Fleet Equipment, September 2012 by Babcox Media

FLEET EQUIPMENT | September 2012 | Vol. 38 | Number 9

Mike DelBovo President Saddle Creek Transportation

Pioneering Spirit

Fuel storage • APUs • Trucks, trailers, doors, liftgates, paints & finishes

NEW! www.fleetequipmentmag.com

Top Green Fleet See page 35

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Columns Editorial

CAROL BIRKLAND

SmartWay

TOM GELINAS

Light- & Medium-Duty

MANAGING EQUIPMENT ASSETS

SETH SKYDEL Vol. 38 | Number 9 | 2012

Fuels & Lubes

JOHN MARTIN

Tires & Wheels

AL COHN

Post Script

Sept.

36 Features

Departments 14 ASE Blended learning

16 Timely Tips Treat trucks right

Refrigerated Trucking (extended report) | Wi-Fi; Fuel use; Spec’ing tips

IT for Asset Management | Effective hardware installation

Equipment Management | Pros & cons of long-term fuel storage

Before & After(market) | Truck bodies, trailers, etc.

Fleet Profile | Pioneering spirit

Aftermarket Insights | APU primer

18 Industry News Navistar names interim CEO, Ustian steps down

51 Truck Products Detroit unveils DT12 automated manual transmission

53 T&B Thermo King introduces all new reefer, Precedent

54 Shop Bee Line’s laser-guided computer wheel alignment system

Editorial Advisory Board Steve Duley, Vice President, Purchasing Schneider National Inc.

David Foster, Vice President of Maintenance Southeastern Freight Lines

Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

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FE Staff PUBLISHER David Moniz, Publisher 330-670-1234, Ext. 215 dmoniz@babcox.com

EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com

Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Doug Kaufman, Sr. Editor 330-670-1234, Ext. 262 dkaufman@babcox.com Denise Koeth, Managing Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 tosskydel@gmail.com

D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com

Al Cohn Contributing Editor 330-670-1234 alcohn@psi-atis.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com

Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com

ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com

CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com

Maryellen Smith, Circulation Assistant 330-670-1234, Ext. 288 msmith@babcox.com

CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer

Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

Editorial CAROL BIRKLAND | EDITOR-IN-CHIEF

What the future holds I recently came across a draft of study titled “Advancing Technology for America’s Transportation Future,” compiled by the National Petroleum Council. It describes the results of an analysis of future heavy-duty (HD) vehicle technologies, fuels and fleet portfolios (the study classifies heavy-duty as Class 3-8). The Energy Information Administration (EIA) estimates that Class 3-6 trucks represent almost 4 million vehicles on the road today, growing to over 11 million by 2050. These vehicles consume as little as 1,000 gallons per year for some lighter, low-duty cycle applications and up to 7,000 gallons per year for the heaviest Class 6 applications. Classes 3-6 are used in: construction, agriculture, for hire, retail, leasing, wholesale, waste management, utilities, manufacturing, food services, information services and mining. This sector represents a significant factor in overall transportation energy consumption. HD trucks consume over 20% of the fuel used in transportation in the U.S. That share is expected to grow to almost 30% in 2050. Class 7-8 trucks account for over 4.5 million vehicles and ,according to the EIA, are expected to grow to over 7 million in 2050. Class 7-8a trucks include buses, dump trucks, trash trucks and other hauling trucks. These trucks represent heavy working trucks consuming typically 6,000 to 8,000 gal. of fuel per year for Class 7, and 10,000 to 13,000 gal. of fuel per year for Class 8a. Class 8b trucks are typically long-haul trucks weighing more than 33,000 lbs. that have one or more trailers for flatbed, van, refrigerated and liquid bulk. Class 7 represents some 200,000 vehicles, while Class 8a and 8b consist of 430,000 and 1,720,000 vehicles, respectively. These trucks consume typically 19,000 to 27,000 gal. of fuel per year and account for more than 50% of the total freight tonnage moved by trucks. In Class 3-6, the analysis assumed that the natural gas vehicle options were constrained to spark ignited engines utilizing three-way catalyst aftertreatment and CNG fuel supply only. In Class 7-8 the analysis assumptions of fuel economy and system costs cover the range of spark ignition and compression ignition (CI) technologies. Within compression ignition, both dual fuel and direct injection engine types were considered in the range of inputs. A mix of CNG and LNG system costs were included within the ranges and fuel storage capacity was varied by range expectations in each segment, as well as with fuel economy as that increased. With fuel cost savings being central to the value proposition for NG trucks, the NG truck was modeled using attributes indicative of the range of performance of the different technologies. Spark ignition engines have the lowest fuel economy as a result of throttling, while CI engines have fuel economy similar to diesel. Dedicated direct injection engines would have the lowest cost of fuel since they use NG for approximately 95% of their required fuel energy. Dual fuel engines, while having similar fuel economy, would have a slightly higher total cost of fuel since they use perhaps 70% to 80% NG, with the remainder being diesel. The bottom line—the availability of advanced powertrain and vehicle technologies, along with alternative fuel technologies, is expected to result in improved fuel economy of future trucks. The analysis explored the potential for adoption of these technology advances, based on assessments of whether fuel cost savings generated by technology would be sufficient to offset the cost of the new technology. For more information and to read the full report, visit www.npc.org. /

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SmartWay BY TOM GELINAS | EDITORIAL DIRECTOR

SmartWay tractors SmartWay Transport Partners that purchase or lease SmartWay designated tractors and are in good standing in the SmartWay Program have the privilege of labeling the exterior of their SmartWay tractors with the SmartWay mark. This mark signifies that the tractor meets EPA environmental and fuel efficiency standards for excellence. Such tractors are among the cleanest and most fuel-efficient equipment available. This is an exclusive designation that sets a SmartWay Partner apart from its peers in the industry. For carriers, the mark is a signal to the community that they are taking actions to limit the negative environmental impacts of their business operations. Designated SmartWay tractor models can be ordered through all manufacturers offering over-the-road Class 8 equipment, and because of the growing demand for such equipment, more options are regularly being introduced —two already this year: Kenworth’s T680 and, more recently, the Peterbilt Model 579. The Peterbilt 579 not only has all of the technical specifications required by the EPA for a tractor to get SmartWay designation, but also went through highway tests to prove it offered improved fuel efficiency. Landon Sproull, Peterbilt’s chief engineer, said, “SmartWay requires that the truck be a new design, and to be SmartWay compliant we had to demonstrate that it performed, from an aerodynamic standpoint, better than our latest product. We bench-

Designated SmartWay tractor models can be ordered through all manufacturers offering over-the-road Class 8 equipment…

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marked it against the Model 386, which is also SmartWay designated.” He went on to say, “The continuous refinement of aerodynamic efficiency through hundreds of iterations of computational fluid dynamics, wind tunnel testing and customer feedback has resulted in best-in-class performance. Our engineering teams couldn’t be more excited. It is a truck designed to be extremely aerodynamic and to complement our 386.” For SmartWay designation, a tractor needs to be equipped with an EPA compliant 2007 or newer engine and be designed with aerodynamic mirrors, bumper and cab side extenders, as well as fuel tank and roof top sleeper fairings. It also must include low-rolling resistance steer and drive tires that provide a 3% vehicle fuel economy benefit relative to mid-range rolling resistance tires. The use of lightweight aluminum wheels is encouraged, but not required. In addition, such a tractor must employ some kind of no-idle system capable of providing at least eight hours of idle-free auxiliary power, heat and/or air conditioning. If a combination of idle reduction systems is needed to ensure that the truck does not idle overnight on a yearround basis, each system must have at least eight hours of operating capacity. Options include an auxiliary power unit or generator set, a fuel-operated heater, a battery-operated heating and/or cooling system, a thermal storage system or the tractor can be fitted with internal wiring, inverter system and HVAC system to take advantage of truck stop electrification. To continue to use the SmartWay mark, fleets must maintain engines and aerodynamic equipment per service recommendations. SmartWay qualifying low rolling resistance tires or retreads also must be used at all times. Finally, as Sproull said of the Peterbilt 579, “To keep it as fuel-efficient as it is designed to be, users need to keep proper air pressure in the tires.” More information about fuel saving tractors like the Peterbilt Model 579, as well as trailers, is available at epa.gov/smartway/technology/designated-tractorstrailers.htm. This website includes a listing of all currently available SmartWay designated tractors and manufacturers from whom designated trailers are available. /

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Light- & Medium-Duty BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Developing solutions O ver the past few months, there has been a steady stream of news from developers of alternative power solutions for light- and medium-duty trucks. Joining forces in early July, Allison Transmission, the manufacturer of automatic transmissions for medium- and heavyduty commercial vehicles and hybrid propulsion systems for city buses, announced it invested a non-controlling equity stake in Odyne Systems, a manufacturer of hybrid control systems that features a plug-in hybrid power system that interfaces with Allison transmissions. Odyne’s hybrid technology combines electric power conversion, power control and energy storage with electric propulsion motors, Johnson Controls battery systems and other components. The plug-in hybrid drive system can be installed on a wide variety of new and existing vehicles. “Our solution helps companies and communities meet sustainability objectives and lower costs,” said Joe Dalum, president of Odyne Systems. “Our plug-in hybrid technology enables trucks over 14,000 lbs. GVW to achieve fuel consumption improvements of up to 50% or greater compared to traditional diesel engines, lower emissions, quieter job site operation and reduced operating and maintenance costs.” Value also is in the equation for XL Hybrids, the developer of a hybrid electric powertrain designed for Class 1-3 commercial vehicles. Recently, the company released test results that it said validate a 21.2% reduction in fuel consumption with the aftermarket bolt-on solution. The testing, which determined performance of the XL Hybrids system on a light-duty cargo van in urban opera-

tions, was conducted at an independent, EPA-certified chassis dynamometer lab. The evaluation compared fuel economy between a standard cargo van and one equipped with XL Hybrids’ chargesustaining hybrid system over lightduty urban driving routes. The vehicle used was a Chevrolet 2500 Express cargo van fitted with the OEM’s 4.8-liter engine and six-speed transmission. VIA Motors is demonstrating its extended range electric pick-up truck in a partnership between the manufacturer, the state of Utah and Rocky Mountain Power, Utah’s largest electric utility. VIA’s Vtrux electric vehicles are equipped with a 402 HP electric motor and will be available with a power export option of up to 15 kW. The vehicles can average over 100 MPG with a daily charge and in zero emissions mode for a majority of fleet driving, the company said. The manufacturer works with General Motors to incorporate its V-Drive powertrain into new GM trucks, vans and SUVs. VIA is planning to sell electrified work trucks to fleets early in 2013. Quantum Fuel Systems Technologies Worldwide, in association with lithium-ion battery system supplier Dow Kokam, has delivered the first pilot version of its plug-in hybrid electric (PHEV) Ford F150 pickup truck to Florida Power & Light Company. The PHEV F150 is powered by Quantum’s F-Drive parallel plug-inhybrid electric drive system. Achieving over 100 MPG depending on the drive cycle and charging frequency, according to the manufacturer, the FDrive allows the truck to run the first 35 miles on a zero emission electric drive system and then switch to a hybrid drive mode.

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After implementing conversions in Ford F150 trucks, ALTe Powertrain Technologies has installed its rangeextended plug-in electric hybrid powertrain in the Ford Econoline E350 platform. The manufacturer is delivering an E350 prototype to a fleet customer for evaluation, and is planning to build more prototypes for customer evaluations, leading to

Development of alternative power solutions …is leading to new opportunities for fleets. a spring 2013 product launch. ALTe’s road tests revealed that the E350 cutaway chassis prototype can drive approximately 25 miles in an all-electric mode and then deliver nearly 15 MPG in a charge-sustained mode. For a fleet vehicle that drives 45 miles per day, ALTe noted, the combined mode fuel economy would be over 30 MPG. New relationships between suppliers, in addition to product development of alternative power solutions for light- and medium-duty trucks, are leading to new opportunities for fleets to take advantage of advanced technologies. /

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Fuels & Lubes BY JOHN MARTIN | CONTRIBUTING EDITOR

Factors affecting fuel costs, availability A

prominent actress recently stated she is against fracking in the state of New York because it contaminates the ground water. A late-night comedian commented that oil and gas speculators had ruined the ground water in the Northeast by pumping “toxic chemicals” (water and CO2?) into our underground aquifers. Here are the facts. Ground water aquifers are relatively close to the surface. Gas and oil deposits are thousands of feet below them. The EPA recently completed a comprehensive study of the ground water in areas adjacent to the Marcellus shale formation. They found no evidence that fracking had any effect on the quality of the ground water. Some well-meaning, but uninformed environmental activists forced President Obama to delay the Keystone XL pipeline without concern for the consequences. The Department of Energy (DOE) recently reported that BNSF Railways moved 241,000 barrels of crude out of the Bakken the first six months of the year versus 174,000 loads during the same period of time a year earlier. On average, it costs twice as much to ship by rail as it does by pipeline. Oil refiners and marketers don’t care, they just add the freight charges to the cost of products and pass the total bill on to the user. Politicians don’t care unless complaints from their constituents might cost them votes in the next election. With the advent of fracking, the U.S. now has proven oil and gas reserves on par with the 1980s. The DOE recently estimated our proven reserves to be 430 billion barrels (the U. S. currently uses approximately 6 billion barrels per year). We wouldn’t need to import crude or oil products from anyone in the world for 50 years if the necessary pipelines and refineries were available. If the U. S. was energy self-sufficient, we could save the approximately $453 billion per year we currently spend importing oil. Alternate fuels activity has diminished due to low fuel prices and the slow economy. I just learned that U.S. ethanol producers are sitting on 800,000 gallons of cornbased ethanol. It seems they anticipated corn crop failures due to the hot, dry weather this summer and bought up 40% of the corn crop before prices began climbing. Because our economy hasn’t recovered significantly, these ethanol producers are crying the blues due to slow sales.

