fleet equipment, july 2013

True cost of ownership • Mandated EOBRs • Choosing the best engine

Tom BotsiosExecutive VP

Central Freight Linesww

w.F

leetE

qu

ipm

en

tMag

.co

m

Managing Equipment Assets

JULY 2013

Standing Apart

44

On the Inside

Departments

EDITORIAL ADVISORY BOARD

Steve Duley,Vice President of PurchasingSchneider National Inc.

David Foster,Vice President ofMaintenanceSoutheastern Freight Lines

Bob Hamilton,Director of Fleet MaintenanceBozzuto's Inc.

Peter Nativo, Director of MaintenanceTransport Service Co.

Darry Stuart,President & CEO DWS Fleet Management

July

14 Timely Tips Seven critical steps to lift safety

16 ASETest time management

18 Industry NewsClass 8 orders rise 29%

30 Truck EquipmentHino expands COE offerings

53 Truck ProductsSAF-Holland rolls out lightweightTridem Slider Suspension

54 Trailers & BodiesCarrier Transicold introducesnew X4 Series trailer units

55 ShopNew Rotabroach kit offered

Editorial 2CAROL BIRKLAND

Heavy-Duty News 4DENISE KOETH

Fuels & Lubes 6JOHN MARTIN

Service & Support 8D. MICHAEL PENNINGTON

Tires & Wheels 10AL COHN

Light- & Medium-Duty 12SETH SKYDEL

Post Script 60

27 Refrigerated Trucking | Plugging in to keep the cold stuff cold

28 IT for Asset Management | Convenient and effective: cardless fueling

32 Special Report | True cost of ownership: value of replacing vehicles

34 Before & After(market) | Trailers...what you need to know about used trailers

38 Equipment Management | Designed for fuel economy: spec’ing engines

44 Aftermarket Insights | Mandated EOBRs/ELDs: beyond HOS compliance

50 Fleet Profile | Standing apart: clean vehicle initiatives

Columns

Vol. 39 | Number 7 | 2013

Features

Founded 1974. Copyright 2013Babcox Media Inc.

32

38

Rapid Response: 800-930-7204 ext. 52001

2 July 2013 | Fleet Equipment

When it comes to onboard communication, fleets need to determine theirobjectives before investing. For about the last two decades, fleets have

had a number of vehicle onboard communication devices to connect with driv-ers, track loads and monitor onboard components. But a lot has changed inthe last 20 years. Communication devices now range from proprietary unitspurchased and installed by fleets to computing devices owned by drivers—smartphones, laptops, tablets and other PDAs—often referred to as “bringyour own device (BYOD).”

According to Brian McLaughlin, president of PeopleNet, “The proliferation ofadvanced communications, computing devices and applications for personal useis driving the debate over device ownership and the ‘right’ model for transporta-tion companies. The questions of whether employees should be allowed to con-nect their personally-owned devices to the company network or whetheremployees should be allowed to use company-owned devices for personal aswell as business use have made device ownership a sensitive issue. This, on top ofsecurity, privacy, cost and supportability issues, gives fleet owners plenty to thinkabout when selecting mobile technology.”

Historically, fleets have opted for fleet-managed or “corporate-owned, corpo-rately-enabled” devices, which offers little to no choice to users, but maintainscontrol for the fleet. The company owns the communication device and does notallow incorporation of personal applications on it. As a result, this model providesthe highest levels of support, security and compliance. The continuous stream ofinnovative consumer devices and services now make BYOD attractive to end-users. Fleet IT departments provide device support and security. While IT depart-ments initially supported the concept to shift the burden and expense ofhardware ownership (and replacement) to drivers, IT has come to appreciate howonerous it can be to deal with an infinite variety of platforms and profiles, hard-ware and security, McLaughlin notes. It is the classic trade-off between choice andcomplexity.

As a result, IT is rethinking BYOD and reshaping it with corporate-owned, per-sonally-enabled (COPE) policies. Instead of making corporate functions work onpersonal devices, COPE sets up a framework to support and allow personal usesof company devices. The company selects preferred devices, buys and ownsthem, but the employee is allowed, within reason, to install the applications theywant on the device. The company also establishes usage and cost thresholds foremployees.

Most important, in a COPE environment, the company reserves the right to dis-connect devices on the corporate network when necessary (as in the case of a se-curity breach) to keep their networks and information secure, one of the biggestissues associated with BYOD programs.

McLaughlin reminds fleets that despite the communication device choices, theright software application is always the source of the greatest ROI, and the mosteffective applications are usually those that are fleet-specific and controlled. /

CAROL BIRKLAND | EDITOR-IN-CHIEF

PUBLISHERDean Martin, Publisher330-670-1234, Ext. [email protected]

EDITORIALCarol Birkland, [email protected]

Tom Gelinas, Editorial [email protected]

Denise Koeth, Sr. Editor330-670-1234, Ext. [email protected]

Seth Skydel,Senior Contributing [email protected]

D. Michael Pennington,Senior Staff [email protected]

Al Cohn, Contributing [email protected]

John Martin, Contributing [email protected]

Paul Hartley, Contributing [email protected]

GRAPHIC DESIGNTammy House, Sr. Graphic Designer330-670-1234, Ext. [email protected]

ADVERTISING SERVICESKelly McAleese, Ad Services Manager330-670-1234, Ext. [email protected]

CIRCULATION SERVICESPat Robinson, Circulation Manager330-670-1234, Ext. [email protected]

Star Mackey, Circulation Assistant330-670-1234, Ext. [email protected]

CORPORATEBill Babcox, PresidentGreg Cira, Vice President,

Chief Financial OfficerJeff Stankard, Vice PresidentBeth Scheetz, Controller

In Memoriam:Edward S. Babcox (1885-1970) – Founder

Tom B. Babcox (1919-1995) – Chairman

BYODs: Not the wholesolution

Editorial


BY DENISE KOETH | SENIOR EDITOR

The appeal of NG

Switching to natural gas can lead tosignificant savings for some fleet

applications. As the cost of dieselcontinues to fluctuate, natural gas(NG) fuel prices have remained rela-tively stable—and less expensive—making it an economical choice.

Heavy-duty truck manufacturershave realized the cost-saving poten-tial and have responded with variousNG-powered offerings that providefleets with options when consideringtruck models. Read on for a recap ofsome of the latest NG offerings.

The Freightliner M2 112 NG, featur-ing the Cummins Westport ISL G, isideal for regional distribution, pick upand delivery, food and beverage, andutility use, the truck maker said. Themodel can handle GVWs up to66,000 lbs. and can be spec’d to han-dle GVW/GCW up to 80,000 lbs., de-pending on application. Freightlineroffers factory-installed and warranty-covered compressed natural gas(CNG) tanks in 60 diesel gallon equiv-alent (DGE) and 75 DGE configura-tions in the M2 112, installed back ofcab. Factory-installed liquefied natu-ral gas (LNG) options on the M2 112include 119- and 150-gal. tanks,which equate to 65 and 86 DGE, re-spectively.

Freightliner plans to begin produc-tion of its Cascadia 113 NG in thefourth quarter of 2013. The truck in-corporates the clean-engine technol-ogy of the new Cummins WestportISX12 G heavy-duty NG engine,which offers 400 HP and 1,450 lb./ft.of torque. An increased variety ofavailable CNG and LNG fuel tank op-tions will allow for increased rangeover other product offerings, thetruck maker said.

Kenworth offers several NG models.

The T440, T470 and W900S are of-fered with the Cummins Westport ISLG engine that can run on either LNGor CNG. These three models can beordered with ratings up to 66,000 lbs.GCW. The T440 also can be spec’das a heavy Class 7 at 33,000 lb. GCW.The Kenworth T660, T800 short hood(116.5-in. BBC), and W900S are avail-able with the Cummins WestportISX12 G engine, which the truckmaker said requires a single fuelsource and can run on either CNG orLNG.

Also available for heavier applica-tions is Kenworth’s T800 standardhood (122.5-in. BBC) with the West-

port 15L HPDI technology NG en-gine. The T800—available only forLNG use—can be ordered in a GCWstarting at 80,000 lb. for over-the-road operation, with additional rat-ings exceeding 130,000 lbs. availablefor heavy applications.

Volvo currently offers two NG-pow-ered Class 8 solutions: the VNL day-cab, equipped with a 12-literCummins-Westport ISX12 G engine,and the VNM daycab, featuring a fac-tory-installed 8.9 liter Cummins ISL Gengine.

Volvo said its proprietary 13-literLNG compression-ignition engine,utilizing a small amount of diesel fuelto ignite the LNG, delivers diesel-likedurability and performance in termsof horsepower and torque. The D13-LNG also provides about a 20% fuelefficiency improvement comparedwith spark-ignition NG engines andan even greater fuel cost reduction

when compared to diesel-poweredengines. VNL daycabs powered bythe Volvo D13-LNG engine will beavailable for order during the secondhalf of 2014.

Mack Trucks’ 12-liter NG-poweredPinnacle Axle Back model offers aNG solution for on-highway applica-tions. Ideal for regional haul and LTL,the Mack Pinnacle is equipped withthe Cummins Westport ISX12 G en-gine and available for order with ei-ther an LNG or CNG fuel system.

Navistar said the InternationalTranStar CNG, with a spark-ignited,turbo-charged engine rated at 320HP with 1,000 lb./ft. of torque, is well-

suited for a variety of applications.Available through a partnership withWestport, the ISL-G combines highdisplacement and superior horse-power with proven Wastegate tur-bocharger technology for impressivelow-end torque, transient response,and increased fuel efficiency, thetruck maker said.

Peterbilt recently announced theavailability of the new 2013 CumminsWestport ISX12 G NG engine. Basedon the Cummins ISX12 diesel engine,the ISX12 G is both EPA and CARBcertified; it will not require a dieselparticulate filter or a selective cat-alytic reduction system, the truckmaker added.

Available in August, the ISX12 Gfeatures spark ignition technologyand a 3-way catalyst, and will beavailable with a maximum 400 HPand max torque ratings of up to1,450 lb./ft. /

…natural gas (NG) fuel prices haveremained relatively stable…

Heavy-Duty News


BY JOHN MARTIN | CONTRIBUTING EDITOR

Positive alternate fuel newsFuels & Lubes

The Federal government has finallyapproved the design and con-

struction of a second liquified naturalgas (LNG) export terminal (Canadahas several).

For some time, Cheniere Energyhad the only LNG site approved bythe U.S. government. Some questionexisted as to whether or not the gov-ernment was going to allow naturalgas producers to export natural gasto other countries. (The exportationof U.S. crude oil is banned by law.)

The lack of approval of a secondLNG export terminal served to put adamper on some natural gas produc-ers. They felt it would take consider-able time to develop the market forcompressed natural gas (CNG) in thiscountry, so they were reluctant tospend valuable exploration and pro-duction (E&P) dollars before the mar-ket in the U.S. was significantly larger.

Since the cost of petroleum in Eu-rope and China is four times what it isin the U.S., approval to export naturalgas in LNG form (to minimize ship-ping costs) will cause natural gas de-velopers to accelerate their E&Pefforts.

Mobil is currently making plans tobuild a $10 billion terminal to exportLNG to Qatar. This is a threefold en-dorsement of gaseous fuels. First,Mobil wouldn’t invest that much timeand energy without a guaranteed re-turn. Second, the Middle East is nowrealizing that its crude oil reserves(that have been overstated for years)are playing out. Third, it says that theMiddle East’s extensive investment insolar power wasn’t the solution to itsenergy shortages.

Several major companies have in-vested heavily in Arctic crude oil E&P,but Arctic crude is extremely expen-sive to find and bring to the surface. Itjust doesn’t make economic sense inNorth America. That’s why the major-ity of investment has been by Euro-peans (including Russia, Scandinaviaand Shell). They intend to sell thiscrude in Europe and China at much

higher prices than it will bring inNorth America. We will get all thecrude we need from both the U.S.and Canada.

BP, which has a huge presence inthe U.S., is spending millions to con-vert a refinery in Whiting, Ind., tohandle the Canadian heavy oil crudeextracted from oil sands. This refineryupdate will be completed before falland will increase U.S. refining capac-

ity by more than 200,000 barrels perday. Canadian crude currently costs$22 a barrel less than West Texas In-termediate crude.

The International Energy Agency(IEA), based in Paris, recently statedthat North America will provide 40%of new oil growth through 2018.OPEC’s contribution will slip to 30%by then. Global oil demand is ex-pected to increase by 6.1 million bar-rels per day (6.7%) to 96.7 millionbarrels per day by 2018. In fact, itnow appears that the petroleumneeds of China and India will be pri-marily met by U.S. production in-creases. North American productionis expected to increase by 3.9 millionbarrels per day by 2018.

Environmental activists’ efforts toban all U.S. “fracking” are now en-countering some resistance in twostates. California recently defeated abill to ban all fracking within thestate’s borders. Two cities in Col-orado, one of the top 10 U.S. oil pro-ducing states, recently bannedfracking. Now the discussion has es-calated to the state level.

Since the Governor of Colorado is alicensed geologist with a master’s de-gree, he should add some neededstability and logic to these ratheremotional discussions. The oil indus-try currently provides 4,800 jobs inthe state of Colorado.

How about that for a turnaround? Afew years ago, no one would havepredicted that U.S. shale oil produc-tion could be responsible for gettingour economy back on track. Now let’sget that Keystone XL pipeline quicklyapproved! /

…the Middle Eastis now realizingthat its crude

oil reserves (thathave been over-stated for years)are playing out.


BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Parts at the heartof the operation

Service & SupportParts and service are the heart of

fleet maintenance operations andthe lifeblood of the OE dealership. It’ssimply what keeps the trucks and trail-ers on the road generating revenuefor both parties. Over the past fewyears, virtually all truck OEMs devel-oped their own parts brand to ad-dress the all-makes truck parts marketand to appeal to the second, thirdand fourth owners, as well as to theindependent service garages, with alower cost model (than the genuinepart) to attract those end-users backto the dealership beyond the war-ranty period.

In many cases, first-owner fleets usethese lower cost products when a ve-hicle is nearing the end of its tenure.Second owners (smaller fleets) are en-couraged by this to purchase non-OEM-quality replacement parts.

“More than ever, truck operatorsand the independent shops are rush-ing to the ‘white box’ because theyare recognizing the trusted productsat a value price,” said Todd Biggs, di-rector of aftermarket parts and mar-keting, Alliance Truck Parts (a brandof Daimler Trucks North America).

Alliance said its goal is “to supply astrategic lineup of need-it-now andfrequent-replacement parts, deliver-ing on our “good parts/better prices”promise. Our brand must be the bet-ter part with a good price, since the

first owner, plus the subsequent own-ers, seek value,” Biggs said. “We’veworked hard to deliver on our all-makes promise of offering betterparts (over 30 parts) at value prices atmore than 800 locations. That value,the expanding breadth of our prod-uct offering, the one-year unlimitedmileage warranty, and the nationwideavailability are helping our brand’sgains with customers.”

He also called the options for after-market parts overwhelming; and onetruck operator from Kentucky said,“The source, as well as the quality ofwhat comes out of the box, can im-pact my operation’s bottom line.”

With a rebranding effort launched inearly 2011, Alliance has accom-plished several key steps:

• Bolstered its catalog offering, fo-cusing on frequent-replacement partsand accessories. The catalog informa-tion is available online in download-able PDF format or active Zmagdigital publishing platform.

