Trucking news and briefs for Wednesday, Feb. 1, 2023: FMCSA seeks feedback on integrating autonomous trucksThe Federal Motor Carrier Safety Administration is requesting public comment about factors the agency should consider in amending federal regulations to establish regulatory framework for autonomous trucks. The agency previously published an advance notice of proposed rulemaking (ANPRM) in May 2019 seeking comments on FMCSRs that may need to be amended, revised or eliminated to facilitate the safe introduction of trucks equipped with automated driving systems (ADS) to the nation’s highways. A supplemental advance notice of proposed rulemaking (SANPRM) that will be published Wednesday, Feb. 1, seeks additional information on the topic. The original ANPRM sought answers to questions related to CDL requirements; hours of service; medical qualifications for drivers; inspection, repair and maintenance; and more as they related to autonomous trucks. The new SANPRM asks questions about whether carriers should be required to notify FMCSA when operating Level 4 and Level 5 (the highest levels of automation) autonomous trucks; oversight of remote operating assistants for Level 4 autonomous trucks; and vehicle inspection and maintenance for Level 4 and Level 5 autonomous trucks. Once the SANPRM is published in the Federal Register on Feb. 1, FMCSA will accept comments for 45 days. Comments can be made at www.regulations.gov by searching Docket No. FMCSA-2018-0037. [Related: DOT to seek public input on integrating autonomous cars and trucks into U.S. roadways] ELD ONE revoked from FMCSA registryThe Federal Motor Carrier Safety Administration has removed the ELD ONE device, provided by TMS ONE, from its Registered ELDs list because it fails to meet the minimum requirements for electronic logging devices. It’s unclear what specifically about the device does not meet the minimum requirements. Attempts by Overdrive to reach ELD ONE for clarification went unreturned. FMCSA’s notice points to Appendix A of the ELD regs, which lays out the functional specifications ELDs are required to meet. Drivers are required to stop using the revoked device and revert to paper logs or logging software to record required hours of service data. Drivers using the device have until April 1 to replace the revoked ELD with a registered device. Carriers and drivers who continue to use the device beyond April 1 will be in violation of the “No record of duty status” regulation, and drivers could be placed out of service. If ELD ONE corrects what caused it to fall out of compliance, FMCSA will place the device back on the list of registered devices. However, FMCSA strongly encourages motor carriers to stop using the device and replace it with a registered ELD to avoid compliance issues in the event that the device’s deficiencies are not addressed in time. The ELD ONE is the third device FMCSA has removed from the ELD registry for noncompliance. The ArionT ELD was revoked last summer, and the ELDorado ELD was removed from the list last fall. Truck driver sentenced for Social Security fraudTruck driver Dwayne Bent was sentenced to three years of probation and ordered to pay $201,693 in restitution for Social Security fraud. Bent pleaded guilty to the charges in September. According to the Department of Transportation Office of Inspector General, in October 2014, Bent submitted an application for Social Security Administration (SSA) Disability Insurance Benefits (DIB) and was approved in January 2017 with a retroactive disability date of May 21, 2013. From March 2017 through August 2019, Bent collected more than $200,000 in SSA DIB payments. During this time, Bent concealed from SSA that on DOT medical examinations in 2016 and 2018 he was deemed physically qualified to drive a commercial motor vehicle across state lines with no medical restrictions, in accordance with the physical qualification standards. Additionally, Bent concealed employment as a commercial motor vehicle driver from SSA, OIG said. Freightliner expands service point locations with Love’s partnershipBeginning this spring, select Love’s Truck Care and Speedco locations across the U.S. will be able to provide light mechanical warranty repair work, roadside warranty emergency services, and approved field service and recall campaigns for Freightliner trucks as part of a partnership Daimler Truck North America (DTNA) and Love’s Travel Stops announced on Tuesday. With more than 400 Love’s Truck Care and Speedco locations, sites approved for providing service offerings will work directly with local Freightliner dealers to ensure parts availability, repair quality and ease of warranty claim filing. “With this complementary offering to our own service network, we will provide Freightliner customers the increased support and convenience they need to keep the world moving,” said Drew Backeberg, senior vice president, aftermarket, DTNA. More information about this partnership and service offering details will be available in spring 2023. “We know that time is money for professional drivers, and we’re excited to introduce a new service touch point to help get Freightliner drivers back on the road quickly,” said Gary Price, executive vice president of total truck care solutions for Love’s. “Working with DTNA and Freightliner dealers, we will have the systems in place to maximize uptime for our mutual customers.” https://ift.tt/A7ZvUQb