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I know I will certainly feel sorry for them when eating my overpriced chicken, corn flakes and beef this winter. Biodiesel producers finally are being investigated for renewable identification number (RIN) fraud. RIN numbers are supposed to identify each batch of biofuel produced. Several operators allegedly issued RIN numbers to fuel marketers to satisfy their renewable fuel volume requirements without producing a drop of renewable fuel. Congress asked the EPA to investigate this fraudulent activity. The CEO of Absolute Fuels was arrested July 23 for selling 48 million fraudulent RIN credits for over $50 million in 2010 and 2011. Last month, Rodney Hailey, owner of Clean Green Fuels, was convicted of similar fraud. The offices of Greenworks Holding were raided last week, but owner Phillip Rivkin was in Europe. RIN fraud is so prevalent that two companies are now in the business of RIN verification services. This only increases fuel costs.

If the U. S. was energy self-sufficient, we could save the approximately $453 billion per year we currently spend importing oil.

I’d like to give fleet operators good news about diesel fuel prices, but I can’t. A pipeline failure and the fire at Chevron’s refinery disrupted fuel distribution sufficiently to significantly increase prices for the next few months. Since we only have 128 operating refineries (there used to be 155.) and insufficient pipelines, producers can’t recover volume losses quickly. /

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Tires & Wheels BY AL COHN | CONTRIBUTING EDITOR

Tire program teamwork

ire expenses continue to climb and are affecting every fleet’s bottom line. Both new and retread tire prices have increased double digits since 2011. Roadside service calls are more expensive. The cost of diesel is fluctuating within a range of $3.50 and $4 per gallon. All of these variables can determine whether your fleet has a successful quarter and year. Initiating a serious tire program should involve an entire team. Drivers, mechanics, the local tire dealer, the road service provider and, of course, the vehicle maintenance department, all are instrumental in designing and implementing a fleet’s comprehensive tire program. Establishing a baseline regarding tire performance is near the top of the list. For every different tire make and model that is running on each specific wheel position (steer, drive and trailer), the average treadwear measured in miles/32-in. of rubber, along with the average removal miles, must be established. This information is necessary for both new tires and retreads. Generating this data often is a real challenge. Many fleets can usually determine the removal tire miles for steer and drive tires, however, trailer tire mileages are exceptionally difficult unless the trailer is equipped with a hubometer. This tire mileage baseline data is important when you are considering evaluating a new tire make or model. You simply cannot evaluate a new tire for your fleet unless you record the treadwear and removal miles delivered. It is not only mileage information that is important when deciding which tires work best in the fleet; tire durability and fuel economy also are huge contributors to a successful tire program. When we talk about tire durability, we really mean a retreadable casing. If a fleet tire program’s goal is two retreads per casing, then work closely with the retreader to obtain casing data. One question to ask is, “What percent of the casings submitted for retreading were retreaded successfully?” If a casing did not meet retread criteria, determine the exact cause that made it an exception. A retread success rate

depends on understand why a casing did not meet the guidelines. Tires can vary significantly when it comes to fuel economy. All tire manufacturers market both new tires and retreads that are more fuel efficient than their standard product offering. These tires may have a premium price, but if fleets can save even 1% or 2% in vehicle fuel expenses, they can more than overcome this premium. Some fleets may be concerned that these fuel efficient tires have slightly less tire removal miles. When doing the return on investment analysis calculation, fleets can clearly see that improved fuel economy is a much larger contributor to reducing a tire budget versus the higher price associated with fuel efficient tires. Talking with drivers about how tires are performing under a variety of loads, weather and routes is another great way of determining which tires are performing the best. Technicians also are a good source of tire information. The goal is always to have tires worn smoothly and evenly. If there is uneven wear developing on specific tires and/or specific vehicles, technicians should let someone know. Improper vehicle alignment leads to early tire removals and can cost a company a lot of money. When we talk about teamwork and tire programs, it is important to remember the roadside service provider. These people need to fully understand fleet guidelines about repairing and replacing tires. Make sure the tire policy is clearly spelled out and available on every service truck. Local commercial tire dealers provide a wealth of knowledge when it comes to designing and fine tuning fleet tire programs. These tire professionals work with fleets every day and know what works. Of course, they also know what fleets have tried in the past and found to be unsuccessful. Taking advantage of all the knowledge within the fleet—drivers and technicians—plus roadside service providers and tire dealers is the key to ensuring that fleet tire programs are successful and that the tire budget stays in check. /

…a serious tire program should involve an entire team.

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Training Techniques BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

Blended learning

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get a lot of phone calls. Nothing unusual about it in my capacity as the communications guy at ASE, but every so often an interesting coincidence occurs. For example, recently three different reporters from three different well-known consumer publications phoned to ask pretty much the same question: What does it take to be a technician these days? The question was aimed at automotive technicians, but it got me thinking about the medium- and heavy-duty fleet market, as well. The changes in diesel engine technology have been well-documented, as has the growing interest in alternate fuels like CNG and LNG, along with heavy-duty hybrids. According to the latest information from the Bureau of Labor Statistics, employment of diesel service technicians is expected to grow 15% through 2020, about as fast as the average for all occupations. Job opportunities should be best for those who have completed postsecondary training. All well and good, but if you take a look at some of the training topics presented at the ATA’s Technology and Maintenance Council meetings this year, engine technology is only part of the picture. Educational opportunities for meeting attendees at the Technician Training Fair held in conjunction with TMC SuperTech 2012 this month in Pittsburg focus on maintenance issues with the theme “Forging Solutions for Tomorrow’s Maintenance Challenges.” The mini technical sessions offered cover Modern HVAC Control System Diagnostics, Fifth Wheel Systems, Understanding Loss of Tension in the Accessory Belt Drive System, Environmental Awareness and Safety Procedures, Repair Order Process Guidelines and Advanced Multimeter Techniques. When setting training priorities, it’s important to be up to speed on changes

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in basic maintenance services. Things like new fluids are every bit as important as the latest developments in emission controls and fuel efficiency. These days, everything is interrelated and often impacts other areas of operation that may not be readily apparent. Keeping your technical staff abreast of maintenance issues is, perhaps, one of the best examples of the value of ongoing training when it comes to making sure your fleet is operating at maximum efficiency. The challenge is providing the mundane as well as the revolutionary, and doing it cost-effectively with a changing workforce means leveraging technology and the latest learning methods. There is no silver bullet, and the best approach usually will mean trying different approaches. For example, simply putting training online is not enough. Skills development is a complex issue and needs to be addressed on multiple levels, not the least of which is finding ways to have the expert technicians in your organization contribute to the learning process. The experts call this a “blended learning approach.” What it means is finding ways to provide ongoing training through highly engaging experiences and the use of technology to quickly ramp up training within your organization. You can maximize the effectiveness of this approach with specific company initiatives stressing interaction and collaboration that allows practical, innovative ideas to bubble up from your technical staff. Some next-generation learning technologies include short videos and audio podcasts incorporating interactive assessments; using recorded classroom sessions, scenario-based training and even 3-D simulations. Being aware of such developments and integrating them into your training process is yet another challenge we face in the 21st Century. /

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Timely Tips

Treat trucks right To keep your truck running right, you need to treat it right. According to the equipment experts at Freightliner’s SelecTrucks, with routine checks, preventive maintenance and simple replacements, fleets can really help prolong vehicle life and performance. Here’s a list of things to consider:

Prevent problems

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A preventive maintenance (PM) schedule should be based on the distance driven, along with wear and tear on trucks. To determine the correct maintenance schedule, first define the conditions driven and how they are driven. For trucks run at 80 MPH, there will be higher maintenance costs than for those run 65 MPH. Trucks that haul heavy loads through mountains obviously have more wear and tear. Most maintenance manuals have a list of schedules from which you can identify the one that is best designed for your fleet applications. When conscientiously followed, the right PM program can anticipate, identify and solve potential problems. Procedures can be as simple as checking the engine oil and tire air pressure frequently, or more sophisticated, such as using engine oil analysis to extend the drain intervals. A simple plan includes checking tires, engine oil, wipers, lights, filters, coolant and belts/hoses. A more technical PM includes checking brakes, drive axles, wheel seals, transmission, batteries, exhaust systems, drivelines, suspensions, steering functions, clutches and engines.

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Establishing trade cycles If you only make repairs and do maintenance when trucks break down, or only trade a truck when it’s beyond repair, you aren’t running your truck—it’s running you. Basically, you should consider a replacement when the principal, interest, maintenance and operating costs of an old vehicle are higher than the comparable costs attached to a newer vehicle. Dealers have experience helping fleets determine

the best cycles for their operations. Establish “life-cycle costing” for vehicles. Here’s a basic formula: As principal and interest payments on an older vehicle decrease, maintenance and operating costs usually increase. The increase in maintenance and operating costs is usually less than the decrease in principal and interest. The annual resale value is the tiebreaker, along with any manufacturer incentives. Also consider that the resale value of an older vehicle, coupled with the manufacturing incentive, may offset the higher cost of the newer vehicle’s principal and interest. At this point, a trade makes sense. Work with your dealer to establish the trade cycle that is best for your application. /

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IndustryNews Navistar names interim CEO, Ustian steps down Navistar International’s board of directors has appointed Lewis Campbell, former chairman, president and CEO of Textron Inc., as executive chairman of the Navistar board and also interim CEO. Daniel Ustian has informed the board that he is retiring as chairman, president and CEO, effective immediately. In addition, Ustian is stepping down from the board of directors. The company also announced it has promoted Troy Clarke, current president of truck and engine operations at Navistar, to the position of president and chief operating officer.

Peterbilt Model 579 receives SmartWay designation Peterbilt Motors Co. announced that its new Model 579 has received the U.S. En-

vironmental Protection Agency’s (EPA) SmartWay designation. The Model 579 meets SmartWay’s fuel-saving, low-emission equipment specifications for new Class 8 long haul tractors, the truck maker reported. “Achieving the EPA’s SmartWay designation is a validation of our extensive design and testing process,” said Landon Sproull, Peterbilt chief engineer. “Included is the continuous refinement of aerodynamic efficiency through hundreds of iterations of Computational Fluid Dynamics, wind tunnel testing and customer feedback.” Features of the new Peterbilt Model 579 include aerodynamic styling; an electrical system architecture that includes protection, routing design elements, and improved electric-over-air rocker switches;

and a chassis that reduces noise and vibration, Sproull noted. The Model 579 is available with the PACCAR MX engine and a PACCAR by Eaton transmission. “After extensive product development and aerodynamic refinement, we are very proud to obtain the SmartWay designation for the Model 579,” said Bill Kozek, Peterbilt general manager and PACCAR vice president. “Fleets are continuously managing diesel price fluctuations, a stronger environmental focus and a desire to recruit and retain the best drivers. The 579 addresses these issues with innovative, advanced technologies.”

Mitsubishi Fuso continues 18,000mile service intervals According to Mitsubishi Fuso Truck of America Inc. (MFTA), its 2013 Canter FE and FG Series truck models will continue to have 18,000-mile service intervals. The service interval applies to all of MFTA’s Class 3-5 Canter 2WD or 4WD commercial work trucks with standard or crew cabs. Complete details are available from authorized Mitsubishi Fuso dealers. “Giving our customers trucks that provide lower cost of ownership has been our goal since we introduced the nextgeneration 2012 Canters last year,” said Todd Bloom, MFTA’s president and CEO. “Our 18,000-mile service interval on all models substantially reduces the cost of oil, filters and other routine maintenance items for the life of the vehicle.”