• Launched a new mobile-opti-mized website to address the imme-diacy of on-road repairs. Its focus ison expanded product content.

• NASCAR Nationwide Series carand driver sponsorship continuedwith the parts maker’s partnershipwith Penske Racing.

• Launched a new line of heavy-duty alternators that stand up to thehigher temperatures of today’s EPA-compliant engines and meet quality,fit and finish requirements.

“When a truck is down, it costs theowner more than just the money torepair it,” added Biggs. The supplierintends to offer more remanufacturedcomponents, while sales of glider kitscontinue to soar as particular fleetswish to “re-outfit” their own powerunits using quality parts and theirown talented technicians.

Complementing DTNA’s focus onimproved parts service, the companyhas raised the bar for customer serv-ice to end-users on the dealer side ofthe equation. Its network of Elite Sup-port Certified dealers continues togrow as fleets and owner-operatorsbecome aware of the services offeredat these locations.

Freightliner and Western Star EliteSupport Certified dealers (95 todaywith 63 more dealers working tomeet criteria) offer rapid diagnosticsand consistent communication, mak-ing certification an item that fleets re-quest. “Elite Support focuses onenhancing dealership processes thataddress customer concerns, whichleads to higher customer satisfac-tion,” said Martin Osborne, generalmanager of distribution network de-velopment, DTNA. “Our dealers areengaged and invested in making ad-vancements that not only improvethe customer experience, but alsohelp make dealers more efficient.”

The brand is probably 12 or 13years old and has developed overtime as Freightliner has added prod-ucts to its portfolio. It is only offeredto Freightliner dealers and has cre-ated a nice niche for them. In addi-tion, it has been backed by somesignificant marketing dollars in termsof advertising and NASCAR sponsor-ship.

Freightliner has made a significantinvestment in developing its ownbrand of products. Alliance plays asignificant role in Freightliner’s partsstrategy, offering purchasing leverageagainst genuine branded supplierproducts such as Meritor, Dana orEaton, etc. The product categoriesare usually quoted on a periodicbasis, so purchasing has more op-tions than just what was selected onthe new vehicle. /

…all the truckOEMs developedtheir own parts

brand...


BY AL COHN | CONTRIBUTING EDITOR

Why do tires lose air?

Maintaining proper tire inflationpressure is a goal for every fleet

manager. When the proper air pres-sure is correctly set, tire removalmiles, fuel economy and retreadabilityall are maximized. Air carries and sup-ports vehicle loads; in a perfect world,depending on the specific load, theinflation pressure should be set ac-cordingly.

If a loaded tire is carrying 6,000 lbs.when run on the steer position, thenthe recommended tire inflation is 110PSI for the common 295/75R22.5 lowprofile tire size. Load-inflation tablesstate the designed tire pressure de-fined for given tire loads. These ta-bles are readily available on all thetire companies’ websites. However,be careful when reading these charts,since the recommended pressuresvary depending on tires being run assingles or as duals.

Since it is totally impractical tochange tire pressures every time thetrailer load changes, the recom-mended tire pressure setting must bebased on the worst case load sce-nario. Even though the average loadmay be significantly lower than theworst case load, it still is very impor-tant to set the pressure based on thatworst case load scenario.

Fleet tire managers typically askhow frequently they should be check-ing tire pressures—and why tires loseso much air during the course of theyear. There really are only four rea-sons why tires lose air:

1. Osmosis of air through the tirecasing can lead to a loss of 1 to 3 PSIper month, depending on the spe-cific tire make and model. The typeof compounds used in the manufac-ture of the tire can have a big impacton osmosis. The composition and

gauge of the tire innerliner com-pound also plays a significant role inosmosis. Losing 2 PSI per monthdoes not sound like very much, butafter 12 months the tire would beconsidered “flat” and should be re-moved from service. If a tire is meas-ured to be 20% under the fleet’sspecification, the industry recommen-dation is to remove the tire from serv-ice, dismount and determine exactlywhat is going on with the tire.

2. Slow leaking punctures in thetread are the leading cause of tires

losing air. A nail embedded in a tire’sgroove may cause a loss of 2 or 3 PSIper day, not 2 or 3 PSI per month aswith osmosis. You can check the tirepressure before the vehicle leaves theyard in the morning, yet pick up a nailjust a few minutes later.

3. Leaking valve stems and coresare another cause of low tire pres-sure. Over-tightening valve cores canlead to loss of air. There actually is aspecification of 4 in.-lbs. of torque ona tire valve core. Valve core pre-settorque wrenches are available throughtire supply companies.

4. Finally, tires lose air through im-pact breaks. Running over large ob-jects and hitting the curbs on thoseright-handed turns can lead to airloss, which is usually sudden and willlead to an emergency roadside serv-ice call.

So, how frequently should a fleet bechecking tire pressures? It dependson the type of service vocation. If ve-hicles see a high volume of mixedservice and are on unpaved roads,then tires need to be checked a lotmore frequently than tires running onvehicles that are going coast-to-coastover the interstates.

If the vehicles are coming backhome every night and travel on goodroads, then a once a week check oftire pressures is the standard recom-mendation. However, it always is a

good practice to check tire pressuresas often as is practical.

Having said that, it is fair to notethat the drawback with checking tirepressures frequently is that it justtakes time. Checking the pressure of18 tires with valve caps on one rigcan take up to 15 minutes to com-plete.

Finally word of advice—always usea pressure gauge that has been cali-brated. Some stick gauges are ad-justable by turning a screw located inthe bottom of the gauge. Many truckstops have air inflation calibration sta-tions to check your pressure gauges.Even brand new pressure gauges outof the box are only accurate to +/- 3 PSI,so it is a good idea to check yourgauges for accuracy on a regularbasis. /

…it always is a good practiceto check tire pressures as

often as is practical.

Tires & Wheels


BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Addressing safety

Using technology helps reduce ac-cident frequency and costs.

During the National Safety Council’sDistracted Driving Awareness Month,SmartDrive Systems announced initialresults of a study designed to explorethe distracted driving rate in commer-cial fleets. The Distracted DrivingIndex concluded that the top 5% ofcommercial vehicle drivers are dis-tracted 79% of the time during riskydriving maneuvers, a rate that isnearly six times higher than the restof the drivers in the study.

For the study, SmartDrive evaluatedmore than 15.1 million video eventsrecorded over the course of 2012 andquantified distractions such as mobilephone use, eating, drinking, doingpaperwork, personal hygiene andother activities. The percentages re-flect how often a distraction was ob-served when a risky driving maneuverwas recorded. For example, over 30%of distracted drivers were eating anddrinking while speeding.

For many light- and medium-dutyfleet managers, addressing safety isan important but time-consumingprocess. There are, however, solu-tions available that can be used to ef-fectively and efficiently work withdrivers to change unsafe behaviors.

The SmartDrive integrated solutionof onboard video and audio, and ve-hicle data capture systems, detectsrisky and inefficient driving behaviors.The SmartDrive Review Center cate-gorizes and prioritizes the triggereddriving events based on more than70 observation points. This informa-tion is then used to provide focusedtraining and coaching programs thattarget and prioritize the areas need-ing improvement.

Loomis has implemented the Smart-Drive solution in more than 2,600 ar-

mored vehicles that travel over 72million miles annually. Results re-ported by the company include a53% reduction in speeding and colli-sion frequency. “SmartDrive gives usthe opportunity to correct unsafe be-haviors, because we see incidentsoccur that we normally wouldn’t see,”said Randy Sheltra, vice president ofsafety for Loomis. “By changingthose driving behaviors, we can re-duce the impact of the most signifi-cant incidents and keep the generalpublic safer.”

ICEE Co., producer of frozen car-bonated beverages, is currently im-plementing SmartDrive programsacross its company fleet of 680 distri-bution and service vehicles that oper-ate from over 100 service centersnationwide. The company will beusing the solution to develop focuseddriving skills training programs aimedat reducing risk and generating fuelsavings.

“We were already sold on the bene-fits of event triggered video captureto improve driving skills,” said RodSexton, vice president of operationsat ICEE Co. “We chose SmartDrivebecause of the support and coachingprograms that come with the prod-uct. We believe we will see more effi-cient drivers and a measurablereduction in collisions.”

DriveCam also supplies a programthat combines data and video analyt-ics with real-time driver feedback andcoaching. The solution uses the com-pany’s Driver Science Engine, whichscores, prioritizes and tracks results ofdriving behaviors. Fleets manage theprogram through a web-based portal.

Orange County, Fla., has imple-mented the DriveCam solution in itsfleet of 2,200 vehicles. In the firstyear, the county realized an 81% re-

duction in the cost of accidents and a76% drop in accident frequency. “Westarted to see poor driving behaviorsthat we were able to address immedi-ately,” said John Petrelli, manager ofrisk management for the county.“With DriveCam, we’re now able toenforce a lot of those elements thatwe wouldn’t be able to see other-wise.”

DriveCam has just announced that

TXI, a supplier of building materialswith subsidiaries in five states, is de-ploying its solution across its fleet ofready-mix concrete trucks, and ag-gregate and cement hauling vehicles.“We used DriveCam for about sixmonths and experienced a major re-duction in claims compared to lastyear, as well as a reduction in totalcosts,” said Jamie Rogers, TXI’s vicepresident and COO.

When fleets and drivers alike knowexactly what is causing distractions onthe road and are taking steps to ad-dress them, more cost-effective andsafer operations are possible. /

The Distracted Driving Index

concluded that thetop 5% of commer-cial vehicle driversare distracted 79%of the time during

risky driving maneuvers…

Light -& Medium-Duty


Stertil-Koni said its research hasshown there are seven key steps

that fleets observe prior to liftingheavy-duty work vehicles in commer-cial maintenance facilities.

“When it comes to using heavy-duty

vehicle lifts, safety is paramount. That’swhy we strongly recommend a disci-plined approach to ensure top per-formance and complete operatorsafety in all heavy-duty vehicle mainte-nance facilities,” said Stertil-Koni Presi-dent Dr. Jean DellAmore.

1. Always double-check the weightof the heaviest vehicle you intend to

lift. Make certain the lift is certified tomeet, or exceed, that threshold.

2. Carefully measure the height clear-ance of the facility. Prior to selecting alifting system, measure the ceiling heightin the facility and also note the height ofthe tallest vehicle you intend to serviceon the lift. That way, operators can de-termine if there is ample room to raisethe vehicle to a serviceable height thatwill permit a technician to comfortablywork underneath the vehicle.

3. Consider lift positioning. With mo-bile column lifts, before you begin, al-ways lift on a firm foundation on levelground. In addition, when lifting out-doors, be aware of wind loads. Also,make certain all personnel are clear ofthe vehicle and that the wheels on thevehicle being raised are properly en-gaged with the forks on the mobilecolumn lifts. For in-ground piston lifts,check that the contact points are prop-erly positioned.

4. Select a lifting system that pre-vents unauthorized access to lift opera-tion. This could take the form of alocked control box or a secure key or“wand” necessary to activate the liftsystem prior to use.

5. Select a lifting system that ensuresstability. Look for “synchronization” thatstarts immediately when the lift goesinto motion and continues through thefull range of travel—thereby ensuringsafe and smooth lifting and loweringcycles. Examine the mechanical lockingsystem on the lift and make certain itstarts near the floor and continues upthe entire height of the lift.

6. Go wireless! For added safetywhen using mobile column lifts, con-sider a system that offers wireless op-eration. Certain wireless mobilecolumn lifts are powered by a 24-voltdirect current system and require nointerconnecting cables.

7. Select heavy-duty vehicle lifts thatare third-party tested and validated.Make certain lifts are subject to a regu-lar program of scheduled mainte-nance—in accordance with themanufacturer’s recommended sched-ule—and receive annual lift inspectionby a certified lift inspector. /

Timely Tips Seven critical steps to lift safety

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5201

4


Last month in this column, Italked about the value of incor-

porating a testing process like ASEcertification into your training pro-gram. When taking any test, partic-ularly when it’s like ASE’s computer-based format, you need to manageyour time. While there’s no magicbullet, there are some good, com-mon sense methods technicianscan use to get the upper hand ontime management when it counts—at the test center.

ASE certification is the mostwidely-used and recognized testingprogram in the industry, so I’ll focuson that in this column, but the ad-vice herein can apply to any testingprocess. The ASE test questionsare formatted into one of threetypes: 1) Direct/Completion Ques-tions, 2) Technician A/Technician BQuestions, and 3) Except or LeastLikely Questions. All questions arebased upon industry-acceptedpractices, and there are technicalreasons why the choices are rightor wrong. Read the entire questioncarefully, and then consider each ofthe four answer choices and ruleout the ones that you think are ob-viously wrong. Choose the answerthat seems most likely to you,based on your experience. If youstill cannot choose an answer, takeyour best guess and go on.

With Technician A/Technician Bquestions, two technicians are mak-ing independent statements whichyou must judge to be true or false.The most common mistake withthis type of question is allowingone technician’s statement to influ-ence your thinking about the oth-ers.

Always keep in mind that the twotechnicians are not arguing with

one another, they’re simply makingindependent statements. ReadTechnician A’s statement by itselfand ask yourself: Is this true orfalse? Then set aside Technician A’sstatement and consider TechnicianB’s statement by itself.

Except or Least likely questionsusually begin with a statement of aproblem or malfunction of somekind. You must choose the onething that is LEAST likely to causethe problem.

Often, the best way to find theanswer to this type of question isby process of elimination. Look ateach possible answer in turn anddecide if it is or isn’t likely to causethe problem. For an interactive re-view of the different ASE questionstyles, go to the Test Prep & Train-ing section of the ASE website atwww.ase.com and select Test Tak-ing Tips.

What can you do at the test cen-ter to manage your time? Althoughyou can’t control time, you canmake it work more in your favor. Ifyou feel confident about an answerto a question, then answer it. Doingso helps you spare the remainingtime for questions you may not feelsure about.

If you’re unsure about your an-swer, select the answer you think iscorrect and then select the Flagbutton at the bottom of the test in-terface. Flagged questions will beshown on the Review Screen later.

While no one can stop the in-evitable ticking of the clock, thetechniques outlined here can helpyou better manage time when tak-ing an ASE exam.

Remember, the better you man-age your time, the better you’ll per-form on the test. /

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5201

6

Test time management

Training Techniques

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS


Class 8 orders remained above 20,000units for an eighth consecutive month inMay, rising to their second highest volumein 17 months. New and net Class 8 orderswere essentially flat at 24,218 units and23,188 units, respectively, while Classes 5through 7 net orders totaled 17,088 units,the best order volume in the past eightmonths. This updated status of the NorthAmerica commercial vehicle market wasincluded in the State of the Industry re-port, recently released by ACT ResearchCo. The report covers Classes 5 through 8vehicles for the North American market.

“New orders being placed for Class 8 ve-hicles continue to come from soon-to-bebuyers who are genuine in their need fornew trucks,” said Steve Tam, ACT’s vicepresident, commercial vehicle sector.“Cancellations fell meaningfully in May,flirting with a new all-time low. The lack ofspeculative orders bodes well for the in-dustry, as any increase in need for truckswill translate immediately into order ac-tivity.”

