Fleet Equipment, October 2013

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Managing Equipment Assets

October 2013

� “Managing” can minimize downtime

� Handling the tough hauls: severe duty

� Harnessing the power: electrical demands

Safety first at VerstDriver and equipment initiatives at Verst Group Logistics are resulting in impressive safety performance

Rapid Response: 800-930-7204 ext. 55075

On the Inside

Departments

EDITORIAL ADVISORY BOARDSteve Duley,Vice President of

Purchasing

Schneider National Inc.

David Foster,Vice President ofMaintenanceSoutheastern Freight Lines

Bob Hamilton,Director of Fleet

Maintenance

Bozzuto's Inc.

Peter Nativo, Director of MaintenanceTransport Service Co.

Darry Stuart,President & CEO DWS Fleet Management

Oct.

16 Timely TipsCabin air filters: the front

line of defense

18 Industry Newsatri releases updated

cost analysis report

64 Truck Productsmichelin retread technologies

launches XdS Pre-mold retread

66 Trailers & BodiesCarrier transicold Vector 8500

sheds pounds, beefs up

67 Shoprotary lift introduces mobile

column lift rental program

Editorial 2Carol Birkland

Light- & Medium-duty 4Seth Skydel

Fuels & Lubes 8John martin

Service & Support 10d. miChael Pennington

Tires & Wheels 12aSa SharP

Heavy-duty News 14JaSon morgan

Post Script 72

Columns

Vol. 39 | Number 10 | 2013

Features

Founded 1974.

Copyright 2013 Babcox Media Inc.4654

On the CoverPetebilt Model 220

32 Refrigerated Trucking | Leveraging reefer telematics

34 IT for Asset Management | Stressless management of registrations, licenses

and permits

38 Aftermarket Insights | Harnessing the power

46 Before & After(market) | Handling the tough hauls: severe-duty options

54 Equipment Management | “Managing” can minimize downtime

60 Fleet Profile | Safety first at Verst Group Logistics

60

2 October 2013 | Fleet Equipment

he truck OEMs and engine builders have been “cleaning up their act” for quitesome time now, in accordance with the EPA mandates, and they’ve made good

progress. Here’s the proof.Recently, as part of a Senate panel testimony highlighting the emissions benefits fromthe increased use and availability of clean diesel technology in transportation and otherindustrial sectors, Allen Schaeffer, executive director of the Diesel Technology Forum,testified during a hearing of the U.S. Senate Environment and Public Works Committee,Subcommittee on Clean Air and Nuclear Safety entitled “Black Carbon—A GlobalHealth Problem with Low-Cost Solutions.” In his testimony, Schaeffer outlined the roleof diesel engines in the black carbon inventory and the diesel industry’s progress towardachieving near-zero emissions across all categories of engines and equipment, whilealso offering support for programs like the Diesel Emissions Reduction Act (DERA) thataddress emissions reductions from existing engines and equipment. According to the 2012 EPA Black Carbon Report to Congress, the United States ac-counts for about 8% of all global black carbon emissions. As of 2005—prior to the intro-duction of clean diesel—52% came from mobile sources and 93% of that was attributedto diesel engines. EPA projects this percentage will decline 86% by 2030 largely due tocontrols on new diesel engines. Some researchers estimate that particulate matter emis-sion reductions from diesel engines in the U.S. may mitigate up to 15% of the UnitedStates’ contribution to a warming planet. “Thanks to billions of dollars in investment and unprecedented innovation in the in-

dustry, we have met the challenge of virtually eliminating emissions from diesel en-gines,” Schaeffer told the committee. “New clean diesel engines in commercial trucksand most construction and farm equipment today emit 98% fewer emissions of nitro-gen oxides and particulate matter, of which black carbon is a component, compared toan engine manufactured in 1988. While new clean diesel technology has dramaticallyreduced diesel emissions to near zero for newer engines and equipment, proven pro-grams that help reduce emissions from existing engines and equipment, programs likeDERA and funding through the Congestion Mitigation and Air Quality ImprovementProgram [CMAQ] are a key means to reduce particulate emissions from older existingdiesel engines.”To date, despite only partial funding, the emissions reductions achieved from theDiesel Emissions Reduction Act (DERA) are impressive. Between 2008 and 2010, ac-cording to US EPA’s Second Report to Congress, the DERA program reduced over12,000 tons of particulate matter emissions and over 200,000 tons of NOx—an impres-sive achievement that provides real air quality benefits to almost every community.In the coming years, emissions reductions from modernizing and upgrading existingengines and equipment will be even more important as state and local governmentswork to comply with more stringent national ambient air quality standards for particu-late matter and possibly ozone. The new generation of clean diesel technology offersnot only near-zero emissions, but also significant fuel savings, is widely accepted andthis is where the largest clean air and climate benefits are being delivered. The acceptance of this new generation of clean diesel technology appears to havebeen positive. According to data recently compiled by R.L. Polk and Co., almost one-in-three heavy duty trucks on the road today isnow of 2007 or newer vintage of cleandiesel standards. /

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]

Jason Morgan,Managing Editor330-670-1234, Ext. [email protected]

Seth Skydel, Sr. Contributing [email protected]

D. Michael Pennington, Sr. Staff [email protected]

Asa Sharp, Contributing [email protected]

John Martin, 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) – FounderTom B. Babcox (1919-1995) – Chairman

Editorial

Breathing easier thanksto clean diesel


Uptime

Light- & Medium-dutyBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR


avistar’s president reflects on how truck OEMs areaddressing the needs of medium-duty fleets: “The

goals of medium-duty fleets are not really different thanthose of heavy-duty on-highway operations,” says BillKozek, president, North America Truck and Parts at Nav-istar. “While medium-duty operations generally see trucksas a tool to get their real business done, they are equallyconcerned about having the lowest possible cost permile and the most uptime.”OEMs like Navistar are also equally focused on meeting

medium-duty fleet needs, Kozek relates. “Our truck de-sign initiatives are aimed at market requirements,” hestates. “We know, for example, that fuel costs are a majorissue, so we are always looking for ways to improve effi-ciency, including adopting alternative fuels when it’s ap-propriate and developing enhanced aerodynamics. Atthe same time, our medium-duty customers want reliabil-ity, so we’re working on ways to use remote diagnostics

to make maintenance more predictable and limit down-time for service as much as possible.”Navistar’s strategy begins long before a new truck

model is brought to market. “We’re working much earlierin the process and much more closely with our suppliers,”Kozek says. “Combining our expertise with that of en-gine, drivetrain, brake, HVAC and other suppliers to testand integrate systems and components into our vehiclesallows us to get to market faster with a proven product.”Such was the case behind Navistar’s recent announce-

ment that it was expanding its engine offerings to includethe Cummins ISB 6.7-liter diesel with selective catalyticreduction (SCR) emissions aftertreatment in InternationalDuraStar medium-duty trucks and IC Bus CE Seriesschool buses.

“Since 2010, we’ve gained extensive experience pack-aging and manufacturing medium-duty trucks with theCummins ISB through our Ford Blue Diamond joint ven-ture,” Kozek says. “Adding this engine to medium-dutytruck and bus products is something we viewed as a win-ning combination for customers. Many fleets in differentmarket segments already have extensive experience withthe Cummins ISB, which is a proven engine and one thatcustomers can get serviced everywhere in North Amer-ica.”Kozek adds that the well accepted Cummins ISB, as an

addition to Navistar’s medium-duty truck and bus lineupwill complement existing engine offerings in 2014 andbeyond at a lower cost due to the large scale productionof the engine model. The engine will be in regular pro-duction in International DuraStar trucks in December andin IC Bus CE Series school buses in late January of nextyear.

While the Cummins ISBis a new offering forNavistar's medium-dutytrucks and buses, thetwo companies havebeen collaborating formore than 75 years. Inthe past year, the part-nership launched theCummins ISX 15-liter en-gine in Navistar Class 8trucks, including Interna-

tional ProStar, PayStar 5900 and 9900i models. In addi-tion, the OEMs have been collaborating to add CumminsSCR aftertreatment systems to the proprietary MaxxForce13-liter engine in ProStar, WorkStar and TranStar andPayStar models.“That same level of teamwork will continue as we lever-

age our relationships with suppliers of numerousmedium-duty systems and components,” Kozek states.“The experience we continue to gain collectivelywill increasingly be seen in medium-dutytrucks. As we apply what we’ve learned tooptimize how our vehicles work best forcustomers in many different market seg-ments, we can provide the lowest cost ofownership and enhanced uptime.” /

SETH SKYDEL



Fuels & LubesBY JOHN MARTIN | CONTRIBUTING EDITOR


Diesel, gasoline and natural gas engine oils aregoing to be changing by 2016. With the current

regulatory emphasis on improving fuel economy, whichalso reduces greenhouse gas (GHG) emissions, engineoil scientists will soon be reformulating all three oils toimprove fuel economy. When the Federal government enacted fuel econ-

omy regulations for trucks, diesel engine builders in theEngine Manufacturers Association (EMA) asked thelube oil industry to help them meet these requirementsby developing a new diesel oil performance category(PC-11), which would define oils providing better fueleconomy and increased com-patibility with biodiesel fuels.Development has been under-way for at least two years.The initial change, which will

be made to diesel oils to im-prove fuel economy, is to lowerviscosity. When engines areproperly lubricated, a hydrody-namic film exists between en-gine components. Largerengine component clearances (primarily bearing clear-ances) require higher viscosity oils to provide hydrody-namic lubrication. Racers build engines with extremelytight clearances in order to reap the horsepower bene-fits of these low viscosity oils, but diesel enginebuilders haven't yet had sufficient time to research re-duced bearing clearances. If you are interested in lowerviscosity oils, evaluate thinner engine oils in your fleetone viscosity grade at a time after conferring with yourengine manufacturer.Since most (83%) North American heavy-duty diesel

oil is SAE 15W-40, primary effort has been focused onreducing oil viscosity to improve fuel economy in en-gines with clearances designed for SAE 15W-40 oils.Future developments will no doubt include researchinto using friction—modified oils to further improvefuel economy. Biodiesel is being ignored at this time. The new PC-

11 category will most likely specify two oils—a low vis-cosity oil for use in 2014 and later model year engines,

and a more viscous oil for use in older engine designs.Look for completely new diesel engine oils that shouldyield improved fuel economy by 2016.New passenger car engine oils called API SP and

ILSAC GF-6 are also being developed for introductionin 2016. The major driver for these new oils is also fueleconomy and fuel economy retention throughout theoil change interval. Passenger cars do utilize friction—modified oils, but these additives can sometimes bedepleted prior to the oil being changed. Environmentalists are also asking for a further reduc-

tion in oil phosphorus levels from the current GF-5maximum of 800 ppm % wt. Their objective is to ex-tend catalytic converter service life, but I've seen no ev-idence of field problems. Reduced phosphorous limitsmeans reduced extreme pressure (EP) protection forhighly-loaded engine components. Although new en-gine designs can reduce component loading to dealwith reduced phosphorous oils, existing engines arevulnerable. High performance valvetrains are particu-larly susceptible.Oils for engines using natural gas traditionally have

been developed directly with engine OEMs in the ab-sence of universal standards. These oils are much moreoxidatively stable than diesel oils, so they need far lessdetergency and dispersancy. These manufacturers willhave to investigate fuel economy for engines operat-ing under stop and go conditions as well as steadystate.For years, fleet operators have been using "universal

oils" in both diesel and gasoline fuelled engines.Honda favors SAE OW-16 oils for their new passengercar engines. I doubt that diesels can survive on oils thatthin. I also doubt that highly stressed fuel injectioncomponents can achieve satisfactory service life on oilscontaining less than 800 ppm % wt. phosphorus. Using an oil that meets current API diesel

oil specs in a gaseous fuel engine is wast-ing money. In 2016 fleet operatorsshould concentrate on using the opti-mum engine oil for each engine/fuel combination. The universal engine oilshould die in 2016. /

Engine oil choices are changing

The universalengine oilshould diein 2016.

john martin



Service & SupportBY D. MIchael PeNNINGTON | SeNIOR STaFF WRITeR

raining technicians on the correctuse of equipment and service pro-

cedures is an investment, not an ex-pense. From practically all of thesurveys conducted with fleetmanagers, product and serv-ice training remains amongthe top five issues (or opportu-nities).Aside from safety, keeping

vehicles on the road haulingfreight and generating rev-enue remains high on theirpriority lists, and three Tier 1brake and drivetrain suppliersare working hard to meet theirtraining needs.One industry training man-

ager, Rick Martin of Meritor'sAftermarket business, offered, “Wemust help customers reduce downtimeand increase their customers’ satisfac-tion getting their trucks out of the baysquicker and back on the road.” In Meritor's case, about 12 years ago

the company instituted online trainingto augment its in-person trainingclasses. The company offers more than100 online sales and service trainingcourses, covering subjects such asaxle, brake, driveline, transmission,clutch, air systems, anti-lock braking,and trailer suspensions. Meritor field managers (DriveForce)

also conduct technical and sales train-ing at dealers, fleets and warehousedistributors locations. These one- tofour-hour classes are conducted yearlyat more than 500 customers' locations. “The need for basic training is always

necessary; basic electricity/pneu-matics/hydraulics and system opera-tion. Without this basic knowledge, di-agnostic mistakes occur frequently

leading to more downtime and cost tothe customer, OE or supplier," saidMartin. "It's mostly systems training,each covers the core components plus

the related system to en-hance the technicians' di-agnostics abilities.” The axle-brake manufac-

turer provides in-depth, in-structor-led training in itsTroy, Mich., training centeron axles, brakes, advancedbraking systems and trans-fer case and drivelines.The company has hostedmore than 18 training ses-sions annually. Bendix Commercial Vehi-

cle Systems continues toimpress fleet customers with its onlineBrake School, as well as its TechTalkfeature at major trade show exhibits(where an Answer-Man addresses hotfleet topics), according to John Reed,manager of service warranty and train-ing at Bendix."As our commercial vehicle safety

technology continually advances, andfleets navigate industry challenges likeCSA, Bendix remains committed toproviding technicians with the mostcurrent and in-depth training and infoavailable," said Barbara Gould, Bendixdirector of communications."Our customers want this technical

training, requesting more focus onelectronics, and respect our trouble-shooting practices, plus they're oftenmore loyal to spec'ing Bendix systemson their next vehicle purchase," saidReed, who applauds the new breed ofyounger technicians who embracecomputer diagnostics and display anappetite to learn more.