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CCJ Innovators profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact CCJ Chief Editor Jason Cannon at [email protected] or 800-633-5953. The electronic log mandate presented motor carriers seven years ago with an opportunity to explore new mobile fleet management technology that can be deployed via consumer-style devices. Rather than deploy an off-the-rack driver workflow application from its ELD vendor (Platform Science), Murfreesboro, Tennessee-based FirstFleet developed its own using the vendor’s software development kit (SDK), building and deploying a customized application. "The intent was to reduce driver frustration, increase their overall quality of life, increase the quality of the information we get from our driver workforce and increase the quality of communication between our driver and dispatch team members.," said FirstFleet Chief Information Officer Austin Henderson. As a dedicated contract carrier, FirstFleet (CCJ Top 250, No. 48) manages a wide variety of unique customer requirements. Its custom workflow application – "a direct replacement for conventional telemetry provider-delivered workflow solutions," Henderson said – manages data capture by validating the accuracy of driver entries. "What makes ours different is it's directly connected to the TMS; there's no disconnect," he said. "So in the past, a driver would fill out a form in a workflow application and submit it, and it might have contained errors. Then a dispatcher has to parse these entries, then resubmit that and reprocess it, which slows down the flow of EDI (electronic data interchange), slows down P44, slows down MacroPoint ... All these sorts of integration experiences are now crippled because the driver types in a trailer number that's invalid." When picking up a trailer, for example, the Android-based workflow application sends the driver a screenshot of the customer’s sample bill of lading (BOL) with an arrow pointing to the BOL number. The application knows what format the BOL number the customer or bill to authority uses. For example, if the BOL number is nine digits, the application won’t let the driver enter 10 digits. "The device, in the past, had not known that. Our intention with this project was to extend the TMS into the cab. So, if the driver enters in a trailer number and it's not a valid trailer number, tell the driver it's not a valid trailer number; don't accept it. Like, why would we move on knowing the data is wrong? We know at the point of entry there is a problem." Drivers previously entered information into a generic workflow form that wasn't load- or customer-specific. In some instances, Henderson said drivers were given the opportunity to enter the temperature of a refrigerated load while pulling a flatbed. FirstFleet services about 20,000 orders a week, processing several hundred thousand driver interactions through the workflow application weekly, so redundant questions or questions not applicable to the load quickly become cumbersome and useless information. "We don't ask the driver irrelevant questions. We don't ask them anything that we already know," Henderson said, "and we try to ensure that the information that the driver provides us is going to drive up the data integrity so that the customer, in the end, is more satisfied." The application only asks for information and accepts answers that make sense based on the driver’s location, equipment and load. If a driver is asked to enter a trailer number, the workflow will only accept a trailer number that is valid based on the protocol and location of the asset. For example, if the driver enters a number for a trailer that's 400 miles away, the workflow prompts a “dynamic call to action" that forces the driver to double-check the number, Henderson said. When drivers enter a parking lot, they can also click a “Locate Trailer” button to find the assigned trailer, saving them time and increasing safety. "Again, why would you let that driver type in that trailer number? Why wouldn't you at least warn the driver, 'Hey, we think that trailer number is 400 miles from you?' We know where [the trailer] is. Why not share that with the driver? Just show them the overhead photography of where it is," Henderson said. Another element of improved safety is FirstFleet's driver tools, which include a communication hub – part of an effort to "take a generally remote workforce and make them feel close to the company," Henderson said – and monitors driver safety. When a critical event occurs – hard braking, for example – the workflow prompts the driver to explain what happened and what could have prevented it. Those answers are routed to the driver’s safety manager and fleet manager for review. More than 55% of events that managers review have immediate driver interaction, Henderson said, which helps determine who needs coaching. It also protects FirstFleet in that it not only captures questionable driving behavior, it encourages prompt dialog on the incident. "The driver gets a notification that communicates, ’We just detected a critical event. When you get to a place where you're safely stopped, please tap here and answer some questions about that event.' And it takes them right to the questions," Henderson said, noting the capability was made possible by integrating its custom API within Platform Science's framework so seamlessly that "the driver experience is a seamless and cohesive interaction". "It's not clunky. There's no logging in more than once. All that stuff has all been accommodated," he said. "Every single driver coming on board today, if they're familiar with Amazon, Netflix, Reddit ... these individuals understand that 'I should tap the button, and something should happen.' So, we're trying to deliver an in-cab experience consistent with their consumer expectations." Henderson said the company is working to build out the capability to include validation of fueling transactions to reduce the potential of fraud and theft by requiring dynamic PIN numbers on fuel cards. "We're activating their fuel card in real time, essentially, so that they can't use the fuel card in a situation that doesn't make sense. Historically, trucking companies are only part of the fuel transaction – afterward at settlement time," he said. "But now we can use Platform Science SDK and collect helpful data points, like what's the fuel and tank look like? What's the driver's current duty status? What's the latitude and longitude? So, when that transaction completes, we will be able to marry what we saw before the transaction with what we see after the transaction to identify they purchased 150 gallons and, in fact, tank volume increased as expected. Further by requiring a dynamic PIN we greatly reduce the impact of skimming efforts." Elevating dispatch-driver communicationsAs part of improving the driver experience, FirstFleet sought a single view of