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Freightliner adds Team Run Smart Freightliner Trucks has launched its new interactive community, Team Run Smart (www.teamrunsmart.com), which the company said is an open online community offering industry resources developed to help owner-operators, company drivers and fleet managers advance in the business of trucking. Accessible through a dedicated website, mobile device site, Facebook, Twitter and YouTube, Team Run Smart features interactive industry tools that focus on everything from keeping operating costs low to

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People

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Diesel Exhaust Fluid (DEF) distributor Brenntag North America Inc. has named Bret Happel as the division’s DEF Business Director. Continental Tire the Americas’ Commercial Vehicle Tire unit announced the retirement of Roger Stansbie, director of truck tire technologies for the Americas. Replacing Stansbie is Libor Heger. Double Coin Tires and China Manufacturers Alliance (CMA) announced the addition of John Hagg, Double Coin’s new southeast regional sales manager and the promotion of Joe Cochran to strategic account manager. Fontaine Fifth Wheel and Fontaine Parts Connection said Roger Crawford has been promoted to president of Fontaine Fifth Wheel—North America OEM; Todd Shelton joins Fontaine Parts Connection as president, joined by Larry Stone as vice president of business development; Fontaine Heavy-Haul has hired Jeff Conner as director of sales. Fras-le appointed Rodrigo Meirelles as vice president and general manager for its North American and European operations. Great Dane Trailers announced the addition of Robert Maharrey as its new director of quality assurance and the promotion of Roger Wilson to general manager at the parts distribution center in Terre Haute, Ind. Haldex has promoted Liz Macpherson to the position of customer service manager. Hutchens Industries announced that Ty Hutchens has been promoted to vice president of administration; Dan Cordier has been promoted to vice president of U.S. sales; and Eugene Robinett has been promoted to vice president of international sales. Mike White will now be serving as an industry consultant. Stertil-Koni announced that Rand D. Johnson has joined the company as sales manager for GSA and U.S Military customers. Transportation Costing Group (TCG) announced that Niki Neimer has joined the company as vice president of sales. Utility Trailer Manufacturing Co. has appointed Larry Roland as its new director of marketing.

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staying healthier on the road. The community includes contributions from third-party industry experts and fosters interaction with other trucking industry professionals. According to the truck maker, the site contains an extensive number of articles and blogs that are easy for users to access and comment on, including: Truck Smart, which provides tips on reducing operating costs, maximizing uptime, record keeping and information on driving resale value; Fuel Smart, with ideas

on how drivers can optimize fuel consumption and improve efficiency; Business Smart, which focuses on the business side of trucking and includes useful information on maximizing revenue while minimizing expenses; and Health Smart, which provides tips to help drivers maintain a healthy lifestyle on and off the road. “The Team Run Smart community is the definitive guide to help business-minded drivers succeed,” said TJ Reed, director of product marketing for Freightliner

Trucks. “The open format creates a social network where drivers of all brands of trucks can interact with and learn from each other, as well as have immediate access to a wealth of industry resources.”

Meritor WABCO showcases latest safety innovations

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Meritor WABCO has introduced several new products, including the next generation of its OnGuard collision safety system; the next generation of its Lane Departure Warning (LDW) system; and ESCsmart technology designed to enhance the performance, functionality and flexibility of electronic stability control. According to the company, the improved OnGuard system features advancements in radar-based technology. The system integrates collision warning, adaptive cruise with active braking, and collision mitigation, and will be available on every vehicle ordered with OnGuard after Oct. 1. Meritor WABCO said its next generation LDW system, which includes SafeTraK technology by Takata Corp., would be available for fleet installation starting in October 2012. The system offers automatic calibration and integrated diagnostics to simplify setup and operation. LDW is a forward-looking, vision-based system designed to monitor the road and the vehicle’s position in the lane, audibly warning the driver if the vehicle unintentionally leaves its lane. Drivers are alerted if the system detects lane drifts, weaving or lane changes without a turn signal application, the company said, adding that advanced image analysis algorithms enable the system to detect a wide variety of lane markings, such as dividing lines on the highway, even in unfavorable lighting or weather conditions where there are limited visible solid, dashed or reflective lane markings. The system features a Driver Alertness Warning (DAW) function that provides a warning when the system determines that the driver is drowsy. “With more than 800 million North American commercial truck miles logged, Meritor WABCO’s LDW system with the addition of next generation SafeTraK technology by Takata broadens our portfolio of active

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Comdata processing transactions via cardless fueling technology The first transaction using a Comdata solution that automates the fueling process and data entry with the use of an RFID tag took place recently at the Love’s Travel Stop in Pauls Valley, Okla., the company said. The Comdata system allows drivers to spend less time at the pump and reduces the risk of fraudulent transactions by automatically shutting the fuel pump off when the truck pulls away, according to the company. Love’s is near completion of enabling all 292 of its locations to accept cardless transactions. In addition, Travel Centers of America (TA) is in the process of equipping all of its locations to accept cardless transactions. “Cardless technology is the way of the future in fuel transaction processing,” said Steve Stevenson, president of Comdata. “Our solution is deployed on an open platform, allowing all merchants, billing card companies and fleets to take advantage of its benefits.”

safety systems for the commercial vehicle, allows us to be a single, integrated supplier for all critical safety needs, and provides the fleet with a valuable tool in improving safety and reducing costs,” said Jon Morrison, president and general manager of Meritor WABCO. The company’s ESCsmart technology will be included in Meritor WABCO’s next generation ESC when it is released in 2014. The technology builds upon the current “selflearning” capability, whereby the system is designed to automatically adapt to changes in vehicle characteristics and wear without the need to reprogram a separate electronic control unit, according to the maker. ESCsmart offers more flexible adaptation to multiple vehicle types, including vehicles with more than three axles, vehicles with steerable axle lifts and straight trucks that tow trailers. The system also constantly tunes as parts wear and vehicle characteristics change over time, automatically adapting to the specific vehicle parameters during the normal driving process, the company added.

Rand McNally announces new, upgraded platforms Rapid Response: 800-930-7204 ext. 42021

The latest revisions to the TPC 7600 TruckPC platform from Rand McNally include a new hardware design and upgrades to the mobile communication fleet management system, cutting the system price and reducing the size of the mounted box. According to the company, the electronic on-board recorder tracks and manages hours of service, with back-end monitoring via a web portal; two-way communication with the ability to send email attachments; on-board scanning and printing; in-cab video playback; plus connectivity via cellular and Wi-Fi communications. The TPC 7600 also supports satellite communications via an optional module. www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

The new box, measuring one-third the size of the prior generation mounted device, allows the unit to be installed in numerous locations in the front or back of the cab, Rand McNally said, adding it sells for just under $1,200, including antenna, cable and display mount components. Rand McNally said it also has upgraded its EOBR-compliant TND 760 Fleet Edition. New features include a Driver Vehicle Inspection Report (DVIR); the inclusion of the “Oil Field Exception” in its hours of service application; the ability to provide routing information to the cab automatically from dispatch systems, and map database and feature updates for its IntelliRoute GPS navigation software.

Mack launches Bulldog Magazine apps iPad and iPhone users can now access issues of Bulldog Magazine from Mack Trucks using a free app. Available through the Apple iTunes Store, the app provides access to current and past issues of the 45,000-circulation quarterly publication, and notifies readers when subsequent editions are published. “Our audience is becoming more and

more mobile, and the app gives them the opportunity to read and access Bulldog Magazine on the go,” said John Walsh, Mack vice president of marketing.

Meritor honored by PACCAR Four Meritor Inc. manufacturing facilities recently were given 2011 Quality Achievement Awards from PACCAR Inc. The award for parts and component quality recognizes suppliers that achieved a defect rate of 50 parts per million or less during 2011. The Meritor facilities that met the “50 PPM” standard are Forest City, N.C.; Newark, Ohio; Laurinburg, N.C.; and Manning, S.C. At least four Meritor facilities have won the award in each of the past three years, according to the company. Meritor supplies axles, braking systems and other drivetrain components for PACCAR’s Kenworth, Peterbilt and DAF trucks. “We are proud of each Meritor facility that received the award,” said Chris Villavarayan, Meritor vice president of global manufacturing and supply chain management. “Meritor is committed to

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

providing the highest quality products year after year, meeting critical global standards for quality, reliability and performance for our customers around the world, and this quality award serves to validate our efforts.”

Spectra Premium announces smartphone app access Spectra Premium Industries announced its e-cat application can now be accessed on smartphones. Included in the new mobile app are automotive and heavy-duty applications information, Spectra Premium part number search capabilities and access to OEM and competitive interchanges.

Xata changes name to XRS Corp., adds revolutionary mobile platform Xata Corp. announced the company is changing its name to XRS Corp. and introduced a revolutionary all-mobile platform of the same name for trucking compliance, performance and fleet optimization. The name change reflects significant changes it will be employing in new technology, according to the company.

“We’ve always been at the forefront of developing technologies and services that have brought the power of science to the trucking industry,” said Jay Coughlan, CEO of XRS Corp. “Now, we’ve pioneered mobile fleet optimization, a revolution that’s literally putting the power of technology in every driver’s hand. Our new name honors Xata’s proud history while reflecting our breakthrough new mobile technology.” The company said the name change is driven by its new, all-mobile platform, designed to help fleets and drivers capture data for two essential needs: to keep drivers and fleets compliant, and to slash costs. The company said its eight years of success and more than 50,000 mobile subscribers with its first-generation mobile tool, Turnpike, have paved the way for XRS. “The days of expensive, hard-wired, onboard installations are gone. Mobile technology is established in our industry; XRS is the next step. We are already working with our legacy Xata customers to help them go mobile with ease and efficiency,” said Coughlan. “We are truly excited for

how XRS will transform our industry.” The company announced that with XRS, there are no up-front hardware costs and no capital requirements. The subscription-based monthly service will be in the range of current Turnpike pricing today, with varying pricing levels dependent on package and feature functionality. Pricing and package levels will be announced prior to XRS’ general release, which is scheduled for spring 2013.

tomers avoid potential safety incidents and better protect drivers and the public.” The iPad lineup includes: a maintenance app, featuring fault code and tire pressure alerts to help fleets avoid major overhaul expenses and poor fuel economy; and a vehicle location and messaging app that allows executives to check up on key concerns, regardless of location. Apps for iPhone and Android devices are in the works.

PeopleNet adds management app for iPad, iPhone and Android

ATDynamics reports sales of 12,000 trailer tail fairings

PeopleNet has introduced a management app that provides critical event alerts to smart devices within seconds based on data from multiple sources. “There is a tremendous amount of safety and maintenance-related information available through PeopleNet reports,” said Randy Boyles, vice president of tailored solutions. “However, we understand there are events that require immediate attention rather than waiting to review reports. We are taking advantage of smart-device technology’s notification features to develop this safety app for helping cus-

ATDynamics, a supplier of tractortrailer rear-drag aerodynamics technology, announced that orders for its TrailerTail line of aerodynamic trailer fairings has exceeded 12,000 units to date. More than 100 trucking fleets now operate TrailerTail technology across the U.S. New orders for TrailerTails have surged by over 500% in the first half of 2012, as compared to the same period in 2011. ATDynamics predicts that in three to five years the majority of over-the-road semi-trailers will be equipped with aerodynamic tail technology. /

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

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Refrigerated ❆

❆ TRUCKING (extended report) Wi-Fi capabilities of reefers A

ccording to Gayatri Abbott, director of smart products and telematics for Thermo King, a brand of Ingersoll Rand, “Integrated wireless capabilities are changing the way that operators manage and control their refrigerated fleets. Advancements in transport refrigeration units (TRU), automated control, sensor, Internet and communications technologies have converged to put unprecedented levels of data at fleet operators’ fingertips. These advancements are enabling step-change improvements in asset tracking, temperature control, alarm management, equipment uptime and fuel efficiency.” Many operators are discovering the cost, efficiency, cargo safety and quality advantages of adopting web-enabled solutions such as TracKing by Thermo King, Abbott said. Advanced capabilities provide refrigerated fleet operators with end-to-end asset monitoring, and control and visibility on the road, on railcars and in the yard. These advanced, user-friendly solutions use global positioning system (GPS) data and advanced wireless communications technologies to provide operators with real-time and historical information about load temperature and asset location—for a single trailer or an entire fleet. Using intuitive dashboards, operators can monitor temperatures and other variables, change setpoints and other control parameters, download reports, change operating modes and respond to alarms using any computer, tablet or smart phone that is connected to their secure network. The system also tracks the location of rolling stock in the yard and on the road, providing operators with accurate data they can use to improve operating efficiency, enhance scheduling accuracy and reduce loss. With these capabilities, operators have the tools they need to protect assets and cargo, improve response time, manage fuel and other operating costs, and protect the quality and safety of their temperature-sensitive loads.