Bendix initial brake school.com cur-riculum covers topics like air discbrakes, RSD drum brakes, air dryers,compressors, stability control and colli-sion mitigation and tire pressure moni-toring systems.Eaton's Truck Group continues to

contribute to fleets' training through itsRoadranger Academy. An Eatonspokesperson said the academy helpsfleet managers learn time-saving tech-niques and shortcuts used by the ex-perts to get hands-on training thatshows you how to more accurately di-agnose a problem and to receive valu-able class materials to keep andreference what you learned.Roadranger Academy provides serv-

ice professionals with instructor-ledand computer-based training on its dri-vetrain components. Its training loca-tions have expanded to vocationalschools throughout North America.Plus, the neutral technical sites allowtraining courses to include a hands-onpractical session. "Through our academy, our product

training service professionals help re-duce equipment downtime by effi-ciently and accurately diagnosing andservicing Roadranger drivetrain prod-ucts," the spokesman said.All three suppliers emphasized that

their customers seek a competitivebusiness edge. Training provides thepath to excellence through the knowl-edge that helps fleets reducestress during the work dayand achieve their overallobjectives. /

...suppliersare

workinghard to

meet their trainingneeds.

D. Michael Pennington

Training: the path to excellence


reat expectations deserve effec-tive communications. Let’s review

some of the common and recurringhiccups, and sometimes large prob-lems, which develop between twoready and willing parties. One primaryrule is for each participants to knowthe other’s business. Failure to do sois likely to result in misunderstand-ings, failed expectations or, worse yet,serious misrepresentations and addedcosts.

Without a history of previous deal-

ings or extensive background checks,it is a good practice to inquire of yourpeers or conduct professional refer-ence checks on prospective suppliersand customers as well. This, ofcourse, falls in the category of com-mon sense, but can, and does, occuras a result of aggressive/smooth salespitches or time pressures.

A second, and much more subtle,issue that surfaces is a failure to ade-quately communicate expectations onboth the buying and selling sides.One way to better understand thispoint is to view the customer/supplierinteraction as a partnership. This termhas been greatly overused and mud-

dled in the process over pastdecades, so understand that all part-nerships are not equal and, in fact,probably carry several levels of com-mitment and responsibility. First, ageneric partner supplier, today, mustprovide high-quality products, com-petitive pricing, on-time delivery, rea-sonably anticipate customer demandsand keep the customer informedabout product changes and newproducts. This defines the new gener-ation entry-level supplier.

A second, higher levelpartner may be a “stan-dard” supplier—that of-fers the preferredproduct brand unlessanother brand is speci-fied, usually at addi-tional cost, justified byadditional inventory andother administrative re-quirements. This levelsupplier should neverfail to supply the cus-tomer’s volume de-mands or servicerequirements. In addi-tion, the supplier mayparticipate in cost sav-

ing cooperative promotional, advertis-ing and development programs. Atextbook example of this relationshipis the “standard” components thatare listed in many truck manufactur-ers’ databooks.

A third, even higher level partnerneeds to be very informed and re-sponsive to the customer’s businessoperations and goals. This supplierthinks in terms of “what’s best for” or“what will hurt” the customer’s every-day operations. This supplier thinksbeyond the primary customer to thenext level customer and fully under-stands how a supply or quality issuewill affect both the first and second

tier customers’ business, reputationand cost/expense structures. This sup-plier is committed as “one stop shop-ping” partner who would simplyhandle all of the customer’s issues forspecific product types. For example,offering new tires, batteries, retread-ing, wheel refinishing, etc. It wouldnot be unreasonable for the customerto expect this level supplier to pur-chase and furnish a different compa-rable brand item to addressemergency quality or supply issues.This may actually benefit the sup-plier’s long term interests since it cankeep the customer from seeking com-petitive sales calls and proposals. Re-ciprocally, customers should notexpect this supplier to offer pricesthat may not ensure a fair profit.

There are many different levels ofcustomer/supplier relationships differ-entiated primarily by the degree ofcommitment, responsibility and re-lated details on both sides. Withoutclear, effective communication andunderstanding, misunderstandingsare almost certain.

Both parties must know and accepttheir responsibilities and commit-ments. Keep the relationship freshwith periodic dialog—never make as-sumptions. There are many profes-sionals in our industry who are thereto help fleet managers, don’t be shyabout seeking them out. Effectivecommunication helps assure cost con-tainment and long-term competitivesuccess. /

Tires & WheelsBY ASA SHARP | CONTRIBUTING EDITOR

Great


“…conduct professional

reference checkson prospectivesuppliers… . ”

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ASA SHARP



BY Jason Morgan | Managing EDiTor

Today’s tomorrow: The inner workings of innovation

It’s easy to get caught up in the newtechnology and statistics that arebeing generated by the heavy-dutymarket, seemingly on a daily basis.The rate of technology and demandfor efficiency can be overwhelming.The good news is that even as OEMsand aftermarket companies introducehead-spinning, mind-blowing newtechnologies, the problems of todayare still the problems of tomorrow, forthe most part. “By 2015, two-thirds of the vehicles

on the roads are still likely to use,more or less, current engine technol-ogy and conventional types of liquidfuels,” said Richard Tucker, Shell gen-eral manager of technology, commer-cial fuels and lubricants div. “There isa lot of energy going into the alterna-tives [fuels], and we’re part of that,

but, the reality is that in most of ourlifetimes, most of the vehicles on theroad will still use conventional tech-nologies and liquid-type fuels. “We can get excited about electricity

and hydrogen, and it’s right to be fo-cusing on those things, but that’s notthe only answer to these challenges;there’s no one magical solution,” hestated.During a recent press conference,

Shell put the emphasis on today’s chal-lenges and what fleets can do to im-prove their fuel efficiency and bottomlines right now. With the increasing ef-

ficiency of heavy-duty technology, im-proved fuel economy is less likely tocome in broad strokes and more intweaking the details of how the fleetoperates. In the engine oil world, thefocus is on lower high-temperature,high-shear oil viscosity. Eighty-five to 90% of today’s fleets

are running on SAE 15W-40 engine oil,according to James McGeehan, SeniorConsulting Scientist for ChevronGlobal Lubricants. However, there is atrend for fleets to switch over to SAE10W-30 to reap the fuel economy ben-efits. “There are a good number of larger

fleets in this country that haveswitched over to 10W-30. They figuredout that it wasn’t just thousands of dol-lars, but millions of dollars, in savingsswitching to 10W-30,” said Dan Arcy,

OEM technical manager at ShellGlobal Solutions. So what level of fuel economy does

lower high-temperature, high-shear oilviscosity product have on the bottomline? According to Shell, it’s between1.6% and 2%. Those are real worldnumbers, said Arcy: “There are a lot of fuel economy

numbers flying around out there andto be honest, you can structure tests tomake your fuel economy look ex-tremely good, but it might not be rele-vant. If we say that you get 2% fueleconomy, then the customer better

get 2%. So the numbers we say betterbe valid.”The big question, however, isn’t fuel

savings in switching to this oil technol-ogy—it’s durability. It comes down tothe question: Can these lower high-temperature, high-shear oil viscosityoils match current wear protection? “ When you lower the high-tempera-

ture, high-shear viscosity in the new oilcategory PC-11 for 2016, you’re reduc-ing the film thickness between the criti-cal parts. If you reduce the oil filmthickness, you should get better fueleconomy, but you must maintain en-gine durability,” McGeehan explained.“We are testing extensively in all en-gine types—Cummins, Daimler’s De-troit Diesel, Volvo, etc. So far, the datawe’re seeing is looking good; we don’tsee any durability issues as the testingprogresses.“We’ve demonstrated engine dura-

bility and reliability with current API CJ-4 SAE10W-30 oils. We’re inspectingand tearing down engines regularlyand we’re not seeing engine oil-re-lated failures,” he continued. “Most ofthe issues when the trucks come in arethe auxiliary issues”. We are also test-ing PC-11 oils in preparation for 2016specification which may be called APICK-4.In investigating improving a fleet’s

fuel economy, every piece, every part,every fluid is connected. A heavy-dutytruck isn’t just an engine or drivetrainor oil grade. It’s a system that requirescooperation between industries to im-prove trucking as a whole. /

Heavy-Duty News

JASON MORGAN

There are a lot of fuel economy numbers flyingaround out there and to be honest, you can

structure tests to make your fuel economy lookextremely good, but it might not be relevant.

— Dan Arcy, OEM technical manager, Shell Global Solutions

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According to John Gaither, PE direc-tor of heavy-duty engineering,

FRAM Filtration, “From the dust anddebris kicked up on the roadways tothe exhaust and soot in the air sur-rounding any construction or miningoperation, the world outside a cabin isa far cry from being a perfect environ-ment. Because of that the occupants ofthe heavy-duty vehicle’s cabin areunder constant assault.” The cabin air filter is a front line of de-

fense for the driver as he copes withthe outside elements that may enterthe cab. Replacing the cabin air filter isa relatively simple process that beginswith recognizing the signs a filter needsto be changed.For any vehicle, the typical signs that

the cabin air filter may have becomesaturated with contaminants orplugged with debris can be seen in thevolume of air being delivered through-out the cab. Windows that easily fog upand are hard to defrost can often be afirst sign of potential filter saturation. Inheavy-duty truck and equipment appli-cations, cabin air filters should be re-placed according to the guidelines inthe owner’s manual. Most cabin filterscan be changed in 15 min. or less.According to Gary Bilski, chief engi-

neer for FRAM Filtration, “Bottom lineis—the cabin air filter is going to filteroutside air that you are going tobreathe inside the cabin,” said Bilski. Whether it is simply incoming fresh air

or air entering the cabin during the useof the heating, ventilation and air-con-

ditioning system (HVAC), the environ-ment inside the cabin of a heavy-dutyvehicle is subjected to assault frompollen, bacteria, dirt, dust and soot.The basic function of the cabin air filterremains the same as it was more than15 years ago. Located in the HVAC sys-tem of a vehicle, most cabin air filtersare found at the outside air intake,where the outside air is able to be fil-tered before it comes into the cabin.The new Luber-finer Extreme Clean

HD Premium Cabin Air Filter, providesthe necessary filtration and barrier tothe outside contaminants that can in-vade a cabin and affect its occupants,Bilski said. Designed to remove sub-mi-cron and micron-sized particles, includ-ing dust and pollen particles ranging insize from 5 to 100 microns, the ExtremeClean HD Premium Cabin Air Filter caneffectively filter many of these contami-nants.

Fast Facts: Maintaining cabin air filters• In most cases, heavy-duty cabin airfilter replacement is a job that canbe handled in less than 15 minutes.

• Refer to the Owners Manual for spe-cific OE recommendations for cabinfilter location and detailed replace-ment process.

• Cabin Air Filters should be replacedevery 12,000 to 15,000 miles or ac-cording to the manufacturer’s rec-ommendations. For more information, visitwww.fram-filtration.com.

Timely TipsCabin air filters: the front line of defense

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The American Transportation ResearchInstitute (ATRI) released the findings ofits 2013 update to “An Analysis of the Op-erational Costs of Trucking.” The re-search, which identifies trucking costsfrom 2008 through 2012 derived directlyfrom fleets’ financial and operationaldata, provides carriers with an impor-tant, high-level benchmarking tool andgovernment agencies with real worlddata for future infrastructure improve-ment analyses.The average marginal cost per mile in

2012 was $1.63, a slight decrease fromthe $1.71 found in 2011. After the GreatRecession and a sharp decline in fuelprices resulted in decreased industrycosts between 2008 and 2009, industry

costs steadily rose through 2010 and2011. The slight decrease in average op-erating costs in 2012 was most likely dueto the weak economic recovery and soft-ening freight conditions experienced inthe second half of the year. “Although we have seen conditions im-

prove since the Great Recession of sev-eral years ago, an uncertain economicfuture means we have to be ever diligentin watching costs. ATRI’s report providescritical financial data for carriers to usein benchmarking fleet performance andseeking opportunities for improved opera-tions,” remarked Phil Byrd, Sr., presidentand chief executive officer of BulldogHiway Express and first vice chairman ofthe American Trucking Associations.

Since its original publication in 2008,the Operational Costs of Trucking reportscontinue to be one of the most requestedATRI reports among industry stakehold-ers. In addition to average costs per mile,ATRI’s report documents average costsper hour and includes cost breakouts byindustry sector. A copy of this report isavailable from ATRI at www.atri-online.org.