Great Dane’s Statesboro plantdelivers first Celadon reefer

A prototype trailer that is part of a 200-unit order for Celadon Group has been builtat Great Dane’s newest manufacturing fa-cility in Statesboro, Ga. The refrigeratedtrailers being manufactured for Celadonare based on Great Dane’s Everest TLmodel. The reefers feature the manufac-turer’s ThermoGuard liner in the sidewalls,ceiling and floor subpan to minimize ther-mal degradation of the trailer’s insulation.

Other features of Celadon’s customizedEverest TL units include a wedge designfor maximum rear opening height, Hen-drickson HD Air Ride suspension, Bridge-stone R197 Ecopia tires, Transtex sideskirts, Carrier 2100 APX reefer units

NewsClass 8 net orders rise 29%Industry

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5201

8

Babcox promotes Martin to publisher of FLEET EQUIPMENT

Babcox Media Inc. has promoted Dean Martinto publisher of FLEET EQUIPMENT. Originatingin1974 with a print publication and followed bythe additions of its website and e-newsletter,the FLEET EQUIPMENT brand is dedicated to serv-ing the 53,000 trucking industry professionalswho specify, buy and manage equipment assetsfor their truck fleet operations.

Prior to his promotion, Martin was regionalsales manager for the company, covering territories in the Southeast and South Cen-tral U.S. A 17-year veteran of Babcox Media, Martin joined the company in 1996 asassociate group publisher for the company’s Tech Group publications. In 1999, hewas named associate publisher of PROFESSIONAL NASCAR GARAGE, which he managedin conjunction with his current role. Prior to joining Babcox, Martin served as pub-lisher of trade publications in the mining and construction industries.

“Dean Martin has been an integral part of the Babcox Media team for a number ofyears, and the industry expertise he has accrued during that time will serve himwell in this new role as publisher of FLEET EQUIPMENT,” said Bill Babcox, president ofBabcox Media. “We see great things ahead for the brand, and the trucking industryas a whole, and we are very excited for the future of the property with Dean at thehelm.”

For additional information, Martin can be reached at [email protected] or at330-670-1234, ext. 225.

with auto fresh air exchange and Intel-liset temperature control, a rear doorswitch, StarTrak GPS, a side air chute andan air return bulkhead, and pallet stops.The trailers also are designed for occa-sional rail usage.

The 200 reefers ordered by Celadon rep-resent the first refrigerated trailers thetruckload carrier has purchased.

“As a long-time supplier of Celadon’s dryfreight trailers, we’re especially honoredthat Celadon selected us for its initial orderof refrigerated trailers,” said Dave Gilliland,Great Dane’s vice president of national ac-counts. “These trailers will enable Celadonto expand its customer service by haulingtemperature-controlled freight, in additionto its already wide range of services.”

Meritor WABCO receives Excellence in Quality Award

Hino Motors Manufacturing U.S.A. Inc.has awarded Meritor WABCO with a 2012Excellence in Quality Award for the thirdtime in the past five years. The award rec-ognizes Meritor WABCO for achieving aperfect zero parts per million (PPM) de-fect rate during the entire calendar year.In addition, Meritor WABCO’s on-time de-livery performance was 100% for 2012.


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5202

0

Volvo Trucks to build DME-powered vehicles forNorth America

As the latest step in its “Blue Power” alternative fuel strategy, VolvoTrucks will develop dimethyl ether (DME)-powered Volvo D13 enginesin North America and will begin limited production in 2015.

According to Göran Nyberg, president of Volvo Trucks NorthAmerican sales and marketing,“We bring sustainable transportsolutions, and this engine represents remarkable technology.Testing began early this year and now we have over 650,000miles testing completed with select customers. In 2015, we willbegin production of DME trucks in the U.S., with engines initiallybuilt at Hagerstown plant.”

Volvo also announced it will partner with Safeway Inc. and OberonFuels to test DME-powered vehicles. Using $500,000 in funding fromCalifornia’s San Joaquin Valley Air Pollution Control District, twoDME-powered Volvo VNL models will run in Safeway’s operation onOberon-produced DME. Oberon has developed skid-mounted, small-scale production units that convert biogas and natural gas to DME.

“Safeway is very interested in alternative fuels, and we currentlyrun Volvo trucks in our fleet,” said Tom Nartker, vice president oftransportation at Safeway. “We decided to test Volvo DME technologyin our fleet because it is a natural fit with our sustainability strategy.”

DME, which is non-toxic and already is used as an aerosol propel-lant in cosmetics and other household products, can be made from avariety of sustainable biomass feedstocks like food, animal and agri-cultural waste, as well as from natural gas. Its high cetane numberdelivers performance and efficiency comparable to diesel, and DMEpackages densely enough to support long range operations or to allow

room for frame-mounted vocational equipment. DME, like diesel, is a compression ignition fuel. It is handled and

stored like propane, with tank pressures of only 75 PSI. When pro-duced from biomass or biogas, DME can provide up to a 95% CO2 re-duction compared to diesel.

“With the addition of DME-powered vehicles to our previously an-nounced CNG and LNG offerings, Volvo’s Blue Power lineup will offer acomprehensive approach to the developing North American alterna-tive fuel market,” Nyberg said. “It is clear that DME technology showsgreat potential for North America, and allows Volvo to further its com-mitment to our customers and the environment.”

Göran Nyberg (right), president of Volvo Trucks North American sales and market-ing, with Kish Rajan, director of the California Governor’s Office on Business andEconomic Development.

Meritor WABCO supplies Hino with pneu-matic and hydraulic antilock braking(ABS) systems for vehicles built in Will-iamston, W.V., and Woodstock, Ontario.

SAF-Holland receives Supplierof the Year Award from Pepsico

SAF-Holland was recently awarded witha Supplier of the Year award from PepsiCoNorth America Beverages for its introduc-tion of a new air suspension product foruse on PepsiCo’s North American bever-age route delivery trailers. The new SAFTrailer Slider Air Suspension, namedCBX40 with Auto-PosiLift, is a “game-changer” for PepsiCo’s North Americanbeverage fleet operations, the companysaid, adding that the new suspensionproduct is contributing directly to Pep-siCo North America Beverages’ environ-mental sustainability goals of reducedfuel consumption and reduced tire wear.

Dave McInnis, SAF-Holland’s trailer OEMaccount manager, accepted the award dur-ing a presentation from PBC fleet man-agers Roland Bailey and Scott Morris.

The CBX40 with Auto-PosiLift was ini-tially developed for multi-stop beveragedistribution fleets; however, other varyingload fleet operations such as less thantruckload fleets back hauling empty andfood service also may reap the benefits ofsignificant fuel savings, reduced tire wearand reduced toll charges.

GE Capital Fleet Services expands safety products suite

An agreement with Mobileye will nowprovide access to the company’s collisionavoidance system for truck fleet cus-tomers of GE Capital Fleet Services. TheMobileye system alerts drivers to impend-ing collisions when making an unintendedlane departure, and when following thepreceding vehicle too closely. Additionally,Mobileye’s proprietary Traffic Sign Recog-nition technology identifies posted speedlimits in real-time and alerts drivers to

www.FleetEquipmentMag.com 21

NewsIndustryRapid Response: 800-930-7204 ext. 52021

speed limit violations and automaticallycontrols high beams, depending on dis-tance to preceding and oncoming traffic.

In addition to Mobileye, GE’s safety prod-uct suite includes a safety-recall reportingsystem with Carfax; Accident Services re-porting, repairs and subrogation; Driver-Care MVR Manager for motor vehicle recordcompliance and reporting; and DriverCareRisk Manager for identifying at-risk driversand assigning remedial training.

PeopleNet certifies Motorolahandheld for mobility apps

Motorola’s MC75A Mobile Computer is thefirst of a suite of handheld devices certifiedby PeopleNet as compatible with its fleetmobility applications. PeopleNet’s testingfound that the MC75A 3.5G Worldwide En-terprise Digital Assistant (EDA) meets userapplication-specific needs, reduces the riskof damage and shortens deployment timefor customers. PeopleNet now certifies each

handheld device offering to ensure thatthey support safety and compliance man-agement, driver and vehicle monitoring,and the company’s applications.

Daimler Trucks North Americalaunches careers app

Daimler Trucks North America (DTNA)has launched a DTNA Careers app for can-didates interested in pursuing a careerwith the company. Positions range fromthe factory to the office, including produc-tion, maintenance, engineering, IT, fi-nance, and sales, marketing and supplychain management.

The DTNA Careers app features jobsearch functionality, the ability to sharejobs with friends, a calendar of eventsDTNA is attending, and benefits and com-pensation information. While the free appis currently only offered for iOS products,the company plans to expand the app toother platforms in the future.

Fleet Engineers releases VMRS codes online

Vehicle Maintenance Reporting Stan-dard (VMRS) codes for products fromFleet Engineers are now available on thecompany’s website. Fleet Engineers hascomposed a list of all of part numbers andattached the appropriate VMRS code. Forinformation, visit www.fleetengineers.com.

Kozek named president of Navistar truckand parts business

Bill Kozek was namedpresident of NavistarInternational Corp.’sNorth America Truckand Parts business. Hesucceeds Jack Allen,who was promoted to chief operating offi-cer last month.

Kozek, 50, joins Navistar following a26-year career at PACCAR Inc., where hemost recently served as vice presidentand general manager of its Peterbilt Mo-tors Co.

“Bill is a recognized and respectedleader in the North America truck indus-try, having successfully run both the Pe-terbilt and Kenworth truck divisionsduring his career,” said Troy Clarke, Nav-istar president and CEO. “We look for-ward to the new perspectives and


NewsIndustryRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 52

022

expanded strategic thinking he will bringto our core North America truck andparts business.”

ICEE Co. switches to SmartDrive Systems

The ICEE Co., producer of one of themost highly recognized brand in thefrozen carbonated beverage industry, isimplementing SmartDrive Safety and Fuelprograms across its entire fleet. The ICEE

Co. fleet of 680 distribution and service ve-hicles operates from over 100 service cen-ters nationwide and consists of light- andmedium-duty trucks and vans.

The SmartDrive integrated solution ofonboard video, audio and vehicle datacapture systems, detects risky and ineffi-cient driving actions. The SmartDrive Re-view Center categorizes and prioritizesthe triggered driving events based onmore than 70 observations. This informa-

tion is then used to provide scientificallybased, focused training and coaching pro-grams that target and prioritize areasneeding improvement.

Utility produces 50,000thdry van

Utility Trailer Manufacturing Co. hasreached a milestone by producing the50,000th dry van trailer at its GladeSpring, Va., manufacturing plant. Therecord-setting trailer, a 4000D-X Compos-ite dry van, was built for K-VA-T FoodStores Inc. (Food City’s parent company),a locally-owned company operating 106 re-tail supermarkets throughout the tri-stateregions of southeast Kentucky, southwestVirginia and northeast Tennessee.

Utility currently operates five trailermanufacturing facilities in the U.S.

PeopleNet partners with Easy Manifest

To help drivers save time by eliminat-ing wait time at border crossings, Peo-pleNet has announced a new integrationpartner. Easy Manifest is a provider ofa scalable web-based service that makesit easier to prepare and submit error-free eManifests to American and Cana-dian customs agencies.

At least one hour prior to crossing theborder, a carrier’s driver or dispatchercan submit an eManifest electronically tothe appropriate respective border agency.The system helps prevent rejection by en-suring that data entered is valid or allow-ing the carrier to make changes andresubmit the manifest prior to the vehi-cle’s arrival at the border.

Comdata launches FleetAdvance Comdata Corp said it has introduced a

new program that utilizes real-timetransaction data to help fleets makesmarter purchasing decisions and bettermanage fuel costs.

FleetAdvance will help identify opportu-nities for fuel cost savings by providingthe ability to score each fuel transactionas it occurs, comparing the net price paidto the price that could have been paid atother nearby locations.

For each transaction that falls outsideestablished score guidelines, Comdatacan send an immediate email or text mes-sage notification. Additionally, all transac-

NewsIndustry


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5202

4

tions can be monitored via a web-basedconsole that tracks purchasing activityand provides other information in realtime.

PacLease, Kenworth Sales andBlu LNG offer LNG rentals

Through a new program from PacLease,its Salt Lake City-based franchise Ken-worth Sales Co. and Blu LNG, also knownas TransFuels, fleets operating along the

I-84 and I-15 corridors from Las Vegasthrough Utah, Idaho and eastern Oregoncan now rent Kenworth trucks fueled byliquefied natural gas (LNG). The programwill be offered at Kenworth Sales Co.-Pac-Lease locations near Blu LNG fueling sta-tions. More locations will be added asnew Blu LNG stations come online andLNG rental truck equipment is available.

The rental program offers four configu-rations based on the Kenworth T800

equipped with one 120-gal. LNG fuel tank,a 15-liter Westport high-pressure directinjection (HPDI) engine and a manualtransmission.

Mitsubishi Fuso announces2012 dealer awards

To recognize its most outstanding deal-ers in the U.S. and Canada for overall per-formance, sales, parts sales and serviceperformance, Mitsubishi Fuso Truck ofAmerica Inc. (MFTA) has announced its2012 North American Dealer of the Yearawards. Recipients include:

• North American Dealer of the Year —Messina Truck Center, Tampa, Fla.

• Canada Dealer of the Year — Globo-Cam Riv-Sud, Boucherville, Quebec

• North American Sales Dealer of theYear — Charlotte Truck Center, Char-lotte, N.C.

• North American Parts Dealer of theYear — D & S Truck Center, Hodgkins, Ill.

• National Service Dealer of the Year(U.S.) — AM Mitsubishi Fuso, Philadel-phia, Pa.

• National Service Dealer of the Year(Canada) — Globocam (Anjou), Anjou,Quebec

In addition to these overall winners,MFTA has recognized Jay McGary, Char-lotte Truck Center, Charlotte, N.C., as NorthAmerican Salesperson of the Year. Thecompany has also named Eastern andWestern Region winners in the U.S.

“These awards aren’t just about num-bers,” explains Todd Bloom, MFTA presi-dent and CEO. “They are based on anevaluation of each dealer’s performancein a number of categories. In 2012, wefound ourselves still facing a weak eco-nomic recovery, with only slowly improv-ing product demand. Yet these dealersfound a way to compete and survive, andto improve their business and their con-tribution to MFTA’s success.”

Caterpillar honors Peterson forsupplier excellence

Peterson Manufacturing Co. announcedthat it has been awarded Silver certifica-tion for 2012 through Caterpillar Inc.’sSupplier Quality Excellence Process.Caterpillar personnel visited Peterson’scorporate headquarters in Grandview,Mo., recently to present the award. /

NewsIndustry


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5202

6



As any refrigerated hauler can tellyou, there’s a cost to keeping a

trailer and its contents cold. Undermaximum load conditions, newerreefer units can consume around agallon of diesel per hour—about $4at today’s fuel prices. But, what if—atopportune times—you could keepthat reefer unit humming along for upto half the cost, while reducing noiseand emissions? A no-brainer, right?

According to Alan Bates, vice presi-dent of marketing for ShorepowerTechnologies, 460-volt power allowshybrid reefers to do just that, andreefer fleets are beginning to see thebenefits. “The infrastructure is slowlymaking its way across the country, aswe put in eTRU connections, alongwith 120-volt power for cab conven-iences,” he says.

Many fleets have already “electri-fied” their own terminals, and seekout truckstops that offer power whileon the road. “It makes total sense tous,” says Charla Whalen-Mueller,marketing director for Witte Bros., aprovider of nationwide temperature-controlled truckload services.