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Advanced fleet management solutions historically have relied on cellular or satellite communications networks to connect refrigerated trailers to the web platform, even when trailers are parked in the yard. “Thermo King will introduce a new capability this year that will enable operators to communicate with trailers in the yard via a Wi-Fi network,” Abbott said. “Wi-Fi is almost always less costly and more reliable than cellular or satellite-based communications technologies. In addition, many larger operators already have Wi-Fi capabilities in place to support their back-office operations, making implementation easier and inexpensive.” The same radio expansion board that enables communications over a cellular or satellite communications network when trailers are on the road can connect trailers in the yard via Wi-Fi technology. Operators can choose to equip their trailers with cellular

Many operators are discovering the cost, efficiency, cargo safety and quality advantages of adopting web-enabled solutions… capabilities, Wi-Fi capabilities or both. The TracKing platform can be configured to connect simultaneously to assets on the road via a cellular network and with trailers in the yard via a Wi-Fi network. Wi-Fi connections also enable the transfer of larger files between the operator’s network and the trailer, which makes it faster and more convenient to download software updates, upload large diagnostic reports and change TRU operating parameters remotely. Many routine service tasks that have traditionally been performed manually by a technician—such as checking fuel levels, changing setpoint and other operating parameters, pre-cooling the trailer or checking battery voltage levels—can now be done remotely, saving time and labor costs. The advent of Wi-Fi capabilities is just the latest advancement in the continued evolution of computer-based and wireless tools that will help refrigerated transport operators improve efficiency, reduce operating costs and meet the ever-increasing demands of their customers and consumers. /

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Refrigerated TRUCKING ❆ ❆

Reducing reefer fuel consumption T

railer refrigeration systems have become progressively more fuel efficient over the years, and that trend is expected to continue for the short term. New models designed for 2013 and beyond are bringing the dual benefits of compliance with the latest EPA Tier 4 emissions requirements, as well as significantly reduced fuel consumption. While that’s good news for fleets considering new purchases, those that plan to hold onto their existing equipment for years to come may discover that there are significant fuel efficiency gains still to be found in their current refrigeration systems, according to Carrier Transicold’s Kevin Williams, product manager of trailer products. “When you compare today’s refrigeration systems to previous generations, they’re more fuel efficient right ‘out of the box,’ and that will be the case with the next generation, as well,” Williams said. “But depending on the unit’s control system, there may be considerable untapped fuelsaving potential in current equipment—the key is knowing how to take advantage of it.” Unleashing a refrigeration unit’s full fuel-saving potential means getting to know the control system. The microprocessor controllers found in most of today’s refrigeration units are essentially mini-computers. Sophisticated software controls all operational aspects, but users have the ability to adjust the refrigeration performance based on their own requirements. Unlike a home refrigerator or residential thermostat with a simple temperature control, transport refrigeration systems manage multiple variables to provide precise temper-

ature and environmental conditions for a given cargo, with the ability to automatically react and adjust to factors such as outside temperature changes. The refrigeration control software responds to fleet needs for custom configurations, reduced operator errors and fuel savings. For example, Williams points out that one software application from Carrier Transicold allows a driver to choose commodity settings by name from a scrolling list in text form. Each user-configurable setting—customized from nearly 60 different operating parameters—can create the best balance of cooling and fuel economy for specific commodities or to meet individual customer specifications. This application offers two software tools that are especially useful for fuel savings. One tool monitors ambient conditions outside the trailer to efficiently manage temperature and air flow inside the trailer, ensuring maximum product quality and protection while optimizing fuel efficiency and run time. In operation, this mode automatically switches between continuous-run mode and the more fuelefficient start/stop mode based on outside temperatures. When outside temperatures are within a range of the setpoint, the unit runs in start/stop mode, but when ambient temperatures heat up, the unit will automatically switch to continuousrun. The range at which the unit switches back and forth between modes, and thus the degree of fuel savings, can be easily adjusted by the user—a narrower stop/start range for more sensitive cargoes, and a wider range for less sensitive loads. By completely automating the func-

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

tion, the chance of operator error also is reduced. In test settings and actual customer applications, Carrier Transicold said it has found that this software can generate significant payback in terms of fuel economy compared to normal continuous-run mode. Relative to Carrier equipment in continuous run mode, using this tool can deliver savings of up to 36%, depending on the settings and operating conditions. Another software tool that offers fuel-saving benefits uses two setpoints to control the unit’s refrigeration cycle. When in use, the refrigeration unit only runs if the trailer’s interior temperature deviates beyond user-defined upper and lower limits, helping to further reduce fuel consumption and system hours from the already fuel-efficient start/stop operation. An example might be a company that hauls candy year-round through multiple climate zones. The candy needs to be protected from freezing and, above 70º Fahrenheit, from melting. In such a case, lower and upper boundaries are set—for example, 40º F and 65º F. Depending on the time of year and climate, it’s possible that for

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Refrigerated TRUCKING ❆❆ much of a haul the refrigeration system may not run at all. Should interior trailer temperatures reach the upper setpoint, the refrigeration system kicks into cooling mode. Likewise, if temperatures fall below the lower threshold, the refrigeration system’s heating function takes over. “By configuring unit operation around two setpoints, the fuel savings and reduced engine run time can be significant, compared to the alternative of running the refrigeration unit around an arbitrary single setpoint to maintain a constant temperature,” Williams said. He went on to say that while fuel consumption is important to fleets, there are many more aspects of efficiency to consider, especially with regard to some of the new 2013 models. “In the best of situations, efficiency delivers a number of benefits without tradeoffs—so you can achieve lighter weight, higher capacity, faster pulldown, use less refrigerant, and operate more quietly as a result of lower engine RPMs.” According to Williams, proper training also is vital. “Software and hardware are keys to efficiency, but the final component is ‘humanware,’” Williams said. “We want to ensure that fleets and operators understand how to use the equipment and that it’s running in the proper operating mode for the commodity being hauled. If the driver sets it to continuous-run mode and then accidentally leaves it there for weeks when it should be running in automatic start/stop, that is going to use significantly more fuel.” Manufacturers offer training programs, including hands-on exercises with control module simulators to help customers understand and get the most value from their systems. Said Williams, “Fleets and operators who thoroughly know how to tune their refrigeration equipment for efficiency, combined with highly efficient systems, are an excellent formula for fuel-saving success today, and in the future.” /

Reefer spec’ing tips & options What are some things fleet managers may want to know before adding reefers to their fleet? Jeff Weber, vice president of sales and marketing for Ervin Equipment, offers these tips: Before you buy: • Determine the maintenance and refrigerated unit cost of current trailers (unit run hours and fuel economy) • Check current insulation package and how it relates to fuel/Thermo Performance (TRU) costs • Determine weight requirements of trailers • Check the primary and secondary applications they are hauling • Determine the length of service of equipment Cost of ownership: If the cost is higher than a normal van trailer, it may be because you are not keeping the insulated box sealed from water, so degradation is occurring. When this occurs, the unit loses insulation capability, which means you increase fuel costs to keep the reefer trailer at temperature set points. Refrigerated trailers cost more to repair because of their complexity versus a dry box. Lifespan of refrigerated trailers: Tier one units usually last seven years with the first three years running frozen and produce. Refrigerated trailers’ insulation capability degrades around 3% to 5% per year, which results in higher fuel and thermo performance run hours to maintain freight temperature requirements. In addition, fleets often have to deal with corrosion of reefer trailers, which is one of the top reasons trailer life is limited. Products like undercoating, hot dipped galvanizing and stainless steel are important in extending the life of all trailers in the field. Thermo performance and fuel: Keep in mind that thermo performance and fuel savings go hand-in-hand. The better the box is insulated, the less fuel is needed to maintain or hold the required temperature. Options and maintenance Thermo-plastic interior liners: Consider fastener-free sideliners, which eliminate possible water paths and reduce interior air loss. In addition, sideliners eliminate shearing of interior fastener heads. Upper cove connections provide a connection from the sidewall to the ceiling liner, making for a pop-in-style fit. The integrated thermoplastic sidewall liners and scuff eliminate possible water intrusion between the scuff and liner due to seamless sidewall from the floor angle to the top corner cove. SolarGuard roofs: Fiberglass-reinforced white plastic SolarGuard roofs feature special pigments to stop UV rays from being absorbed by the roof panel. Unlike aluminum, SolarGuard prevents the roof skin from heating up when subjected to the sun. These composite roof sheets have been tested and gain no more than 3˚ to 5˚ above the outside temperature in daylight. When placed on a reefer, this helps to consume less fuel and assists in maintaining temperature in maximum heat conditions—translating into thousands of dollars in savings. Key aspects of maintenance: It is important to keep water out of the insulated cavities of refrigerated trailers. Repairs should be immediately made to interiors and exteriors when damage occurs in order to keep water out of insulation cavities. Training on how to wash with high-pressure cleaners also is pertinent.

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

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

Effective & efficient “T Realizing the full value of IT solutions that involve vehicle systems is dependent on expertly installed hardware and proper implementation

BY SETH SKYDEL SENIOR CONTRIBUTING EDITOR

he hardware and software elements of technology initiatives are the foundation for justifying an investment and therefore do tend to get the greatest level of attention,” said Deryk Powell, chief operating officer at Velociti, a provider of technology deployment services. “However, failure to ensure the solution is deployed in a timely, professional and efficient manner can have significant negative effects, and in many cases completely derail an otherwise promising investment.” Given the critical role they play in the overall success of any technology investment, Powell noted, IT solution providers and customers should consider professional installation and implementation services. A case in point is the experience of Sentinel Transportation, a private fleet that provides transportation and logistical services for Phillips 66 and DuPont, companies hauling chemicals and petroleum products in the U.S. and Canada. Sentinel was looking to improve fleet performance and driver safety by installing four different aftermarket technology solutions on its entire fleet. The project entailed retrofitting existing equipment, as well as installing products on new vehicles—which not only needed to be installed and calibrated to operate properly, but also to interface with each other. Sentinel had selected PeopleNet mobile communications and Doran tire pressure monitoring systems, along with DriveCam and Iteris video-based safety solutions. In order to minimize downtime and ensure proper communication between devices, related Johnny Carnes, special projects manager for Sentinel Transportation, the carrier needed a deployment solution that could handle the myriad of technologies being placed on its vehicles across the country. Sentinel contacted Velociti to meet its needs. The initial phase of the project focused on installing all four products on new vehicles, so Sentinel leased a facility near the OEM factory where Velociti dedicated two technicians to match the build schedule. Phase two involved retrofitting 200 existing trucks across the country with combinations of the four hardware platforms, a project Velociti handled by identifying which units were needed at which locations, matched to hardware vendors’ inventories. Suppliers also advocate technology deployment services. “The benefit of using a professional technology deployment services company is their ability to handle the scope of a nationwide implementation,” said Marty Faber, director of business development at QuikQ, developer of the SmartQ cardless fueling system. “They have an established network of contractors that are certified to meet strict standards. This expertise is vital for providing complete, precise and professional installations consistently at each site.” Velociti is deploying SmartQ nationwide, which is now exclusively distributed by electronic payments solutions provider Comdata Corp. The system designed by QuikQ is for use at truckstops, travel centers, trucking company terminals and commercial unattended fueling sites. To use the cardless fueling system, a trucking company simply needs to install RFID tags on vehicles. Once a vehicle enters a SmartQ-equipped fueling station, the tag will activate fuel dispensers according to each trucking company’s specifications for that vehicle and location. The solutions Sentinel selected, and those supplied by QuikQ to Comdata, all are designed to yield benefits for their users. Without quality installation and implementation services, however, realizing an acceptable ROI on those investments may be difficult. “Technology deployment is similar to the last mile of a project,” said Velociti’s Powell. “An IT solution provider and customer may collaborate on a combination of hardware and software, but if it isn’t properly implemented, the solution may fail. Proven practices and methodologies can ensure that deployment of a solution will be a success, that it works as planned, and can dramatically improve ROI.” /

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Rapid Response: 800-930-7204 ext. 42031

Equipment Management By Tom Gelinas | Editorial Director

Pros & cons of longterm fuel storage Financial advantages can be outweighed by problems with regulatory compliance and fuel deterioration The market share growth for fiberglass underground tanks has been steadily increasing over steel tanks for many years to the point where they are now the clear majority of new tanks installed, according to Xerxes Corp. The rapid growth in new fuels such as ultra-low sulfur diesel, bio-diesel, E10 and E85 has only accelerated the trend to non-corrosive fiberglass tanks, given the very corrosive environment these new fuels introduce inside the tank, the company added. www.xerxes.com

igh fuel prices simply are not going to go away! As a result, some fleets have begun moving away from their ordinary fuel purchasing procedures in which fuel is normally used in days, or at the most a couple of weeks, after it is delivered to a fleet location. Included in these new strategies are seeking contracts for larger than normal quantities of fuel at discounted prices and purchasing fuel on the spot market when prices are lower than normal. Both approaches offer the opportunity to save money and have high quality fuel available when it’s needed. Both strategies, however, normally require the availability of substantial fuel storage tanks, which can bring new problems to a fleet that might not be familiar with issues associated with quantities of fuel stored over relatively long time periods—chemical in-

stability of the fuel, biomass deposits from microbial activity and new regulations with which to comply. The stability of stored diesel fuel has been studied by the military quite extensively because of its interest in fuel reserves. Diesel can generally be stored for six months to a year without significant quality degradation, according to Exxon, if it is kept cool and dry. It can be stored for longer periods if it is filtered periodically and treated with fuel stabilizers and biocides. BP engineers agree with Exxon engineers, saying that under normal conditions, diesel fuel can be expected to stay in a useable condition for 12 month or more if it’s kept at a temperature of 70º F or less. At warmer temperatures, storage time is limited to six to 12 months.

