunate but accepted reality in trucking to a legitimate dirty
word. Trucking is outgrowing its service channel. “The economy is very good right now, and I think that puts a lot of pressure on us as service providers,” says Charlie Nichols, general manager of Calvert City, Ky.-based TAG Truck Center. “We recognize that technicians are critical. Without them, the whole infrastructure of our economy kind of collapses.” Service businesses throughout the industry have responded appropriately to this growth, raising technician wages and investing in equipment and training to improve their productivity. Yet even with these investments, trucking’s technician shortage has swelled. A December 2018 report by the Tech Force Foundation states the heavy-duty diesel service business is expected to
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SPECIAL REPORT | TARGETING TECHNICIANS The trucking industry has been led by one generation for decades, and that generation is aging out of the workforce, says John Pfennig Jr., Navistar’s director of training delivery and recruitment.
require more than 4,300 new technician positions this year. Coupled with a replacement demand projection of more than 25,000 positions due to retirements, employment changes and other factors, the trucking industry needs to hire nearly 30,000 heavy-duty truck technicians this year, the report says. U.S. Bureau of Labor Statistics’ numbers aren’t any better. The agency estimated earlier this decade there will be a 9.2 percent increase in the need for heavy-duty service technicians and an 8.6 percent increase in the need for truck and bus technicians and diesel engine specialists in 2022 from 2012 levels. What was once a nuisance has become a four-alarm catastrophe. Tackling the issue How will the trucking industry solve this growing conundrum? OEMs, dealers and independent service providers actively hiring and recruiting technicians in the market say the shortage has become too big to ignore. But while those same professionals also believe no simple solution exists to swiftly solve the service channel’s biggest problem, they say the industry isn’t without options. By better understanding how a career as a heavy-duty diesel truck technician is perceived, both within the trucking industry and by the general population, trucking’s service channel may better identify 50
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recruitment and retention initiatives that will appeal to the demographic groups most likely to apply for, accept and enjoy a career as a technician. “It’s time to understand the challenges facing [our] organizations and look into what is driving those challenges,” says Hogg. “Our labor pool is shrinking. We have to start looking beyond our normal hunting ground.” If there’s one consensus within trucking regarding technicians, it’s that the profession is poorly perceived by those outside the industry. The degrading “grease monkey” stigma that plagues the automotive service channel is doubly damaging in trucking, where the equipment is larger,
heavier and often dirtier. Schmidt says all too often when attending educational career fairs at high schools and technical schools as part of his recruiting responsibilities, he will interact with a student or parent who never considered becoming a technician because they think it’s dirty low-paying work. “It’s not like that at all,” he says. “If you’re working on a truck, sometimes you can get dirty, sure, but it’s not like that all the time.” “Being a diesel technician is not a sexy job, I get that,” says John Devany, general manager of Fresno, Calif.-based Betts Truck Parts & Service. “But that doesn’t mean it isn’t a good job. The perception that what we do is big and scary is wrong.” Devany says the reality is quite the opposite. Betts makes significant investments each year in diagnostics equipment and computer-based service tools to maintain heavy vehicles that become more technologically advanced with each passing year. “A lot of kids today are growing up on tablets and computers, and that’s our future,” says Devany. “What used to be about tribal knowledge is now becoming more of a white-glove environment.” “People fixate on ‘techs get dirty,’ and they do, but the job is so much more than that,” says Ian Johnston, vice president of
Calvert City, Ky.-based TAG Truck Center has a partnership with a local community college in which high school graduates can enroll in the school’s heavy truck program, receive financial support and real-world experience with TAG while in school and then have a job waiting for them when they complete the program in two years.
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SPECIAL REPORT | TARGETING TECHNICIANS
Fresno, Calif.-based Betts Truck Parts & Service makes significant investments each year in diagnostics equipment and computer-based service tools to maintain heavy vehicles that become more technologically advanced with each passing year.