Detroit Diesel Corp. launches Detroit Connect

Diesel Corp. unveiled its new On-boardTablet. An advanced mobile device that isequipped with powerful apps to stream-line communications, the On-Board Tabletuses the latest in commercial telematicstechnology to improve efficiency anddriver performance. Detroit Diesel alsolaunched a new addition to its family: De-troit Connect, the telematics arm that in-cludes the Detroit Virtual Technicianonboard diagnostics system. Developed in collaboration with Zonar,

the tablet works seamlessly with DetroitVirtual Technician and Visibility fleetsoftware. Certified compliant with theUnited States Department of Transporta-tion—Federal Motor Carrier Safety Ad-ministration (FMCSA) hours of serviceregulations, the tablet is designed forFreightliner and Western Star truck mod-els, and can be easily mounted inside thecab. “The On-board Tablet is an intuitive tool

that will help our customers and theirdrivers maximize operations while ensur-ing compliance with the new FMCSA reg-

News

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ulations,” said Joe Saccio, manager, salesand marketing, Detroit Connect for Daim-ler Trucks North America. “The tablet isjust one of a suite of proven solutionsfrom Detroit Connect that seamlesslylinks vehicles with engineers, customerservice and fleet managers, improvingcommunication and ultimately benefit-ting productivity and product quality.” The Detroit Connect On-board Tablet of-

fers hours-of-service logs for reporting;two-way messaging, including text tovoice; advanced navigation for asset spe-cific routing; and simplified pre- and post-trip Inspection. Specific features found with the On-

board Tablet include: • Paperless hours of service tracking,

which notifies drivers at risk or in viola-tion of FMCSA regulations;• Two-way messaging allows for instant

driver and fleet manager communicationvia free-form or pre-written messagesand text-to-voice functionality;• Advanced navigation, which generates

step-by-step directions, asset-specificrouting, map-loading assignments andreal-time traffic information, saving driv-ers’ time; and• Pre- and post-trip inspections, stream-

lining the vehicle inspection process withquick scanning technology, resulting infaster and more accurate inspections.The Detroit Connect On-board Tablet

will be available for Freightliner trucks asa factory-installed option beginning Q12014 on new truck orders. Retrofit kitswill also be available. Availability in West-ern Star trucks will be announced at alater date. Detroit Virtual Technician is available

for Freightliner and Western Star truckswith an EPA 2010 or newer Detroit en-gines, the proprietary Virtual Techniciantechnology helps reduce downtime anddecrease maintenance costs by providinga technical snapshot of the engine’s sta-tus as soon as the check engine lightcomes on, enabling drivers and fleet man-agers to make informed decisions withreal-time information. The Detroit Cus-tomer Support Center then relays the in-formation to the provided contact todetermine the issue, recommended serv-ice, how soon the engine needs to be serv-iced and supply the closest authorizedDetroit service location. Depending onthe issue, the driver can complete the de-livery before visiting the service center.

Trained technicians are alerted in ad-vance of the customer’s arrival, so theycan quickly line up the parts, arrange forservice and repair the problem. Visibility fleet software uses wireless

communication and a GPS satellite net-work to deliver real-time data on the en-tire fleet to a secured website, enablingfleet managers and owners to monitorthe status of one or all of the trucks. Thesoftware generates reports that analyzefleet efficiency, and provides detailed in-formation on vehicle location, speed,

mileage, routes, stop times, idle times andmore.

Fuso said fleets may save up to$500,000 on work trucksMitsubishi Fuso Truck of America ad-

vises that Section 179 of the U.S. InternalRevenue Code (commonly referred to asIRC-179) allows busi-nesses to expense up to$500,000 in tax year2013 for certain capitalexpenditures, including

www.FleetEquipmentMag.com 19


commercial work trucks like the FusoCanter FE/FG Series.Normally, capital expenditures must be

handled as depreciable assets. However,provisions of IRC-179 allow a taxpayer toelect to treat the cost of qualifying Sec-tion 179 property as an expense in thetax year in which the equipment is placedin service, rather than as a depreciableasset charged to a capital account. Forqualifying equipment placed in service ina business’s tax year beginning in 2013,the limit is $500,000. For tax years be-ginning in 2014, the deduction for IRC-179 property is currently scheduled torevert to $25,000. Specific provisionsand restrictions do apply. Because everybusiness’s tax situation is unique, busi-ness owners should consult their own taxaccountants or attorneys to determinehow much tax saving, if any, IRC-179could provide.

PACCAR Parts launches newKenworth, Peterbilt websites Kenworth and Peterbilt fleets can find

the latest parts and service information

and deals on the new Kenworth and Peterbilt Parts and Service websiteslaunched by PACCAR Parts. The newsites—partsandservice.kenworth.comand partsandservice.peterbilt.com—pre-sent special offers from dealers, the latestproducts, how-to videos and articles fromproduct experts about the latest trendsand maintenance tips. Visitors to the websites can sign up for

the Kenworth Privileges and PeterbiltPreferred loyalty card programs. Theycan also learn more about services avail-able from the network of Kenworth andPeterbilt dealers in the U.S. and Canada,including preventive maintenance, Con-nect, PACCAR Parts Fleet Services, andKenworth PremierCare and PeterbiltTruckCare Roadside Assistance.

Goodyear RoadService app helpsget trucks back on the roadThe ability to instantly connect with

Goodyear FleetHQ, which offers emer-gency roadside service, is now possibleon an Android or iPhone with the newGoodyear RoadService App. Access is pro-


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Daimler Trucks North America unveilscorporate headquarters planA long-term commitment to Portland, Ore., is being made by Daimler

Trucks North America (DTNA), which announced plans to construct anew headquarters building and parking garage on its Swan Island cam-pus. In addition, DTNA launched its Daimler Education in Motion pro-gram, which benefits Portland metro area and Southwest Washingtonschools with more than $330,000 in donations and mentoring programsgeared toward career development in engineering and manufacturing. The new 265,000-sq. ft. DTNA corporate headquarters building will

bring together employees currently located in offices separated by theWillamette River and accommodate approximately 400 new positions inPortland that the company anticipates it will need in conjunction with future business growth. The total project requires a $150 millioninvestment by DTNA and is expected to be completed in 2016.


vided via the app to the 24/7 Goodyear-FleetHQ Solution Center where tire pro-fessionals will collect information,including location, locate the nearestGoodyear commercial tire dealership anddispatch a tire service technician withthe correct tire and equipment.The Goodyear RoadService App also

contains a “My Information” feature thatallows drivers to enter tractor and trailerunit numbers and other data before they

contact the Goodyear-FleetHQ SolutionCenter, the tire maker noted.

Great Dane announcessuccession planChief Executive Officer and President,

Bill Crown, of Great Dane announced hisintention to step away from day-to-day ac-tivities as company president while re-taining the role of chief executive officer.Effective Oct. 1, 2013, Dean Engelage,

Great Dane's executive vice president ofsales and strategic planning, will succeedCrown. Engelage's appointment is part ofa managed executive transition, whichhas been coordinated by the Great Daneexecutive management team over thepast year. "I am delighted to take up my new role

as president of Great Dane," Engelagesaid. "I look forward to working with ourdedicated employees to further the com-pany's market leadership and growth bybringing new levels of innovation, cus-tomer experience and value to the mar-ketplace."

Stertil-Koni lifts all certifiedto new standard Currently, every Stertil-Koni vehicle lift

model in production and previously certi-fied under the old standard (ANSI/ALIALCTV-2006) has been recertified to thenew ANSI/ALI ALCTV-2011 standard.Compliance with the newest ANSI stan-dard covering lift design, constructionand testing requites testing by an inde-pendent lab. As part of the standard update process,

all lift manufacturers with certified liftswere required to re-evaluate listed prod-ucts to confirm that they meet the newrequirements.

Eaton manual transmissionsavailable in NG-poweredFreightliners The Eaton lineup of manual transmis-

sions is available as an option on Freight-liner chassis equipped with CumminsWestport ISX-12 G heavy-duty naturalgas engines. The transmissions will debuton the Freightliner Cascadia day cab withWestport engines, which were scheduledto go into production in September.

Arihetra “Win A Press” contest opensOn Dec. 31, 2013, Arihetra will choose a

random winner to receive a HDMP110Heavy Duty Press. To enter, visit Ari-hetra's company Facebook page and clickon the sweepstakes tab, or go to www.ari-hetra.com/giveaway and fill out the form.The company noted that the HDMP110

heavy-duty Press uses 110 tons of forceto press a wide range of bearings, u-joints,king pins and more. It features an ad-


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justable table, an 8.5-in. chrome-platedsteel piston, and a two-speed hand pump.

Kenworth cabover body buildermanual availableThe latest Kenworth Cabover Body

Builder Manual for Class 6 K270 andClass 7 K370 truck models includes spec-ification guidelines for body planning andinstallation processes. The 96-page man-ual contains detailed sections on cab and

chassis dimensions, 2013 engines, ex-haust and aftertreatment designs andfunctionality, frame layouts, chassis andcab electrical systems, body mounting,frame modifications and routing.Kenworth K270 and K370 cabovers are

designed for beverage distributors, pick-up and delivery, furniture, food proces-sors, landscape, towing, and other urbandelivery applications. The trucks featurea 55-degree wheel cut for a tighter turn-

ing radius and greater maneuverabilityin urban environments. A bumper to backof cab (BBC) of 63.4 in.—compared to a106-in. BBC on medium-duty convention-als—provides room for a large van body.Both the K270 and K370 are powered bya 6.7-liter PACCAR PX-7 engine with astandard rating of 220 HP and 520 lb./ft.of maximum torque. Optional ratings are240 HP and 560 lb./ft. of torque and 250HP with 660 lb./ft. of torque. Both modelsare available with Allison five-speedtransmissions.

Donaldson receives 2012 DTNAMaster of Quality Award Donaldson Co. Inc. a manufacturer of fil-tration systems and parts, announcedthat the Company’s Frankfort, Ind. facil-ity has received the 2012 Master of Quality Award from Daimler TrucksNorth America (DTNA). This is the thirdyear that this Donaldson plant has re-ceived this prestigious award.“Our diligent focus on operational excel-

lence, driven by Continuous Improvementinitiatives in every Donaldson facility, isthe key to providing our Customers withthe highest quality products, service andsupport around the world,” said JoeLehman, vice president of global opera-tions at Donaldson. “Receiving DTNA’sMaster of Quality Award further validatesour commitment to always exceeding thestatus quo. We have a long-standing rela-tionship with Daimler and value themgreatly as our customer. Many thanksfor this recognition and congratulationsto our Frankfort employees. Job welldone.”Donaldson’s Frankfort facility supplies

a wide range of air intake systems, ele-ments and components to DTNA, includ-ing the air elements for the popularFreightliner Cascadia model, the com-pany added.

SAF-HOLLAND aftermarket offers Gabriel shock absorbersThe entire heavy-duty line of Gabriel

shock absorbers is now available fromSAF-HOLLAND through its North Ameri-can aftermarket distributors and dealers.The product line includes 424 part num-bers for heavy-duty truck and trailer sus-pensions. The Gabriel shocks are in stockand ready to ship from the SAF-HOL-


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LAND Parts Distribution Center inCincinnati, Ohio. SAF-HOLLAND partnumbers are the same as Gabriel partnumbers with a ‘-SAF’ post fix.

Central Freight Lines upgradeswith Freightliner CNG trucksFreightliner Trucks has announced that

Central Freight Lines, Inc. has added 1002014 Freightliner M2 112 compressednatural gas (CNG) tractors equipped withCummins Westport ISL G natural gas en-gines to its fleet. The Freightliner M2 112with natural gas can be spec’d with en-gines from 260 to 320 HP and up to1,000 lb./ft. of torque.According to Don Orr, president and

chief executive officer of Central FreightLines, the Waco, Texas-based less-than-truckload carrier is partnering to buildnew CNG stations in Fort Worth, Houstonand San Antonio. Additionally, the com-pany was able to take advantage of aTexas Emissions Reduction Plan (TERP)


NewsIndustry Peterbilt showcases advanced technologiesDuring the annual Energy Summit and Fair held on the campus of the University of

North Texas (UNT), home of the PACCAR Technology Institute, Peterbilt Motors Co.displayed the SuperTruck advanced concept vehicle it is developing with CumminsInc. through a U.S. Department of Energy program. The tractor- trailer has achievedmore than 10 miles per gallon during testing. “The Energy Summit & Fair is a great opportunity for us to help educate the public

about the numerous and significant improvements in commercial vehicle fuel effi-ciency,” said Landon Sproull, Peterbilt’s chief engineer. “It highlights the advanced,environmentally responsible systems and technologies that are engineered intotoday’s medium- and heavy-duty trucks.”