Tank maintenance Maintenance of diesel fuel storage

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tanks is critical to avoid problems associated with the build-up of water that can accumulate during long-term storage of diesel fuel. Microorganisms tend to grow at an interface between fuel and accumulated water, causing sludge to develop. This material can lead to injector deposits and particulates that can plug filters or the fuel injection system. Microbes are dependent on water contamination of stored fuel for growth. Thus, fuel degradation is a direct result of microbial growth at the water/fuel interface. Gold Eagle Co. points out that reduced combustion efficiency, elevated pour point and cloud point, poor detergency and increased corrosion of fuel components, in addition to plugged fuel filters, are just a few of the negative effects of microbial growth in storage tanks. Just like all living things, these harmful microorganisms require two

things for survival: food and water. In the case of a fuel tank, fuel is their food. While contaminated fuel can be treated, the best way to avoid contamination problems is to prevent them in the first place. The most effective maintenance practice when storing diesel is to minimize its exposure to water. If you plan on storing fuel for a prolonged period, make sure you purchase fuel that is dry to begin with from a reputable fuel supplier. Fill the tank completely, leaving only enough

head space to allow for expansion due to increases in temperature. If some fuel is removed, replace it as

soon as possible to minimize condensation. Too much air space encourages condensation in the tank, resulting in a microbe-loving water/fuel interface. You may want to include a water separator in your fuel storage plans. Circulating fuel through separators, as well as routine discharge of water bottoms from storage tanks, will go a long way in minimizing contamination problems.

Additives Periodic sampling of stored fuel and laboratory testing of those samples is highly recommended, since problems can be minimized if detected early. Stability additives are available to help keep stored fuel usable over long periods of storage. Chevron engineers, however, indicate that the need for a stability additive varies widely from one fuel to another. It depends on how the fuel was made, the crude oil source and the processing and blending procedures at the refinery. Because of the complex chemistry involved, an additive that is effective in one fuel may not work as well in another. Oxidation is a common mode of fuel instability. It takes place when oxygen attacks reactive compounds in the fuel. The initial attack sets off subsequent chain reactions. Antioxidants work by interrupting the chain reactions. Acid-base reactions are another form of instability. Stabilizers used to prevent these reactions react with weakly acidic compounds to form products that remain dissolved in the

fuel and do not react further. When even trace amounts of certain metals, especially copper and iron, are dissolved in fuel, they can accelerate the chemical reactions involved in fuel instability. Additives are available that tie up these trace metals, neutralizing their effect. Biocides can be used if microbial growth reaches problem levels. The best choice, according to Chevron, is an additive that dissolves in both fuel and water to attack microbes in both phases. A biocide, however, may not work if a heavy biofilm has accumulated because it may not be able to penetrate to the organisms living deep within the film. In such a case, the tank will need to be drained and mechanically cleaned. Even if a biocide effectively stops growth of the invading organisms, it still may be necessary to physically remove the accumulated biomass to avoid filter plugging.

Tank regulations Fuel storage tanks, whether aboveground or underground, are regulated on both the federal and local levels. On the federal level itâ&#x20AC;&#x2122;s done by the EPA because the agency believes fuel storage tanks, especially underground tanks (USTs), pose a significant threat to groundwater, which is the source of drinking water for many people. UST regulations tend to be preemptive in nature, as they are designed to prevent releases by monitoring contents and imposing deadlines for removal of un-

Rapid Response: 800-930-7204 ext. 42033 www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Equipment Management

While storage stability should not be a concern for the majority of diesel fuel users, those who store diesel fuel for a prolonged period, i.e., one year or longer, can take steps to maintain fuel integrity. The steps below provide increasing levels of protection: 1. Purchase clean dry fuel from a reputable supplier and keep the stored fuel cool and dry. The presence of free water encourages the corrosion of metal storage tanks and provides the medium for microbial growth. 2. Add an appropriate stabilizer that contains on anti-oxidant, biocide and corrosion inhibitor. 3. Use a fuel quality management service to regularly test the fuel and, as necessary, clean it through filters and add fresh stabilizers. 4. Install a dedicated fuel quality management system that automatically tests and purifies the fuel and injects fresh stabilizer. Some ASTs used for diesel fuel storage may need to meet additional state or local regulatory requirements. For example, many states require that aboveground diesel storage tanks be registered, and local fire codes often have some mix of construction, installation, operation and maintenance requirements that are designed to prevent fires and other hazards. Such codes are commonly adopted from National Fire Protection Association standards, which are available online. It is important to note that a fuel storage tank with 10% or more of its

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used tanks before they fail. While underground tank regulations generally are enforced at the state level, federal regulations require that facilities with storage capacity greater than 110 gal. must register their storage systems, meet requirements for leak detection, spill overflow and corrosion protection, and have insurance coverage. When USTs are no longer in use, facilities must implement closure according to specific rules normally promulgated by states. Aboveground storage tanks (ASTs) pose a somewhat different environmental threat, according to the EPA. Although aboveground spills can impact groundwater, releases from ASTs pose a more immediate threat to surface water bodies such as streams and rivers. For ASTs, the regulations focus on preventing, controlling and cleaning up accidental spills. The applicable regulations are promulgated under the oil pollution prevention section of the Clean Water Act.

Chevron offers long-term fuel storage advice

September2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

capacity below ground (including piping) is actually defined as an underground storage tank and is regulated under federal and state UST rules. High volume, long-term fuel storage offers the possibility of financial savings, but brings with it potential problemsâ&#x20AC;&#x201D;but none that cannot be overcome. If you decide to take advantage of the savings available and the challenges that come with fuel storage, be aware that there are existing solutions to any problems you may encounter. /

Before After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING

Truck bodies, trailers …doors, liftgates, paints & finishes “F leet managers should think longterm when specifying doors for truck bodies and trailers,” says Lynne Bosh, marketing manager at Todco. “Longer lasting technologies are now available in a variety of door models to produce higher than ever levels of durability, enhance appearance and reduce costs.” In particular, according to Bosh, Todco offers its EverWare line of interior and exterior door hardware. The three-layer coating process includes a zinc base, a proprietary mineral coat and a finish topcoat that provides for improved corrosion and abrasion resistance and results in a paintable, more durable uniform appearance. Todco products include the WeatherTite composite overhead door designed with a polycomposite material that prevents water penetration. Impervious to moisture, according to the manufacturer, the WeatherTite door eliminates swelling, warping, finish delamination and rotting. In addition, the doors do not have through rivets on center hinges, giving them a smooth surface for paint and decals.

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

WeatherTite doors also feature panel joints designed to form a better water barrier with a unique joint configuration that forces water flow downward. Standard side, bottom and rubber head seals on the doors all provide weather protection. Todco ToughShell wooden doors feature a coating designed to address the problem of moisture intrusion and to enhance paint adhesion, the company notes. The Structural Polymer Overlay (SPO) coating is formulated to expand and contract along with wooden overhead doors. Whiting Door Manufacturing Corp. also is addressing fleet needs for longterm value, notes Chuck Oakes, corporate director of sales. “To prevent rust and corrosion,” he says, “we E-Coat all door hardware. The automotive quality corrosion protection process has been proven superior to galvanized or cadmium plating in independent salt spray tests and over-the-road evaluations.” Whiting’s full line of doors includes plywood, stainless steel and composite models. The manufacturer’s Hinged Truss Dry Freight Door fea-

EDITOR

tures double wall aluminum extruded panels that readily accept automotive quality paint and decals. The doors are designed with sealed tongue-and-groove joints and standard top, bottom and side seals. Whiting’s Hingeless Truss Dry Freight Door, the company notes, is designed specifically for fleets interested in projecting a high quality image. Constructed of double wall aluminum extruded panels, the door features no protruding hardware on either side and an outside face that will accept a high quality, automotivetype finish ideal for decals and lettering. When specifying truck body and trailer doors, fleet managers should work closely with manufacturers to determine the best choice for efficiency and productivity, longevity, image enhancement and ultimately, resale value.

Liftgates Specifying the correct liftgate can increase efficiency and productivity in loading and unloading operations, and create a safer operating environment. Effective specifications are based on the type, weight and size of the cargo that is being handled, and include platform size, type and capacity, and the number of times per day the driver will use the liftgate. Liftgate manufacturers offer an extensive selection of models and designs in a wide range of capacities. The Thieman Toplifter series liftgate (TT-15) has recently been improved, the company said, with a new lift capacity, a new bumper and reduced maintenance requirements. The TT-15 liftgate with the 42-in. or 44-in. platform is rated with a 1,500-lb. capacity. The unit has Nitrotec Pins and Polylube Bushings standard at all pivot points, Thieman said, adding this means there is no need to do the frequent grease jobs that other liftgates require. Reduced maintenance features practically eliminate mainte-

Paints, finishes and decals get attention BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER Fleet management’s selection of a coating comes down to determining the right balance between performance and value. “Ten years ago, single-stage topcoats were the primary technology used by OEMs,” says Alan McConachie, DuPont Performance Coatings. “Today, approximately 70% of the trucks that roll off production lines are finished with a basecoat/clearcoat application, and this trend will continue to increase. Basecoat/clearcoat finishes allow manufacturers to offer brighter colors that feature more luxurious effects.” Commercial coatings also continue to push the boundaries of performance. Today’s coatings are much more durable and feature improved chip, scratch and chemical resistance. However, selecting the right coating can be difficult considering the technology advancements in the past decade. “A fleet manager seeks long-term durability of the coating system,” says Joseph Whitesell, industry manager of truck and bus, Automotive OEM and Refinish Solutions for BASF Corp. “A basecoat/clearcoat system will generally hold its gloss and color better than an enamel system, but it also is more expensive due to the labor involved and the process, as well as the materials.” “Fleet managers should balance cost and quality when choosing paint finishing and refinishing systems,” says Sherwin-Williams’ Dan Szczepanik, product manager of fleet and manufacturing. “Smart fleet management remains focused on cost savings, but making a decision based purely on price can lead to sacrificing quality. Ultimately, a company may not realize its projected cost savings because refinish work and maintenance will need to be done more frequently if they use low quality coatings. Subsequently, they’ll have the vehicle back in the shop sooner for refinishing, and that means all the labor, plus materials, as well as the vehicle being out of service for several days.” There is no “one size fits all” solution, according to DuPont’s McConachie. “There are several factors that determine how satisfied a fleet manager will be with the results, including how easy a coating is to use, how long it will last, and lifecycle cost,” he says. “Each step in the painting process is critical to achieving more durable, long-lasting finishes.” DuPont and Sherwin-Williams offer three key recommendations for choosing a paint system: • Don’t make a make decisions based on sticker price; it’s not a true reflection of value. Applied cost is the best way to gauge price, including factors such as the number of coats required, the square foot coverage and productivity (eliminating asset downtime). • Consider repairing-in-kind. For best results and color match, go with the brand of paint used by the OEM. • Work with certified professionals. If your fleet facility doesn’t have the proper equipment, align with a commercial refinisher who has the right equipment and painters who are certified by the manufacturer to properly apply commercial coatings. When finish repairs must be made, to help cut costs without sacrificing quality, PPG Commercial Coatings recently launched its new Delfleet Essential Basecoat product. The basecoat, according to J.J. Wirth, PPG brand manager of fleet segments, is designed to be as easy to use as a single-stage topcoat, is highly durable and is reasonably priced. In addition, the new basecoat features faster dry speeds than single-stage topcoats to help limit downtime. The trucking industry has definitely seen a rise in color styling. "We have seen an increase in colors using effects like pearls, micas and metallics," says Danijela Vlach, assistant product manager, Fleet and Manufacturing, Sherwin-Williams. "This has been prevalent in the automotive world for some time, but we are also seeing this trend in the truck fleet market." Given that fleets often desire to market their brand identity on vehicles, managers work hard to ensure vehicles represent their companies effectively. "Everything from logos to imagery to color are www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Rapid Response: 800-930-7204 ext. 42038