operations and marketing for Harman Heavy Vehicle Specialists. “There is a ton of problem-solving and critical thinking as well. It is becoming a far more tech-oriented job than it used to be.” “We stopped saying mechanic for a reason,” adds Hinton. Meanwhile, the contemporary high school experience isn’t doing vocational careers any favors, says Nichols. TAG Truck Center has a partnership with a local community college in which high school graduates can enroll in the school’s heavy truck program, receive financial support and real-world experience with TAG while in school and then have a job waiting for them when they complete the program in two years. Nichols says the success rate of hiring students who enter the program is great. The challenge is getting them to sign up in the first place. He says all too often his pitch for the program is met with apprehension from high school administrators, counselors and parents. “There is a very big misconception in our country that every kid needs to go to a four-year college,” he says. “I don’t believe that’s the case. A four-year school is not the holy grail for everybody.” 52
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Russ Dunnington knows this all too well. As diesel instructor and department chair at Portland Community College, Dunnington visits high schools multiple times per month to recruit potential students to his program. His program – which has partnerships with McCoy Freightliner, Daimler Trucks North America and other area service shops – has an incredible graduation and placement rate for its students. But PCC’s success doesn’t always translate to its audience. Dunnington says his school visits yield one new PCC applicant on average and that his program remains frustratingly under capacity. “I get emails and calls from [service providers] every day begging me for students [to hire],” he says. “I only have so many.” What about pay? Those in the service channel say that while the parental dream to send one’s child to college is admirable, college is more than private institutions and land grant universities. Vocational programs such as PCC’s offer students a path to an associate’s degree and more relevant professional experience and earning potential than many bachelor’s degrees.
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That latter point is another one the trucking industry needs to better publicize, says Nichols. The heavy-duty diesel technician space is well funded. Good technicians stand to earn a good living. According to a 2018 survey of technicians in four industries (heavy truck, agriculture, construction and automotive) by Randall-Reilly, publisher of Commercial Carrier Journal and Truck Parts & Service, nearly 40 percent of heavy-duty truck technicians claimed to be earning at least $60,000 per year. Nearly half of those same responders claimed to be earning more than $70,000 annually. Also, during a speech at the 2019 American Truck Dealers Show, ATD Chairwoman Jodie Teuton, vice president of Kenworth of Louisiana, noted the average truck technician salary at a dealership in 2018 was $61,000. Says Nichols, “There are so many kids today who graduate from college and can’t get a job. You see them working in retail for not much money at all. They could be working for us making $50,000 to $70,000 a year plus benefits, but they have no idea we pay like that.” Randall-Reilly’s survey supported Nichols’ claim, as truck technician responders stated they overwhelmingly receive health insurance (92 percent), paid holiday leave (83 percent) and 401(k) and/or IRA opportunities (83 percent) through their employers. That earning discrepancy is something Meritor tries to bring to the forefront when interacting with young people through its partnership with Skills USA, says Peter Adair, technical training manager. The commercial vehicle supplier has supported Skills USA’s heavy truck technician education program for years through volunteer assistance and financial support. Adair says students are eager to learn about Meritor’s online curriculum and virtual educational library, but when the topic of compensation comes up, that’s when heads really start to turn.
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MEETING THEIR NEEDS A technician wage survey conducted in the second half of 2018 by Randall-Reilly, Commercial Carrier Journal’s parent company, examined pay, benefit packages and job considerations of 1,219 diesel technicians across four industries, including 822 respondents in heavy-duty trucking. Respondents in that category included technicians who work in trucking fleets (376), truck dealerships (255) and independent garages (111), as well as in truck stops, mobile service and other categories (80). When asked about education level, CDL and training certifications, length of career in the industry and number of jobs held in recent years, fleet technician responses were right in line with the heavy-duty trucking industry average. It’s not until asked about how technicians are paid do responses from fleet technicians begin to vary from the norm, particularly in contrast to responses from dealership technicians. Pay and benefits was cited as the top factor when choosing a new job for 76.7 percent of fleet technician respondents, 8 percent higher than dealership technician respondents. One reason fleet technicians may be more likely to look elsewhere for pay and benefit packages is how they’re paid, not necessarily how much they earn. According to the survey, only 0.8 percent of fleet technician respondents are paid on a flat rate system (paid per job) that rewards productivity, compared to 12.2 of dealership technician respondents. Fleet technicians are more likely to be paid on an hourly system (97.9 percent), compared to dealership technicians (87.1 percent). Dealership technicians also are nearly twice as likely to participate in bonus and incentive programs as fleet technicians. Opportunities for career advancement was the top non-pay factor when choosing a new job for 7.4 percent of fleet technician respondents, compared to just 3.8 percent of dealership technician respondents. Also, 8.3 percent of dealership technician respondents cited continuing education and training opportunities as the top factor, compared to just 2.3 percent of fleet technician respondents.