Peterbilt representatives Don Vollmar, director of product planning (left) and Rick Mi-helic, manager of vehicle performance and engineering analysis (right), present the ad-vanced concept SuperTruck vehicle for U.S. Rep. Michael C. Burgess, M.D. (center) duringthe Energy Summit and Fair in Denton, Texas. continued on p. 28


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Trailer exhibits, the new Kenworth T880 vocational modeland the Kenworth T680 on-highway model with a new mid-roof 52-in. sleeper will be featured on the 2013 KenworthRoad Tour at 34 dealerships across the U.S. and Canada. Thetour trucks will make stops in Alabama, Arizona, CaliforniaColorado, Florida, Georgia, Kentucky, Louisiana, Michigan, Minnesota, New Jersey, New York, North Carolina, NorthDakota, Oregon, Penn-sylvania, Tennessee,Texas, Utah, Virginia,Washington and Wis-consin, as well as in theprovinces of Alberta,British Columbia, Ontario, Saskatchewanand Quebec. The new Kenworth

T880 vocational truckis designed for dump, mixer, refuse and heavy-haul applica-tions. The two T880s on the tour include a dump truck with astandard 122.5-in. BBC and a PACCAR MX-13 engine rated at500 HP and 1,850 lb./ft. of torque. The second T880 is a

flatbed with a 116.5-in. BBC and a PACCAR MX-13 enginerated at 455 HP and 1,650 lb./ft. of torque. Transporting the 53-ft. tour trailer exhibit is the T680 with

the OEM’s new 52-in. sleeper offering. Inside the trailer isnearly 1,000 sq. ft. of exhibit space dedicated to the T880 andthe T680. Visitors can examine cabs and hoods, complex re-flector headlamps, an air-assisted hydraulic clutch, trim levels,

exterior paint sam-ples featuring 30 newKenworth Signaturecolors and interiorfabric options, thenew 52-in. sleeper, theKenworth NavPlussystem with Blue-tooth capability, andelectric-over-air dashswitches. There are

also videos on the design process for the T880 and T680, ro-botic cab construction, and Kenworth history, and a display ofthe Kenworth’s partner suppliers, including Bendix, Bridge-stone, Chevron, Eaton, Hendrickson and Michelin.

Kenworth launches 2013 Road Tour


program that gives participants the op-portunity to trade a less-efficient trucktowards a cost reduction on each newCNG-fueled truck purchased.“We are committed to energy conserva-

tion and a cleaner environment,” Orrsaid. “In 2012, we purchased CNG trac-tors that have been servicing the Hous-ton area. As a result of their proven

efficiency, we decided to continue invest-ing in CNG tractors, specifically Freight-liner trucks.”

NGV Conference & Expo slatedfor November 18–21NGVAmerica will host the 2013 North

American NGV Conference & Expo at theGeorgia World Congress Center (GWCC)in Atlanta, Ga., Nov. 18–21. Themed“Transportation Fuel for a Better Bottom

Line,” this year’s program will featuremultiple tracks with breakout sessionsaddressing how to further accelerateNGV market development to create Amer-ican jobs, energize local and nationaleconomies, reduce businesses’ trans-portation costs and help American con-sumers stretch their budgets, all whileimproving our environment and strength-ening our energy independence. Sessionswill include fleet operators sharing theirexperiences and practical, real-world sug-gestions on how to successfully transi-tion fleets to natural gas, cleantransportation advocate-allies’ tips ongetting legislators to pass smart energyand transportation policies that encour-age investment in our abundant domesticresource, and industry stakeholders’proven strategies to successfully developa robust NGV market.The 2013 event also marks the return

of an exposition featuring the full breadthof light-, medium and heavy-duty vehiclesfrom OEM and retrofit system suppliers,fuel station equipment and servicesproviders, and a variety of public and pri-vate program implementation expertsready to assist in assessing options andmoving your efforts forward. For more in-formation—including special discountsfor qualified fleet operators—visit,www.cleanvehicle.org/conference/2013.

XTRA Lease adds free trackingto long-term leased trailersNow standard on newly-leased dry vans

and late model reefers from XTRA Leaseat no charge is a basic trailer trackingservice. The service enables users to viewcurrent and historical trailer locations,drill into dormancy and utilization infor-mation and receive reports on the latestlocation and dormancy data.“Trailer tracking has evolved into a crit-

ical fleet management tool, and trans-portation professionals now expectservices like trailer tracking to help themimprove equipment utilization,” said BillFranz, XTRA Lease president and chiefexecutive officer. “Our goal is to ensurethat fleets have the necessary tools tomonitor their rental and leased trailers’operational performance, ensuring theyreceive maximum benefit from everyrented and leased trailer.”XTRA Lease continues to offer full serv-


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ice tracking with leases for a fee whenfleet managers want additional monitor-ing and sensor capabilities. The companywill also continue to offer basic trailertracking on over-the-road dry van rentalsat no charge.

Accellos announces integrationwith Rand McNally’s MobileFleet Management SystemsAn integration between its Prophesy

Dispatch transportation managementsoftware and Rand McNally’s TPC, TND760 and HD 100 in-cab mobile fleet man-agement devices has been announced byAcellos. The integration is designed toallow dispatchers and drivers to focus onload data, which is now automaticallysent to Rand McNally’s in-cab device, andall confirmations, arrivals/departuresand other updates sent back by the driverare automatically processed.The integration via Rand McNally Con-

nect allows load information to be sentautomatically to the in-cab device, includ-ing origin; address; city; state; destina-

tion; goods information including weight,pieces, pallets; scheduled pick up date;and delivery date and time.

GE Capital Fleet Services identifies $191 million in customer cost savingsIn the first half of 2013, GE Capital

Fleet Services identified program en-hancements that have led to $191 millionin customer cost savings. The largestareas of savings identified include pro-grams to properly manage time and ex-penses for maintenance, fuel, accidentsand safety, telematics, licensing and regis-tration fees, and tolls and violations. Alsoon the list is Vehicle Replacement Analyt-ics, which helps determine the optimaltime to cycle vehicles in a fleet to reducemaintenance and fuel costs and decreasedepreciation expenses.

Double Coin Tires, CMA launchsecond phase of websiteDouble Coin Tires and CMA have re-

leased the second phase of their e-com-

merce web site. The dealer portal now in-cludes real-time inventory tracking andautomatic e-mail notifications, along withordering and pricing capabilities for con-tainer and warehouse-delivered products.With its new and enhanced features, thesite now enables customers to manage or-ders and invoices, track inventory, and re-ceive status notifications. CMA also hasthe capability to communicate with cus-tomers using a customized administra-tive system that deploys e-mail messagenotifications as orders are confirmed,shipped or completed.

P.S.I. expands quality control laboratoryTo accommodate new equipment that

improves its capability to conduct rootcause analysis, testing to meet quality re-quirements as part of manufacturing im-provement initiatives and to qualify testequipment and components, PressureSystems International (P.S.I.) has ex-panded its San Antonio quality controllaboratory and product testing facility. /


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Operators of large refrigeratedfleets have come to count on

advanced asset management solu-tions to improve their operating effi-ciency, ensure cargo integrity andenhance scheduling accuracy. A newgeneration of integrated asset man-agement systems—enabled by cellu-lar and Wi-Fi technologies and accessto real-time information—provide op-erators with the ability to track assetsanytime and anywhere, control tem-peratures and manage alarms re-motely and achieve higher levels ofequipment uptime and fuel efficiency.

Transport refrigeration unit (TRU)manufacturers have developed user-friendly embedded solutions that useglobal positioning system (GPS) dataand wireless communications tech-nologies to deliver real-time and his-torical information—for a single traileror a large fleet.

Fleet operators can use intuitivedashboards to monitor temperatures,door openings and fuel levels,change set points and other controlparameters, change operating modesand respond to alarms using anycomputer, tablet or smartphone con-nected to their secure network.

“Today’s best temperature and assetmanagement systems integrateseamlessly with operators’ existing lo-gistics and dispatch systems to offerthe ability to manage the whole fleetfrom one system, providing real-timecontrol and monitoring capabilities,”said Gayatri Abbott, director of SmartProducts and Telematics for ThermoKing. “These capabilities will become

even more important to haulers offresh and frozen cargo as the industryprepares to implement the FoodSafety Modernization Act [FSMA],which was passed in 2011. Food pro-ducers and processors will have pri-mary responsibility for food safety,but the new regulations will no doubtimpact the records that they will re-quire their transportation partners tokeep.”

The good news is today’s transport

refrigeration unit systems are enabledby telematics that allow operators totrack, transmit and record critical per-formance data. With the growing im-portance of food safety, shippers andoperators expect to have proof-of-compliance data at their fingertips.From the start of the trip through de-livery, they want to be able to provethat the trailer was pre-cooled to theright temperature, the unit was alarmfree, door openings were kept to aminimum and cargo was securethroughout the journey and deliveredat the right temperature.

“Using the unit’s data capture andstorage capabilities, operators can re-motely download information fromthe data-logger to prove that theasset was alarm free and generate

product temperature or proof-of-de-livery reports,” Abbott said.

As an example, the TracKing assetmanagement solution by ThermoKing, a global leader in transport re-frigeration and a business unit of In-gersoll Rand, is a web-basedtelematics system embedded in therefrigeration unit control system whichhas reliable data capture and storagecapabilities and the ability to gener-ate proof of delivery reports for accu-

rate record keeping. The system alsohas real-time geo-fencing capabilitiesthat enable operators to know wheretheir trailers are at all times, manageon-time departures and arrivals andknow where the closest authorizeddealers are located.

Security is another priority for fleetoperators and another important ele-ment of food safety. Today’s most ca-pable asset management systemshave mapping, alarm and notificationfeatures that can help reduce the riskof losses. For example, the systemscan detect unauthorized movements,door openings and fuel drops to helpreduce risk to assets, including cargoand rolling stock. These reductions inrisk may qualify operators for reducedinsurance rates in some instances. /

TRUCKINGRefrigerated

Leveraging reefer telematics

Advanced asset management systems offer

a wide range of benefits to refrigerated fleet

operators as they strive to protect their

temperature-sensitive cargo.



One of the most helpful things agood fleet management applica-

tion can do is track your official fleetdocuments—registrations, licenses andpermits—virtually anything that has anexpiration date. “You might have used a spreadsheet

to keep track of these things or maybea big 4- by 5-ft. calendar like I used tokeep on my office wall,” said DaveReed, a fleet consultant for ArsenaultAssociates, providers of Dossier fleetmaintenance management software.He was also once a director of mainte-nance for a larger motor carrier. “Bothof those solutions require not only thatyou enter expiration dates and re-minders far enough in advance, but

also that you remember to consult thecalendar religiously.”If you are lucky and your fleet tends

to add new units in batches, then reg-istrations might come due 10 to 100 ata time. But permits for overweight,over-length or special commoditiestend to be acquired one at a time andthat's the way they expire. Driver docu-ments come due at odd times as well.Those things are hard to keep track of.They're easy to overlook on a busyday.In a good fleet maintenance pro-

gram, you can set up registrationswhen you first capture the informationfor a new fleet unit. You can add li-censes and permits as needed. Then

How fleets are leveraging information technology to streamline the business process and increase efficiencies

Stressless management of registrations, licenses and permits

For Asset ManagementIT

Information technology industry news

IT Headlines

Omnitracs Inc., a wholly-owned subsidiary of QualcommInc. and McLeod Software, announced new integrationcapabilities to further streamline fleet operations. Fleetsutilizing McLeod’s LoadMaster and Omnitracs’ MobileComputing Platform (MCP) now gain increased visibilityinto Omnitracs’ Hours of Service (HOS) and Driver Work-flow applications, as well as enhanced navigation and dis-patch integration, further enhancing overall fleet

management, customer service and driver safety. Addressing the new 34-hour reset policy, Omnitracs and

McLeod Software released updates to facilitate more ac-curate, near real-time driver log reporting for improvedcompliance. McLeod now captures driver hours directlyfrom Omnitracs’ HOS application and delivers greater vis-ibility via its web service portal. This ensures fleets haveseamless access to up-to-date driver logs based on actual

Omnitracs and McLeod collaborate to enhance compliance, driver workflow

you can be reminded about renewals in any number ofways.“In Arsenault's Dossier, for example, a renewal notice

will appear in the daily reminder that comes up on yourscreen every day,” Reed explained. “At any time, youcan request a report for all permits that expire on a cer-tain date or in a certain month. You can email that to ac-counting or operations or anyone else in the company.You can also print it out and post it on a bulletin board.You can have that or other reports update automaticallyand included in your daily reminders. “If you're not going to be in the office, you can have

impending expirations emailed to you automatically soyou will see them on your smartphone,” he continued.“In a pinch, you can deal with things from the road.”Beyond registrations, permits and things that expire,

Dossier, like other good maintenance programs, will en-able you to set up notifications based on incrementsother than date or time. Preventive maintenance inter-vals can be counted off in miles or hours of operation,whichever best applies to a particular piece of equip-ment. Those are things you can't do with a paper calen-dar or even a spreadsheet.“It gets better,” Reed said with a smile. “When you're

setting up a new unit, for example, you can enter thatunit's VIN number so it's immediately available to you.That's particularly valuable when ordering parts. Today,

OEMs want a VIN number so they can supply the cor-rect replacement part. A particular model year doesn'tmean that every unit made that year has the same exactcomponents.”VIN numbers are an important pieces of information

today. A good fleet maintenance solution makes theminstantly available.


hours worked. Additionally, McLeod’s Feasibility module—available with LoadMaster v11.0—aligns reported hoursfrom Omnitracs’ HOS application with current positiondata for improved driver planning, helping fleet managersmatch drivers with available load assignments, while tak-ing new regulations into account.Targeted at both LoadMaster truckload and less-than-

truckload (LTL) customers, McLeod has also developed aworkflow template for Omnitracs’ Mobile Computing Plat-form (MCP), streamlining the driver experience and ensur-ing direct access to critical data for auto-dispatch updates.

Rand McNally integrates withStrategy Systems TMS SoftwareRand McNally announced the integration of its TND 760

mobile fleet management solution with Strategy Systems’Strategy Live software. Strategy Live provides turn-key,

cloud-based software solutions for trucking and freightbrokerage operations, focusing on small- to mid-sizedtransportation companies. Rand McNally’s TND 760 de-vice will provide truck location, driver availability andother key metrics to enable efficient management of dis-patch and other operations areas.According the company, integration with Rand McNally’s

solution was driven by customer requests. Strategy Sys-tems had already completed integration with other mo-bile fleet management providers, but the company andseveral of its current customers were particularly inter-ested in the TND 760 because of its low cost of owner-ship, ease of installation, and driver experience.