controlled very closely and with good reason,” says Vlach. “There is no doubt that larger companies spend more time and resources on branding, but it is important for every company.” The same approach is applied to decal selection by a large number of fleets. “Our goal is building brand recognition over the long haul‚” says Steve Luitjens‚ senior vice president of sales and marketing at Farley’s & Sathers Candy Co. “That longevity was important in justifying an investment in fleet graphics as an extremely cost-effective way to build brand awareness.” The candy maker‚ with a history dating back to the early 1800s‚ chose 3M Scotchlite Removable Reflective Graphic Film with Comply Adhesive Series 680CR with 3M Screen Print Low Gloss Clear 9730UV to colorfully feature 10 major brands on 93 of its 53-ft. trailers. The company not only turned the trailers into media assets to expand the reach and impact of its brands, its drivers also report feeling safer when driving at night because of the film’s high reflectivity. Goya Foods Inc.‚ a producer of grocery products for more than 70 years, also has spiced up its fleet by upgrading from decals to full-coverage vehicle wraps with reflective rears doors. Goya also adopted changeable promotional panels for the sides of its trucks and trailers. The panels‚ which are made from 3M Scotchcal Graphic Film IJ36 and cover as much as two-thirds of the truck surfaces, offer Goya the freedom to cater to regional tastes. “Our graphics strategy lets us communicate in a quick‚ visual way and display the breadth of our sub-brands,” says Joseph Perez‚ senior vice president at Goya Foods. “The bold colors and images are generating greater awareness and helping keep Goya at top of mind.” It is equally important to work with a trained and specialized provider of fleet and vehicle graphics design and installation services. One company is TKO Graphix, a 3M Scotchprint Graphics authorized manufacturer that has served trucking industry companies, including well-known fleets like Celadon Trucking, Knight Transportation and Interstate Distributors, as well as suppliers like Great Dane Trailers and Carrier Corp. Whether your fleet is driving across town or across the country, featuring your company’s identity on vehicles is a cost-effective way to build brand awareness.

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Before

After(market)

nance time and costs usually associated with liftgate ownership. The TT-15 now comes standard with a two-piece bumper for use with frame attached receivers. A 5,000-lb. tow rated bumper also can be ordered from Thieman to meet your towing needs. Standard features include dual cylinders for maximum lifting capacity and stability. Torsion Assist is included on all 42-in. deep steel platforms for easier opening and closing. Th maker added available options on the TT-15 include a variety of platform materials (expanded metal, aluminum extrusions and two-piece folding), light kit, in-cab shut off switch and remote pendant controls. According to SAF-Holland, its product line provides solutions to a wide range of fleet delivery applications, offering everything from direct hydraulic twin column liftgates to foldaway liftgates, with capacities ranging from 6,600 to 2,500 lbs. They come standard with SAF-Holland’s Black Armour metal treatment, which prevents corrosion and “rust creep” by chemically bonding with the surface of the metal.

Rapid Response: 800-930-7204 ext. 42039

For more information: Before

After(market)

The trailer suspension experts at Hendrickson International suggest a regular inspection as follows: Daily inspections A quick look to verify: • A level trailer • Correct ride height This inspection will help detect obvious problems, but a closer inspec-

feature was introduced the first of this year and is now standard on all Holland DH Series liftgates. The new feature, allows operators to select between power down and gravity down depending on the delivery conditions. In warmer climates, or during warmer seasons, the Gravity Down-on-Demand feature makes economical sense, as it uses only minimal power, which also minimizes the drain on the vehicle batteries and will ultimately save fuel. /

tion can detect broken or loose parts before any serious problems appear. 30-day inspections Clearances around air springs, tires, shock absorbers and all other moving parts. Check that: • Bolts are secure • Axle connections are tight • Signs of wear are detected

Rapid Response: 800-930-7204 ext. 42040

Trailer Inspections

Units also feature a unique level-ride system that ensures a level loading platform, even with heavy offset loads; column and curbside controls on the DH Series, which provide convenient and time saving operations; Holland DH liftgate and simple and relibeverage delivery able electrical and hyretention ramp. draulic systems, which keep maintenance and repair costs to a minimum, SAF-Holland added. The company noted its new Gravity Down-on-Demand

Anthony Liftgates — www.anthonyliftgates.com Eaglelift (Palfinger) — www.eagleliftgates.com Holland (SAF-Holland Group) — www.safholland.us Interlift (Palfinger) — www.interlift.net Leyman Manufacturing Corp. — www.leymanlift.com Maxon Lift Corp. — www.maxonlift.com Thieman Tailgates — www.thieman.com Tommy Gate Co. — www.tommygate.com Ultron — www.ultronlift.com Waltco — www.waltcoliftgates.com

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

90-day inspections All items that were inspected at 30 days, and include check on: • All welded connections for signs of deterioration • Frame attachment joints, cross member structures and all pivoting and clamping connections for problems.

Rapid Response: 800-930-7204 ext. 42041

Fleet Profile

Specs

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Pioneering spirit Saddle Creek Transportation is fielding over 100 natural gaspowered tractors

Mike DelBovo President 42

hen Saddle Creek Transportation, a subsidiary of Saddle Creek Logistics Services, ordered its first natural gas-powered tractors, the company had no illusions about what it was doing. “We knew when we decided to embark on our natural gas journey that we were going to be an early adopter of the technology for over the road transportation,” says Mike DelBovo, president. “We were committed in part, however, because natural gas is domestic,” DelBovo adds. “It is pure American and by utilizing CNG for our trucks, Saddle Creek and its customers are not going to be controlled by the spiking costs of diesel due to events happening in other places in the world.” After taking delivery of its first 40 Freightliner Business Class M2 112 compressed natural gas (CNG) tractors earlier this year, a group of vehicles that has already run over two million miles, Saddle Creek has ordered an additional 62 natural gas M2s for delivery in 2012. The 102

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

CNG-powered tractors from Freightliner join 100 Mack Vision models in the operation. The fleet also has 55 tractors on lease from Ryder and Penske and uses the services of 140 owner-operators. Headquartered in Lakeland, Fla., Saddle Creek is a third-party logistics company providing integrated supply chain solutions, including freight transportation services nationwide. Its total fleet of 335 tractors is domiciled in Florida, Georgia, North Carolina, Virginia, Texas and California. Powered by Cummins Westport ISL G 8.9-liter natural gas engines, Saddle Creek’s Freightliner M2 112 CNG tractors are fitted with a 140-gal. Agility tank and fuel system, allowing for an approximate range of 550 to 575 miles per day, depending on the application.

Perfect location “We haul a lot of heavy products for grocery and retail industries, so we needed a truck that could handle

savings in fuel cost is actually what pays for the additional equipment expense, and the better the utilization, the greater the savings and the shorter the return on investment. For us, the sweet spot is 400 miles per truck per day or better.”

Fuel savers

80,000 lbs. consistently while having a range of least 550 miles on a single fueling,” DelBovo relates. “Our strategy is to domicile our fleets at our warehouse locations. Our largest fleet operations are located in Atlanta, Ga., and Lakeland, Fla., so the southeast regional market was the perfect location for our first natural gas trucks. “While the size of the nine-liter natural engines initially caused us some concern due to the smaller horsepower than their diesel counterparts,” DelBolvo adds, “it hasn’t been a problem. When matched with an Allison six-speed automatic transmission, the trucks actually have better torque. Top speed on all of our tractors is governed at 65 MPH so road speed isn’t an issue for our drivers, who really like the CNG trucks.” Saddle Creek also was pleased with the service and commitment from the suppliers involved in spec’ing and fielding its first natural gas tractors. “When evaluating equipment, our first priority was dealer and manufac-

turer relations and their commitment to stand behind their product,” DelBovo states. “We toured dealerships and plants to understand their capabilities and ability to partner with our company to deliver a natural gas solution for overthe-road trucking. Freightliner and our local dealer, Tampa Truck Center, as well as Cummins, Allison and Agility have all been very valuable partners in the design and implementation process.” DelBovo is also quick to credit Clean Energy, Saddle Creek’s CNG fueling station provider. “The units are fueled at our CNG station in Lakeland, and at a Clean Energy location in Atlanta,” he explains. “The

Saddle Creek also is using other fuel saving technologies on its most recent equipment. Included are Goodyear Fuel Max tires and Aero aerodynamic wheel covers on tractors. In addition, Aero LED indicators are placed on all valve stems to ensure that tires are always properly inflated. Transtex aerodynamic side fairings, Meritor Tire Inflation Systems by PSI and Eco-flaps aerodynamic mud flaps from Andersen Flaps are in place on trailers. On the road, Saddle Creek relies on PeopleNet BLU.2 onboard communication systems in all of its tractors to help measure MPG performance and monitor idle time. “This gives us real time information on the tractor and the driver performance,” DelBovo says, “which we can use to help continually improve our efficiency.” Recently, PeopleNet named Saddle Creek as a recipient of one of its 2012 Innovator of the Year Awards. “The company was instrumental in PeopleNet’s development of a program in which the onboard computer converts natural gas consumed by the engine to diesel equivalent gallons, so a comparative report can run to compare fuel metrics across their entire fleet of mixed vehicles (diesel and CNG),” the announcement read. Other Saddle Creek innovations cited by PeopleNet included a low-cost, quick-release system for the BLU.2 display that facilitates driver interaction and Department of Transportation (DOT) view-

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Fleet Profile

ing of eDriver Log records. Saddle Creek’s CNG tractors are maintained primarily at the fleet’s shop in Lakeland, staffed by eight mechanics, as well as management and support personnel. “We are continually learning more and more about the maintenance needs of our CNG-powered tractors,” DelBovo notes, “but at this time they are still essentially new vehicles. So far, the natural gas engines have been economical and dependable because they have a maintenancefree three-way catalyst, and do not require diesel particulate filter regeneration. “At the same time,” DelBovo adds, “implementing a CNG fleet meant addressing training needs for mechanics, as well as drivers. The engines and CNG systems in particular were new to us and there were simply not readily available manuals to pull off the shelf on how to maintain these trucks. In the end, we developed the information we needed.” In all cases, Saddle Creek’s goal is to lower its overall cost of operation. All costs for the fleet are managed using TMT Fleet Maintenance from TMW Systems. “We measure fleet effective-

Saddle Creek

Specs

TRACTOR SPECS ness in cost per mile and downtime,” DelBovo says. “We also have implemented electronic reporting through the PeopleNet system to improve the speed of communications between our drivers and our maintenance team, and to reduce downtime.”

Watching closely “We have already learned a lot from the first 40 natural gas tractors in our fleet and are excited to continue to implement natural gas technology across our truckload operations,” DelBovo continues. “Currently, we’re watching closely the development of the new 12-liter Cummins natural gas engines and intend to add some of those models to our fleet next year.” For Saddle Creek Transportation, the environmental benefit of adopting CNG vehicles is already clear. Its 102 CNG trucks, DelBovo notes, save approximately 11.4 million lbs. of carbon each year, which equates to recycling over 150 million plastic bottles. As it expands its fleet and moves forward with natural gas technology, Saddle Creek is reinforcing its commitment to environmental sustainability and fuel-efficient operations. /

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Model: Freightliner Business Class M2 112 compressed natural gas Wheelbase: 176 in. Engine: Cummins Westport ISL G 8.9-liter natural gas Transmission: Allison 3000 HS, sixspeed automatic Wheels: aluminum Tires: 295/75R22.5 Goodyear G662 RSA Fuel Max 5th Wheel: Fontaine No-Slack 6000 Batteries: Alliance Fuel Tanks: Agility 140 DGE

TRAILER SPECS Model: Utility DX4000 Length: 53 ft. Aerodynamic Side Fairings: Transtex Suspension: Hendrickson air ride Tires: Michelin Tire Inflation: Meritor Lighting & Electrical: LED Mud Flaps: Eco-flaps, Andersen Flaps