Top non-pay factors most important when choosing a new job
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“I joke ‘Maybe I need to be a technician again,’ ” Adair says. That’s another part of the issue, says Hinton. The trucking industry is filled with white-collar professionals who started their careers in the shop. The lure of new opportunities and leadership roles moved them up the corporate ladder, but the roles and salaries they exited still remain. In time, so too will their current roles, as trucking’s employment shortage is not limited solely to service bays. Unfortunately, those career advancement opportunities are another source of employer-to-employee disconnect. When asked Randall-Reilly’s survey question regarding career advancement potential, only 29 percent of heavy truck technicians, and 28 percent of all technicians, answered that they have a “clear career path at my current employer.” Conversely, 24 percent of truck technicians said a career path exists but has not been established by their current employer. Another 20 percent answered that “someone would need to leave or retire for me to advance.” Those already fighting the technician shortage say these misconceptions are just another hurdle the industry needs to clear. A national movement supported by trade organizations and/or the OEM community seems the most likely effort to drive real change, but at this time no program exists. As such, those in the service channel say they will continue doing what they can individually to create awareness and promote the career opportunities found in their marketplace. “We do a good job when we’re presenting our case to a high school student and their parents,” Schmidt says. “I think those conversations can still be sort of eye-opening to them. Big picture, we don’t do that as well as an industry.” Johnston agrees. “At the grassroots and local levels, we still have that ability to develop relationships with students and vocational schools to begin to change the perception of these careers,” he says.
All technicians
Pay and benefits is the leading factor technicians consider when looking for a new job, but beyond compensation, fleet technicians are more interested in career advancement, while dealership technicians are more interested in continuing education and training opportunities.
Isaac Mendoza, vice president for ShipEx’s Last Mile division, has implemented a number of technologies the company uses for digital freight matching.
Fleets working through the roadblocks BY AARON HUFF
I
n the not-so-distant future, matching loads with trucks might be as easy as catching a ride across town using the Uber app. Uber Freight is among a number of technology companies already trying to digitize the process. In the meantime, the road leading to supply chain automation is under construction. Signs of the roadwork include sideby-side computer monitors on the desks of freight transportation companies. Carriers and brokers typically have two and even three monitors to display the multiple applications they use in the freight matching process.
Going to market ShipEx, an asset-based transportation and
logistics provider based in Salt Lake City, transports dry and temperature-sensitive truckload freight as a motor carrier. As a freight broker, its ShipEx Logistics office has a Last Mile division that specializes in “hot shot” loads. The freight matching process at ShipEx Logistics begins with pricing. Whenever the company gets a new business opportunity from a customer or prospect, a salesperson uses DAT RateView to analyze historical rate trends for specific lanes. The salesperson uses Google Maps to verify mileages, especially for loads that have multiple stops. DAT RateView shows the load-totruck ratio in origin and destination markets. With these insights, the salesperson
determines rates for loads in both the spot market and contract bids. ShipEx Logistics assigns carrier representatives to its core carriers. Its representatives are expected to have daily contact with carriers to identify where they have trucks available and to offer loads to keep their assets and drivers moving. To help expedite this freight matching process, ShipEx uses a cloud-based transportation management software system, Aljex from Descartes, that has integrations with the online freight marketplaces or “load boards” the company uses from DAT and Truckstop.com. A right click on any load in the Aljex system sends load details to ShipEx’s internal load board. This gives ShipEx’s core carriers an opportunity to bid on loads
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TECHNOLOGY: FREIGHT MATCHING larly, when using DAT, office staff can add notes to update the status of communications with carriers in the search.
Instant connections
Uber Freight is a matching app that inks contract rates with shippers and delivers market-based pricing to carriers based on proprietary algorithms developed by specialists who developed the surge-pricing methodology for its passenger vehicle service. The company is among a number of technology companies trying to digitize the freight matching process.
Aljex from Descartes is a cloud-based transportation management software system that has integrations with online freight marketplaces or “load boards” from DAT and Truckstop.com.
while the company simultaneously goes through the search results for carriers from DAT and Truckstop.com. The core carriers that bid on loads are highlighted in green in the Aljex system. The carrier with the lowest bid “is probably the one we are going to choose,” says Isaac Mendoza, vice president for ShipEx’s Last Mile division. The Aljex system, DAT and Truckstop. com are the mainstays on ShipEx’s office desktop monitors. The load board websites have builtin features that help ShipEx coordinate office activities. To help prevent duplicate efforts, carriers listed in Truckstop.com’s search results turn red if someone in the office already has contacted them. Simi58
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Once the loads are dispatched to carriers, the Aljex system has built-in integrations to track shipments automatically. One of its integrations is with MacroPoint, a freight visibility platform that also is owned by Descartes. “If we need a shipment tracked, we can track the shipment,” Mendoza says. “The driver just has to accept a text message, and it will start tracking them.” ShipEx customers can view the status of their loads by using a web portal that is included in the Aljex system. A large portion of the loads moved by ShipEx Logistics through its Last Mile division are “hot shots.” These are loads transported by non-commercial driver’s license haulers to commercial and residential addresses, Mendoza says. The Last Mile division uses Key Software’s Xcelerator dispatch platform, which includes a mobile app that uses the GPS of driver smartphones to provide automatic load tracking and status updates for arrivals and departures. The Xcelerator platform doubles as a private load board that shows available capacity from carriers using the same system. ShipEx can locate capacity based on the current locations of carrier assets. ShipEx Logistics’ truckload division uses a different TMS system that happens to be the same system the motor carrier uses. For brokerage, the TMS system shows a history of carriers, by lane, which previously have done business with ShipEx. To search for a new carrier, the truckload brokerage manually enters load information into DAT and Truckstop.com.