XRS, TMWSuite integrationavailable for fleet managers,driversXRS Corp. announced that its new integration with

TMWSuite from TMW Systems is now available to cus-tomers. XRS made the announcement at TMW’s an-nual TransForum User Conference. According to thecompany, the XRS integration with TMWSuite givesdrivers and fleet managers new tools for order plan-ning and managing order status from a single, com-bined fleet management platform.The integration with TMWSuite displays critical infor-

mation provided by XRS systems such as vehicle loca-tions and remaining on-duty service hours formonitoring dispatch activities in a single applicationscreen.XRS runs on certified smartphones, tablets and

rugged handhelds that transmit vehicle and operatordata through the cloud to a fleet management dash-board, allowing companies to comply with the pend-ing MAP-21 mandate for electronic recording of adriver’s hours-of-service. According to XRS, nearly 90percent of drivers already use mobile devices, mean-ing that there are no additional hardware costs associ-ated with implementing the XRS platform. XRS Corp.also has partnership agreements with the leadingbrands in mobile communications.

PeopleNet, a provider of fleet mo-bility solutions, announced an inte-gration with McLeod Software’s

LoadMaster LTL, which the companysaid is to better address the com-plexities of the companies’ less-than-

truckload customers, PeopleNet said.“In the dynamic LTL environment,

driver’s assignments are likely tochange frequently each day,” ex-plained PeopleNet Senior Vice Presi-dent, Tailored Solutions, RandyBoyles. “Our mobile communicationand computing system automatesdispatch-driver communicationsstreamlines the change process andworkflow for drivers using LoadMas-ter LTL and enables them to respondto changes more quickly and withless effort. PeopleNet customers withLTL [less-than-truckload] fleets nowhave another transportation manage-ment system designed specifically fortheir needs.” With the PeopleNet-McLeod

LoadMaster integration, the driverviews all stops, selects the stop tomake, and when the driver indicatesarrival, the corresponding form ispresented for the driver to complete.For load pickup, drivers are asked toidentify freight essentials: number ofpieces and pallets, weight and desti-nation zip codes.“LoadMaster LTL is all about help-

ing both office staff and drivers getmore done in less time,” saidMcLeod Vice President of LTL Tech-nologies, Marc Mitchell. /

TCG and TMW Systems sign agreement to streamline customer purchasesTransportation Costing Group

(TCG), providers of activity-basedcosting and profitability managementtools for truckload and less-than-truckload motor carriers, announcedit entered into an agreement withTMW Systems (TMW), a provider oftransportation management softwareto North American for-hire and pri-vate fleets, to bundle TMW TMS in-terfaces with their solutions making

the purchase of TCG solutions moreconvenient for TMW customers.Under the new agreement, TCG is

permitted to license the InnovativeIES TCG Interface, the TruckMateTCG Interface, and the TMWSuiteTCG SmartLink with the purchase ofits activity-based costing and prof-itability management tools.Implementing the respective TCG

integration module enables TMW

customers to transfer data seamlesslyto TCG¹s cost information system.The financial and operational data is

then used to develop actual cost andprofitability information on each andevery load in a given period in theTCG software, including payroll, tolland other inputs, with full reconcilia-tion to the general ledger, the com-pany said.


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IT Headlines

PeopleNet, McLeo LoadMaster LTL integration addresses complexities


The demands placed on today’s fleets are stag-gering. In addition to increased efficiency de-

mands on the mechanical side, computersystems, ECUs, GPS, iPhones, TVs, reefer unitsand countless other innovations tax the truck’selectrical system. The electrical demands aremore than ever in history, and demand for voltageis not going away—it’s going to grow. Spec’ingthe proper batteries for your fleet is the key toproviding the productivity demanded of yourequipment. “I often call it a fifth-wheel motorhome because

there are so many parasitics today,” says GaleKimbrough, engineering and tech. services man-ager for Interstate Batteries, a Dallas-based com-pany distributes automotive batteries, franchisesand operates retail battery stores, recycles batter-ies, and provides motive and critical power prod-ucts. Interstate sells more than 17 million batteries

each year through its distribution network servingevery county in the U.S., parts of Canada andLatin America. “When you shut that vehicle off,all those parasitics are still going. The differenceis that there’s no charging to power them. Sothey’re all coming off the battery … As we getinto various technologies, like going hybrid, ifyou will, the reliance on batteries will be more.”

Spec’ing batteriesto meet today’selectrical systemdemands

By Jason morgan | managing Editor

Aftermarket Insights

Harnessing

Power


the


Whenever you talk about batteries, you have to talk about the electrical sys-tems and the components they power. While the latest technology and de-

vices might come to mind, electrical products such as starters, alternators, EGRvalves, ignitions, sensors, turbo actuators, engine control units and headlamps playan vital role in the truck’s operation and have power demands of their own.“Electrical loads will continue to increase as emission regulations, OBD require-

ments, tighter fuel economy laws and hotel loads increase,” says Dave Stone, ex-ecutive director, heavy duty, for Mitsubishi Electric Automotive America. “Whatwas sufficient before is not sufficient now, and what is sufficient now will not be inthe near future.” Stone stated that more efficient, more reliable, higher-output, heavy-duty alter-

nators, for example, utilizing the latest design technology will be a necessity inthe future. “Battery charging is becoming a real challenge, especially with localdelivery vehicles faced with anti-idling limitations at every stop. Alternators withhigh output at low speeds, and the correct number of proper cold cranking amps[CCA] batteries, is the only answer,” he explains.Strain on the battery is apparent in today’s fleets. Jeremy Cowperthwaite, vice

president and general manager of the Engine Starting Group at Maxwell Tech-nologies, says that a fleet manager he spoke to commented that the fleet typi-cally experiences two to three jump starts per year on each truck at an averagecost of $150 to $300 per jump start. While that may not sound unreasonable,

savvy large-fleet managers know that this number is significant when multipliedacross their entire fleet. Besides the cost of the jump start, there are other coststhat must be accounted for such as late deliveries, spoiled goods and customerdissatisfaction. Another fleet manager commented that if anyone ever said theydon’t have starting issues, they are either lying or ignorant, Cowperthwaite adds.“Over the past year, we have been working with many major fleets across Amer-

ica that have starting issues requiring costly jump starts,” he says. “Our latestproduct, the Engine Start Module or ESM, was developed, packaged and testedspecifically for the heavy duty truck market to reliably start Class 6 to 8 diesel en-gines leaving the batteries free to provide energy for other vehicle electronicloads.”As parasitic loads increase, attention will have to be paid to the electrical sys-

tem details. This is where LED bulbs, both inside and outside of the vehicle, canprovide the extra power new devices need. “The initial investment may be higher but the savings in energy consumption

and reduced labor from less frequent replacement is worth the investment,” saysDoug Will, product manager for Dorman HD Solutions, about LED. Will also reported that HID headlight conversions seem to be becoming more

popular for the owner operator, but in his opinion, the expense to complete theconversion is typically not justified. “[It] only makes sense if both headlamps arealready in need of replacement,” he says.

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Before you can get where you’regoing, you have to know where

you’re at—and that means taking alook at the battery demands of yourfleet.

Battery basicsSome quick battery 101. There are

two primary types of batteries beingspec’d in trucks today—the classicflooded lead-acid and the newer ab-sorbed glass mat, valve regulatedlead acid (AGM-VRLA). The sealedAGM batteries eliminate the need torefill the electrolyte, while avoidingterminal corrosion and its surroundingarea; from a generic standpoint, thesebatteries will hold a higher voltageduring discharge and typically providelonger life, depending on the manu-facturer, Kimbrough clarifies. On theflip side, they are also more expensiveup front—up to two-and-a-half timesmore expensive.

“For AGM-VRLA batteries, likeOdyssey Extreme Series batteries, theinitial cost of the battery is more thanoffset by fewer battery failures andless frequent replacement, as well asa reduction in the time needed tomaintain the fleet’s batteries,” saysGrant Grunewald, EnerSys technical

marketing manager, a Reading, Pa.-based manufacturer of stored energysolutions for automotive, military andindustrial applications, with manufac-turing facilities in 17 countries, salesand service locations throughout theworld. “Saving money is a considera-tion in almost any buying situation.

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However, just because the initial costof the battery is cheaper, doesn’tmean that it is the best deal. It is im-portant to consider that fewer batteryfailures, less frequent replacementand little-to-no maintenance helpsave in the end.”In addition to the flooded lead-

acid/AGM choice, batteries are typi-cally created with one of two mainpurposes in mind—starting power ordeep cycle capacity. There are alsobatteries that aim to split the differ-ence. “With flooded, the more you shift to

deep cycle, the more you may haveto sacrifice some cold cranking amp[CCA] value in the battery,” Kim-brough explains. “Or the other wayaround—if you need 1,000 CCA foreach battery, there’s little chanceyou’re going to have any deep cy-cling in that because you chose to gowith a higher plate count inside anexisting element.”

CCA is defined by the amount ofcurrent a battery can provide at 0 de-grees F for 30 seconds and it’s typi-cally the most widely-usedmeasurement for comparison. To findthe battery that meets your fleet’s de-mands, you have to keep your equip-ment’s operation in the forefront.When you’re shopping around forbatteries, evaluate the type of truck-ing you do: Are you a team driver ora single driver long hauler? Are you aregional day cab carrier? Do you runcity delivery trucks that have to leavethe lights on for deliveries for safetyreasons but don’t run the engines?Do you have a large number ofreefers? Lift gates? Additionally, you also have to take

into account what area of the countryyour usual routes take you through.Interstate, for example, offers a 950CCA battery that has a reserve capac-ity of 195 min. that would fit for atruck that needs a high cranking abil-

ity in a cold environment. However, a950 or 1,000 CCA battery might notbe a good fit for a carrier consistentlyrunning southern routes throughwarm climates like Texas and Florida.It all comes down to: “Where are mybatteries going to be and what depthof discharge do I normally get to?”In assessing your equipment’s typi-

cal operation habits, you’ll be able toanswer how much CCA you need,what you need in reserve power torun on-board accessories with the en-gine off and what you need in cyclelife—shallow discharge for plenty ofstarting power or deep discharge forlong hauls. “A fleet manager should consider

purchasing a battery that meets elec-trical load demands, has enough re-serve capacity minutes to handle theparasitic load in the vehicle and thatthe alternator in the vehicle puts outenough amps with an appropriatevoltage to recharge the batteries,”


Grunewald recommends. “To preventexcessive discharge of the OdysseyExtreme Series batteries due to heavyparasitic loads such as when the vehi-cle is inactive for an extended time, itis recommended to connect the bat-tery to an approved battery chargerthat puts out between 13.5V and13.8V at the battery terminals. Physi-cally disconnecting one of the batterycables is an alternate method to elim-inate the drain. Again, always refer tothe battery manufacturer’s recom-mendations when performing mainte-nance.”

Solid support, storage safetyYou’ve spec’d the batteries, in-

stalled them properly and fleet opera-tions are humming along smoothly.Everything is right in the world …until you get the call. A truck isn’tstarting and its exhibiting dead bat-tery symptoms. Whatever the casemaybe—breakdowns happen. When

batteries are concerned, you want tobe sure that you have support from acompany that offers the coveragethat fits your fleet. Many battery manufacturers offer

warranties on their products. OdysseyExtreme Series batteries, for exam-ple, include a two- to four-year war-ranty, based on the application, and a

full replacement warranty from manu-facturer’s defects, Grunewald says. Of course, every fleet manager

wants to avoid the dreaded break-down. As with many aspects of thetruck, preventative maintenance goesa long way in improving your equip-ment’s uptime. Battery and electricalsystems should be an integral part of


any preventive maintenance inspec-tion. “I recommend doing a visual in-

spection—always check the open cir-cuit voltage of those batteries. Makesure they’re clean. Even the cleanli-ness of batteries makes a tremendousdifference,” Kimbrough says. “As youhave dirt and residue that collects on

top, you can lose power, in smallquantities, across the top of the bat-tery. Look at the cables, look check atall the connections—good, solid con-nections. You could also do a con-ductance check across the batteries.It’ll give you the voltage across theentire string and the total conduc-tance value. That’s a simplistic way of

checking that. and if that value is lessthan it should be for those batteries,it’ll signify that you need to checkeach battery individually.”It is also important to follow the

manufacturer’s specific maintenancerecommendations as well to help ex-tend battery life and keep cost ofownership down.When a battery is on the shelf, be

sure that the battery is properlycharged before putting it into stor-age. Conventional batteries that areonly partially charged when put intostorage often experience permanentdamage and may not recover to theirfull capacity, even if they are chargedprior to reinstallation, explainedGrunewald, who also pointed to thethin plate pure lead (TPPL) technol-ogy and proprietary designs andprocesses to highlight how EnerSysaims to overcome extremely deepdischarge. Some other quick storage do’s are: • Always refer to the manufacturer’s

recommendations when storing abattery.• Fully charge the vehicle’s battery

before placing it into storage to ex-tend its service life.• Test the battery to determine the

battery’s state of charge.• Store the battery in temperatures

that meet the manufacturer’s recom-mendations.“The lower the temperature, the

longer the storage time, as long asthe temperature does not drop belowthe manufacturer’s specifications. As arule of thumb, an increase in temper-ature by approximately 18 degrees Fcan cut storage time in half,”Grunewald said. “Odyssey TPPL,AGM-VRLA batteries, for example,can be stored for two years or untilthe open circuit voltage [OCV] dropsto 12 volts at temperatures of 77 de-grees F or lower.”Whether you’re storing or spec’ing,

charging or maintaining, the correctbatteries can help keep your fleet onthe road and those productive para-sitic loads powered. /


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What you need to know about severe-dutydrivetrain, axles and suspensions

After(market)&Before

BY Seth SkYdel | Senior ContriButing editor

Handling thetough

Extreme loads are no match for properly spec’ed and main-tained severe-duty truck models. Vehicle OEMs, in fact, list arange of applications for which they have specific models de-signed to meet severe-duty needs. Included are dump, con-crete, crane, roll-off body, refuse, heavy haul, logging, oil andgas field service, utility, fire and emergency, snow plow andtowing and recovery operations.Behind all these trucks are components and systems de-

signed and packaged for severe-duty operations. “For se-vere-duty applications, it is critical to completely understandthe vocation and how the vehicle is going to be used,” saysDavid G. Gonska, manager, Engineering Applications & Cus-tomer Support, North American Axles at Meritor.“ Differentuses place different demands and loads on the components,which can have an enormous impact on performance anddurability.“Some fleets want to put the most robust products avail-

able in their trucks,” Gonska continues, “but that’s not alwaysnecessary and may only increase vehicle weight and cost. Aproper understanding of the vocation will allow for optimalproduct selection.”Gonska goes on to relate that severe-duty fleets should fol-

low all published application guidelines for selecting theproper driveline, axle or suspension. In any case where thereis uncertainty, he advises contacting the manufacturer for as-sistance in selecting the appropriate components.