“We have 225 reefers with CarrierVector diesel/electric hybrids and an-other 20 on order,” she says. “Soon,our entire fleet will be hybrids andable to run on electric power oncewe’re parked.”

Based in Troy, Mo., Witte Bros.’home base uses 460-volt, 3-phaseelectric plug-ins for its reefer units.“Plug-in power means that evenwhen drivers go home during theweek and on the weekends, there’sno idling of trucks or trailers to keepperishable loads cool,” says Whalen-Mueller. On the road at truck stops,though, operating the reefer engine

is still necessary most of the time.”However, that’s starting to change.

“We’ve been encouraged to seesome truckstops putting in powerpedestals, and that includes 460-voltpower for our eTRUs,” Whalen-Muller says. “We can’t yell loudenough that we want power at truck-stops for not only our cab comforts,but for our reefer units. It makes somuch sense and we hope that ourvoice, and others who run hybridreefers, will help make that call to ac-tion a reality.”

Whalen-Muller did her own calcula-tion on the potential impact. “With

170 of our power units going outweekly, we potentially could plug inat truckstops and save an average of31.5 gal. per week, per unit. Multi-plied by our fleet number, that’s1,071 gal. of fuel we could save perday over idling the reefers at a truck-stop, or 5,355 gal. per five-day workweek. That’s around $20,000 a weekwe could save in fuel costs.”

Viking Ship, of Nebraska City, Neb.,another Carrier customer that hasseven Vector 6500 single-tempera-ture hybrids installed, with plans tobe 100% hybrid soon, is another car-rier sold on plugging in. “We’re rela-tively small with just 15 units, butwe’re successful and run coast-to-coast,” says Roger Claussen, presi-dent of Viking Ship. “We normallyload up on Friday night with meatproducts and bring the trailers backto our yard, where we plug in. The

next morning, our drivers will leavefor Florida and California. But, whatwe’re lacking is places to plug inalong our route. Not only would thissave us fuel, but it would extendmaintenance and repairs on thereefer units.”

David Kiefer, director of marketingfor Carrier Transicold, says he hasheard stories like this from many ofhis customers.

“It’s because the use of electricstandby significantly reduces operat-ing costs—usually 40% to 70% com-pared to operating on diesel,depending on the cost of fuel and

electricity,” he says. “Standby opera-tion brings additional benefits, elimi-nating emissions and noise from therefrigeration unit engine, while alsoconserving fuel for the highway.”

According to Bates, government ishelping fleets put in power at theirown terminals—to the tune of up to$30,000 in tax credits. “It’s helpingmove fleets from bleeding edge tocutting edge by absorbing somecosts,” he says.

“The next step is power at truck-stops, and that will take time. We dohave the I-5 corridor well connectedwith seven truckstops now offeringeTRU plug-ins. There is more tocome. We just need flagship—largereefer fleets—to work with us to zeroin on what’s next. Some day, I firmlybelieve that reefer fleets will be ableto enjoy the cold silence of plug-inpower,” Bates adds. /

TRUCKINGRefrigerated

Plugging in to keep the cold stuff cold...The future might be truckstop electrification

“…reefer fleets will be able to enjoy thecold silence of plug-in power.” — Bates



Automating fuel purchasing at truckstops has various bene-fits for fleets, notes Jon Archard, director at Love’s Travel

Stops & Country Stores. “From a fleet perspective, the prem-ise of cardless fueling enables them to manage fuel purchas-ing more efficiently,” he says. “Fuel theft remains a big

concern and represents ahuge cost. This technol-ogy helps fleets ensurethat the fuel they’re pur-chasing goes into theirtrucks and offers an almostimmediate payback.”

In fact, says Tom Li-utkus, vice president ofmarketing and public re-lations at TravelCentersof America (TA), bothfleets and truck stop op-erators benefit from sys-tems solutions that makefueling quicker and moreefficient. “Theoretically,”he points out, “this tech-nology reduces costsover time and also cuts

the need for paper transactions. Fleets and truck stop opera-tors are constantly seeking reductions in time that enabletrucks and drivers to utilize more time on the road.”

Cardless fueling technology is now at Love’s Travel Stops(www.loves.com) and TA (www.tatravelcenters.com) and itsPetro Stopping Centers (www.petrotruckstops.com). Love’shas the QuikQ DFConnect and SmartQ solutions, whileTA/Petro has the SmartQ system.

QuikQ’s RFID-based communications and billing systemsprovide cardless transactions and management tools. Thefuel transaction software resides within a carrier’s existingtransportation management system and uses live operationaldata. Ii provides carriers with secure, real-time “carrier totruckstop” connectivity for the entire fuel transaction process.

“With RFID, automated pump activation reduces the needfor driver data entry,” explains Ernie Betancourt, presidentof QuikQ (www.quikq.com). “For truckstops, that eliminatescashier workload associated with card swipes, reduces feesand streamlines transaction management.

“Our fuel purchasing system also creates a direct relation-ship between truckstops and the carriers,” Betancourt adds.“Speeding up the purchasing process improves customersatisfaction and direct communication with a carrier’s data-base supports streamlined management processes for bothparties, saving time and money spent on administration,identification, approval and invoicing.”

The time savings from a faster and more efficient fuelingprocess, Love’s Archard notes, can be very valuable undernew Hours of Service regulations. “By the time a driver pullsup to pump, shuts down the engine and gets out of the cab,the transaction has already begun,” he relates. “Addition-ally, the system automatically records the exact time and lo-cation of each fuel stop, information that can be of value forupdating dispatch and routing systems.”

Simultaneously to deploying SmartQ, Liutkus notes, TA isupgrading its fuel desk point-of-sale system, TravStar1, withoperational enhancements that will enable the SmartQ sys-tem and other related functions. “Looking ahead,” he alsosays, “with more functionality on smartphones, it’s not hard

to imagine this fueling capability being enabled through anapplication like other purchasing software.”

Along with its truck stop partners, QuikQ is now testing thelatest version of its Gen2 RFID tags that drive the DFCon-nect and SmartQ systems. The new tags will allow writing tothe tag via a wired connection, in addition to the wirelessradio frequency system that is the basis for RFID tags.

“We have prototype devices that can write J1939 bus datato the tag, which can then be read by the existing infrastruc-ture,” QuikQ’s Ernie Betancourt states. “The newer tags willhave more data storage, as well. QuikQ is continually explor-ing enhancements to the fueling process, as well as entirelynew applications for trucking companies and truck stop op-erators using this technology.” /

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

IT For Asset ManagementHow fleets are leveraging information technology to streamline the business process and increase efficiencies

Convenient and effective

How truckstops are deploying cardless fueling technology

to enhance fleet business processes

Making Smarter Fuel Purchasing DecisionsComdata Corp. (www.comdata.com) has launched a new program that utilizes real-time transaction data to help fleets make smarter purchas-

ing decisions and better manage fuel costs. FleetAdvance identifies opportunities for fuel cost savings by providing the ability to score each fueltransaction as it occurs, comparing the net price paid to the price that could have been paid at other nearby locations. For each transaction thatfalls outside established score guidelines, Comdata can send an immediate email or text message, and transactions can be monitored via a web-based console that tracks purchasing activity in real time.


Truck Equipment

A new 2014 model year Class 5 cabover from Hino Trucks arrived at dealers in June.The 195 Double Cab COE is offered in the diesel model 195DC and the diesel-electrichybrid model 195h-DC. The 19,500-lb. GVW truck has a four-door, six-person cab andis powered by Hino’s 5-liter engine rated at 210 HP and 440 lb./ft. of torque; it isequipped with an Aisin A465, 6-speed automatic transmission. All Hino cabover modelsare offered with a three-year HinoWatch roadside assistance program and a five-year/175,000-mi. engine and transmission warranty.

Peterbilt offers Cummins Westport engine and anti-idlingcooling system

The availability of the new Cummins WestportISX12 G natural gas engine has been announced byPeterbilt Motors Co., which will offer the Environ-mental Protection Agency (EPA) and California AirResources Board (CARB) certified engine beginningin August. Based on the Cummins ISX12 diesel, theISX12 G will be available in a maximum rating of400 HP and 1,450-lb./ft. of torque.

In addition, the truck maker is offering a SmartAiranti-idle cooling system, a factory-installed systemavailable in Models 384, 386, 388, 389, 587 andthe new 579. It has a 7,500 BTU/hour cooling ca-pacity and can operate up to 10 hours on a singlecharge. The compact unit, designed to maximizestorage under the bunk while minimizing systemweight, features onboard diagnostics, fully auto-matic temperature control and a digital LCD display.

Integrated antenna conceptdeveloped for Freightliner

Hirschmann Solutions has developed a film an-tenna package to help reduce air resistance inFreightliner trucks. The business unit ofHirschmann Car Communication GmbH says itsfilm antenna solution is compact and flexible, whichenables Freightliner to optimize aerodynamics in itsvehicles.

The system of antennas, connectors and coaxialcables, which requires no external components, fitsbetween structural body panels and the interior lin-ing of the cab. Hirschmann’s collaboration withFreightliner began five years ago and resulted in theantenna package used on the OEM’s InnovationTruck and then the Cascadia Evolution, launched inJanuary 2013.

“With its Innovation Truck concept vehicle,Freightliner is moving in the direction of trucks withoptimal aerodynamics, from redesigned fairingsand underbody panels to reduction of external com-ponents such as exposed exhaust pipes or radioantennas,” says Oliver Neil, vice president of salesand marketing at Hirschmann Solutions USA. /

Hino expands COE offerings

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5203

0

Since the first major diesel engine emissions regulationstook effect in the 2007 model year, fleets across a wide

range of industry segments have experienced differencesin costs associated with each new round of technologies.

Quantitative data on groups of private and for-hire fleetvehicles paint a clear picture of the cost of ownership be-tween pre-diesel particulate filter (DPF)-equipped, and se-lective catalytic reduction (SCR) engines:

TrendsComparisons of cost variances for different engine tech-

nologies indicate that the per mile costs of vehicles withSCR engines based on actual experience—and estimatedin later years of service—are equal to pre-DPF technologyand lower than DPF-equipped engines.

While these costs only reflect engine-related mainte-nance and repair expenses (total CPM for these vehicles

across the board is two to four times higher depending onyear of service), there also are indications that the cost permile on DPF-equipped engines would have actually beenhigher in early years if warranty coverage had not cap-tured much of the expense.

Higher cost issues identified include that regular forcedand passive regeneration cycles in DPF-equipped enginescan require that the filters be replaced three times over aneight-year life cycle at an estimated cost of $4,300 per re-placement. In SCR systems, fewer re-gens are required, sothe DPF is not subject to the same heat cycles and will

Comparisons of engine costs point to the value of replacingvehicles with the industry’s latest models and technologies

BY SETH SKYDEL |SENIOR CONTRIBUTINGEDITOR


Special Report

TRUE cost of ownership

Private Fleets Pre-DPF Engines DPF-Equipped SCR Engines[1,500 Vehicles] Model Years Model Years Model Years

2004-2007 2008-2010 2011-2013

Year 1 0.005 0.010 0.005Year 2 0.010 0.015 0.010Year 3 0.025 0.030 0.020Year 4 0.025 0.045 0.030Year 5 0.030 0.070 0.030*Year 6 0.040 0.080 0.040*Year 7 0.060 0.090 0.050*Year 8 0.070 0.130 0.065*

For-Hire Fleets Pre-DPF Engines DPF-Equipped SCR Engines[1,150] Model Years Model Years Model Years

2004-2007 2008-2010 2011-2013

Year 1 0.010 0.010 0.010Year 2 0.015 0.022 0.019Year 3 0.022 0.035 0.022Year 4 0.032 0.037 0.033Year 5 0.035 0.040 0.045*Year 6 0.040 0.043 0.029*Year 7 0.045 0.068 0.045*Year 8 0.050 0.050 0.037*

• Cost Per Mile @100,000 miles per year• Some overlap due to timing of model year changes• * Estimated

• Cost Per Mile @100,000 miles per year• Some overlap due to timing of model year changes• * Estimated

likely not need replacement as fre-quently.

Systems on DPF-equipped enginesincreased heat transfer and causedearly and repetitive exhaust gas recir-culation (EGR) failures. The cost every250,000 to 300,000 miles over aneight-year life is estimated at $2,100per replacement.

Coolant leaks in EGR-equipped en-gines result in contaminated exhaust,which destroys the DPF catalyst. Esti-mated costs include $800 to cleanthe DPF and as much as $7,000 forreplacement, depending on enginemake and model.

Fuel injectors in DPF-equipped en-gines are key to eliminating soot. Asinjector tolerances change, not onlyare repetitive forced regenerationstriggered, injectors must be replacedto control proper fuel delivery at anestimated cost of $1,200 each.

Other cost factors include driverdowntime because of frequentparked regeneration, while parked re-gen is nearly eliminated in SCR en-gines.

Summing it up SCR engine technology not only ap-

pears to be operating at favorablemaintenance and repair cost levels inthe newest engines, but also is morefuel-efficient. Not indicated in thisdata is that the latest engines are ex-periencing 3% to 4% better fuel effi-ciency than previous models, andwhile fuel consumption deteriorates

at a rate of 2% to 4% because ofmore frequent regeneration cycles(depending on the application), lessfrequent regeneration is credited withless than half of that improvement.

The data speaks for itself. It is verylikely that replacing trucks sooner, de-spite the higher initial price of newermodels, might be more advanta-geous in the long run.

ResourcesExperts in vehicle specification, pur-

chasing, financing, maintenance andoperational cost analysis are availableto help fleets make more informedand effective decisions.

DWS Fleet Management Services:Providing services to all sizes of fleets,DWS Fleet Management Servicessupplements a company’s leadershipcapabilities on a limited time basiswith expertise in organization, pur-chasing, lease evaluation, vehiclespecification and maintenance man-agement, including shop systemsanalysis and cost control initiatives.

DWS programs are tailored for eachindividual operation. The company’sapproach employs a mixture of re-sults-oriented problem solving andhands-on common sense to helpachieve maximum profits, cost reduc-tion and customer satisfaction.

With DWS Fleet Management Services,37 years of experience is available foreach fleet to negotiate effectively for ve-hicles, maintenance software, accountingand operational packages, as well as

business and labor contracts.www.darrystuart.comFleet Advantage: Fleet Advantage

has a unique value proposition: BigData analytics that monitor per-vehi-cle mileage, fuel economy, mainte-nance and repair costs, current resaleand replacement value and monthlyutilization and driver scorecards.

What makes this unique is the com-pany’s flexible lease, which allows a cus-tomer to replace equipment at anytime, for example, when the data indi-cates that a truck has reached its “sweetspot,” that moment when new equip-ment offers a lower cost than retainingthe current vehicle.

Since 2011, manufacturers have im-proved MPG by 2% to 3% a year. Re-cent government mandates require a2% to 3% improvement through 2018,so three years into a lease, a new truckwould get .5 MPG improvement andsave a fleet customer $5,000 per year.

www.fleetadvantage.net /



“The biggest challenge todaywith used dry van and flatbed

trailers is finding them,” says FrankStewart, vice president, branches atGreat Dane Trailers. “Locating usedreefers is not a problem, but vans andplatforms can be scarce.”