C.H. Robinson’s team of data scientists uses the company’s shipment database to build “tours” for preferred carriers. Building tours is a recent development made possible by gaining a better understanding of patterns in shipping lanes. “We used to be thinking load by load,” says Bruce Johnson, director of capacity development for the Minneapolis-based third-party logistics provider. “A carrier would call and say ‘I need to get a driver home to New York.’ We would look for New York loads and try and get one close.” By analyzing its customer and shipment data, C.H. Robinson can identify when shipments will be available in certain lanes on given days and offer them to carriers several weeks in advance. “Rather than looking to get a carrier’s truck close to New York, maybe our data is telling us we have a shipment that is available from Minnesota to Detroit, and then Detroit to Charlotte, where we know we always have a shipment from Charlotte to New York,” Johnson says. C.H. Robinson also is looking at shipper behaviors to identify which locations have high dwell times and other factors that influence load selection for carriers. The company uses a survey tool to provide carriers with opportunities to rate shipping and receiving locations. By identifying premium loads and locations in its network, “we can match them up with some of the carriers we have the strongest relationships with,” Johnson says.“As we continue to get closer with carriers, they are certainly able to experience a difference from the traditional brokerage model.”
A single platform Using data science Location is one of many data points that can expedite freight matching.
| march 2019
Since the majority of freight transactions between brokers and carriers are repeat business, digital freight match-
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TECHNOLOGY: FREIGHT MATCHING ShipEx Logistics uses side-by-side monitors to run applications that help match loads with carriers.
MacroPoint, a freight visibility platform owned by Descartes, is integrated with the Aljex system for shipment tracking.
DAT RateView is designed to give small carriers the same type of complex lane and pricing analysis tools that large carriers use to make routing decisions. Carriers select lanes to view pricing information, and a chosen lane shows historical contract and spot-market rates.
Truckstop.com’s mobile app allows brokers and carriers to track loads from pickup to delivery.
ing technology has focused on speeding communications between trusted business partners. Kuebix’s cloud-based TMS is used by more than 18,000 shippers, brokers and freight forwarders to integrate directly with its TMS system used by truckload 60
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and less-than-truckload carriers. Through the integration, Kuebix retrieves contract and spot-market rates from carriers, tenders them loads electronically and tracks shipments for shippers. About 80 percent of the loads that move through the system are for contracted bids, while the remaining 20 percent are for spot-market transactions, says Dan Clark, the company’s founder and chief executive. Kuebix’s FleetMax integrated load matching service for spot-market freight is managed through a partnership with Estes Express (CCJ Top 250, No. 12). Shippers and brokers that use the platform can expose freight to capacity
| march 2019
providers in FleetMax to find trucks by using actual locations and hours-ofservice data, Clark says. Estes manages the relationships and freight payments with carriers. Compared to a load board where carriers get multiple calls from different brokers when posting an available truck, carriers deal with one entity, Estes, for load matching, he says. Freight brokers also use FleetMax to post loads. With Estes in the middle using the Kuebix platform, the broker is invoiced for the load without having to worry about another broker or carrier back-soliciting loads from its shipper customers, Clark says. “Brokers feel comfortable giving a load to a fleet (Estes) as opposed to another broker,” he says. Digital freight matching applications continue to become more integrated, and some already are part of a single platform. Consolidation in this space likely will continue as shippers, brokers and carriers look for more efficient ways to stay connected and share visibility of available loads and capacity. Key Software’s Xcelerator dispatch platform includes a mobile app that uses the GPS of driver smartphones to provide automatic load tracking and status updates for arrivals and departures.
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With over-the-air updates, why make a trip to the shop? BY JASON CANNON
Mack and Volvo Trucks recently expanded each of their over-the-air software and vehicle parameter capabilities for trucks equipped with 2017 GHG Mack and Volvo engines and factory-installed connectivity hardware.