driver-dispatcher messaging for general awareness and to manage communications inside and outside the cab, but dispatchers needed visibility into drivers' hours of service to prevent the sending of messages when driving or off-duty. FirstFleet deployed a real-time driver messaging platform last year, RELAY, from Motorcity Systems, which the carrier aided in development of and Henderson likens to Slack for its driver and dispatcher communities. The cloud-based RELAY platform gives dispatchers a single interface to manage in-cab and mobile communications while providing a real time view of drivers’ hours of service duty status. It also has a variety of features that allow dispatchers to send messages to drivers in select geographic areas to alert them of weather events and local hazards, for example. It helps dispatchers manage driver relations by having pictures next to driver names and offers reminders for birthdays and military service status. RELAY also keeps a timeline of interactions, and dispatchers can search for various items (like a load) to see the history of related driver and dispatcher messaging for that item. The CCJ Innovators program is brought to you by Bendix, Comdata, Freightliner Trucks, SkyBitz and Valvoline. https://ift.tt/A7ZvUQb The following was published in CCJ's Air Brake Book, 11th edition, sponsored by SilverbackHD. CCJ's Air Brake Book is a complementary industry resource, courtesy of our partnership with SilverbackHD, the Technology and Maintenance Council and Commercial Vehicle Safety Alliance. You can download the entire Air Brake Book here. A balanced brake system is one in which all the vehicle’s brakes apply and release at about the same time, with each brake developing the appropriate braking force for its respective load. Visualizing this concept, it’s not hard to imagine the safety and maintenance problems that imbalanced brakes can cause for a commercial vehicle. If a tractor, for example, brakes more aggressively than the trailer it is towing, uneven brake wear will be the most obvious consequence as the linings on the hardest-working brakes will wear faster than the brakes not doing their fair share of the work. Worse, this condition could lead to a trailer bumping into the braking tractor, jackknifing or unintended panic stops as brakes lock up. The frequency of brake imbalance situations has decreased somewhat thanks to improved brake technology. Today’s brake systems are comprised of a myriad of components that must all work properly and in the correct sequence to guarantee safe, efficient stopping. If just one of those components fails to perform, the vehicle’s brake system will begin applying in an unsynchronized manner. Brake imbalance is an early warning sign that a brake system is not functioning like it’s supposed to. Torque imbalance, pressure imbalance and different tire sizes are all common problems that can lead to a brake imbalance problem. Each of those circumstances can be complicated further by the extreme temperatures under which foundation brakes operate. For many technicians, tracking down the source of a brake imbalance problem can be like a forensic investigator trying to figure out a crime scene. Many possibilities have to be examined and discarded before the culprit is identified. When examining brake imbalance causes, it’s worth noting that stopping distances on a vehicle equipped with drum brakes will increase when all brakes on a heavily laden combination vehicle are cool but maladjusted. When these maladjusted brakes get hot, their drums naturally expand, causing linings to fade and brake-chamber stroke to increase. In these instances, it can take the vehicle up to 75% more distance to come to a complete halt. Automatic slack adjusters are supposed to combat this problem, but don’t always respond correctly due to worn parts. Maintaining torque balanceOne of the most common brake imbalance scenarios is caused by torque imbalance – a lack of uniform friction material coming into contact with the vehicle’s brake drum or rotor. This is common sense: A brake shoe or pad with thicker friction material on it will engage sooner and more aggressively than a shoe or pad on another wheel end with a thinner layer of material. “Even shoe or pad wear means balanced brakes,” said Keith Roth, vice president of operations for SilverbackHD. “Uneven wear means unbalanced brakes.” Other factors can degrade the friction material’s stopping power as well. These include oil or grease on the pad or shoe, glazed friction material, polished drums or rotors or linings and pads with mixed friction capabilities at one or more wheels. Out-of-spec drums or rotors, incorrectly adjusted brakes, different size brake chambers, improperly installed automatic brake adjusters, inoperative or improperly adjusted antilock brake wheel sensors and incorrectly spec’d axle gross vehicle weight rating all can cause brake imbalance problems, too. Differences between linings are most likely to sneak up as a nasty surprise when you least expect it. That’s because lining friction, fade and recovery characteristics at various temperatures can vary widely. In the early days of non-asbestos linings, some friction materials would swell excessively when exposed to high temperatures. Because of this, the swelled linings often caused tightly adjusted brakes to drag after the treadle was released. However, after the lining cooled down, it could not always be counted on to shrink back to its previous dimensions. In extreme cases, this permanent lining growth required slacks to be backed-off before the brakes could be released. Other friction-induced imbalance problems remain. Edge codes, for example, which offer easy identification of a lining’s aggressiveness. But edge-code markings often wear off as friction material is worn down during the braking process. That’s no great loss, however, because even within the same edge code, friction can vary by as much as 40%. To maintain some degree of consistency, always spec the same brand and type of lining on tractors and trailers, and use the same material for relining. A good guide is TMC’s RP 628C “Aftermarket Brake Lining Classification,” which