Stewart goes on to explain that rela-tively low demand for new equipmentin some past years has meant fleets arekeeping trailers longer. “We are work-ing with the branches in our system tomeet customer needs,” he relates.“We list equipment that is traded in

across North America online, so ourbranches and our dealers can findtrailers by type, region or location andhelp customers find equipment theyneed.”

“Opportunities for fleets seeking afavorable trade-in value for their exist-ing equipment may be found throughour dealer network,” says LarryRoland, director of marketing at UtilityTrailer Manufacturing Co. “Our inde-pendent dealer network has investedheavily in modern facilities for sales ofnew and used trailers.”

Wabash National Corp., notes KevinNomina, used trailer fleet manager,has a Used Trailer Sales Departmentand maintains an inventory of dryvans, flatbeds and reefers, as well asspecialty trailers. “Our customershave access to inventory online atWabashUsedTrailers.com, where theycan inquire about and reserve trailersbefore they are released to the mar-ket,” he explains. “Our guaranteed24-hour response time ensures thatcustomers receive the informationthey need. Fleets can also submit

After(market)&BeforeBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Trailers…... what you need to know about used

trailer programs, doors and floors



trailers for Wabash National to pur-chase, helping them manage theirfleet size.”

“Most fleets and used trailer buyerslook for trailers that fit their needs interms of load capacity,” says ChuckStephens, used trailer manager atEast Manufacturing Corp. “Addition-ally, they need to consider the overallcondition of the equipment andwhether their needs are short- orlong-term. They also need to look atwhat’s available in the market, andhow many “like units” they might beable to acquire.”

Issues and considerationsFinding used trailers that meet a

fleet’s needs is only part of the equa-tion. “Many sellers are offering usedtrailers without thoroughly goingthrough them to assess their condi-tion,” says Mark Sabol, director of re-tail sales at East. “We have ourtechnicians look over all of our usedtrailers and assess their condition. Wedisclose our findings to prospectivecustomers, with a disclaimer thatthere may be hidden defects. Re-gardless, all buyers should inspectthe trailers as they are usually sold in

an ‘as-is’ condition.”“Corrosion is a big issue,” says Great

Dane’s Stewart, “so where a trailer wasoperated is something to consider.Today especially, with new refrigera-tion unit environmental regulations,fleets buying used reefers need tothink about the age of the reefer en-gine.”

Trailer manufacturers point to specificareas that should be considered whenbuying used trailers. Utility’s Rolandnotes the importance of effective sealson reefer doors for reducing heat lossand for designs in which door hard-

Several factors affect the life of laminated hardwood trailer floors. To help address the need for longer-term floor protection,Prolam offers two products:

PuR (Polyurethane Reactive) is a hot-melt coating that resists moisture intrusion from underneath the trailer, especially inclimates with extreme weather conditions. Specific areas, like trailer wheel locations, are more prone to degradation. PuR, ac-cording to Prolam, provides superior moisture resistance because it has a thickness of .010 in. compared to .0035 in. forwater-based coating. Its viscosity allows it to adhere perfectly to wood laminate, creating a solid bond and providing a singleuniform sheet barrier against moisture under laminated hardwood floors. PuR can even “bridge” wood defects, knots and criti-cal areas like butt-end joints, Prolam says.

Waxin trailer floor protection from Prolam is a process that heats the hardwood to expand its fibers and allow paraffin waxto penetrate the wood surface (0.060 to 0.120 in. deep). The wax then adheres to the wood fibers and when the mix cools, theparaffin hardens and coats the wood, creating what the manufacturer says is a virtually waterproof barrier of protection. It isgenerally applied to the area of the floor most exposed and vulnerable to inclement weather, specifically the rearmost eight feetof the trailer.

www.prolamfloors.com

Protecting trailer floors


ware is mounted without “thru-holes”into the internal foam cavity to reducemoisture entry and optimize thermalperformance. For dry van doors, healso says, stainless steel frames help re-sist corrosion, reduce maintenancecosts and increase resale value.

Robert Lane, Wabash National’s director of product andbusiness development, says used trailers with compositedoors resist corrosion and impact damage, and effectivelock systems reduce maintenance costs and improve freightsecurity.

Addressing door frame longevity at Great Dane is a newdry van design aimed at improving strength and corrosionresistance. The new standard frame for both swing and roll-up rear doors utilizes galvaneal and stainless steel compo-nents.

Galvaneal is zinc alloy coated carbon steel used in auto-

motive applications for its ability to accept paint, the com-pany explains, adding the alloy process bonds the carbonsteel with zinc plating so the two materials act as one. Un-like galvanizing, where a zinc coating is applied over steel,this chemical process does not allow the coating to crackand flake, enhancing both durability and aesthetics of therear frame.

On the Great Dane rear frame, galvaneal is used primarilyfor components that are 7-gauge or thinner in thickness, in-cluding the header, vertical posts and rear sill. The remain-ing exposed components are constructed of stainless steel,which is not affected by corrosion. Those typically includeareas around high impact zones such as upper corners,bumper bars across the rear sill, header protection bars,hinges, and around tail lamps. Where galvaneal and stain-less components meet on the new frames, stainless steelwelds are used to join the two materials.

Floors are yet another area to consider on trailers. At Util-ity, says Roland, heavy-duty aluminum duct reefer floors fea-ture full length hardwood floor fillers and dock board guideplates to protect the rear of the floor for lower maintenanceand increased durability. On dry freight vans, hardwoodflooring is pre-undercoated to extend life and weatherproofsealant is applied between every floorboard while gasketsare installed between the troughs and bottom rails for mois-ture leak protection.

“Although this may sound obvious,” says Rodney Ehrlich,chief technology officer at Wabash National, “fleets need tolook for a floor system that fits their application. Loading atrailer beyond its floor rating can damage crossmembersand prematurely break up the floor, leading to increasedmaintenance costs and trailer downtime.”

Maintenance items on used trailers, according to Ehrlich,can include anything from a cosmetic issue to somethingmore hazardous like a floor failure. “Look at the mainte-nance history and review what items cause the most trou-ble,” he advises. “On older trailers, you may notice wood

rot, corrosion, delamination or, more seriously, crossmem-bers bending. Age also should be considered, as somewoods are more sensitive than others. For example, a lami-nated hardwood such as maple is more sensitive to waterdamage compared to laminated oak.

Final adviceWhen evaluating used trailers, manufacturers say it is im-

portant to discuss how your business mix may change overtime. Many fleets today are diversifying for greater loadflexibility and expanded service. Changes like these may re-quire a different trailer configuration.

In today’s freight operating environment, reducing atrailer’s cost of ownership and enhancing productivity re-quires determining what best fits your needs and a full un-derstanding of the future of your business. /

Before After(market)


ResourcesEast Manufacturing—www.eastmfg.comGreat Dane—www.greatdanetrailers.com

Utility Trailer—www.utilitytrailer.comWabash National—www.wabash-trailers.com

“Gear fast. Run slow.” That’sadvice that we’ve all heard

about drivetrain specs from bothtruck and engine manufacturers foryears. Some over-the-road fleetmanagers have heeded the advice.Some have not yet done so. Withdiesel hovering around $4 per gallonin many areas of the country, how-ever, it’s advice that has never beenmore applicable than it is today.

Few would argue that the engine isthe heart of any line-haul tractor, butjust as a human heart is of no valuestanding alone, an engine, no matterhow carefully spec’d, needs a trans-mission and rear axle behind it. Andthose two components need to be

spec’d as vigilantly as the engine forthe system to deliver acceptable per-formance. For many years, truckgearing specifications were a com-promise between performance andfuel economy.

Since fuel cost, for many years, hasbeen the leading equipment-relatedcost for most long-haul operators,most fleets geared their trucks to-ward optimum fuel economy versusdriver-pleasing performance. Somedrivers in trucks geared for best fueleconomy could compensate for anyreduced highway performance bydownshifting prematurely and moreoften to keep the engine RPM in thepeak horsepower range. Driving this

way, of course, can defeat the pur-pose of the original specifications.

Times pastSteve Perry, vice president of supply

management for the fleet manage-ment solutions division at Ryder Sys-tem, said, “Engines of a decade agoliked to be run up as high as possiblein RPM. This is not the case anymore.Today’s engines operate in a very lowRPM range with maximum torque. Op-timal peak torque may be obtainedaround 1,100 RPM. Torque drops dra-matically when you get up in theneighborhood of 1,500 RPM, sorevving up an engine in a desire to getmore power simply results in usingmore fuel and degrading engine per-formance. It’s very important to traindrivers to understand the technologythey are using, along with progressiveshifting and controlling idle time androad speed. For every mile per houryou drop road speed, you can pick upabout a 10th of a mile per gallon infuel economy.”

Some years ago, Caterpillar offeredan example of how gearing could af-fect the performance and fuel econ-omy of older engines. Consider twoproperly spec’d tractors, both with3.36 axle ratios. The important differ-ence between the two tractors was theengine ratings. One had a 625 HP,2,050 lb.-ft. engine; the other a 550HP, 1,850 lb.-ft. engine. At a cruisingspeed of 65 MPH, the 625 HP tractorwould provide only 44 more reserve

Engine manufacturers have made great strides in improving fueleconomy, but fleet managers must also do their jobs writing specs to take advantage of the fuel saving potential of new designs

BY TOM GELINAS | EDITORIAL DIRECTOR

Equipment Management


Designed for fuel economy

wheel horsepower compared to the 550 HPtractor, not the 75 engine horsepower differ-ence between the two engines rating.

It could have been worse. The fleet man-ager could have spec’d the higher horse-power tractor with a 3.25 axle ratio tomaintain lower engine RPM at 65 MPH. Ifyou were to compare that to a 550 HP trac-tor with a 3.55 axle ratio, the new tractorwould only have a seven reserve horsepoweradvantage at the drive wheels at 65 MPH.The driver might very likely start to downshiftearly and voice dissatisfaction with the per-formance of the new 625 HP tractor.

EPA ‘07 emissions regulations introducedtechnology, adopted by most fleets, thatsaw a degradation in fuel economy. This wasa result of the introduction of diesel particu-late filters (DPFs) and the regeneration strat-egy of these filters to deal with soot that wascoming out in the exhaust stream. The cho-sen strategy included the introduction of fuelinto the exhaust stream. This was necessaryto increase the temperature in the DPF toconvert accumulating soot into ash. The useof the fuel in the regeneration processcaused a substantial degradation in fueleconomy.

As we fast-forward to EPA ‘10, OEMsbegan to rationalize their regeneration strat-egy. Perry said, “They were able to use theaftertreatment control system to handle thenitrogen oxides that are produced in the en-gine. Within the cylinder, engines are pro-ducing either high levels of particulatematter and low levels of nitrogen oxides orvice versa. They kind of work in a balance.When one is low the other is high. Theywork counter to each other.

“When EPA ‘10 was introduced, by beingable to use DEF in the selective catalytic re-duction system, the OEMs could actuallychange their ash and soot regenerationstrategy and not regenerate the engines asfrequently because the engines were notgenerating as much particulate matter asearlier designs,” Perry added. “That resultedin a tremendous improvement in fuel econ-omy as we went from EPA 2007 to EPA2010.”

Current SCR technology David McKenna, Mack’s director of power-

train sales and marketing, said, “SCR hasbeen one of the modern success stories rela-tive to improved fuel economy. Since 2002,each and every EPA emissions regulation has


negatively impacted fuel consumptionin some way. With the Mack ClearTechSCR solution, we improved fuel econ-omy by approximately 5% when wechanged production standards fromEPA 2009 engine requirements to EPA2010 specifications. For a typical over-the-road operator, that was an immedi-ate fuel savings of more than about$2,900 per year.”

Mack certainly is not the only enginemanufacturer that applauds the moveto SCR technology. Brad Williamson,manager of engine and componentmarketing for Daimler Trucks NorthAmerica, said, “DTNA has a very longlist [of engine improvements] that be-gins with the addition of SCR technol-ogy to allow the engine to run morelike it was designed to do, using lessEGR and handling the emissions re-quirements downstream.”

Internal engine improvementsWhile the move to SCR—a technol-

ogy that was used in Europe for anumber of years before it becamecommonplace here—was a windfall forfuel economy, it is only one engine de-sign advance aimed at saving fuel.Ryder’s Perry said, “There are a num-ber of things engine manufacturers aredoing to improve fuel economy. Forexample, some engine manufacturers

have gone to a vertical integration ofturbochargers, and are using turbosthat are synced with their engine de-signs. They realize that being able tohave a turbo designed for their en-gines as opposed to taking a genericturbo off the shelf and bolting it on totheir engines is helping them deliverhigher degrees of performance effi-ciencies. Detroit, by way of example,has gone to an asymmetric turbo.”

This, according to Detroit, reducesweight and complexity, and deliversimproved performance over otherturbo designs.

Volvo’s engines with Eco-Torque rat-ings take a “best of both worlds” ap-proach. They each offer a high torquerating for performance when it’s calledfor and a lower rating for fuel econ-omy. The nominal horsepower for eachrating is associated with the highertorque curve. On a steep grade, per-formance is enhanced when the en-gine automatically runs using its highertorque capability. Engine efficiencyunder such full load, low-RPM condi-tions is at its maximum. The engine willrevert to the low curve when thepower demand is removed and cruiseconditions are resumed.

Packaged savingsTruck manufacturers with proprietary

Equipment Management If not diesel, what?

Fleets have been using diesel to fueltheir trucks for decades, but is it the onlyviable fuel to use? In some applicationsand in some sections of the country, natu-ral gas is not only a viable fuel for over-the-road fleets, but a growing alternativeto diesel. In a FLEET EQUIPMENT article thatwas published this past January titled“Natural Gas: a fuel to consider,” wequoted Ryder’s Scott Perry as saying,“When used in the proper application,there are definite economic benefits avail-able if you compare the price of naturalgas to that of diesel. From the environ-mental standpoint, there are emissionsbenefits that are equal to or better thanthe best clean diesel on the highwaystoday. Natural gas vehicles are head andshoulders above diesel when you com-pare their emissions with those of dieselengines.” For more information on the useof natural gas as an over-the-road fuel,read the entire article by going tohttp://bit.ly/S8oSUz.

Natural gas is no longer the only alter-nate fuel that can be considered. Volvovery recently announced plans to commer-cialize dimethyl ether (DME)-poweredheavy-duty commercial vehicles in NorthAmerica. DME mirrors the performancequalities and energy efficiency of dieseland burns clean without producing anysoot. It can be made from a variety of sus-tainable domestic sources, as well as fromNorth America’s abundant supply of natu-ral gas, and therefore has the potential tosignificantly reduce energy dependency.

Converting natural gas to DME is a wayto address many of the distribution, stor-age and fueling challenges otherwise pre-sented by natural gas as a heavy truckfuel. Volvo announced plans to begin lim-ited production in 2015 of DME-poweredvehicles. The fuel’s high cetane numberdelivers performance and efficiency com-parable to diesel, and it packages denselyenough on a truck to support long rangetransports or to allow room for vocationalequipment on a truck’s frame. It can bemade from a variety of sustainable feedstocks, including biogas from food andanimal waste, wastewater treatment facil-ities and landfills.


drivetrain components are fine-tuningpowertrains to maximize fuel economy.Darry Stuart, president and CEO ofDWS Fleet Management Services,said, “With automated transmissionssynced up with the engine, they’re get-ting a very tight window of RPM, whichis very fuel-efficient.”