Making selections


hauls

Collin Dinsmoor, director, Engineering Suspensions—Powered Vehicle Systems at SAF-Holland recommendsthe following be considered when selecting severe-dutysuspension systems:• Vehicle type;• Vehicle weight (loaded and unloaded);• Vehicle Information;• Engine configuration;• Frame type, construction and dimension;• Drive axle, steer axle and auxiliary axle information;• Tire, rim and braking systems;• Engine and/or driveline braking; • Traction considerations like chains, self in/deflation,ground chain systems

• Vehicle usage and type of application;• Chassis/body configuration;• Ride height, axle spacing, wheelbase;• Articulation and clearance implications; • Environmental considerations;• Terrain, operational surfaces;• Loading and operational duty cycles; and• Operational regulations.

Operational environment• On-highway: Operation on Interstate or primary

highways with maximum grades of 8%. Operation issubject to legal weight and dimensional limitations.• On-/off-Highway: Operation on secondary roads

with up to 25% of vehicle operation on roads with amaintained sand/gravel, crushed stone or similar roadsurface. Maximum grades of 12% and frequent gradesof 8% can be encountered. Operation is subject to legalweight and/or dimensional limitations or requires specialpermits.• Off-highway: Operation on roads with a maintained

sand/gravel, crushed rock or similar road surface in ex-cess of 25% of vehicle operation. Maximum grades of12% and frequent grades of 8% can be encountered.Limited off-road operation, less than 10% of total vehicleoperation where grades and surface conditions mayvary. Operation may not be subject to legal weight or di-mensional limitations.• Off-road: Operation under minimal or no road condi-

tions for greater than 10% of total vehicle operation.

Grades and surface conditions will vary. Operation is notsubject to legal weight or dimensional limitations.

Important factors“The type of vehicle, including tractor-trailers and

trucks with dump bodies, as well as the type of trailers inuse, are important factors to consider when spec’ing se-vere-duty suspension systems,” says Charlie Wells, vicepresident of sales and marketing at East Manufacturing.

“Also take into count the type of cargo and theweight of the heaviest load the vehicle will carry,the conditions faced by the operation such ason-highway, a combination of on- and off-high-way or primarily off-highway roads, the typicalduty cycle of the vehicle and any ride height re-quirements. Severe-duty suspensions need tomeet demands for tough operating conditions,where maximum strength and durability are re-quired.”Charles Allen, senior director, Global Service at

Meritor, also says it is most important to under-stand the application and build the right vehicle

Before After(market)

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for the need at hand. “You cannotsimply turn a highway axle into a se-vere service axle,” he states. “Don’tspare the heavier duty specs; if itneeds it, buy it.”Allen, who notes that Meritor offers

several drivetrain products that canbe spec’ed for severe-duty applica-tions, goes on to recommend that aprimary focus when spec’ing axlesfor severe-duty trucks is startability,since the load will likely be higherthan 80,000 lbs. “Know what thecomponents are capable of han-dling,” he says. “Heavier-duty driveaxles come with heavy wall hous-ings, again to handle the tougherhauling demands. Match the drive-line to the axle. Don’t be “light-weight” on driveline specs. Matchspecs for the heavier duty job.”

Designed for demandsDana’s Spicer 170 and 190 Series

Axles, according to the manufac-turer, are designed for the demandsof severe-duty applications. Theaxles feature gearing with extra-wideface width for strength and durabil-ity, and have larger wheel differentialgearing, also for strength and forhigh power density. Additionally,forged, heat-treated steel differentialcases increase gear and bearing life.Dana’s Spicer heavy-duty steer

axles feature larger kingpin bushingsand a kingpin sealing system thatthe company says help ensure longservice life and reduced mainte-nance. In addition, a dual draw keyand spring washer kingpin retentionsystem, along with a beam forgingdesign, provide for improved axledurability. Dana has also expanded its line of

Spicer heavy-duty universal joints,including extra heavy-duty versionsof the SPL-350 driveshaft and theSPL-250 inter-axle shaft. The heavy-

duty driveshaft and inter-axle shaftare designed to withstand the in-creased stress placed on the drive-line by severe-duty applications, thecompany notes, by being equippedwith high power density design fea-tures and a higher torque rating.

Hendrickson offers a range of sus-pensions for severe-duty operations.For trucks there is the PRIMAAX EXrear air suspension, the HAULMAAXrubber suspension that utilizes rub-ber bolster springs coupled with anauxiliary spring to offer loaded sta-bility and up to 17 in. of diagonal ar-ticulation for off-road mobility, aswell as the RT/RTE Series steelspring suspension with equalizingbeams that distribute load betweenaxles for improved traction.


continued on p. 52


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Six wheel spec’ing considerationsProper spec’ing your vehicles’ wheels can be relatively simple and straight-forward by following a manufacturer’s

recommendations to achieve the longest life and performance from your wheels. The experts at Maxion Wheels, a large manufacturer of lightweight steel wheels, suggest fleet equipment speci-

fiers can make wheels a ‘non-issue’ if they’d follow these spec’ing considerations to achieve long wheel life:• Tire size and maximum air inflation;• Loads to be carried—wheel-carrying capacity;• Duty cycle—linehaul, off-road, delivery stop and start;• Axle pound rating;• Warranty—five-year coverage and availability nationwide; and• Field service support from your wheel supplier.To keep wheels clean and provide long-life and performance,

many fleets have wheels refurbished. It’s recommended that fleetsclosely review the vendor’s refurbishing procedures emphasizingproper inspection, cleaning and re-painting of the wheels. Two keydetails in refurbishment: Controlling paint mil. thickness in themounting area of the disc face and ensuring paint is fully cured.Corrosion remains a concern for fleets operating in harsh service

environments, particularly on roads treated for snow or ice. Oneoption to combat this severe service situation is to specify wheelswith premium paint finishes.“Pay attention to the basics,” said Maxion’s director of North

American sales, Denny Weisend. “Proper spec’ing and mainte-nance will enable the wheels to last the life of the vehicle.”


On trailers in severe-duty applica-tions, Hendrickson offers the IN-TRAAX Extreme-duty (ED) system intop-mount and low ride height/liftable models. Features of the sys-tem include low-pressure air springswith steel pistons and full bottomplate coverage and high-damping,extended-service shock absorbers.Heavy-duty options include rear-mount shock absorbers and chain

down-stops for suspension dampingand control.SAF-Holland’s Neway ADZ Series

Axle Air-Ride Suspension is de-signed for severe-duty applicationsand off-road duty cycles. Offered insingle, tandem and tridem axle con-figurations up to a 78,000-lb. capac-ity, the axle can be used in highcenter of gravity applications. TheADZ model’s roll stability for corner-

ing and on uneven terrain, the com-pany notes, is achieved by combin-ing lower control arms and atransverse beam in a one-piecelower module and with a wideneddesign stance. The lower moduleprovides a linear roll rate throughthe permanent connection of thetrailing arms and transverse beam,which the manufacturer says im-proves handling and steering charac-teristics.

Stringent maintenanceOnce in service, severe-duty com-

ponents require stringent adherenceto maintenance schedules. “Mainte-nance should be performed in accor-dance with all equipmentmanufacturer and industry guide-lines, and if there is a discrepancybetween different sources, the com-ponent manufacturer’s guidelinesshould be used,” Meritor’s DavidGonska advises. “In many severe-duty applications as well, mainte-nance intervals should be shortenedto ensure continued safe operatingcondition of components. Finally,when replacing components, it is im-portant that components be usedthat meet the OEM’s original per-formance requirements.”/



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RESOURCES:Dana Spicer—www.dana.comEast Manufacturing — www.eastmfg.com

Hendrickson —www.hendrickson-intl.com

Meritor—www.meritor.comSAF-HOLLAND — www.safholland.us


Reducing stoppingdistances

In order to stop a fully-loaded vehicle in 250 ft., the torque output from the brakes needs to be 30 to 40%higher. Due to weight shift during the stop, the rear brakes are limited by ABS; so the front steer brakes have todo more work. This requires increasing the size of front brakes and developing new higher friction materials.Just increasing the friction is not enough because that leads to noise and poor lining and drum life. These

new materials are higher in friction and can handle the in stop energy dissipation but also have excellent liningand drum life and good noise characteristics required by the OEMs. Before an OEM runs an expensive vehicle test, they require numerous dyno tests, these include stopping sim-

ulations at many different conditions along with dyno wear and dyno noise testing. The testing required to de-velop an OEM RSD material is expensive. TMD understands the importance of this, and has spent money, time and effort to develop its approved

Reduced Stopping Distance formulas TEXTAR T5000 & T1200, the company added. www.tmdfriction.us

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Unexpected out-of-service events,especially when they happen on

the road, are always expensive—tooexpensive to be dismissed as being in-evitable. Yet many fleets, in their busyday-to-day operations, too often fail toaddress how the road breakdowns thatthey do experience might be avoidedin the future. Dick Hyatt, president of Decisiv Inc.,a provider of service relationship man-agement software that can help mini-mize unscheduled downtime, said,“The traditional costs of commercialvehicle maintenance are measured inhard dollars, but while the trucking in-dustry focuses on cost pressures andother challenges, many completely outof their control, fleets still ignore the

fundamental business impacts associ-ated with days out-of-service for serv-ice and repair events. This fundamentalflaw misses the impact that this has onrevenue, customer and driver retentionand net profit.”Ryder System Inc. is one fleet thathas not fallen victim to neglecting thefinancial problems associated with un-scheduled downtime. While it’s a callno one ever wants to get, Ryder’s man-agement knows if it happens, getting adisabled truck back on the road asquickly and safely as possible is vital.The company also understands it’s im-portant to determine exactly whatcaused the problem so procedures canbe developed to minimize or eliminatesuch problems in the future.

According to Ryder, heavy-dutytrucks often experience at least oneemergency breakdown annually. Notonly are such events disruptive, com-promising delivery schedules, cus-tomer commitments and productsafety; they also can be dangerous.Idle vehicles and their drivers waitingfor assistance are exposed to the dan-gers of drivers who are distracted ortraveling at high speeds.

Prevention via PMsBased on experience with its morethan 2,000 assets, Ryder found that themost frequent reasons for road break-downs are tires, electrical system prob-lems, brake issues and running out offuel. It also found that regularly sched-

Understanding why trucks experience unscheduleddowntime and then addressing remedies for the root causescan save fleets unnecessary expense.

By tom gelinas | editorial directorEquipment Management


“Managing” can minimize downtime

uled, thorough preventive mainte-nance (PM) routines can help pre-emptmany such problems before they causeemergency situations.Melvin Kirk, vice president of mainte-nance and quality operations at Ryder,said, “Traditionally, when a vehiclecame in, we would execute the activi-ties that were mandated by federal orstate regulations or by our customer’srequirements. We now have intensifiedour focus around what we have startedcalling the perfect PM. This is essen-tially taking advantage of the opportu-nity, during each preventivemaintenance routine, to execute all ofthe maintenance activities that mightbe required at that time.“The objective of such activity is toensure that the vehicle will run fromthat event to the next scheduled PMwithout any break in service. Thatmeans we execute everything from ex-isting campaigns to any necessary re-pairs—doing more of a diagnosticevaluation of the vehicle at the time of


When a vehicle comes into a Ryder shop for a scheduled PM, the goal is to make sure everything is doneto that truck that will ensure it will have no issues until the next scheduled PM.

Improving profitabilitywithin fleet repair facilities

Shops can improve their productivity and prof-itability if these utilize outside repair and refin-

ish sources by inquiring if they provide suchExpress Scratch Repair (ESR) services.

This improves the shop’s productivity by havingdents, scratches and other imperfections repairedat the same time other services are performed. Italso gets equipment back on the road that muchfaster, and does not require a separate service visit—or one that may take two tothree days—depriving the vehicle of in-service time.