provides an ever-changing laundry list of various brands and types of FMVSS-121-compliance linings and their torque ratings. Understanding torque degradationEven if tractors and trailers initially are well-matched, torque balance can degrade over time. Friction material can be contaminated by leaky, improperly installed wheel oil seals or ill-advised and overgenerous greasing of the cam assembly on drum brakes. Leaking oil seals on new equipment demands a spot check of other units on the tractor or trailer, since assembly line errors could be responsible. Leaking seals on older vehicles and equipment could indicate a need to spec higher-quality seals or retrain technicians in proper lubrication procedures. Another option is to consider spec’ing “unitized” (sealed) hubs on new equipment. Over time, brake drums can become deeply scored or bell-mouthed, and disc brake rotors can become “dished” and prevent even contact with the friction material at one or more wheels. Never assume new or replacement drums are automatically good to go, either. They can come from the manufacturer with flaws, like being bell-mouthed or eccentric, requiring that they be turned true in a lathe. In some cases, radius grinding of linings may be required for a good fit. While mild heat checking is acceptable, any drum or rotor with deep cracks should be scrapped. Remember that brake shoe return springs can stretch or even break over time. That’s why it’s a good idea to replace springs every time brakes are relined, even if they look good. The same rule should apply to rollers that have become flat-spotted. S-cams can wear down to the point that brake torque is severely affected as well. Likewise, worn camshafts and their splines and bushings also can degrade stopping performance. Pay special attention to the condition of the bushing, as it’s responsible for centering the cam and shoe assembly in the drum. Just like springs, bushings should be replaced every time the brakes are relined. More than one anchor pin has been removed over the years with heat and hammer. But doing so may warp the spider, and bent spiders degrade lining-to-drum contact. Use only light taps, or better yet, use specially designed pullers to remove anchor pins when servicing brakes. Sliding disc brake calipers can seize, causing accelerated wear of the inner disc brake pad. To combat this problem, make sure caliper pins and sliding surfaces are lubricated properly to assure proper function of the disc caliper. Gum and carbon buildup from air contaminated with oil and water can, over time, clog valves and cause them to slow down or fail. There’s an easy way to avoid this malady: Make sure air tanks are drained routinely, and spec an air dryer if you’re not using one already. Retrofitting brake chambers or slack adjusters of the wrong size will change performance and compatibility. Mixing two brands of automatic slack adjusters on the same axle also is not recommended because they will not perform identically and will create uneven brake wear. And although they are highly reliable components, automatic slack adjusters can malfunction or wear out over time. Lubricate them properly, and measure for excessive push rod stroke as brakes are applied. Inspecting the assembly for excessively worn holes in the yolk and slack adjuster, worn clevis pins and general looseness should be a standard maintenance procedure as well. To ensure proper performance, ABAs must be mounted at the correct angle, as determined by use of installation templates that vary by application and brand. In the real world, however, the mounting angle may be compromised by clearance problems experienced by the OEM. For that reason, clearance should be checked before making a change in mounting position. Low-profile tires can save you money at the fuel pump, but not matching low-profile tires on a tractor and trailer can cause brake compatibility issues. And retrofitting tires without reconfiguring the vehicle’s brake system is a mistake. A vehicle or tractor with low-profile tires having a radius 18% smaller than original-equipment tires can cause a vehicle to be over-braked. In fact, an 18% reduction in rolling radius can result in an 18% increase in braking force, resulting in the lockup of lightly laden non-ABS-equipped trailers in the course of normal braking. And because smaller tires rotate faster at a given road speed, linings will engage the drums at higher rpm and run hotter, especially when braking on downgrades. If you want to spec low-profile tires, consider spec’ing the next smallest chamber on the vehicle, which will reduce torque by about 20%. And changing to a less aggressive lining – or, with engineering approval, placing some sort of pressure modifier in the system – will help resolve an over-braking issue as well. Consistent overheating, localized wear from lack of uniform friction material contact or exposure to abrasive material all can damage drums and rotors. Always inspect rotors and drums during relining jobs. Any friction surfaces with a mirror-like finish should be roughed up with 80-grit emery cloth and, if accompanied by a glazing on the shoes or pads, should trigger a search for a more suitable friction material. Foreign abrasive materials also can cause excessive wear along the edges of the trailer lining contact area, or in areas coinciding with lining rivet holes. If this is happening, remove the lower dust shield (if equipped) to provide an exit for the foreign material. When checking a drum for excessive wear, its inner diameter shouldn’t be more than .12-inch more than the original spec. When resurfacing drums, the finished ID shouldn’t be over .08 inch beyond original spec, and runout shouldn’t exceed .01 inch. The same goes for disc brake rotors. When checking rotor thickness, they shouldn’t be more than .12 inch less than the original spec, and don’t resurface more than .08 inch less than the original spec. Lateral runout shouldn’t exceed .01 inch. In any event, it is important to follow individual manufacturer turning and finish requirements. Pneumatic imbalancePneumatic (or air pressure) imbalance occurs when a tractor-trailer’s air system delivers