For example, Freightliner recently an-nounced that a new 2014 CascadiaEvolution with a GCW of 76,000 lbs.ran nonstop 1,000 mi. on a closed trackat a speed of 60 MPH and delivered animpressive 10.67 MPG. The truck wasvery carefully spec’d for fuel economyto include a Detroit DD15 engine, aDetroit DT12 automated manual trans-mission in a 6x2 drivetrain configurationand wide-base tires. Regarding thedemonstration, Al Pearson, chief engi-neer of product validation engineeringat Daimler Trucks North America, said,“The use of a closed test track allowedus to demonstrate pure fuel economypotential with ambient weather condi-tions being the only uncontrollable fac-tor.”

For many years, fleet managers ob-

jected to truck manufacturers usingproprietary engines. It’s clear, however,that the use and integration of propri-etary engines has benefited users.PACCAR’s use of its own engine lineoffers a good example. Trevor Lokie,Peterbilt’s product planning man-ager—powertrain, said, “Since beingintroduced, PACCAR engines havehelped our customers achieve newlevels of fuel efficiency and perform-ance. The recent introduction of ourMX-13 engine with a 500 HP ratingand 1,850 lb.-ft. of torque is an exam-ple of this. Another is the develop-ment of a common rail fuel systemdesigned for this engine that main-tains injection pressures of 2,500 bar,further optimizing fuel consumption.The versatility of the MX-13 enginemakes it ideal for a wide range of ap-plications and business requirements.”

And Volvo has taken its D13 Eco-Torque engine rated at 425 or 455 HPand 1750 lb.-ft. of torque and teamedit with an I-Shift overdrive transmissionwith a 0.78:1 ratio and rear axle ratiosof 2.64 to 2.69 that it calls its Excep-tional Efficiency package. The systemeffectively lowers engine RPM at cruis-ing speed, keeping the engine operat-ing in its “sweet spot,” typicallybetween 1,100 and 1,200 RPM. JohnMoore, powertrain product managerfor Volvo, said, “ The XE package al-lows a Volvo engine, in combinationwith an I-Shift transmission, to de-crease engine speed by 200 RPM atnormal highway speeds, improvingfuel economy by 3%. With the truckcruising at 65 MPH, the engine will beturning at 1,150 RPM.”

Volvo also offers two XE packages withits D16 engines. A heavy spec packageis rated for combination weights up to146,000 lbs. A lighter spec XE16 is de-signed for use in five axle combinationsweighing up to 80,000 lbs. Both offerdrivers 2,050 lb.-ft. of torque at enginespeeds as low as 1,000 RPM.


Today’s engines use what is called “high pressure commonrail” (HPCR) fuel injection systems that operate upwards of40,000 PSI. These systems require very clean fuel to operateas designed for their entire service interval. Generally speak-ing, hard particulate (inorganic contaminant) will cause per-manent damage to the injector system, while softerparticulate (organic contaminant) will cause fouling of the in-jector system, i.e. deposits build up on the injectors, saysScott Grossbauer, global manager, clean fuel solutions, Don-aldson Co. Inc. In both cases, the engine does not run as-de-signed and can result in a decrease in fuel economy, anincrease in emissions, and a decrease in power.

Most fuel is delivered to storage tanks 500-1,000 times dirt-ier than what is allowed in these injection systems. Tradition-ally, only on-engine filters would be used toremove the contamination in the fuel tomeet injection system fuel cleanlinessspecifications. But the requirementsfor HPCR fuel are so clean that a two-step approach is needed to achieve con-sistent cleanliness: first filter fuel in the bulkstorage tank prior to use in the equipmentand then with the on-engine filters. Bulk fil-ters should remove contamination in the

fuel down to a cleanliness level of ISO 14/13/11, whether thecontaminant present is hard or soft. It should be noted, how-ever, that all fuel filters are designed with the goal being to re-move the hard inorganic particles. So while they will also filterthe soft organic materials, life may be greatly reduced in com-parison, Grossbauer notes.

Besides meeting HPCR fuel cleanliness requirements, theuse of bulk filtration also provides the necessary protectionagainst any highly contaminated fuel that may be delivered(ongoing or as a one-time occurrence). By filtering prior to usein the equipment, the bulk filtration system will stop excessorganic and inorganic particulate from being delivered into thecustomer’s equipment tanks, ensuring the onboard filters canmeet the expected service intervals. If a fuel problem should

exist, it may plug up the bulk filters, but notthe on-engine filters. This eliminates costlyunscheduled downtime and makes opera-tion and maintenance much more pre-

dictable. Today’s engines are more sophisticated than

ever and require cleaner fuel than ever before. In-vesting in a bulk fuel filtration system will protectyour equipment against dirty fuel, eliminate un-planned downtime and keep you running.

New engine technology and the need for clean fuel

Mack’s McKenna said, “Mack’s inte-grated powertrains also make it mucheasier for drivers to be more efficientthrough the use of components likeour mDrive and Co-Pilot display. If driv-ers are more efficient and the truck iseasy to drive, then saving fuel is builtinto the truck and the process.”

Small engines, big powerThe very makeup of engines also is

changing. Ryder’s Perry said, “Theweight of engines has changed. We’reseeing a migration away from 14- or15-liter engines down to 13-liter, andsome are operating lower, in the 12-liter range even though they still callthemselves 13-liter engines. In doing

so, they’ve been able to take weightout of the engines. They’re also usingsubstances like compacted graphiteiron to build their engine blocks.They’re building them stronger butlighter.”

Volvo’s Moore said, “Increasedtorque and horsepower ratings arenow available for our D11 and D13 en-gines.” The D11 now delivers up to405 HP and 1,550 lb.-ft. of torque, andthe D13 up to 500 HP and 1,850 lb.-ft.of torque. Such ratings permit opera-tors to maintain performance withlower engine displacement, savingweight and fuel.

Management is necessaryEngine and vehicle manufacturers are

doing their part. Fleet managers mustalso do theirs if good fuel economy isto be achieved. Mack’s McKenna said,“The idea is to reduce fuel consump-tion to the lowest amount practicallypossible. Proper vehicle specificationand the use of fuel saving options is amust. If you start off with a less-than-optimally spec’d truck, no matter whatyou do electronically, it will never meetexpectations. The same can be said ifthe truck’s powertrain is spec’d cor-rectly, yet no fuel-saving features areused. Fuel consumption disappoint-ment will occur.

“Excessive idling is my favorite com-plaint,” McKenna continued. “Anytime the engine is running, it’s consum-ing fuel to one degree or another. Sowe have fuel being consumed butdoing nothing. At about $4 per gallon,


Equipment ManagementRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 52

042

The importance of choosing the right filtration for engines

Perhaps at no other time in the heavy-duty industry has filtration been more important. The increased impor-tance of proper engine and vehicle maintenance makes filtration an even more critical consideration thatcan significantly impact profitability.

According to the filtration experts at Wix, when choosing the right filtration for engines, ensure you areutilizing a product recommended for the application and check regularly for any updates or changes.Premium filtration products cost a little more initially, but they produce long-term savings by lengtheningmaintenance intervals while continuing to protect vital engine parts as well as or better than traditional filters changed at shorter intervals.

Wix suggests that fleets also should consider the equipment or vehicle and the driving and operating conditions when choosing filtration options. Forexample, off-highway heavy-duty construction engines operate much differently than on-the-road commercial 18-wheelers. Off-highway equipmentdemands even greater filter performance in efficiency, capacity and structural integrity in order to combat the harsh working environment.

Improved oil, fuel, air and coolant filtration can keep vehicles on the road and out of the shop. And oil is the life-blood of an engine, which means theoil filter should never be taken for granted, especially in harsh heavy-duty operating conditions, Wix adds.

Because filtration can significantly impact long-term profitability, it’s important to choose the right filtration for your engine to ensure it runs efficiently.

that is a very expensive nothing.”Peterbilt’s Lokie said, “Today’s en-

gines are the most fuel-efficient, tech-nologically-advanced andenvironmentally-friendly in the historyof heavy-duty diesel engines. Regard-less of how sophisticated engines get,however, two factors will always signifi-cantly impact fuel economy: optimizedroutes and optimized driver perform-ance. Reducing stops and accelera-tion/deceleration cycles, avoidingsteep grades when possible and, of

course, minimizing the distance trav-eled, all have major impacts on fueleconomy. Driver inputs such as speedand shift points also play a significantrole, which is why driver training andsetting the proper engine parametersare so important.

“Maintenance is another key fac-tor,” Lokie added. “We encourageall of our customers to follow therecommend maintenance schedulefor their particular vehicles and voca-tions. Additionally, Peterbilt and its

dealer network routinely work withcustomers to optimize maintenancecycles that provide the greatest relia-bility, longest life and top perform-ance—including fuel economy.”

Fleet managers cannot afford to donothing, they need to explore the op-tions. The cost of fuel is simply too ex-pensive to ignore. New enginetechnology can improve a fleet’s fueleconomy. When you write new vehiclespecs, make sure you consider fueleconomy as a top priority. /



Filters help protect the heart of a

heavy-duty vehicleThe filter experts at Luber-finer remind fleet

managers that one common challenge is find-ing a way to maintain a preventive mainte-nance plan that protects the heart of thefleet’s heavy-duty vehicles—the engine.

To avoid engine failures, maintenance man-agers must understand the oil/lube filters thatprotect that engine and know which filters arebest for their respective applications. Takingadvantage of technological advances in filterscan be critical to fully protecting the engine.

Different filters are more efficient at remov-ing different-sized particles (micron rating),making filter selection an important part ofthe maintenance process. Owners can choosebetween standard oil filters or an extended-life filter. Modern technologies such as time-release technology (TRT) offer additionalbenefits.

The innovative TRT filters provide a con-trolled release of a highly concentrated liquidadditive into the oil supply, which helps offsetthe level of acid and oxidation in the oil, espe-cially important in HD diesel vehicles withhigh Exhaust Gas Recirculation (EGR) settings.

Fleet managers should consider this newTRT technology when looking for increasedservice life and extended oil change intervals.

Electronic onboard recorders(EOBRs)—or electronic logging de-

vices (ELDs), as they are now beingcalled—installed in commercial vehiclescan monitor and record a whole host ofdata about a vehicle and its driver. Andbecause ELDs are the subject of a pend-ing mandate that will require them fortracking hours of service (HOS), fleets arebeginning to pay very close attention.

Since they track much more thanHOS—electronic vehicle inspection re-ports; driver behavior reporting onspeeding, idling and hard braking; andintegrated map and route solutions, toname a few—many fleets have adoptedELDs ahead of the mandate in order toreap a multitude of benefits.

Legislation updateWhen the ELD mandate was first

passed as part of the Highway Reautho-

rization Bill (MAP-21) a year ago, it re-quired the Federal Motor Carrier SafetyAdministration (FMCSA) to issue a finalrule for the mandate by October 2013,according to Dave Kraft, spokespersonfor Qualcomm subsidiary Omnitracs.Additionally, the mandate required thatany new parameters be in effect withintwo years of the final rule being issued,so by October 2015.

“The timeline has since shifted basedon federal process requirements forrulemaking,” Kraft notes.

According to John Gaither,HOS/EOBR specialist for GPS Insight,“FMCSA was burned pretty badly by itsmost recent attempt to mandate EOBRswhen it was successfully sued by theOwner Operator Independent DriversAssociation (OOIDA).”

In that case, a court rescinded the HOSrule, agreeing with OOIDA that issues of

Electroniconboardrecorders(EOBRs)and electroniclogging devices(ELDs) offergreaterefficiencybeyond hoursof servicecompliance

BY DENISE KOETH | SENIOR EDITOR

Aftermarket Insights


Mandated EOBRs/PeopleNet’s BLU.2 in-cab device

potential harassment were not suffi-ciently addressed by FMCSA. Becauseof this, “the new rule is being verycarefully worded and FMCSA is behindschedule in releasing it,” Gaither adds.

“We can probably expect to see thenext set of proposed rules this Sep-tember,” says Christian Schenk, seniorvice president of product and marketstrategy for XRS Corp. “Following theproposed rules, it’s expected there willbe a public comment period of 60days—this could be longer, but 60days is typical. After the comment pe-riod, the new rules could be issued infall of 2013, or slip into 2014—the timebetween the end of the comment pe-riod and issuance of final regulationcan vary due to the review process andnumber of significant comments.

“The effective date for enforcementof the mandate is two years after is-suance of the final rule, most likelylater in 2016—this is to allow the sup-

pliers to update software to meet thecompliance of the new regulation,”Schenk adds.

Omnitracs’ Kraft explains that part ofthe reason for the lengthy schedule isthe extensive scope of the EOBR man-date rulemaking. Key areas to be ad-dressed in the upcoming proposedrule include:

• ELD mandate and requirements forthese systems as directed in MAP-21.

• Technical performance require-ments that were addressed in a prior395.16 EOBR rulemaking—with severalupdates recommended by the MotorCarrier Safety Advisory Committee.

• New guidelines to mitigate thepotential for driver harassment as re-quired in response to prior litigation.

• Additional requirements for com-pliance records management by thecarrier’s support system, based on aprevious proposed rulemaking thatwas delayed.

“While it’s hard to determine a finalimplementation date, I can note thatonce the final rule is ready the industrywill need 12-18 months to developand bring certified products to mar-ket,” Kraft says. “Then, once the prod-ucts are available, it is expected theindustry will need an additional 24-36months to implement EOBRs intomore than two million trucks that havenot already installed one. We also ex-pect a transition provision that allowscarriers that have implemented currentEOBR systems in advance of the finalrule to continue the use of those sys-tems for their remaining useful life.”

Benefits to fleetsELDs offer much more than the abil-

ity to track HOS, providing significantbenefits to both drivers and fleets, ac-cording to Alexis Capelle, EOBR pro-gram manager for Continental Corp.,who adds, “For starters, they help re-duce the driver’s administrative work-load by eliminating the need tocomplete paper logs. BecauseEOBRs reduce the possibility of errorsin the drivers’ logs, they can help toeliminate HOS violations and lead tobetter CSA scores.”

In fact, ELDs practically eliminatethe two most common driver viola-tions—form and manner, and recordof duty status not current—whichmake up 25% of the total violationsissued to a driver, according to EliseChianelli, PeopleNet’s product man-ager, safety and compliance.

“Managing a driver’s hours, know-ing where your equipment is, usingGPS to automate your fuel tax, andthe ability to communicate to thedriver using the device messaging sys-tem gain tremendous advantages forthe carrier, which relate to operationalsavings and a safer driver,” Chianelliadds. “Let’s not forget about the 2012cell phone ban for drivers and that try-ing to communicate with them putsthat driver in harm’s way. There is noban on a fixed mount device.”

Joshua DeCock, director of productmanagement for Pedigree Technolo-gies, says ELDs help fleets increaseregulatory compliance, increase fleetsafety and decrease operational costs.“There are a lot of side benefits to


/ELDs

XRS offers compliance in thepalm of the driver’s hand.

EOBRs if you choose the right solu-tion,” he explains. “Tracking perform-ance of your fleet can lead tosignificant fuel savings, fuel tax report-ing, reduced speeding violations andawareness of vehicle diagnostics.Scheduling, dispatching and electronicforms can piggy back on the same de-vice and take a business to the wholenext level.”

Rand McNally’s Mason Meadows, di-rector of mobile communications, esti-mates drivers gain back 20 minutesper day, the average time that wouldhave been spent completing paperlogs. In addition, logs are always up-to-date since driving is automatically de-tected and logs are then updated.