This is especially important for fleets that utilize leased vehicles, because in mostcases, these types of repairs will need to be done anyway or there will most likely bea charge if they are returned (in the leasing company’s eyes, anyway) as “damaged.”

According to Dan Szczepanik, Sherwin-Williams global products manager, fleetand manufacturing products manager, “As fleets attempt to avoid ever-increasinginsurance premiums, they become likely candidates for a less expensive repair alter-native. One option is Sherwin-Williams Automotive Finishes Fleet Express ScratchRepair, which can help fleet repair facilities capitalize on this growing opportunityand overlooked market segment. In addition to more business, this process giveseach facility the chance to increase profitability through substantial energy savingson each repair.”

Fleet repair centers can capitalize on the opportunity to generate a new revenuestream by offering their customers a fast and affordable repair for small dents,scratches, and scrapes. Here are the benefits for the fleet repair facility:

• Increasing throughput and productivity; and• Increasing the profitability of each repair.Szczepanik notes that using the HP Process Refinish System will increase

throughput in any fleet facility. HP technology is unique in that it employs a no bakeprocess. Its topcoat provides outstanding color match, is easy to apply and in-creases air dry times to just 30 minutes or less. As a result, when vehicles are al-ready in for major (or minor) service needs—or simply for clean-up anddetailing—they can also have scrapes and dents repaired, with quality matchingpaint applied, dried and delivered, all in the same day.

the scheduled PM in order to preventany unscheduled event midstream.”

Efficiency is importantRyder looks upon a PM as an oppor-tunity to improve the overall health ofa vehicle. During time studies done inits shops, the company found that amaintenance technician, left only withhis experience and a PM sheet, couldwalk as much as 4 mi. while working ona single vehicle.“To correct this,” Kirk said, “we es-tablish the most efficient flow aroundthe vehicle to minimize all of that walktime. We now also have the parts read-ily available that will be needed for thescheduled routine based on historicalPM data. For example, any filters thatwill be needed will be right at hand. Asa result, our technicians can more effi-ciently execute a PM from a qualityand a speed standpoint. That is one ofthe most significant advances we’vemade over the last two or three yearsin our maintenance routines. We’ve

taken time and distance out of the ex-ercise and improved the quality of it.”

Tires are criticalAs indicated above, Ryder data indi-cate that tire problems are the mostfrequent cause of on-the-road break-downs. This is particularly true duringthe summer months. Kirk said, “Wefind tires represent a very importantpart for maintenance uptime; so in ourPM routine we stress an evaluation ofthe health of tires.”The fleet’s maintenance technicianswill do everything from rotating tochanging out tires during preventivemaintenance events to minimize thechance of having any issues before thenext scheduled PM from the tires orwheels. The entire wheel system is eval-uated every time they see a vehicle.They record the wear on each individualtire on the vehicle and have protocols inplace requiring the position of the tiresbe changed if there is an excessive vari-ance between two side-by-side tires.

They also look at the wear patterns ofthe tires all around, which could result inchanging a tire or rotating it across thevehicle. Kirk said, “In our preventivemaintenance routine, we also do lasermeasurements to ensure we have cor-rect wheel alignment.”

Service island activityOnce a truck crosses the threshold ofa Ryder facility, the first place it’s goingto go is to a service island. At that is-land there will be a service attendantwho will initiate the fueling of the vehi-cle. He or she will also do a prescribedinspection around the vehicle that willinclude lights, tires, windshield alongwith a visual inspection of the under-carriage etc. Kirk said, “We maintain a12- to 17-point inspection dependingon the vehicle type that comes into theservice island. Every time you cross thethreshold of a Ryder facility, we aregoing to inspect that vehicle as if wewere evaluating it from the DOT stand-point, as well as a maintenance health

Equipment Mangement


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standpoint.”Although drivers are required to dopre- and post-trip inspections of theirvehicles, Ryder does not make the as-sumption that either of those has beendone as completely as possible nordoes the company make the assump-tion that when a vehicle enters a Ryderfacility that there hasn’t been someissue develop since its last inspection.Kirk said, “Such a policy allows us tocatch many issues, for example, smallfuel leakage or a light that might beout, which could draw attention duringa DOT inspection standpoint or, moreimportantly, from a maintenance stand-point.”

Breakdown analysis andwarrantyRyder is good, but no one is perfect,so if a vehicle fails on the road the fleethas established breakdown analysisteams in each one of its shops withspecified roles in each one of ourshops that are responsible for deter-mining exactly what led to the prob-lem. Such a program has proved to bean effective method of improving thefleet’s PM and fueling station inspec-tion programs.Although it was not established to beso, the breakdown analysis programhas also been an important contributorto effective warranty management forthe fleet. Kirk said, “It forces the teamto go back through the informationabout the event and make a forensicanalysis of what happened. Was thefailure related to activities we did orshould have done during our PM orwas it the result of a premature failureof a part? Was it possibly an engineer-ing related issue of the vehicle itself?Once they do that, we have a fairly ro-bust understanding of the cause of theevent and if it was related to the failureof a component, which would allow usto make a warranty claim. We alsoshare that analysis with the rest of ourteam members to help shorten thetime required to analyze a future event.

Technology can helpMany of its customers use telematicsto provide management data relatedto hours of service and operational

safety. Ryder has taken a further stepand is accessing information from theengine’s ECM via telematics on thecondition of the engine itself. Kirk said,“Using this information we can alert thecustomer to any impending problemswith the vehicle. We plan on buildingup, over time, more and more data thatwill help us better understand the on-road health of our vehicles.”Another technology that offers fleetsthe possibility of addressing the causesof vehicle down time is offered by theuse of service relationship manage-ment (SRM) software to measure andmanage the causes, both internal andexternal, of service and repair eventsto improve vehicle uptime and avail-ability. Decisiv Inc., a supplier of suchsoftware, has found that formal atten-tion of vehicle’s days out of service cansignificantly influence a fleet’s bottomline.Some conclusions, based on a recentsurvey of nine fleets attending thecompany’s maintenance summit, are ofparticular interest. These fleets aver-aged:• 277 tractors;• 9,538 revenue miles per truck per month;• $20,695 in revenue per month($2.17 per mile);• 1.51 service events per month; and• 3.19 days out of service (DOS)per month.Using average industry financial data,Decisiv calculated that, were thesefleets able to reduce days out of serv-ice by just 25%, they would achieve amonthly increase of $1,123 in revenueper tractor, a 5.5% increase in asset uti-lization, an increase of $685 in variableoperating expense (due to increasedtruck utilization) and an increase of$438, or 45%, in net profit per truck.Note these are monthly figures! Ac-cording to Decisiv, the use of its serv-ice relationship management softwarecan achieve these improvements.Unscheduled downtime can signifi-cantly deteriorate a fleet’s profits. At-tention to the reasons why trucksexperience time out of service andsubsequent attention to eliminatingthose reasons can help increase afleet’s bottom line. /


Equipment MangementRa

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“When it comes to safety, weare best served by ad-

dressing behaviors, focusing onavoiding and preventing risk,” saysChristopher Cusick, vice president,transportation at Verst Group Logis-tics. “We don’t need to spend timeteaching drivers how to drivetrucks.” Verst Group, headquartered in theNorthern Kentucky/Cincinnati, Ohio,corridor, is taking a multi-faceted ap-proach to risk avoidance, preventionand management, beginning withhiring the right drivers in the firstplace. “We work with employment agen-cies, run ads and have a referral pro-gram for our drivers,” Cusickexplains. “Candidates are shown avideo that details company proce-dures and expectations. It’s a very ef-

fective screening tool.”Once hired, drivers complete anorientation program that includes atwo-day ride along with a companydriver trainer to become familiar withVerst Group operating procedures.Cusick also notes that all companypolicies are detailed in a comprehen-sive driver handbook.One highly proactive approach tosafety at Verst Group is its use of theSmartDrive Safety program, whichcaptures in-vehicle video to focus ondriving behaviors that need atten-tion. The SmartDrive interface andthe program’s customizable report-ing and video clip scoring process,aid Verst’s driver managers in coach-ing drivers on specific areas of be-havior needing improvement such asdistracted driving, fatigue, speedingand seatbelt use.

Driver and equipment initiatives atVerst Group Logistics are resulting in impressive safety performance


Safety first

Specs&Fleet Profile BY Seth SkYdel | Senior ContriButing editor

Christopher CusickVice President, Transportation

at

Right direction“I can’t stress how important Smart-Drive Safety has been to supplement-ing our safety program because welacked the ability to actually capturedriving behavior,” Cusick states. “TheSmartDrive event-triggered video sys-tem and the scores and observationsgenerate actionable information fordriver managers to use to makecoaching more timely and effectiveduring review sessions with drivers.The reports point us in the right di-rection.”That direction led to a downwardtrend in claims in 2011 and 2012, re-ductions in distracted driving of 90%and more than 70% fewer speedingincidents, as well as 100% seatbeltcompliance. The company alsoproudly boasts a zero DOT re-portable accident rate—the number

of DOT reportable incidents dividedby the miles driven—in 2012. “Thezero DOT accident rate is an enor-mous achievement,” Cusick says,“one we hadn’t accomplished in sev-eral years.”Multiple driver exonerations are alsoamong the results that Verst Groupcites as a benefit of using the Smart-Drive Safety program and somethingthat has gone a long way toward con-vincing drivers that the on-boardcameras are there to protect them.


Verst Group Tractor Specifications

Model: Peterbilt Model 384; 63-in. UltraCab sleeperWheelbase: 235 in.Engine: PACCAR MX; 455 HP @ 1,900RPM, 1,650 lb./ft. @ 1,100 RPM Clutch: Eaton Easy PedalTransmission: Eaton Fuller 13-speedDriveshafts: Dana SpicerFront Axle & Suspension: Dana Spicer;12,000-lb. taper leaf springsPower Steering: TRW TAS65Rear Axle: Dana Spicer DSP41; 3.42 ratioRear Suspension: Peterbilt Low Air LeafHubs: PHP10 Aluminum LMSBrakes: BendixABS: 4S/4MParking Brakes: Long StrokeWheels: Alcoa aluminumTires: Michelin; 11R22.5 XZA-3+ steer, 445/50R22.5 XOne-XDN2 drive5th Wheel: HOLLAND FW35, kingpin air releaseAir Compressor: Meritor WABCO 28 CFMAir Dryer: Bendix AD-IS, heatedFan Clutch: on/offBatteries: (3) PACCAR 2100 CCAStarter: PACCARAlternator: 160 ampImmersion Pre-Heater: PhillipsMirrors: motorized, heated; hood-mountedconvex

Lighting: Truck-Lite LEDSeats: Peterbilt UltraRideFuel Tanks: aluminum; 120-gal. RH,110-gal. LHPaint: Dupont

Trailer Specifications

Model: Vanguard VXP dry van; composite plateLength: 53 ft.Landing Gear: HOLLAND Atlas 55 Axles & Suspension: SAF CBX40 FusionBeam with PosiLokOil Seals: Stemco Guardian HPHubs/Wheel End: Stemco Platinum Performance PlusBrakes: Abex liningsBrake Chambers: Bendix EverSureABS: Meritor WABCOAutomatic Slack Adjusters: StemcoTires: 295/75R22.5Wheels: steel discLighting & Electrical: Optronics LED;Phillips

Verst

There were five driver exonerations in2012 with the help of videos, Cusicknotes, at an approximate cost savingsof over $30,000. “We had a collision with one of ourtrucks and a pickup,” Cusick also re-lates. “The camera caught the pickuphitting a guard rail and coming overthe highway divider. Initially, the po-lice listed the accident as no fault, butonce we showed them the footageofficers faulted the pickup driver.”

Collision preventionVerst Group also employs the colli-sion avoidance driver training solu-tion from Smith System. The SmithFive Keys program focuses on under-standing driver behavior and teach-ing collision prevention techniquesthrough hands-on and web-basedtraining.Based on the easy-to-rememberphrase ‘All Good Kids Like Milk’ theSmith Five Keys include: Aim high insteering by looking further aheadthan other drivers; Get the big pictureto see more around you than otherdrivers; Keep your eyes moving, soyou are more aware of your surround-ings; Leave yourself an out, by posi-

tioning your vehicle in traffic effec-tively; and Make sure they see you.“The Smith System helps driverssee, think and increase time to reactto driving challenges,” Cusick says.“Around each of the keys we developpolicies that enhance risk preven-tion.”Operating safely can add up forVerst Group drivers. A quarterlybonus is paid for meeting objectives,and if all goals are met for the year anextra bonus is paid. After two yearsof success, the bonus is doubled. Inaddition, drawings are held quarterlyand annually so drivers can win from$1,000 to as much as $10,000.

Good ideasThe team approach also extends tomonthly safety meetings, where a ro-tating group of drivers are encour-aged to participate. “These meetingsoften produce good ideas,” Cusicksays. “For example, one item broughtto our attention by a driver is helpingkeep drivers away from trailertandems.”Cusick goes on to explain that eachtractor at Verst Group now carries adevice called semi tandem axle-re-

lease assist tool (STA-RAT) that is de-signed to eliminate risk when slidingtrailer tandems. Placed between thetandem locking pin release handleand trailer frame rail, the tool allowsdrivers to release the pins and keepthem retracted until the slide is com-pleted.“STA-RAT is visible through the rearview mirror so drivers can see what’shappening without leaving the cab,”Cusick explains further. “The tool elim-inates back and shoulder injuries andkeeps hands and feet out of danger.”Other specifications at Verst Groupaimed at improving safety includeback up alarms, hood-mounted con-vex mirrors and additional lights toassist during loading and unloading.On tractors, Verst Group is spec’ingthe Holland fifth wheel air release sys-tem. The in-cab fifth wheel lock re-lease features a dash-mounted airswitch and a pneumatic cylinder onthe fifth wheel that opens the lockingmechanism when the vehicle’s park-ing brakes are engaged.“This system reduces the time driv-ers spend manually locking and un-locking the fifth wheel,” Cusickstates. “Less manual interaction limits


Fleet Profile Specs

potential injuries that can lead to ex-pensive worker’s compensationclaims.”