air pressure to the vehicle’s brake chambers improperly. This is often caused by incorrectly spec’d or malfunctioning relay valves, although quick-release valves also can upset air pressure balance. Other common air pressure imbalance causes include air leaks, air system contamination, a front-axle-limiting valve and excessive use of the trailer hand control valve. (Refer to SAE J1505 and 1860 for further information.) Timing imbalance occurs when some brakes receive air faster than others. Common causes include oversized control lines (found on pre-1991 trailers), which impede brake application; poor plumbing design or improper installation; and failure to use booster valves where appropriate. Most manufacturers say that maintaining good pneumatic balance is crucial to improving brake response. Ideal pneumatic balance is achieved when the air delivered to each axle doesn’t vary by more than 2 psi during a 10- to 40-psi application. An exception to this rule would be the ill-advised mating of an S-cam-equipped tractor with a wedge-braked trailer. Because wedge brakes have smaller chambers and require more psi than S-cams to make linings contact the drum, the wedge-braked trailer would require higher air pressure than the tractor for balanced braking during low-pressure applications. Low-pressure imbalanceBrake system engineers say about 95% of braking involves application pressures for linehaul applications below 20 psi, and approximately 84% of braking is done at application pressures of 15 psi or less. When Federal Motor Vehicle Safety Standard 121 took effect in 1975, it required trailers to be compatible with a tractor simulator delivering a massive slug of air. To achieve timing requirements, trailers needed 1⁄2-inch OD (3⁄8-inch ID) control lines instead of the 3⁄8-inch OD (1⁄4-inch ID) lines. But during normal braking procedures, a tractor doesn’t deliver enough air to fill a trailer’s oversized control line. As a result, trailer braking is delayed and the problem is magnified on multiple-trailer combinations. In some cases, this delayed air delivery gives drivers a noticeable thump from behind as the trailer pushes the power unit forward. In extreme cases, that bump quickly can become a full-blown shove when braking in slippery conditions or in a curve, leading to jackknife. Seeking to eliminate the delay, the National Highway Traffic Safety Administration modified the tractor simulator and changed maximum application/release times for trailers built on or after May 3, 1991, and has specified air-delivery times for control-line gladhands at the rear of tractors, trailers and dollies built on or after May 3, 1991, and should, theoretically, be a rare occurrence today. But if you’re working with older tractors and trailers, trailer bumping can be eliminated by retrofitting a smaller control line to the trailer and by making changes to the tractor that would speed gladhand timing. This causes trailer brakes to apply faster during normal brake applications without any degradation of stopping distance during panic stops. High-pressure imbalanceConversely, if a tractor’s brakes are doing most of the work, a combination vehicle can’t slow down quickly without the driver applying heavy pressure on the brake pedal. And while ABS prevents over-braked wheels from locking up, it’s not a substitute for a properly balanced brake system. Sustained high-pressure braking of an ABS-equipped tractor is not advisable since a non-ABS-equipped trailer (or one with nonfunctional ABS) may receive enough air to lock its brakes, perhaps causing it to swing out of its traffic lane. Worse, a tractor with a nonfunctioning ABS is likely to jackknife during full and sustained braking. For those reasons, NHTSA advises drivers not to change their normal braking habits when driving ABS-equipped combination vehicles. Air disc brakes provide more efficient braking on tractors, which could be a problem when paired with trailers still equipped with drum brakes. Trailer drum brakes have a tendency to develop heat fade faster when paired with tractor air disc brakes. As a result, the tractor brakes work harder to slow down the rig, resulting in imbalanced brakes. The key to solving this high-pressure imbalance lies with the crack pressure on the trailer. Crack pressure, expressed in psi, is the air required to force a valve open when air brakes are applied. Some tractors fire air quickly to their own brakes before passing it along to the trailer(s) behind them. But some trailers resist accepting air from a tractor because they have a relay valve set with a relatively high crack pressure. As a general rule, valve character, including crack pressure, has minimal effect on high-pressure braking and primarily influences low-pressure braking and wear. Remember that retrofitting remanufactured or aftermarket air valves can destroy pneumatic balance because the crack pressure of relay or quick-release valves fitted with aftermarket springs can vary considerably. Just because a valve “looks right” or “will fit” doesn’t mean it’s a suitable replacement for original equipment. Even where valves of the same make and model are used as replacements, crack pressures and pressure differentials may vary because of differences in bore size and manufacturing tolerances. (Refer to SAE 1860 for more information.) Correcting overspec’d brakesA final yet relatively simple problem causing brake imbalance is a tractor with axles that have been overspec’d for the loads it carries. Some fleets do this to boost the tractor’s resale value or to extend axle life by using larger gearsets and bearings. But the safety aspects far outweigh any payload or durability gains because the tractor always will over-brake if axle loading is substantially less than its rated capacity. The same rule applies to trailers with over-spec’d axles. This can lead to compatibility, wear and maintenance issues. One option to resolve an over-spec’d tractor or trailer is to switch to less-aggressive brake linings. Another option (not always possible) is to attach chamber pushrods to a different slack adjuster hole, thereby reducing braking force. Keep in mind, though, that spacing between slack adjuster holes varies by make. It’s wise to ask your vehicle OEM or brake component supplier for technical advice before making changes. It’s also a good idea to conduct an onsite brake-torque-balance test before making any fleetwide modifications. A suitable procedure is offered by Recommended Practice (RP) 613 “Brake System Torque Balance Test Procedure,” which is offered by the Technology and Maintenance Council of the American Trucking Associations.