“Fleet managers have near real-timevisibility to the drivers’ available hoursor projected reset time,” Meadowssays. “This allows load planners to as-sign the optimal driver to a load andaccurately project ETAs that match thedriver’s available hours. A driver’s logfollows him from vehicle to vehicle, soif a driver gets out of one truck andinto another, he just logs into the sys-tem on the new truck and his previousseven days, plus today, download im-mediately and he continues on thenew trip.”

XRS Corp.’s Schenk points out thedevices make weigh station and road-side inspections more streamlined,

with law enforcement personnel ableto quickly check standardized digitalrecords. “In general, drivers won’t haveto spend their valuable time doing pa-perwork or worrying about potentiallycostly accounting errors,” he says,adding, “EOBRs take the guessworkout of record-keeping for the driver.”

GPS Insight’s Gaither adds that driv-

ers often can gain as many as twohours of available duty time in a typical60- or 70-hour week because the de-vice rounds off-duty status changes tothe nearest minute, rather than forcingthe driver into a 15-minute grid as withpaper logs.

Omnitracs’ Kraft lists some furtherEOBR applications beyond electronicdriver logs and HOS monitoring:

• Fuel management and fuel usemonitoring to improve controls and re-duce costs

• In-cab navigation to reduce unnec-essary miles and costs

• Driver performance monitoring todetect patterns of aggressive drivingor inefficient vehicle operation, wherecoaching often improves results

• Vehicle diagnostics monitoring toidentify preventive maintenance needs

• In-cab training to ensure timelyavailability and deliveryof driver safety training

“EOBRs provide a veryeffective approach to im-prove HOS compliance,”he says. “However, froma bigger picture perspec-tive, EOBRs providetechnology and informa-tion that is effective forbroad safety manage-ment initiatives, revenueperformance improve-

ments and better cost management.”

Tackling misconceptionsAs ELDs become more widely ac-

cepted, fleets—and drivers—are learn-ing their benefits far outweigh anyperceived drawbacks. Fears of lost pro-ductivity and driver turnover, in addi-tion to a perceived high cost and little

to no return on investment, were initialbarriers to adoption of the technologyahead of a mandate, Gaither notes.

“Some fleets have been reluctant toadopt EOBRs due to the initial imple-mentation processes and hardwarecosts—viewing EOBRs as an additionaland unnecessary expenditure,” Kraftadds. “Also, smaller fleets might notunderstand the broader benefitsEOBRs offer their organization, sincethey have less people and vehicles tomanage and/or track. However, if usedconsistently, fleets can drastically re-duce operating costs and achievelong-term revenue, productivity andsafety improvements as outlinedabove.”

XRS’ Schenk says some fleet man-agers have expressed concerns aboutmaking EOBR devices tamper-proof, aproblem that has plagued EuropeanEOBR mandates amid the proliferationof easily-corrupted devices.

“There are a lot of myths regardingEOBRs and most of them come backto the belief that it will cost fleets moretime each day and more money to im-plement,” DeCock says. “RegardingEOBR costs, it is much less than mostrealize and the ROI is so rapid thatmost businesses wish they had put asystem in place long ago.”

Continental’s Capelle notes most mis-conceptions are due to confusionabout what EOBRs really are, as well asa fear of the unknown. “The simple actof switching from paper to electroniclogs will mean that some carriers willneed to change their business proce-dures, and this change can be disrup-tive to the operation. As a result, amajority of carriers have elected towait and see how others are making


Aftermarket Insights

Continental’s VDO RoadLog EOBR offers a built-in printer for instant HOS reporting.

Rand McNally’s HOS Logs tab

out with EOBRs before deciding tomake the switch themselves.

“Then we have nagging uncertaintyabout the actual requirements that willbe in the final rule,” he adds. “Whilethe FMCSA has not yet issued its rul-ing, some are afraid that current sys-tems will not be able to match futurerequirements. The good news is thatthe FMCSA has included a grandfatherclause in both the past proposed andfinal EOBR rules and will likely keep itin the future final rule.”

Driver concerns diminished Aside from fleet management con-

cerns, drivers also had worries regard-ing ELDs/EOBRs, particularly theperceived lack of privacy.

“Many drivers were concerned thatEOBRs would be used as a tool tomonitor ALL of their activities andthereby infringe on their privacy,”Capelle says. “As drivers began to useand experience the value of EOBRs,they found out that this was not thecase and began to realize the truebenefits of EOBRs.

“By providing accurate informationon their remaining driving time, elimi-nating errors and violations and reduc-ing the paperwork, EOBRs make life alot easier,” he adds. “Drivers also likethe fact that EOBRs are accurate to theminute, so short stops do not have tobe rounded out to 15 minutes as withpaper logs.”

“We hear the ‘big brother’ commenta lot,” Rand McNally’s Meadows says,“and some truck drivers and owner-op-erators choose the profession becausethey like being in charge of their day.When they think about the companyknowing where they are all the time, itjust rubs them the wrong way.

“The fact is—and this has beenproven over and over—once the tech-nology is in their truck, drivers experi-ence tremendous benefit. It helpsthem do their jobs more efficiently, re-duces stress and generally makes theirlives easier. In many cases, our fleetcustomers report that drivers can’timagine going back to paper logs afterbecoming comfortable with the tech-nology.”

Pedigree Technologies’ DeCock con-curs: “The classic problem drivers havewith EOBRs is they don’t want big

brother looking over their shoulder. Noone wants that, but it is much less inva-sive than most drivers think. After thatinitial resistance, what we’re actuallyseeing is drivers realizing that it takesless effort on their part and can actuallybe their defense if they are asked todrive more hours than is legal.”

It’s human nature to think of changeas a burden, but according to Peo-pleNet’s Chianelli, training and driverunderstanding make for successful im-plementation of electronic logs. “Oncedrivers start using eLogs, they do notwant to go back. All the recapping, allthe making the lines match, the time ittakes to look back at their fuel receipts,toll tickets, bill of ladings, etc., makesdrivers realize it takes some pressureoff of them because their managerssee the same things theydo.”

Lastly, Omnitracs’ Kraftnotes that many drivers havefound that EOBRs help themfocus more exclusively ondriving, rather than adminis-trative tasks, and help ensurethey aren’t pushed to drivelong and unsafe hours.

Selecting the right deviceEach of the ELD/EOBR

makers polled for this articleoffered valuable insight for fleets whenit comes to choosing the best devicefor their operations.

XRS Corp.’s Schenk says it’s importantto look at the length of the contractperiod with an EOBR provider, as con-tract lengths vary from vendor to ven-dor. “Some, like XRS, offerno-commitment contracts, while othersextend to five years. Make sure youtake a close look at the fine print be-fore you sign on the dotted line.”

He also suggests other questions toconsider: Does your EOBR vendoroffer other services? How will your ven-dor support your successful EOBR im-plementation?

“Additional vendor services vary, butmay include implementation, trainingand overall customer support,” Schenkadds. Based on your fleet size and theextent to which you plan on using thesystem, these added services may becritical to your successful solution roll-out.”

“Make sure you look at hardwarecost, monthly service, installation cost,warranty terms, network operator andservice coverage,” advises Rand Mc-Nally’s Meadows. “Also look beyondthe HOS to see what other applica-tions are offered that may benefit yourcompany. The system you purchase isa tool and the more you use it, themore you get in return. For instance,you want a system that is flexibleenough to be able to change your rateplan as you move to more data in thefuture and you want to make sure theyhave an integration capability withyour TMS software provider.”

PeopleNet’s Chianelli cautions, “It isimportant to note that when the gov-ernment says ‘mandate,’ it means carri-ers have to buy something. When that

happens, vendors crawl out of thewoodwork claiming to offer compliantdevices and prices will be all over theplace. The driver and the carrier are re-sponsible for being compliant, not thevendor. Company history and prof-itability have to be part of the decisionequation—as carriers make that invest-ment, they have to be assured thatcompany is going to be here later tocontinue to support and innovate theirproduct.”

Omnitracs’ Kraft recommends smallerfleets, or fleets with a consistent driv-ing schedule, initially focus on compli-ance and select a less costly EOBR thatoffers minimal application access, suchas HOS and Vehicle Inspection Reportcoverage. For larger fleets with moreunpredictable routing needs, he ad-vises purchasing an EOBR that incor-porates a wider selection of features,functionality and applications.

“When making a decision, it’s best to


Pedigree Technologies’ Driver Log Book

call the technology vendor directly todiscuss the unique needs of your fleetand gain insight on the best EOBRsystem for your organization,” Kraftadds.

DeCock, of Pedigree Technologies,cautions, “Carefully listen to the com-pany selling the EOBR and see if theytalk about the effort involved in imple-menting this technology. If they say it isreally easy, turn and run the other way.

Look for a technology company topartner with you to implement EOBRsand not one that will just throw thetechnology over the wall.”

Similarly, GPS Insight’s Gaither ad-vises, “Make sure the vendor is com-mitted to future compliance andidentify any costs of future updates.Ask the vendor to loan sufficientequipment for a real-time trial andexperience the hardware and soft-ware in action. Share experienceswith similar fleets using the vendor’s

equipment and services.”Lastly, Continental’s Capelle offers

the following advice regarding systemreliability, presentation and total costof ownership versus benefits:

• System reliability—Fleets need tomake sure the system will work whereand when they need it. They will haveto balance out this need against thedesire to maximize as many fleet man-agement features and services theycan on one device, such as a smart-phone or tablet. If they commit theHOS function to this type of device,they need to consider the potentialconsequences if the electronic log failsto work because of an operating sys-tem update, lack of cellular receptionor failure of a smartphone, creating anout of compliance situation for thedriver. While other apps running on atablet or a smartphone may not be ascritical if they are not available for a pe-riod of time, the electronic log must al-ways be available.

• Presentation—It is important toconsider the manner in which the logsbe shown to enforcement at roadsidechecks. Will it be via a display or aprintout? Enforcement officers cannotbe expected to learn how to use all ofthe different systems that are in thefield, so the information produced bythe EOBR must be self-explanatory,instant and very easily accessible. If aroadside check is conducted wherethere is no cellular connectivity, willthe system still be able to instantlyproduce the logs and prove compli-ance? In the case of a mobile or inte-grated display, what happens if themobile display in the cab is inopera-ble or not available because a driverremoved it?

• Total cost of ownership versus ben-efits—Does the system have startupcosts and monthly fees? Is additionalhardware, such as a smartphone and aseparate monthly fee for a data planrequired? What is the expected life-time of the system’s components?Smartphones will typically have a muchshorter lifetime (two years) than an au-tomotive box (five to 10 years). In addi-tion to calculating the total cost ofownership over five years per vehicleand per driver, fleets will need to con-sider the minimum contract durationrequired by the supplier. /


Aftermarket InsightsRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 52

048

By the end of last month, Waco, Texas-based Central Freight Lines hada total of 115 compressed natural gas (CNG) tractors in its less-than-

truckload operation. “We decided to purchase CNG tractors because ofthe abundance of natural gas produced in the State of Texas,” says TomBotsios, executive vice president. “Many of our Texas customers are in oil-and gas-related businesses. Purchasing the CNG units supports our cus-tomer base.”

Among the first CNG tractors at CFL are 2013 Peterbilt Model 384 4X2models equipped with Agility 75 DGE Back of Cab CNG Fueling Systems(75 gal. diesel equivalent), Cummins Westport ISL G 320 HP natural gasengines and Allison 3000 Highway Series automatic transmissions. Thetractors are being used in local pick-up and delivery operations in themetropolitan Houston area, where a natural gas fueling infrastructure isavailable.

The initial group of Peterbilts was sourced as an evaluation under agrant from the Houston-Galveston Area Council (HGAC). The organizationpartnered with CFL as part of an ongoing effort to reduce harmful emis-sions in major metropolitan areas that have higher air pollution lev-els. CFL viewed the opportunity to test natural gas tractorsas a way to help improve air quality in the areas where itoperates, and as the latest in a series of steps the com-pany is taking to help foster the use of domestic fuelsources.

Clean vehicleinitiatives

are one wayCentral Freight

Lines puts itself ahead

of the competition

Specs&Fleet ProfileBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Tom BotsiosExecutive Vice President


“With the Houston-Galveston Area Council’s backing, we wereable to evaluate how natural gas tractors will help further our goalsof fighting air pollution and using domestically produced fuels likenatural gas to help reduce consumption of foreign oil,” Botsiosstates. “Natural gas-powered tractors support U.S. energy produc-ers, including many companies in our home state.”

Measuring ROIThe first CNG tractors at CFL were followed by 100 new 2014

Freightliner M2 CNG units, which are now operating in the Dallas-Fort Worth area. Any new technology at CFL, including natural gastractors, still has to make business sense, Botsios notes. “We canmeasure the return on investment in these tractors by comparingthe operating cost per mile between CNG and diesel models,” hereports. “Currently, natural gas prices are lower on a per gallonequivalent compared to on-highway diesel fuel, so the higher up-front cost of the engines will be returned to the company.”

In total, CFL operates 1,600 tractors and 8,000 trailers. “In the pastfew years, we have been consistently replacing power units with


Spec

ifica

tions

Central Freight Lines Tractor SpecsModel: 2014 Freightliner M2Engine: Cummins Westport ISL GTransmission: Allison 3000 Highway SeriesDriveshafts: MeritorFront Axle: Meritor MFS-12-143AFront Suspension: dual taperleaf; 12,000-lb.Power Steering: TRW THP-60Rear Axle: Meritor RS-23-160; 23,000-lb., 5.29 ratioRear Suspension: Freightliner AirLinerWheel Seals: ScotsealBrakes: MeritorABS: Meritor WABCOAutomatic Slack Adjusters: MeritorParking Brakes: Haldex Gold SealWheels: steel discTires: Michelin XZE25th Wheel: JostAir Compressor: Cummins, 18.7 CFM Air Dryer: BendixFan Clutch: Horton Drive MasterBatteries: AllianceStarter: Delco 38MTAlternator: Delco 36SI

Trailer SpecsModel: 2014 Hyundai HT Composite XTLength: 28 ft.Landing Gear: Jost Magnum Axles: MeritorSuspension: SAF-HollandOil Seals: StemcoBrakes: MeritorABS: Meritor WABCO 2S/1MSlack Adjusters: GuniteTires: Double CoinWheels: AccurideLighting & Electrical: Truck-Lite; Phillips

newer emissions compliant engines,and adding other environmentally-friendly equipment, such aspropane-powered forklifts,” says BillWoods, director of maintenance. “Inaddition to the CNG tractors, wecurrently operate Navistar, Freight-liner and Sterling diesel models.

“Along with the 100 newestFreightliner CNG-powered tractorsto join the fleet, we are also going totake delivery of 50 2014 model yeardiesel-powered Freightliner M2s,”Woods continues. “As the 2014scome on board, we’ll be retiring ouroldest units, which include 1999through 2001 models. We try to runour trucks for seven to 10 years andour trailers from 15 to 20 years. Withthat in mind, we spec and purchasefor lowest operating cost andlongest life.”

The CFL trailer fleet is a mix of 28-ft. pups, 48-ft. P&D vans and 53-ft.vans that work in both linehaul andP&D service. CFL has also ordered400 new 2014 Hyundai pups that arecurrently coming on board, as wellas 100 32-ft. and 100 40-ft. trailersthat will be used in P&D operations.