T
hrough over-the-air engine updates, fleets can have engine operating parameters tweaked without ever rolling into the dealership, turning a process that can take a day or more in the service bay into something that can be completed during an hours-of-service break. Reasons for an engine calibration change could include vehicle performance – including mpg and efficiency improvements – or warranty concerns from the manufacturer. “When you design an engine, a calibration becomes more and more mature over time,” says Andrew Dondlinger, Navistar’s vice president of Connected Services. “You may see the way a particular calibration is working, and you can change it to improve the durability or life of the engine. So there are times that reflashes are put out because of warranty challenges and trying to improve the customer’s uptime.” David Pardue, Mack’s vice president of Connected Vehicles and Uptime Services, says updates can include a mix of parameter changes that may be requested by the fleet to adjust truck performance based on the vehicle’s intended utilization. In addition to software updates, customers also can change a handful
of vehicle parameters such as road speed and idle time or switch vehicle modes to maximize fuel efficiency, unlock more power or create a balance between the two. How does it work? Cummins’ Connected Software updates can occur through cellular or Wi-Fi connectivity in the field at a convenient time and location for the fleet, minimizing delivery or driver disruption. Fleet managers are notified of an available software update and can initiate the update in Cummins’ Connected Solutions portal, which also can be set to auto-approve any new software updates. “Once initiated by fleet management, Cummins packages the update, encrypts it and sends it to the engine while the vehicle continues its mission,” says Anuj Shah, Cummins’ marketing communications manager – Digital Accelerator. The driver then receives a notification that an update is available for the engine. “Driver parks the vehicle, turns off the engine, turns accessory power to on, enables the update and waits for as little as five minutes for the update to occur,” he says. The engine control module unpacks the data and writes it to
EDITOR’S NOTE: THE FOLLOWING STORY IS PART 3 OF A THREE-PART SERIES ON “OUT-OF-WARRANTY TRUCKS.” JANUARY’S INSTALLMENT COVERED TRUCK AUCTIONS. FEBRUARY’S COVERAGE ADDRESSED BUYING VS. LEASING. 62
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| march 2019
the ECM, which reduces the likelihood of a system crash. The ECM retains the old settings until the update is complete, ensuring uninterrupted operation. Similarly, when a Detroit engine update is available, the fleet manager receives a notification through the Detroit Connect portal, along with a list of eligible trucks. It’s then at the fleet’s discretion when to send the update to the trucks they’ve selected. “The driver doesn’t receive notification of that update being available until it’s fully downloaded to the hardware,” says Lauren Attinasi, Daimler Trucks North America’s product strategy manager for connectivity. At that point, the driver can decide when to apply the update, guided by instructions in the instrument cluster. Like the Cummins platform, the previous version of the Detroit software remains on the truck until the update has been applied as a safeguard “to help make sure the vehicle can continue on its way,” Attinasi says. When a Navistar engine update is available, fleets receive a notification either through the OnCommand Connection portal or via its companion app. From there, the mobile app can be connected to the truck to validate the new calibration before choosing to download and update the system. Volvo powertrain updates related to quality are communicated to customers via the Asist portal and through its companion app. “Customers can call the Uptime Center to schedule an appointment for an update, but we are usually able to accommodate immediate update requests as well,” says Ash Makki, Volvo Trucks North America’s product marketing manager. “Remote Diagnostics cases are usually the trigger for a remote update, but customers sometimes just schedule to have multiple vehicles updated in a batch just to make sure they are on the latest version.” Pardue says all Mack OTA updates are managed and monitored by Mack OneCall uptime agents at the Mack Uptime Center to ensure the update’s quality, as well as safety and security throughout the process. “Having the process initiated and monitored by live uptime experts allows Mack to reduce the risk of something going awry to miniscule levels,” he says. “Should something go wrong during the update, the OneCall agent can simply restart the process.” Mack OTA updates are cellular-based and use the Mack GuardDog Connect hardware and communications platform. “Updates can be, and are, performed in conjunction with planned downtime for the driver, including hours-of-service breaks, while being loaded at a terminal [or] during planned preventive maintenance,” Pardue says. “Some customers prefer that the updates occur when the trucks are back at their terminal under the supervision of their fleet technician. In that case, multiple trucks can be updated in one appointment.” Even though updated parameter sets are designed to increase efficiency and reliability, the fleet is always in control of the process, and the OEM cannot force an update.