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Technology news and briefs for the week of Jan. 29, 2023: Global shipper captures BOL data in cabGlobal shipper General Logistics Systems (GLS) is now providing all drivers who have the DDC Sync mobile app with optical character recognition (OCR) technology to instantly capture bill of lading (BOL) data in the cab of the truck. The intuitive data capture system is provided by DDC FPO, a global provider of front and back-office outsourcing services for the transportation and logistics industries. Unlike other BOL data capture products that simply take an image of the freight bill, which then needs to be scanned or entered manually for recordkeeping, DDC Sync is a native Android app that transmits the data to the carrier’s terminal immediately. By allowing for better route, load and workforce decision-making with DDC Sync, GLS will no longer need to wait until the driver arrives at the destination to get important shipment information. Additionally, the real-time visibility in DDC Sync equips carriers with streamlined logistics planning capabilities while also expediting accounts receivables processing. In addition to providing smart, mobile OCR for freight data, DDC Sync can be used for direct driver-to-terminal communication; driver incident logging; GPS tracking for more efficient routing and forecasting; real-time visibility and instant alerts; BOL inventory management for timely payment authorizations; secure company news feeds; and gamification and rewards programs. Penske app receives Canadian ELD certificationThe Canadian Council of Motor Transport Administrators has approved another electronic logging device. Penske Truck Leasing’s Penske Driver mobile app has been certified as the app meets the requirements of the Canadian ELD Mandate, asking commercial carriers and drivers to electronically log their hours of service (HOS). Penske Driver provides provides real-time visibility into driver performance, allowing fleet managers to track driver productivity and view real-time vehicle performance to keep fleets running smoothly. The Canadian ELD Mandate went into effect on Jan. 1 following a period of education and awareness that was implemented in June 2022. Telematics, insurance companies partner to lower costsMotive has partnered with Sentry, and Nexar has partnered with Cover Whale Insurance Solutions Inc. Customers using Motive’s Driver Safety Solution are now eligible to save up to 5% on Sentry insurance premiums for sharing their electronic logging device (ELD) and dashcam data from the Motive platform with the insurer. Commercial vehicle telematics systems like Motive’s can provide fleet managers with data and real-time driver coaching to improve fleet safety and drive down the volume and cost of insurance claims as traffic deaths increase and transportation costs increase. The Motive AI Dashcam detects unsafe driving and alerts drivers in real time through computer vision algorithms and an AI processor. According to Motive, fleets that have Motive dashcams and frequently coach drivers see results that include more than 20% fewer accidents, more than 50% fewer unsafe driving incidents and up to 10 times a return on investment in the first year. Sentry, which insures more than 7,000 trucking customers and 48,000 units, will provide customers who share their ELD data up to a 3% premium discount and customers who share ELD and dashcam data up to a 5% discount. Joint customers can share their telematics data to qualify for a premium discount. Cover Whale is now providing Nexar’s AI dual-facing dash cams to its independent and fleet truck drivers to enhance its Driver Safety Program. Nexar dash cams can detect and monitor driver behavioral risks such as hard braking, sharp cornering, hard turns, quick accelerations and sudden stops, providing the relative context in which the event occurred. The integration of Nexar’s dash cams into Cover Whale’s Driver Safety Program will also enhance the on-the-road coaching of truck drivers to lower both the frequency and severity of claims. 123Loadboard offers carrier ID verificationFreight matching platform 123Loadboard is now providing carrier identity verification on its platform to help brokers move freight faster with trusted carriers. Carriers using 123Loadboard’s freight matching platform go through an updated carrier verification process to confirm their identity, after which a confirmed identity icon is displayed to freight brokers on the carriers’ profile. Brokers and shippers can immediately identify whether the carrier to whom they wish to assign the load is verified and a legitimate business partner. Freight brokers and shippers seeking capacity can match their loads and search 123Loadboard’s Truck Locator for verified carriers that match their required hauling criteria and be assured that the identified individuals have not misrepresented themselves. According to 123Loadboard, the credibility identity verification adds to member profiles will improve the freight brokers’ and shippers’ reliability when dealing with current or future clients. Freight brokers interacting on 123Loadboard or integrated directly through API, whether by messaging, bidding, emailing, etc., will see the verification status of the carriers they communicate with. In the future, 123Loadboard users will be able to transfer their verification status across partner platforms to standardize and increase transparency beyond 123Loadboard and into the logistics ecosystem. https://ift.tt/A7ZvUQb Bridgestone on Tuesday introduced its M863 all-position radial tire for on- and off-highway fleets. The new Bridgestone M863 provides a simple solution to equip tough