Rapid Response: 800-930-7204 ext. 42045

Aftermarket Insights BY DENISE KOETH | MANAGING EDITOR

By drastically reducing engine idling, APUs cut fleet fuel costs

Auxilia W

ith a host of proven advantages—the most notable of which is fuel savings— auxiliary power units are becoming commonplace, with more and more fleets either installing aftermarket units or opting for factory-installed units when ordering new trucks. Simply stated, an APU is an onboard solution designed to provide climate control and creature comforts to drivers of trucks with sleeper cabs—all without the need to idle the truck’s engine. The units contain small generators and climate control components that are mounted to the truck and provide heating, cooling and 110v power to drivers. Because APUs eliminate engine idling, the result can be a dramatic decrease in a truck’s non-driving fuel consumption (more than 80%) and a corresponding reduction in diesel emissions, according to a recent case study by David Hancock, CEO of APU maker Hodyon. The study, titled “The Case for Shorepower Truck Electrification: Reducing OTR Big Rig Emissions and Fuel Usage in the U.S.,” addresses a Department of Energy (DOE) grant designed to reduce emissions on long-haul Class 8 trucks and locomotives. Representatives from other manufacturers agree: Each person polled for this article listed fuel savings—and by extension, cost savings—as the number one advantage APUs offer fleets. But there is even more to consider. John Dennehy, vice president of marketing and communications for Espar Heater

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Auxiliary power unit and heater options Bergstrom Bergstrom says its Nite Plus (4,600 BTUs) and Nite Phoenix (7,500 BTUs) battery-powered, no-idle APUs save fuel, keep drivers comfortable and help protect the environment. Both models are CARB-approved, comply with all idle restriction laws, and install easily under bunk in eight to 10 hours, according to the maker. The Nite Plus offers 30% higher cooling capacity than the original Nite system using less battery power, and new heat exchangers and redesigned airflow result in better, more efficient penetration and cooling. Bergstrom adds the Nite Phoenix features a new LCD digital user interface and battery monitoring system, as well as on-board service diagnostics, automatic temperature control and a check filter function. www.bergstrominc.com

ry Power Units Espar Espar’s Maximum Control family of heater controllers includes the Multi-Max F1000, to serve the needs of the Hydronic line of engine coolant heaters, and the Digi-Max D1000, to serve the needs of the Airtronic D2/D4 bunk heaters. The maker says the Multi-Max F1000 gives fleets complete control over their pre-heat coolant heaters by introducing a desktop programmer and a Micro SD card slot, which allows programming for as many as four distinct events per day; a high temperature disable set point; a maximum manual run-time; a low voltage disable set point; a preferred PM interval; and an exercise scheduler. The Digi-Max D1000 gives drivers maximum control and features a larger display screen, easier to operate controls, added descriptive fault code messages, and more, the company adds. The unit also features a maximum run time limiter, customized PM schedule alerts and a programmable low-voltage shut-off. www.espar.com

Hodyon Hodyon says its Dynasys APU offers the power that truckers need in a compact package. The lightweight unit is designed to be easy to install and maintain, offers significant fuel savings— an average of one gallon per hour while idling—and enables driver compliance with all non-idling laws, according to the maker. The Dynasys APU offers 6kw of power, more than enough to support both HVAC and other electrical appliances in the cab. It also is available with shorepower, which provides the additional flexibility of allowing the HVAC to be plugged into any 110-volt outlet and to work independently from the APU engine for optimum performance and fuel savings, with minimal noise, Hodyon adds. www.hodyon.com

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Aftermarket Insights Systems, says other benefits include driver comfort and greenhouse gas reduction; it also boils down to good publicity for a fleet. “Freight companies become carriers of choice for those companies that have carbon footprint initiatives,” he adds. Bergstrom’s Bill Gordon, vice president of aftermarket and Nite sales, notes APUs also help fleets comply with anti-idling regulations, which vary widely between states, counties and even from city to city. Summing it all up, Paul Barbaro, APU product manager for Thermo King, adds, “APUs reduce overall fuel consumption—which equates to dollars for the customer— provide driver comfort in no-idle zones and extend the

Auxiliary power unit and ProMax The ProMax APU by Dunamis Power Systems offers 33,000 BTUs for both heat and air conditioning, as well as 650 CFM of air flow. The unit features a rugged, modular construction that mounts directly to a truck’s frame and an APU auto-start for low battery protection. An optional inverter provides in-cab power and shorepower hook-up capability. The maker adds the unit is compliant with all existing no-idle regulations, and maintenance can be performed by a fleet’s regular mechanic with the same service intervals as the engine. www.promaxapu.com

Thermo King

Rapid Response: 800-930-7204 ext. 42048

Thermo King says its TriPac e battery-based electric APU for Class 8 sleeper cabs provides quiet, clean heating and cooling without idling the tractor engine. The TriPac e system is CARB exempt and provides an environmentally aware solution that delivers significant fuel savings and zero emissions (in non-heat modes), the maker adds. Because the tractor engine is not running, users can greatly increase maintenance intervals, saving time and money. www.thermoking.com

Webasto According to Webasto, its Air Top 2000 ST fuel-operated auxiliary heater can operate for more than 22 hours on a single gallon of fuel. The company says the unit is ideal for most Class 8 sleeper cabs, offering 7,000 Btu/h of heat output in a small package. It is low maintenance, service-friendly and the most efficient air heater on the market, Webasto says, adding the unit can pay for itself within months. The Air Top 2000 ST is CARB approved, EPA SmartWay verified, and carries a twoyear/2,000-hour warranty. www.webasto.us

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

hotel load capabilities of the driver’s sleeper area.” Adding to the widespread adoption of APUs is the federally-funded Shorepower Truck Electrification Project (STEP), administered by Shorepower Technologies and Cascade Sierra Solutions. The grant program is two-fold: Shorepower Technologies is working to install electrical connections at parking places in truck stops around the country, while Cascade Sierra Solutions coordinates 20% off rebates for onboard equipment upgrades, including shorepower-capable APUs.

APU Trends APUs range from diesel engine designs to hybrids to battery-powered units. Diesel units contain a small engine that draws fuel from the truck’s fuel tank and runs as needed, providing a virtually endless power supply for in-cab appliances. While it has an effect on a fleet’s miles per gallon figure—since it is, after all, using fuel to operate—a diesel APU consumes far less fuel than idling a truck for long

stretches of time. There is some maintenance required for diesel APUs, including oil and filter changes, belt replacement and other periodic service. Battery-powered APUs offer a true zero-idle solution. The units are charged while the truck is in operation, often in as little as five to six hours, and serve as a power source while the truck engine is turned off. While battery-powered APUs use no fuel, they do have a time limit for

d heater options

Rapid Response: 800-930-7204 ext. 42049

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Aftermarket

Insights

providing in-cab power. In general, units offer at least 10 hours of runtime, and many have “auto start” features that “sense when the batteries are close to the depth of discharge and will shut the system down and automatically start the truck engine to charge the batteries in a relatively short amount of time,” says Bergstrom’s Gordon. He adds that for battery-powered APUs, a simple filter change is the only preventative maintenance, aside from the need to change batteries at some point. “They do not burn fuel, and there are no belts or other parts that inherently need maintenance or replacement like on a dieselpowered APU,” Gordon explains. According to Thermo King’s Barbaro, while the basic technology has not changed in recent years, the efficiency rate of the equipment and the options being offered to address customers’ applications and needs both have improved. “The capacity (BTUs) of the battery-powered APUs has come a long way through the use of more efficient components and advances in battery technology,” says Bergstrom’s Gordon, who adds the company offers two aftermarket units: the Nite Plus and the Nite Phoenix. The Nite Plus offers 4,600 BTUs of cooling, while the Phoenix system offers 7,500 BTUs. “Over 30% of our aftermarket sales are the Nite Plus, which tells me this unit has sufficient cooling capacity for some segments of the market,

while the Nite Phoenix is designed for the very hot areas of the country, such as Phoenix.” According to Hodyon’s Hancock, there still is a certain amount of reluctance from fleets that may have had previous negative experiences with APU quality and consistency. “Therefore, we have a fleet trial program that is designed to help them overcome the fears from those previous bad experiences,” he adds. “Most customers who have tried a quality APU tend to keep investing in them because the payback proposition remains very robust with today’s fuel prices,” Thermo King’s Barbaro adds. APUs are thought of as a year-round option, providing heating and cooling for driver comfort. To that point, Espar Heater Systems and Webasto Product North America focus on fuel-operated heater systems. “Espar products are somewhat classified differently in that they are not true APUs, but rather fuel-operated heater systems,” says Espar’s Dennehy. “Our heaters are smaller and more efficient today, with less parts. We also have developed a new timer, which is state-of-the-art and lets drivers and fleet managers program a number of presets to meet specific conditions.” “We have partnered with several APU manufacturers to sell them in conjunction with their engine-powered and battery-powered APUs,” says Josh Lupu, marketing manager for Webasto. “We are finding that top APU manufacturers are offering auxiliary heaters, such as our Air Top 2000 ST, to their customers along with their APU to create a year-round solution.” He adds the unit can operate for more than 22 hours on a single gallon of fuel, reducing idling, emissions, and engine wear and tear

Cost Savings

Rapid Response: 800-930-7204 ext. 42050

While the price of an APU can range from $6,000 to $8,000, plus installation costs, there is a proven return on investment, according to system manufacturers. Hodyon’s Hancock says the suggested retail price for an installed Dynasys unit is roughly $8,500, but the annual fuel savings reaches $8,000 and the unit will last up to five years. Espar’s Dennehy adds the typical installation “takes four hours by a trained representative, but these systems are pretty straightforward and can be installed by the end user if he or she has some mechanical background.” Gordon explains the up-front cost varies depending on options chosen—battery box inverters, chargers, heat, shorepower, batteries, etc.—but that Bergstrom offers a payback calculator on its website (www.nitesystem.com) to determine ROI. “The up-front cost varies significantly,” Thermo King’s Barbaro adds. “If properly specified to the customer’s application, an APU does provide a significant payback.” From fuel and cost savings to emissions compliance and increased driver comfort, APUs continue to be an important consideration for today’s fleets. There are many choices available; see below for some of the latest products on the market. /

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Truck Products Detroit unveils DT12 automated manual transmission Detroit Diesel Corp. unveiled its new Detroit DT12 automated manual transmission, which the company said combines the operational ease of an automatic with the efficiency of a manual transmission, resulting in enhanced fuel economy, vehicle performance and safety. Available in the Freightliner Cascadia, it maximizes fuel efficiency for line-haul/long-haul operations. Adding to the transmission’s overall economy is its lightweight design, which offers additional payload because of its aluminum housing and single counter shaft, Detroit added. The 12-speed, direct- or over-drive DT12 combines a traditional manual gearbox with high-speed, computer-controlled shift and clutch actuators that automatically and seamlessly select the right shift pattern and perfect clutch engagement for fuel economy and engine power, the maker added. Its creepmode simulates a torque converter to improve low speed maneuverability for parking, docking, heavy traffic and other low speed situations. Advanced technologies include Skip Shift, which automatically skips gears, enabling the transmission to run through lower gears faster to achieve cruising speed sooner; and eCoast, which allows the vehicle to “coast” down grades with the engine operating at idle speeds while preserving vehicle momentum, maximizing fuel efficiency. A proprietary control module communicates with the entire powertrain, giving the transmission and engine the ability to share information and offer complimentary functions, which Detroit said gives the transmission an advantage that only a proprietary powertrain can provide. The transmission comes standard with a 5-year/750,000-mi. warranty, with a 2-year/200,000-mi. warranty on the clutch. The DT12 is equipped with Virtual Technician, the factory installed on-board diagnostics system. Detroit Diesel Corp. www.demanddetroit.com RapidResponse: 800-930-7204 ext. 42150 www.FERapidresponse.com/42150

Power-Block monitors fuel heaters

Rapid Response: 800-930-7204 ext. 42051

The new Power-Block from JoSa Enterprises promises to reduce or eliminate cold weather starting problems for commercial vehicles for fleets with diesel engines, its maker said. It is a device that monitors truck block heaters during the cold weather months, saving time, energy and resources by keeping trucks on the road and safe from cold-weather freeze-ups. The unit’s simple display immediately shows the operator the AC voltage coming out of the cord; the heater’s efficiency; and if the block heater is functioning properly. According to the company, users simply plug in the Power-Block, see the LED display light up and walk away. Power-Block www.josaenterprises.com RapidResponse: 800-930-7204 ext. 42151 www.FERapidresponse.com/42151

Peterbilt offers range of PTO options for vocational product line Peterbilt Motors Co.’s extensive vocational product line is now available with a wide range of split shaft power take-off (PTO) options, which the maker said are popular with customers operating specialized equipment that frequently requires a PTO installed rearward of the transmission. The new split shaft PTO options are available for immediate production needs. Peterbilt has partnered with Namco to fully integrate its product designs into the pro-

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

duction process. Split-Shaft PTOs are designed for high speed and torque characteristics necessary to function with concrete pumpers, oilfield equipment, vacuum trucks, mobile drilling rigs (water or petroleum), and emergency vehicle applications. Peterbilt Motors Co. www.peterbilt.com RapidResponse: 800-930-7204 ext. 42152 www.FERapidresponse.com/42152