“A customer must approve an update unless they set their system to auto-approve all updates from Cummins,” Shah says. “Once approved by the fleet manager, the driver receives notification and must also approve the update before installing.” Pardue says all Mack OTA update events are approved and prescheduled with the fleet’s identified decision-maker. Once confirmed, the driver is made aware – usually by the fleet – and the update is scheduled. Attinasi says DTNA won’t send anything without the customer’s knowledge. “It’s really up to them when they want to initiate those updates,” she says. “Anything impacting the vehicle itself is always up to the customer’s discretion if they want to apply that update and when they want to.” Dondlinger says work is ongoing with regard to on-the-fly parameter reflashing, which wouldn’t be a full reflash but more of a shifting of parameter variables to improve engine efficiency. “But I don’t think we would offer something ‘on the fly’ like that without the customer selecting that they want that option,” he says. “The customer controls the reflashing of the vehicle. We cannot push anything automatically to them.” Makki says Volvo’s Remote Programming doesn’t update without authorization. “Only customer-authorized people are allowed to request the installation of the update,” he says. Connectivity Due to connectivity issues, download attempts may not always complete successfully. Shah says if an interruption occurs, the operator can request the fleet manager retry the software update.
With Remote Updates, Detroit engineers can send over-the-air firmware updates to ECMs on new Detroit-powered Freightliner Cascadia tractors while keeping everyone involved in the loop.
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EQUIPMENT: OVER-THE-AIR ENGINE UPDATES In 2016, Navistar’s OnCommand Connection began offering over-the-air updates without charge for owners of certain International brand trucks. Customers with older vehicles but still built since 2010 also can add the technology for a fee.
“If there is an issue with reprogramming, it will continue to attempt to overlay it until it’s successful,” says Dondlinger, who notes that Navistar has never seen an update failure in the field unless the engine control unit is broken. “Generally speaking, if the ECU is broken, the vehicle isn’t operating anyway,” he says. Makki says Volvo always checks connectivity before initiating an update, making connectivity failures rare. “But if we were to see this, the [Uptime Center] agent would have multiple options,” he says. “Retry the update, recover back to the previous software version, or recover back and then retry the update again.” Attinasi says before rolling out OTA service for the 2017 model-year Freightliner Cascadia, Detroit purposely interrupted updates during validation phases to troubleshoot potential outcomes. “If the vehicle does end up stopped in the middle [of an update], it will roll back to the previous software version,” she says. Smartphone vs. ‘smart truck’ Anyone who’s ever updated a phone or laptop knows there’s some risk involved with potentially “bricking” the device, but Makki says such an outcome with a truck’s ECU is unlikely. “The few times we have seen this, it was usually due to a driver or technician interrupting the update by violating the preconditions,” he says. Those “preconditions” are almost universally standard regardless of make or model: The truck should be parked safely on fairly level ground and in an area with a cellular connection; the key should be in the “on” position with the engine off; the parking brake should be engaged; and there should be at least 12.5 volts on the battery. Dondlinger says that while you never can rule out the possibility of an engine update causing a shutdown, the process is “low risk” and is not as similar to updating a phone as it appears. During a truck reflash, the piece that’s being updated is the code that runs the engine, not the code that runs the ECU — what would be considered the truck’s operating system. “We generally don’t see the operating system of the ECUs changing,” Dondlinger says. “It’s really just the calibration or how the engine is supposed to operate. On an iPhone, you have so many settings and so many user-installed apps that sometimes 64
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one of those apps or a setting could cause the installation of that update to fail.” Dondlinger says that since all the ECU’s software is contained and controlled by the engine manufacturer, there’s a low chance of a flash crippling the vehicle. “Because there’s a lot less variability – we control everything that’s on that ECU – we don’t see the kind of issues you have on the iPhone side of the world,” he says. Engine updates also differ from cell phone and laptop updates in their frequency. “We’re only looking at two, maybe three, major software packages that get pushed a year,” Attinasi says. “We don’t see this as something [fleets are] going to have to monitor and every week there’s going to be a new update.” Attinasi says new Detroit updates also contain information found in previous versions. If a driver were to skip one – or several – it wouldn’t preclude them from initiating an update to a newer version. As another layer of protection, the previous layer of engine calibrations are never changed until the ECU recognizes that the transfer of new data is successful. Shah says Cummins maintains the original software in the cloud throughout the update process, which allows operators to reverse an update if needed. “Should any problem occur, the previous version can be restored to the ECM, minimizing any risk of interruption to the driver’s schedule,” he says. “An operator may decide after an update is installed that they want to roll back or restore the software to the previous version. Within a certain amount of time, that option is available. The operator can reapprove the installation process via the in-cab display.” The connected truck Historically, telematics only reported information coming out of the vehicle. Remote updates now put the truck on the receiving end of information, but that doesn’t necessarily open a potential access point for the technically-savvy with bad intentions. “This is the first time where you have a communication outside going to the vehicle,” Attinasi says, adding Detroit has built in multiple layers of encryption to protect both the data feed and the ECM. Detroit also solicited the help of third-party hackers to identify any weaknesses in the system. Makki says since the connection is encrypted, the ECU’s vulnerability to hacking is limited. “The entire Remote Programming process had to pass a very strict [threat and risk assessment] analysis,” he says. “The design is very secure. All update packages are fully encrypted.” Dondlinger says Navistar’s security features have been designed to prevent tampering, adding that the company doesn’t publish them as part of its effort to prevent would-be hackers from finding ways around it. “It’s like if a safecracker knows the architecture of a safe, they can find the right place to drill it,” he says.