Fleet servicesAlong with safety programs, Cusickoversees regional fleet, brokerageand dedicated fleet and logisticsservices offered by Verst Group fornearly 100 corporate customers.Verst Group Logistics provides inte-grated transportation, warehousing,logistics and packaging services. Itsshort haul and regional fleet servicesare concentrated in lanes covering theMidwest and Southeast. Customizedcontract carriage solutions are also of-fered by the company while its broker-age operation meets truckload, lessthan truckload, intermodal and flatbedneeds.The fleet has of 80 tractors. For itslast two purchases, the company hasopted for Peterbilt Model 384 units.Its 250 trailers include new Vanguarddry vans and older Trailmobile models.“For all equipment choices we’re look-

ing for the best value over ourplanned life cycle, the highest residualvalue and the lowest maintenancecosts,” Cusick says.

Cusick notes, works closely with out-sourced maintenance providers, in-cluding an approach aimed atachieving low CSA scores for mainte-nance items. “Maintenance issues alsoimpact productivity,” he adds, “whichis a big concern today under newHours of Service regulations. With ourproviders we are finding better waysto manage DVIRs and fix problems im-mediately.”

Better performanceThe company also uses Vigillo’s suiteof CSA Scorecards to understand andaddress safety and compliance issues.“Vigillo takes raw data and turns it intoreliable and useable information,” Cu-sick states. “With that at our fingertipswe can develop programs and policiesahead of time so we stay below CSAthresholds, have better performancethan our competitors, remain efficientand cost effective, and manage riskwhile maintaining a continual focuson driver safety, as well as that of thepublic.” /


The semi tandem axle-release assist tool (STA-RAT).

The SmartDrive interface.



Truck Products

SAF-HOLLAND aftermarketoffers Gabriel shock absorbersThe entire heavy-duty line of Gabriel shock

absorbers is now available from SAF-HOLLANDthrough its North American aftermarket distribu-tors and dealers. The product line includes 424part numbers for heavy-duty truck and trailersuspensions. SAF-HOLLAND part numbers arethe same as Gabriel part numbers with a “-SAF”post fix.SAF-HOLLAND www.safholland.usRapid Response: 800-930-7204 ext. 55153www.FERapidResponse.com

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Michelin Retread Technologies launchesMichelin XDS 2 Pre-Mold retread

Michelin Retread Technologies announced the launch of the Michelin XDS 2 Pre-Mold retread designed for year-round drive axle traction. This next generationcomes with a 10% improvement in tread life over the XDS Pre-Mold, according tothe company. The XDS 2 Pre-Mold, at 25/32nd of depth, offers exceptional tractiondelivered using deep sipes with zig-zag groove walls, along with V-shaped trans-verse shoulder grooves. Michelin Retread Technologies www.michelintruck.comRapid Response: 800-930-7204 ext. 55151 www.FERapidResponse.com

Digital Abex air disc brake catalog now availableA new digital catalog featuring the expanded Abex line of replacement air disc

brake pads for commercial vehicles is now available from Federal-Mogul. The cat-alog (No. AB803 at www.FMe-cat.com) covers the brand’s line of replacementbrake pads and hardware kits for most OE air disc brake systems utilized in tractor-trailer applications. Each brake pad listing includes a component photo and illus-tration to help select the correct product. The catalog also has an illustrated“Trouble Shooter Guide” to common brake wear issues and a competitive inter-change. A “notes” feature can be used to attach reference notesto each page.Federal-Mogul www.federalmogul.comRapid Response: 800-930-7204 ext. 55152 www.FERapidResponse.com

Ken-Tool said its latest tire service tool, the ValveBreaker, quickly removes valve stems from de-mounted wheels. The new tool uses a slide ramdesign to drive a heat-treated punch into the valvestem seat to easily pop the valve stem out of therim after the wheel has been demounted, accord-

ing to the company. This allows the servicetechnician to quickly remove the stem withthe wheel on the floor. The slide ram ismade from solid round steel bar stock todrive more energy into the valve stem toknock it out of the wheel quickly and effi-ciently, Ken-Tool said.The tool protects the operator with a

rubber safety-grip drive handle and a vi-bration absorbing rubber grip on theouter tube.

Ken-Tool www.kentool.com

Rapid Response: 800-930-7204 ext. 55154 www.FERapidResponse.com


Truck ProductsKen-Tool releases

Valve Breaker tool

Rapid Response: 800-930-7204 ext. 55065Rapid Re

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The 13th session of the Hendrickson Vehicle Suspension Institute’s (HVSI) technical suspensiontraining for heavy-duty transportation service technicians and parts personnel has been announced.Two separate sessions, one Oct. 22-23 and a second Oct. 24-25, at Northwest Technical Institute Fa-cility in Springdale, Ark. The training is conducted by Hendrickson regional field service managers fortechnicians from independent repair facilities, fleets and OE service dealerships. /Hendrickson Vehicle Suspension Institute www.hendrickson-intl.com Rapid Response: 800-930-7204 ext. 55155 www.FERapidResponse.com

Hendrickson announces suspension training program


Carrier Transicold’s new Vector 8500 single-tem-perature hybrid trailer refrigeration unit introducesthe first fully-hermetic electric scroll compressorused in a North American trailer refrigeration unit,according to the company. The scroll compressorhas 70% fewer moving parts and is 200 lbs.lighter than a traditional reciprocating compressor.The Vector 8500 unit incorporates Carrier Transi-cold’s ecoFORWARD technologies, which boostperformance while providing compliance with2013 Tier 4 emissions requirements from the U.S.Environmental Protection Agency.The Vector platform’s E-Drive all-electric refriger-

ation technology means refrigeration and heatingoperations are 100% electric, powered over theroad by an on-board generator driven by the unit’sdiesel engine. Additionally, electric standby capa-bility is built-in, allowing haulers to tap into elec-

tric power supplies to run the system when parked,providing quiet, emissions-free refrigeration per-formance that can reduce operating costs by up to70% compared to diesel operations, while con-serving fuel for the highway, the company ex-plained.Carrier’s ecoFORWARD 2.2-liter engine has

been made smarter through the use of sensorsand an electronic control module that commu-nicates with Carrier’s APX control system. TheAPX control system is now standard with Car-rier’s 2013 models.Using 20% less enginepower than previous Carrier Transicold models,the Vector 8500 unit’s engine is certified for“evergreen” compliance with the 2013 EPA Tier4 standard for engines less than 25 HP. Forfleets operating in California beyond sevenyears, the Vector platform’s standard electric

standby capability provides an in-use compli-ance option for the California Air ResourceBoard (CARB). / Carrier Transicold www.transicold.carrier.comRapid Response: 800-930-7204 ext. 55173 www.FERapidResponse.com

Carrier Transicold Vector 8500 shedspounds, beefs up performance

Trailers BodiesRapid Response: 800-930-7204 ext. 55066


Shop Equipment

Stertil-Koni announced the intro-duction of the ST 1085, its mobilecolumn vehicle lifts. This new modelfeatures a lifting capacity of 18,500lbs. per column and is equipped withextra-long adjustable pick-up forksof 14 in.—well suited to safelyraise all types of vehicles, includingthose with super single tires, thecompany explained. In addition, the width between the

lifting forks is adjustable,so that vehicleswith variable wheeldiameters can be lifted safely. TheST 1085 also features a MultiMaster System, equipped with acontrol box on each individual col-umn. In that way, lifting columnscan be operated individually, inpairs or a complete set with thetouch of a single button.Columns areinterchange-able, so they can be used atmultiple locations, according to the maker.

The ST 1085 is available in four control sys-tem options, including a wireless option, deliv-ering maximum convenience and access to thevehicle. These lifts operate on 24 VDC, requireno external power source to operate, communi-cate by ZigBee mesh protocol for high reliabilityand no cross channel interference and are pow-

ered by standard deep cycle batteries that typi-cally last up to two weeks prior to recharging. Stertil-Koniwww.stertil-koni.comRapid Response: 800-930-7204 ext. 55173www.FERapidResponse.com

Ranger Products releases QuickJack portable jack systemRanger Products, a division of BendPak, recently

unveiled its new QuickJack portable jack system.The 3,500-lb. capacity, lightweight QuickJackallow users to position the jack frames under thevehicle, push the raise button on the remote hand-held pendant control and in less than 10 seconds,the entire vehicle is almost 2 ft. off the groundready for tire changes or other maintenance, ac-cording to the company. The QuickJack collapsesto a low 3-in. profile and features open-center de-sign, rugged safety lock bars, remote pendantcontrol on a 20-ft. cord, quick-connect hoses anda built-in flow divider for precisely equalized lift-ing. The QuickJack comes complete with an eightpiece set of rubber lift blocks, convenient posi-tioning handles and a mini portable hydraulicpower unit that runs off standard 110-volt current.An optional 12-volt DC unit also available thecompany said. /BendPak-Ranger www.quickjack.comRapid Response: 800-930-7204 ext. 55175www.FERapidResponse.com

Stertil-Koni introduces heavy-duty mobile column lift series



Need Reprints?Call Kelly at 330-670-1234, ext. 284

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


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AAfton Chemical Corporation 41 55041Alcoa Wheel Products 29 55029Bendpak 67 55067BendPak Insert 55120-55123Betts Co. 65 55065Campbell Hausfeld 56 55056Caterpillar/EngineDiv/Gldg AC6156 23 55023Chevron Products 15 55015Crane Composites 40 55040Double Coin Tires/CMA, LLC 50 55050Eaton Truck Components 6-7 55007Espar Products 18 55018Espar Products 19 55019Espar Products 52 55052ExxonMobil 9 55009Federal Mogul/Abex 20 55020Federal Mogul/Abex 21 55021FSX Equipment Inc. 64 55064FuelDefend Global Ltd 53 55076Gabriel 51 55051Great Dane Trailers 3 55003Hankook Tire America Corp 13 55013Hannay Reels 67 55078Hendrickson 27 55027IMI 42-43 55043Labelmaster 36 55036

Luber-Finer 26 55026Marangoni North America Cover 3 55073Maxion Wheels 11 55011NAPA Cover 2 55075NTEA 59 55059Old World Industries 5 55005Onspot of North America 65 55077Penske Truck Leasing 53 55053Peterbilt Motor Co Cover 4 55074PPG Industries 31 55031PPG Industries 45 55045ProDiesel 22 55022SAF-Holland, Inc. 24 55024Saf-Tee Siping/Grooving 71 55071Sata Spray Equipment 48 55048Sherwin-Williams Company 58 55058SKF 28 55028Thermo King Corp 33 55033Thieman Tailgates 66 55066Timken 63 55063TMW Systems 37 55037Truck-Lite Co 30 55030Wabash 57 55057WEBASTO 44 55044WIX Filters 16 55016WIX Filters 17 55017

When Detroit Diesel Corp.(DDC) unveiled its new On-boardTablet—an advanced unitequipped with powerful apps andthe latest commercial telematicstechnology to improve efficiencyand driver performance—itdemonstrated how foolproof thepre- and post-trip inspectionprocess can be. It is not only quickand efficient, but also records andreports problems, as well as pro-viding ways to get the informationto the fleet manager quickly.

Specific features found with the On-Board Tabletinclude:• Pre- and post-trip Inspections, streamlining the

vehicle inspection process with quick scanningtechnology, resulting in faster and more accurateinspections;• Paperless hours of service tracking, which noti-

fies drivers at risk or in violation of FMCSA regula-tions;• Two-way messaging allows for instant driver

and fleet manager communication via free-formor pre-written messages and text-to-voice func-tionality; and

• Advanced navigation, which generatesstep-by-step directions, asset-specific routing,map-loading assignments and real-time trafficinformation, saving drivers’ time.The tablet will be available for Freightliner

trucks as a factory-installed option beginningQ1 2014 on new truck orders. Retrofit kits willalso be available. Availability in Western Startrucks will be announced at a later date. De-veloped in collaboration with Zonar, the tabletworks seamlessly with Detroit Virtual Techni-cian and Visibility fleet software—and it is cer-tified compliant with the United StatesDepartment of Transportation—Federal MotorCarrier Safety Administration (FMCSA) Hoursof Service regulations. /


Carol Birkland | Editor-in-ChiEf

• Equipment Technology

Spec’ing sleepers & daycabs

• Before & After(market)

Update on GHG14 engines

• IT for Asset Management

Information technology updates and news

FLEET EQUIPMENT (ISSN 0747-2544)October 2013, Volume 39, Number 10): 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.

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PostScriptComing in

Detroit On-board Tablet makes pre-and post-trip inspections a snap

The yellow dot is actually a computer-typechip, which is attached under the hood,it contains data on the condition of com-ponents located in this section.

There are two chips located on the rear frameof this tractor, which also contain data relatedto area components that can be read by the tablet.

The tablet, which can be easily gripped with one hand,has an RFID reader that gathers information from var-ious computer chips placed on key vehicle componentson the vehicle.



Documents

Fleet Equipment, October 2013