trucks, concrete mixers, dump trucks, construction fleets, logging trucks and more with a product proven to deliver more miles per tire1. The 4-belt construction on the M863 delivers exceptional durability and a premium casing for maximum retreadability, the company said. Other key features of the M863 lineup include stone rejector platforms that help prevent trapped stones from pushing deeper into tread grooves and piercing belt layer, damaging and exposing belts to rust; block sipes that promote traction by slicing through water for a solid grip on wet roads; stabilizing tie bars that help reduce block squirm to fight irregular wear and extend tread life; and wide flow-through grooves that evacuate water effectively for solid wet traction. The Bridgestone M863 is currently available in four sizes: 11R22.5, 11R24.5, 315/80R22.5, and 12R22.5, with more sizes expected to become available in 2023. https://ift.tt/A7ZvUQb Though impressive advancements continue to hit the road, turns out on-highway autonomous truck development is more difficult than first believed according to Pronto AI Co-founder and Chief Operating Officer Ognen Stojanovski. Stojanovski recently spoke with Commercial Carrier Journal about the challenges of autonomous truck development, Pronto’s focus on off-highway and the outlook on taking self-driving tech to the road. Stojanovski has definitely etched out his place in autonomous truck history. While working at the now-defunct Otto in October 2016 as the head of research and government policy, a Budweiser truck equipped with Otto’s self-driving technology set a then-record for completing the longest trip in an autonomous truck. The 132-mile journey from Colorado Springs to Fort Collins, Colorado, was completed without human intervention, a big feat at the time that had many in the industry, including Stojanovski, feeling a little too optimistic about when self-driving trucks would be ready for prime time. “At the end of the day, it's the predictability,” Stojanovski explailned. “I mean, there's been huge advances in AI, machine learning, whatever you want to label it, and we think we're at the forefront of that. But, still, the software can't generalize and predict as well as we, and I think many others, had hoped even a few years ago.” [Related: Former trucking CEO joins autonomous truck startup] As anyone who spends time driving on the road can attest, driving conditions can quickly change whether that’s owed to errant drivers, weather, mud, bugs … and the list goes on. Autonomous driving systems that can accurately and continuously predict how changes in driving conditions will necessitate changes in steering, acceleration and braking are still a ways off for Class 8 tractor-trailers, Stojanovski said. “Most of the driving that ends up happening on roads and on highways from automated systems is reactive,” he said. “The system sees something then reacts to it. It's not predictive enough. And now some predictions are happening; it's improving, but it's just not to the level where [it needs to be].” Stojanovski pointed out how even the typical scenario of a car passing a tractor-trailer can still be daunting for an autonomous system to really nail down. “If you and I are on the highway and we see in the rear view mirror, say, a really sleek looking red Ferrari coming on our left lane, we're like, ‘Okay, that person's passing us, and that person's done cutting us off, right? “So you can start to adjust your driving before the event happens, right? Because you can predict some things are going to happen and generalize that to other situations you've been in,” Stojanovski continued. “The software though is just not that predictive. The software for automated trucks is really good at reacting to things. So when the cutoff does happen, maybe the automated driving system can slam on the brakes faster than you or I would with our reaction times. But you know what? It would've been better for it to avoid that situation in the first place had it been better at predicting.” Off-road autonomy helping to build on-road resultsWhen visiting Pronto’s website, it quickly becomes apparent that the San Francisco-based company is focusing much of its time on off-road autonomy. Self-driving yellow iron-like front-end loaders and articulated dump trucks top their homepage while the section below it, Onroad, states “Coming soon.” Try clicking on that section, and nothing happens. Click on Offroad above, and it takes you to an interesting page titled ‘Autonomy Simplified’ with attention-getting print and video. Regardless of their shift to mining, Stojanovski said Pronto is still working in on-road autonomy at private sites and also pointed out that Pronto is the tech provider for the only truck-focused autonomous vehicle demonstration project sponsored by the U.S. Department of Transportation and led by the Virginia Tech Transportation Institute. “We're about three years [into] the four-year study. So by the middle of next year, there's going to be a whole bunch of research results being released, including with on-road Class 8 fleets, where there's going to be some really interesting learning where they'll be the first ones to have adopted fully autonomous technologies into their everyday business operations,” Stojanovski said. “And it'll have been powered by Pronto's technology, and that's something I think FMCSA [Federal Motor Carrier Safety Administration] is very excited about, certainly Virginia Tech.” In the meantime, Pronto remains busy integrating its A2B autonomous haulage system in off-road mining operations around the globe. It’s there that Stojanovski said driving conditions can be both more challenging and also less complex at times than on-road applications — namely because the vehicles aren’t sharing the roads with less-than-safe drivers at highway speeds. “As far as the traffic conditions, you can obviously constrain it and control it a lot more and put operational safeguards more so than you can on a public highway where people do crazy things and it's much more unpredictable. In that sense, it can be simpler off road,” Stojanovski said. “But it could be a lot more challenging as