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Wireless wheel pad scale
Alliance Scale’s Load Ranger Wireless Wheel Pad Scale is engineered to allow users to monitor load safety and weight compliance from virtually any location. The portable scale features a remote indicator in a carrying case that receives Bluetooth signals from up to six weigh pads and can accommodate up to 14 pads (seven sets) joined via cable with wireless communication to the indicator. The wheel weigh pads each weigh 50 pounds and have an indicator with a backlit display along with wheels and handles for ease of use in restricted areas. The scale incorporates wheel weighing software designed to allow for static axle weighing and a multifunction mode for up to 14 pads to calculate the X-Y coordinates, the center of gravity and the semi-automatic tare. An LCD touchscreen and integrated printer can display and print the last 3,500 weighing results. Alliance Scale, www.alliancescale.com, 800-343-6802
Custom floor mats for new Volvos Minimizer’s Custom Molded Floor Mats now are available for Volvo’s updated VHD, VNL, VNR and VNX models, as well as older VNLs. Minimizer scans the interior measurements and angles of each specific truck make and model to facilitate an exact fit. The durable mats have a tray system with a raised edge that protects the cab’s floor from dirt and spills.
Minimizer, www.minimizer.com, 800-248-3855
Winter fuel liquefier
Hot Shot’s Secret’s Diesel Winter Rescue is formulated to reliquefy gelled fuel and de-ice frozen fuel filters to help restore the flow of diesel fuel to the engine. The additive contains a military-grade de-icer and a lubricity additive, both designed to help disperse moisture throughout the fuel system, including the tank, lines, pumps and filters. It is engineered to be compatible with all biodiesel blends. Hot Shot’s Secret, www.hotshotsecret.com, 800-341-6516
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Heavy-duty jump starter
LithiumHub’s Jumpbooster JP30 is designed to jumpstart heavy-duty diesel trucks up to 16 liters in displacement with no lead-acid batteries connected. The compact 11-pound jump starter uses high-output lithium-ion batteries with microchip technology to help prevent overheating while producing a full 3,000 peak cranking amps. The 12-volt device is engineered to provide up to 5,000 starts over its seven-year lifespan. Additional features include two cigarette-lighter ports, two USB ports, an extra-bright LED flashlight and built-in smart cables to recharge a laptop, phone, tablet or other electronic device. LithiumHub, lithiumhub.com, 704-360-9311
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Brake pad material lineup Fras-le’s expanded lineup of brake pad material includes GRN Tech, a copper-free air disc brake pad material; Durbloc, an aftermarket value-priced hydraulic product; and a full range of grades in the company’s Magnum Pro and Extreme Service hydraulic families. Fras-le, https://fras-le.com/en,
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Low-clearance warning system GiraffeG4’s Low Clearance Collision Prevention System has an exterior weatherproof and waterproof sensor that uses sound waves designed to measure low-clearance obstacles such as bridges, trestles and trees, while an in-cab display unit shows the obstacle’s exact height before the truck enters its vicinity. If the clearance is too low, the driver is warned with a buzzer and flashing numbers. GiraffeG4 Systems, www.giraffeg4.com, 877-543-1087
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Ultracapacitor cell
Maxwell’s Ultracapacitor Cell features the company’s proprietary DuraBlue advanced shock and vibration technology. The 3-volt 3,400-farad cell is packaged in a 60-mm cylinder and is designed for commercial transportation applications.
commercial carrier journal | march 2019
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Engine cooling fan assemblies Continental’s Engine Cooling Fan Assemblies are designed to be an exact replacement and are engineered to restore original performance. The assemblies are tested for fit, vibration and amperage draw and feature OE-style electrical connections so there are no flying leads that require wire splicing. All mounting points are the same as the original fan, with automotive-grade materials that facilitate long service life and dependability. Continental Commercial Vehicles & Aftermarket, www.usa.vdo.com, 610-289-0488
Trailer tire locks
Winner’s Club Tire Claw XL and Wheel Club both are built to help deter trailer theft by locking around a tire. The Club Tire Claw XL is coated in black vinyl and fits tires up to 12 inches wide; it is self-locking and requires a key. The Wheel Club is made of weather-resistant galvanized steel and fits tires up to 28 inches wide. Both products are bright red for high-visibility deterrence.