Testing ideasChanges to trailer specs at CFL are

based on addressing issues and test-ing new ideas, Woods relates.“Trailer floors and roll-up doors havebeen areas of concern,” he adds.“We were spending a lot of moneyensuring that floors are solid anddoors operate. For our newest trail-ers, we’ve spec’d Havco Compositefloor systems and Transglobal com-

posite doors to enhance the life ofthose components and to reduceour maintenance costs.

“We also adopted side skirts on28-ft. trailers after we realized a 6%increase in fuel mileage, as well asan improvement in stability on testunits,” Woods says. “This year, we’replanning to look into automatic tireinflation systems, provided we canfind the right product for our opera-tion. We are always looking for waysto better utilize our assets, but froma maintenance perspective, productsneed to have merit and an applica-tion in our environment. Basically,some things just won’t work for usbased on how we use our equip-ment.”

Maintenance for the CFL fleet ishandled through a company networkof 13 shops. Where the carrier doesnot have a maintenance facility, serv-ice and repair work is handled bycarefully selected outside vendors.

Rich historyA privately-owned, for-hire com-

mon carrier with 51 terminalsthroughout the southwestern U.S.,Central Freight Lines has a rich his-tory in the freight transportation

business. CFL first opened for busi-ness in 1925 and through the years,the company has been recognizedoften for its accomplishments inservice, quality and safety.

Year after year, CFL has been hon-ored by the Texas Motor Transporta-tion Association (TMTA) for itsachievement in reaching and main-taining the industry’s highest safetystandards in the state. Recently,TMTA presented CFL with the firstplace P&D Division Fleet SafetyAward, along with first place Intercityaward in the 10 to 20 million mileclass. Each year, TMTA recognizesmember companies that accom-plished outstanding, professionaldriving performance. The winnersare judged on the company’s acci-dent frequency experience rates.

“We’re committed to safety, pro-fessionalism and customer service,which is reflected in our repeataward winning performances eachyear,” Botsios said. “We’ve alwaysbeen proud to be a carrier that con-sistently promotes safety throughoutthe company. Today, as well, CFLproudly adds clean initiatives as oneof the things that sets us apart fromother carriers.” /


Fleet Profile Specs


Truck Products

SAF-Holland has introduced the new SAF CBX69 Tridem Slider Suspension fortrailer applications. The lightweight triple-axle system incorporates the same air suspension and sliderbox design as the company’s CBX40 model, along with an SAF X-Series 5.75-in. diameter axle with an 11mm wall axle. Standard on the system is Swing Align for axle alignment and Black Armour metal treatmentfor corrosion protection, the company added.

SAF-Holland www.safholland.com Rapid Response: 800-930-7204 ext. 52150 www.FERapidResponse.com

SAF-Holland rolls out lightweightTridem Slider Suspension system

Alcoa unveilsmedium-duty wheels

The M-Series line of medium-duty truck wheels for Class 3-6vehicles has been introduced byAlcoa. The forged aluminum

wheels for straight trucks and low deck trailers are manufactured to fitDodge, Ford, Freightliner, Fuso, General Motors, Hino, International, Isuzu,Kenworth, Peterbilt, Smith and Sprinter vehicle makes. M-Series wheels areavailable in brush and polish finish options. Select part numbers are offeredwith Alcoa’s Dura-Bright surface treatment option, the company added.

Alcoa www.alcoawheels.comRapid Response: 800-930-7204 ext. 52151www.FERapidResponse.com

New BendPak Tuf-Pads provide durability, grip

BendPak recently unveiled its new Polyurethane Tuf-Pads contact pads fortwo-post car lifts. This marks a departure from the natural rubber contactpads the company manufactured previously.

The problem with natural rubber is that it can degrade over time and behurt by certain chemicals, the company noted. And even if that doesn’t happen, the material can be gouged or cut.

According to the BendPak website, the new Tuf-Pads feature a “hardnesselastomer” to resist these common problems, but without sacrificing the all-important grabbiness that made the rubber pads so effective.

BendPak www.bendpak.comRapid Response: 800-930-7204 ext. 52152www.FERapidResponse.com



Carrier Transicold has announced its new ultra-high efficiencyX4 Series refrigeration units, which include the 7500 and 7300single-temperature belt-driven models. Respectively, the newunits provide 68,000 and 66,000 BTUs of cooling at a setpoint of35 degrees F (100 degrees F ambient). Both X4 units meet 2013 Tier 4 emissions requirements from the U.S. Environmental Protection Agency, the company said.

Compared to the Carrier Transicold X2 2100 and 2500 series models they succeed, the new X4 units:• Weigh 30 lbs. less at 230 lbs.• Provide 3% to 10% higher cooling capacity (depending on model)• Achieve up to 20% faster pulldown• Consume 5% to 22% less fuel over a full range of operating conditions; and up to 35% less fuel during

pulldown• Require 24% less refrigerant• Operate at up to 18% slower speeds and reduce engine runtime by up to 15% System improvements in the X4 models include optimized V-Force fans and Novation micro-channel con-

denser coils. An electronic expansion valve is now standard, replacing mechanical expansion valves found onprevious models. The units feature Carrier’s 2.2 liter engine with sensors and an electronic control modulethat communicates with the company’s APX control system. Fleets also will have the ability to equip X4 unitswith an optional engine emissions system to provide future compliance in California, the company added.

Carrier Transicold www.carrier.com/ecoforward Rapid Response: 800-930-7204 ext. 52153 www.FERapidResponse.com

Carrier Transicold introducesnew X4 Series trailer refrigeration units

Trailers BodiesRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 52

054

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5205

6


Shop Equipment

TMD Friction launches Textar, Don Drum Brake Catalog TMD Friction launched the Textar & Don Drum Brake Lining Catalog for Commercial Vehicles in North America. The catalog provides information

on friction materials for specific applications for on-highway tractor trailers, buses and coaches, as well as vocational vehicles.According to the company, these products meet today’s OE performance standards and demands, including reduced stopping distance regulations

(T5000 and T1200), as well as the demands of heavy-duty applications. The formulas are available for front brakes and for 20K, 23K, 25K, 26K and29K lb. rated axles.

TMD Friction www.tmdfriction.comRapid Response: 800-930-7204 ext. 52161 www.FERapidResponse.com

New Rotabroach kit offeredBlair Equipment Co., producer of precision sheet metal holemaking tools and

spotweld cutters that are used in automotive body repairs, fabrication and restora-tion, introduced its new Rotabroach Sheet Metal Hole Cutter Combo Kit. Thenew kit (part no. 11320) combines two of the company’s most popularkits, the small diameter kit (part no. 11090) and the large diameter kit(part no. 11091), into one convenient package, the maker said. In-cluded in the set are 13 sizes of Rotabroach Cutters from 5/16 in. to 1.5 in. Rotabroach sheet metal cutters can drill holes in materials up to 1/4in. or 1/2 in. thick, depending on diameter.

Blair Equipment Co.www.blairequipment.comRapid Response: 800-930-7204 ext. 52160 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 52055Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5206

3


Classifieds

Dean Martin, [email protected] 330-670-1234, ext. 225

Doug Basford [email protected] 330-670-1234, ext. 255

Bobbie Adams [email protected], ext. 288

Glenn [email protected], ext. 212

John Zick [email protected]

949-756-8835

Don [email protected]

330-670-1234, ext. 286

Sean [email protected]

330-670-1234, ext. 206

CLASSIFIED SALESTom Staab

[email protected], ext. 224

LIST SALES MANAGERDon Hemming

[email protected], ext. 286

Matco launcheslimited edition Black-Out-Box

Matco Tools has launched a limited edition Black-Out-Box, which features Matco’s Stealth Black paintwith black trim, locks, casters and badging, creating acompletely blacked-out appearance.

According to the company, each Matco toolbox is handcrafted with care and precision and every model fea-tures a T-shaped center shelf that is fully welded to all sides for brute strength and total stability. Black-Out-Boxrollaway models range from $5,935 to $9,440 and are available through local Matco Tools distributors.

Matco Tools www.matcotools.comRapid Response: 800-930-7204 ext. 52162 www.FERapidResponse.com

Meritor WABCO releases latest vehicle diagnostics softwareUpgrades to the Meritor WABCO Toolbox 11.0 PC-based diagnostics and troubleshooting software in-

clude new product diagnostics, improved navigation and a new intuitive user interface. Features of the newsoftware include diagnostics for new generation OnGuard commercial vehicle collision safety systems withActive Braking and Onlane, a lane departure warning system device. In addition, there are J1939 diagnos-tics for pneumatic antilock braking systems, electronically controlled air suspensions, and an expandedhelp function. /

Meritor WABCO www.meritorwabco.comRapid Response: 800-930-7204 ext. 52163 www.FERapidResponse.com

Shop Equipment

ENGINE OILDRAIN VALVE

DRAIN YOUR ENGINE OIL WITH THE TOUCH

OF A FINGER

www.FumotoUSA.comFumoto Engineering of America

(425) 869-7771

FUMOTO

Rapid Response: 800-930-7204 ext. 52202www.FERapidResponse.com

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5220

1 w

ww.

FERa

pidR

espo

nse.

com


Classifieds

Rapid Response: 800-930-7204 ext. 52204 www.FERapidResponse.com

YOUR

AD

HERE

!

TO ADVERTISE

IN THECLASSIFIEDS

CALLTom Staab

330-670-1234 ext 224

[email protected]

Need ReprintsCall Kelly at 330-670-1234, ext. 284


Call now to order or to receive a free 2013 catalog 1-800-434-5141www.autobodysupplies.com



Get FREE PRODUCTAND SERVICE INFO

from the companies

featured in thisissue of Fleet Equipment.It’s fast

and easy!

Classifieds




Rapid Response: 800-930-7204 ext. 52209www.FEapidResponse.com


Advertiser Page Rapid Response Advertiser Page Rapid Response Code Code

Afton Chemical Corp. 31 52031BendPak 54 52056BendPak Insert 52120-52123Betts Co. 43 52043Campbell Hausfeld 53 52053Caterpillar/Engine Div/Gldg AC6156 13 52013Coxreels 55 52063Espar Products 14 52014Espar Products 20 52020Espar Products 21 52021ExxonMobil 7 52007Federal Mogul/FP Diesel 18 52018Federal Mogul/FP Diesel 19 52019FuelDefend Global Ltd. 55 52055Gabriel 15 52015Hankook Tire America Corp. 11 52011Hannay Reels 48 52048

Hendrickson 9 52009Kit Masters 42 52042Marangoni North America Cover 3 52061Meritor Inc. 3 52003Mitchell 1 5 52005NAPA 1 52001Old World Industries 23 52023Peterbilt Motors Co. Cover 4 52062ProDiesel 30 52030SAF-Holland Inc. 22 52022Saf-Tee Siping/Grooving 59 52059SKF Corp. 24 52024Thermo King Corp. 25 52025Thieman Tailgates 54 52054TMW Systems 29 52029VDO RoadLog 26 52026Wix Filters 16 52016Wix Filters 17 52017

Reader Response Pagesponsored by

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5205

9w

ww.

FERa

pidR

espo

nse.

com

TO GET CONNECTED:>>>CALL toll-free 800-930-7204 and then enter the Five Digit RapidResponse Code that appears

in the ad or product announcement or on the listing below.

>>>OR VISIT www.FERapidResponse.com and click on the company you want info from!

>>>OR click on the Fleet Equipment Rapid Response icon on our Web site at www.fleetequipmentmag.com!

According to a recent survey conducted by Intermec, transport and logisticscompanies around the world believe that arming their mobile workforce

with new technology could cut their pick-up times by 30% and delivery timesby 29%—savings that could be crucial in boosting operational efficiency levelsand meeting customer demands. These are the principal findings of a surveyby Intermec, which surveyed managers of transport and logistics firms in sixcountries around the world during April 2013.

The study finds that 38% of U.S. organizations view operational efficiency as thearea of most strategic importance for their business. More than three quarters(77%) of organizations across U.K., U.S., Germany, France, Australia and NewZealand say their customers now demand same-day delivery services, and 92% ofcompanies claim that meeting these expectations is placing significant challengeson their business to adjust.

Most feel that customer demand can best be met through automating keyprocesses in the pick-up and delivery areas, and adopting new technology fordrivers such as GPS, mobile and broadband communications. Companies antici-pate that by adopting these technologies, the time taken for each pick-up anddelivery can be cut by 2.68 and 2.41 minutes, respectively, providing a significantboost to the efficiency of the mobile worker. Results state:

• Respondents believe broadband mobile communications (60%), integratedvehicle telematics (44%) and RFID (38%) offer the most promising return on in-vestment to their organization.

• The efficiency gains from new technology could extend to back office staff, aswell. The survey respondents report that they are receiving 6,677 calls per dayfrom customers asking for order status updates.

• By providing proactive shipment updates, a process enabled by location-basedand mobile technologies, these same companies believe they could eliminate 24%of these calls immediately. This equates to 1,602 calls per working day, a time sav-ings that could then be used to better serve a wider range of customers.

“Customer expectations in the industry are growing higher each day, putting in-creasing pressure on mobile workers to meet tighter deadlines,” said Jeff Sibio, In-termec industry marketing director for transport and logistics. “Our survey showsthat the use of technology not only reduces call and pick up times for workers, butalso offers customers the chance to make fewer calls.”

For more information, visit www.intermec.com. /


• Equipment TechnologyShop Equipment & TechnicianTraining

• Before & After(market)Warranty administration

• IT for Asset ManagementSolutions to streamlinethe business process

FLEET EQUIPMENT (ISSN 0747-2544)(July 2013, Volume 39, Number 7): Publishedmonthly by Babcox Media, 3550 Embassy Park-way, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paidat Akron, OH 44333 and additional mailing of-fices. POSTMASTER: Send address changes to FleetEquipment, 3550 Embassy Pkwy, Akron, OH44333. A limited number of complimentary sub-scriptions are available to individuals whomeet the qualification requirements. Call (330)670-1234, ext. 288, to speak to a subscriptionservices representative or FAX us at (330)670-5335. Paid Subscriptions are available fornon-qualified subscribers at the followingrates: U.S.: $69 for one year. Canada: $89 forone year. Canadian rates include GST. Ohioresidents add current county sales tax. Otherforeign rates/via airmail: $129 for one year.Payable in advance in U.S. funds. Mail pay-ment to Fleet Equipment, P.O. Box 75692,Cleveland, OH 44101-4755. VISA, MasterCardor American Express accepted.Founded in 1974. © 2013 by Babcox Media,“Fleet Equipment” is a trademark of BabcoxMedia Inc., registered with the U.S. Patent andTrademark office. All rights reserved. Publisherreserves the right to reject any subscription thatdoes not conform to his standards or buyingpower coverage. Advertising which is belowstandard is refused. Opinions in signed articlesand advertisements are not necessarily those ofthis magazine or its publisher. Diligent effort ismade to ensure the integrity of every statement.Unsolicited manuscripts must be accompaniedby return postage.

Proud Members of:

Proud Supportersof:

August

Call Dean Martin at(330) 670-1234 Ext. 225About Advertising Opportunities!

PostScript

New technology couldcut P&D times

Coming in

fleet equipment, july 2013

Documents

companyowned devices

computing devices

device ownership

fleet owners

fleet equipmentwhen

enabled devices

president of peoplenet

hos compliance50 fleet