PlastiKote store locator updated PlastiKote said it has enhanced the store locator on its website. According to the company, visitors can now enter a Zip code in the store locator area to find the nearest outlets. The locator provides a list of the nine nearest locations plus an interactive map and directions to the customer’s preferred location. PlastiKote www.PlastiKote.com

Webb Wheel offers Vortex brake drum Webb Wheel introduced the Vortex Unlimited, a cast brake drum for the most popular steer, drive and trailer axle applications. On the drive and trailer axle configurations that include Webb’s wear indicator, vehicle operators can expect 25% more life from the Vortex Unlimited, the company said. Vortex Unlimited drums are now available in 15x4, 16.5x5, 16.5x7, 16.5x8 and 16.5x8.625 sizes from Webb distributors and can be used as a replacement for standard-duty cast brake drum applications. Webb Wheel www.webbwheel.com

RapidResponse: 800-930-7204 ext. 42153 www.FERapidresponse.com/42153

New Parker Chelsea PTO offers maximum power, compact design According to Parker Chelsea, its new 560V Series power takeoff system with integrated vane pump combination features interchangeable vane cartridges that allow users to achieve flow rates from 3.4 GPM (12.9 LPM) to 31.7 GPM (119.9 LPM) at 1,200 RPM, and pressure ranges up to 3,500 PSI. Based on the Parker T6C family, the Chelsea 560V Series PTO offers the combined benefits of never having to set gear backlash and a vane pump design that provides a quiet operation not

RapidResponse: 800-930-7204 ext. 42156 www.FERapidresponse.com/42156

found in other PTO designs, according to the maker. The design of the 560V clutch pack provides a single, continuous duty torque rating of 335 ft.-lbs. Because of this robust design, the unit will no longer require an intermittent torque rating, the company said. Both the main PTO housing, along with the suction and pressure ports on the pump, can be rotated to provide maximum clearance underneath a truck, Chelsea added. Parker Hannifin www.parker.com RapidResponse: 800-930-7204 ext. 42154 www.FERapidresponse.com/42154

New sealing component offered Phillips Industries said it has added a sealing component to improve the performance and extend the life of its PermaPlug, creating the Weather-Tite PermaPlug. Features of the connectors include: blue nitrile sealing rings that stop magnesium chloride and other debris from entering socket; mates with any SAE approved 7-way conductor socket; wiper seals are field replaceable; connector rear is sealed with compression clamp and TPR sleeve for further corrosion protection; cable guard is ratchet locked, preventing vibration from loosening guard; connector has ABS bumper; and the unit comes standard with dielectric grease. Philips Industries www.phillipsind.com RapidResponse: 800-930-7204 ext. 42155 www.FERapidresponse.com/42155

DataNab 1-Wire temp sensors enable fleet tracking

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DataNab now offers its range of 1-Wire temperature sensors for fleet tracking and asset management—providing industrial grade communicating temperature sensors that can tie into existing GPS systems to provide temperature monitoring capabilities.The solution uses GPS devices and telematics to remotely track locations and monitor diagnostics of vehicles. The sensor technology provides these systems with the added benefit of monitoring engine, cab, trailer or other temperatures, and delivers that information with the rest of the data in real time over the network, the maker added. / DataNab LLC www.datanab.com RapidResponse: 800-930-7204 ext. 42157 www.FERapidresponse.com/42157

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

Trailers & Bodies Thermo King introduces all-new reefer Thermo King said its new Precedent trailer temperature control platform is built from the ground up to deliver double-digit fuel savings, best-in-class performance and lower lifecycle costs while providing regulatory compliance and peace of mind for trailer owners beginning Jan. 1, 2013. The Precedent platform features a new diesel direct electric architecture to deliver optimum efficiencies, temperature control and double-digit fuel savings across real-world applications, Thermo King said. The Precedent S-series features a cutting-edge fuel injection system that delivers optimal fuel injection at exactly the right time to control particulate matter emissions within the engine cylinders. Both the C-Series and S-series offer a variety of maintenance programs—through the nationwide Thermo King network of more than 200 dealers—to help customers keep their units running at optimal performance, the company said. Thermo King also unveiled new regulation-compliant solutions available in 2013, including T- Series enhancements and the TriPac Evolution APU, the company added. Thermo King www.thermoking.com RapidResponse: 800-930-7204 ext. 42158 www.FERapidresponse.com/42158

New Freedom Flatbeds A range of models from Great Dane’s allnew series of platform and reefer trailers have been introduced. The new products include the all-aluminum Freedom XP flatbed model, three versions of the company’s versatile Freedom LT hybrid platform trailer, and an all-steel Freedom SE platform model. Offered in a wide range of configurations, the Freedom series is designed to meet the needs of most every platform operation, Great Dane said. The entire series has been reengineered to meet stringent standards, resulting in a tougher, longer-lasting and more efficient product. Freedom platform trailers have earned a reputation across North America for boosting payload capacities and having significant resale values. Great Dane Trailers www.greatdanetrailers.com RapidResponse: 800-930-7204 ext. 42159 www.FERapidresponse.com/42159 Rapid Response: 800-930-7204 ext. 42053

Fontaine announces new dropdeck trailers Fontaine Trailer Co., a maker of platform trailers, has added three low-deck-height models to its Infinity product family: 48-ft. spread axle, 53-ft. rear axle slide, and 53-ft. rear axle slide with twist locks to accommodate shipping containers. All of these dropdeck trailers feature a 36-in. loaded deck height and the virtually indestructible RASR siderail, the company said. The entire Infinity line is constructed with fabricated steel mainbeams and steel crossbracing with aluminum siderails, floor and rear skirt, the maker added. / Fontaine Trailer Co. www.fontainetrailer.com RapidResponse: 800-930-7204 ext. 42160 www.FERapidresponse.com/42160

www.fleetequipmentmag.com | FLEET EQUIPMENT | September 2012

Shop Equipment

Bee Line offers laser-guided computer wheel alignment system Bee Line Co., a worldwide provider of heavy-duty tractor and trailer wheel alignment and frame correction systems, introduced the all-new LC7500 computer alignment system, which the company said redefines laser accuracy from the inside out. According to the company, a 32-in. HD TV monitor with built-in speakers matched with the enhanced cabinet design, custom molded top and Remote Display charging station make this system extremely contemporary and user-friendly. The software screens have been redesigned to maximize font size for ease of viewing and drop-down menus make it easier to navigate. Advanced target board sensors and processors that operate at 88MHZ vs. 4.5 MHz in past systems, along with a hardware-driven design, allow for quick calculations and immediate, precise laser positioning response. Approximately 1,800 (vs. 80) sensors calculate the location of the laser strike to an accuracy of 0.005-in. The Laser Line Generator with 200 sensors per inch provides great precision in these calculations. These technological improvements afford a faster, more precise and extremely accurate alignment in less time, the company said. The system boasts up to 20% faster processing, extraordinary accuracy and increased speed, all leading to added productivity, the maker added. Bee Line Co. www.beeline-co.com RapidResponse: 800-930-7204 ext. 42163 www.FERapidresponse.com/42163

Stertil-Koni creates kingpin cross beam to lift trailer Stertil-Koni announced it has created a custom-designed kingpin cross beam, which engages the trailer at the fifth wheel. According to the maker, this product can be essential to safely lifting

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trailers when independent of the tractor. Further, in contrast to the more straightforward requirement of lifting a full rig—which can be accomplished with a range of options including mobile column lifts, axle engaging scissor lifts, platform lifts or in-ground piston lifts—lifting a trailer on its own presents a number of unique structural demands. Stertil-Koni advised that safety is always first and foremost. “Before you begin, always lift on a firm foundation. Lift on level ground and be cognizant of wind loads. Next, bring in mobile lifting columns to the rear-most axle and maneuver the cross beam into place, locating it properly under the kingpin. At that point, the technician can engage mobile lifting columns to the cross beams” the maker said. Stertil-Koni USA Inc. www.stertil-koni.com RapidResponse: 800-930-7204 ext. 42164 www.FERapidresponse.com/42164

Esco debuts truck tire bead Esco introduced its new pneumatic truck tire bead breaker, which the maker said breaks both tough-to-break truck tire beads at the same time. The Model 20425 eliminates the need to lift and turn the 200-lb. truck tire/wheel assembly over to break the second bead. Now the tire technician simply rolls the tire/wheel assembly into the bead

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

with steel duck bill tire hammers. In addition, the Model 20425 helps reduce the Workers Compensation claims for back strain from lifting heavy objects. Esco www.esco.net RapidResponse: 800-930-7204 ext. 42165 www.FERapidresponse.com/42165

breaker and breaks both beads at the same time in seconds, the company said. The Model 20425 is powered by standard shop or tire service truck air at 100 PSI to develop a bead breaking force of over 5,000 lbs. The unit will handle all truck tire/wheel sizes 19.5-in. through 24.5-in., including all wide-base tire/wheels. With a shop floor footprint of only 28x32 in., operating space is not a problem, Esco said. Due to its small footprint, the Model 20425 also can be installed on the power lift gates of all tire service trucks. The bead breaker also helps tire dealers to comply with the OSHA regulations that forbid the striking of the tire wheel assembly

Mohawk Lifts four-post custom track length available

Snap-on introduces Verus Pro Snap-on said its Verus Pro diagnostic and information system combines an exclusive suite of tools to give professional service technicians the ability to bring all of the answers to the bay wirelessly, in one tool. According to the maker, it elevates capabilities way beyond the original Verus, and integrates everything technicians need into one tool: scanner, scope, data manager, waveform library, schematics, TSBs, on-

Custom track lengths are now available on all Mohawk TR-19s up to 20 ft. in length and TR-25s up to 30 ft. in length. the company said. Custom lengths are important to those with limited shop space available or particular vehicles in need of repairs. Mohawk Lifts www.mohawklifts.com

line technical forum, Fast-Track Troubleshooter, guided test procedures and verified repair tips. The optional ShopKey Repair Information System gives technicians quick access to complete repair guidance for virtually any light vehicle on the road, the company added. / Snap-on Diagnostics www.diagnostics.snapon.com

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Classifieds

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Advertiser Afton Chemical Corp. Babcock Clutch Brake BorgWarner Turbo Systems Carrier Transicold Citgo Petroleum Corp. Coxreels Espar Products Espar Products FuelDefend Global Ltd. Fuso Truck Grote Mfg. Hankook Tire America Corp. Luber-Finer Mack Trucks Inc. Marangoni North America Meritor Inc. Myers Tire Supply NAPA NTN Bearing Corp. Old World Industries Old World Industries Peterbilt Motors Co. ProDiesel SAF-Holland Inc. SAF-Holland Inc. Saf-Tee Siping/Grooving Shell Lubricants Tenneco/Monroe Shocks Thermo King Corp. Thieman Tailgates TMW Systems Todco UCoat It America LLC Vidir Inc. Webasto Wix Filters Wix Filters

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(330) 670-1234 Ext. 215 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (September 2012, Volume 38, Number 9): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2012 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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Leveraging maintenance software

n the age of cloud and web-based technologies, a maintenance department has more tools to choose from for service event processing. According to Mark DeLima Jr., TA/Petro shop fleet sales and eShop manger of technologies, “Online scheduling to realtime estimate approvals are becoming the standard. With so many programs to choose from, it’s easy to get both excited and lost.” So how does a breakdown manager leverage some of these tools? Consider the following questions: A. What am I trying to fix by adding this tool? B. How much workload does this program alleviate? C. How will it help me save money? After answering these questions, look at your own organization. Adding tools to streamline an operation can be challenging. Undergoing new training processes, reshaping the “old school” mentality and uncovering hidden process disruptions are just a few of the challenges associated with change. Handled correctly, web-based tools will be worth the effort. DeLima says, “Take the eShop program, for example. It’s a system that provides online scheduling and real-time estimate and PO approvals. The system also offers online document retrieval and electronic PM and inspection forms. That sounds pretty good, right? But how do programs like eShop benefit a breakdown team? Consider the following: A. How much time does a breakdown agent spend on the phone? Could the inherent decrease in phone calls be used to increase productivity elsewhere? B. Will the increased visibility actually be used to monitor cost on tickets, or is the system just replacing the phone? C. How much paper is consumed each day, and can money be saved? Item B is a critical. Online work order processing tools are a tremendous cost saver if used correctly. Giving real-time capabilities to a willing and able breakdown staff allows a breakdown manager to closely track and control tire spends, road call expenses and other key areas of service event costs as they occur—as opposed to after the fact. This makes the bottom line and payments processing a lot more attractive on both sides of the repair. All impressive web-based technologies aside, never trade one process for another without a plan to increase productivity and decrease cost, either externally or internally. /

September 2012 | FLEET EQUIPMENT | www.fleetequipmentmag.com

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