Pneumatic grease gun
LockNLube’s LNL261 Pneumatic Grease Gun has a toggle switch for moving quickly between a metered single-shot delivery at up to 6,000 psi or a continuous stream at 5 ounces per minute. The lightweight device has an inline hose swivel, a 30-inch grease hose and a grease coupler that locks on to all Zerk fittings, does not leak and releases with a thumb lever. LockNLube, www.locknlube.com, 603-795-2298
Engine oil drain valve
Fumoto’s SX Industrial Engine Oil Drain Valves have 18mm thread sizes and are engineered for enhanced versatility and adjustability. The valves are designed with 360-degree adjustability to place the valve and lever wherever needed; a faster flow rate due to a larger ball valve; and a lighter, stronger SX bolt made of duralumin alloy to reduce stress on the oil drain port. Fumoto Engineering of America, www.fumotousa.com, 800-918-3406
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Trailer cleaning system
Istobal’s HW’Intrawash Cleaning and Sanitizing System for refrigerated and dry van trailers and shipping containers has a chemical dosing system with multiple programs that can be adjusted for each fleet’s concentration, quantity and reaction time requirements. It is designed to deliver 33 gpm at 1,100 psi and is engineered for easy installation and use to clean and sanitize a 53-foot trailer in about six minutes. The automatic equipment consists of a fixed base, with an elevator platform or with lateral movement as an option, which can be installed indoors in a wash bay or outdoors on a loading dock. A set of stainless-steel guides are moved by a conveyor motor controlled by a frequency converter that regulates speeds on each program pass. An optional stainless-steel hopper collects waste. Istobal, www.istobal.com, 800-336-8795
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AD INDEX BestPass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . getbestpass .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . commercial .bridgestone .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjinnovators .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 CCJ Symposium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjsymposium .com/register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27, 61 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cummins .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 CVSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cvsa .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Direct Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directequipmentsupply .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Drivers Legal Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driverslegalplan .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12, 13 Drivewyze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drivewyze .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Eberspaecher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . eberspaecher-na .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Firestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firestonechallenge .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 FleetPride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetpride .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Great American Trucking Show . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckshow .com/register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Howes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Innovative Products of America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ipatools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech .net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 International Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . internationaltrucks .com/lt-series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Kiene Diesel Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kienediesel .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Mid-America Trucking Show . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckingshow .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65 MInimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minimizer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Napa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . napaonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 O’Reilly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . peterbilt .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC Promiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . promiles .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Randall-Reilly Technicians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . randallreilly .com/hire-techs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Rig Dig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rigdig .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shell .us/services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 TA Petro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 TMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . jointmc .trucking .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 TMC CLA Recipient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjcla .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Veeboards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . veeboards .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Verizon Connect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verizonconnect .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 Volvo Partner Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28-29 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xtralease .com/brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Zamzow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . zamzow-tarp .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 commercial carrier journal | march 2019
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PREVENTABLE or NOT?
Hot rods hammer Doe’s rig
A
fter a hearty breakfast of hot coffee and Gummy Bears, John Doe rolled his tractor-trailer onto South Porkpie Pike, skip-shifted the ol’ Roadranger into high and tuned his Spotify channel to the latest truckin’ tunes. The sky was bright blue, traffic was moderate, and the three-lane highway, posted at 55 mph, was straight and flat. Doe happily rolled along in the right lane, pondering the world’s pressing need for a Kim Kardashian documentary in 4K, until he noticed an “Exit Only” sign and moved into the center lane. At that point, his shotgun-side West Coast mirror revealed the presence of a sporty new Corvette driven by “Crazy Joe” Leadbetter. Apparently, Leadbetter intended to take the next exit, because the right lane ended just ahead. But without warning, Leadbetter accelerated, veered left across Doe’s path and blasted off toward the horizon. John Doe, traveling in the Intent on loud cursing and dashcenter of a three-lane highway, didn’t see a sports car to board pounding, Doe neglected to the right that was facing an eyeball his right-side mirror. Had exit-only lane and attempted he done so, he would have seen that to cut in front of his rig. Was Leadbetter’s buddy – piloting a blue this a preventable accident? Cougar – had materialized in the right lane and was approaching like a bullet! As the exit lane ended, the Cougar also tried to move left across Doe’s path. WHAMMO!! The rig’s right front fender was struck, and Doe received a warning letter from his safety director, charging him with a preventable accident. Since Doe complained, fleet management requested that the National Safety Council’s Accident Review Committee render its own decision. NSC upheld the “preventable” ruling. After not properly sizing up the exit-lane situation and nearly being hit by one maniac, a professional trucker should have checked his mirrors immediately for more trouble, NSC ruled.
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commercial carrier journal | march 2019
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