far as obviously the terrain. You're not driving with nice paved roads; you're dealing with some real challenges. Tires blow out all the time at mines.” A recent bout of nasty weather in California pushed the technology even more. “One of the mines where we're operating in California was hit with torrential rains,” Stojanovski said. “California the last few weeks was quite an adventure and provided a lot of learning through weather conditions. Mines tend to be located in very remote, very extreme areas, so super cold snow blizzards to extremely hot places — some of the driest, hottest deserts in the world.” Lessons learned from off-road driving are passed along to on-road driving. “We think that will give us a heads up and a lot of learning about how to do it on the roads when the tech's there,” Stojanovski said. Pronto’s Level II driver assist system, Copilot, which was introduced a few years ago, remains a viable option going forward. “We'd love to go back a year or two from now and really try to work with OEMs, work with the trucking fleets and get those driver-assist solutions out there because even if the technology can't go driverless, it can still add a lot of value,” Stojanovski said. https://ift.tt/PokJqWZ Trucking news and briefs for Tuesday, Jan. 31, 2023: TA, Electrify America set to roll out EV charger networkTravelCenters of America on Monday announced that it has agreed to partner with Electrify America, the largest open direct current (DC) fast-charging network in the U.S., to offer electric vehicle charging at select TA/Petro locations. The first stations are set to be deployed this year. The companies hope to install upwards of 1,000 chargers at 200 locations along major highways over the next five years. Under the terms of the agreement, TA will purchase Electrify America’s DC fast chargers and Electrify America will install, operate and maintain them. Electrify America will manage the entire process to design and develop the charging stations – obtaining permitting approvals, providing warranty and 24/7 support services, and conducting onsite maintenance. TA will be included on the Electrify America charging network, allowing customers to access and pay for charging through the Electrify America app. “TA’s large locations with expansive amenities are attractive to EV motorists and we are committed to expanding our EV charging infrastructure to accommodate this growing number of EV drivers over time,” said Jon Pertchik, Chief Executive Officer of TravelCenters of America. “Our agreement with best-in-class Electrify America provides an unmatched offering of excellence in locations, service and support.” The network of charging stations will be open to almost all brands of EV vehicles and can deliver up to 350 kW to capable vehicles – some of the fastest charging speeds commercially available. The new charging stations help to provide range confidence to EV motorists traveling long distances by expanding access to hyper-fast charging, exemplifying TA’s commitment to providing accessible and reliable chargers to allow EV motorists stay on the go. NHTSA begins process for side trailer underride guard rulemakingThe National Highway Traffic Safety Administration has started the process for a potential proposal to require side underride guards on trailers. The agency on Friday sent an advance notice of proposed rulemaking (ANPRM) to the White House’s Office of Management and Budget, which must approve the notice before it’s published in the Federal Register. NHTSA said the ANPRM would respond, in part, to a September 2013 petition for rulemaking to start studies and rulemakings on side underride guards. The rulemaking would also respond to a requirement in the Bipartisan Infrastructure Law that called for additional research into side underride guards to assess their effectiveness, feasibility, costs and benefits, and report the findings of the research in a Federal Register notice to seek public comment. Legislation seeking to require side underride guards on trailers has previously been introduced in Congress, but the bills have not gained any traction. Such bills were generally opposed by trucking groups, including the American Trucking Associations and Owner-Operator Independent Drivers Association, but were supported by safety groups and law enforcement. Testing conducted in 2017 by the Insurance Institute for Highway Safety showed that underride guards mounted to the side of a trailer provide similar safety benefits as rear-mounted guards. OMB has 90 days by federal law to approve or deny the rule. After OMB clears the rule, NHTSA will be free to publish it in the Federal Register. [Related: IIHS testing validates safety potential of side-mounted trailer underride guards] Severe-duty Autocar trucks recalledAutocar is recalling approximately 346 model year 2020-2023 Xpeditor severe-duty trucks due to the sun visor potentially blocking the roof-mounted clearance lights. According to NHTSA documents, this causes the trucks to be noncompliant with the requirements of Federal Motor Vehicle Safety Standard. The remedy is currently under development. Owner notification letters are expected to be mailed March 23. Owners may contact Autocar customer service at 1-888-218-3611 with recall number ACX-2302. NHTSA’s recall number is 23V-019. https://ift.tt/PokJqWZ The American Trucking Associations on Monday appointed 13 fleet representatives from 10 motor carriers to its 2023 Law Enforcement Advisory Board (LEAB). Formed in 2021 to advise the ATA Federation on strategies to grow and strengthen relationships between the trucking industry and law enforcement organizations across the country, LEAB is comprised of ATA members who have previous experience in federal, state and local law enforcement, as well as current and retired law enforcement officials who’ve contributed positively to the partnership between both groups. The 38 member group group, whose collective law enforcement experience totals over 900 years, have current or previous affiliation with 29 law enforcement entities nationwide. Zonar Systems Vice President of Safety and Compliance Fred Fakkema, who Prior to joining Zonar served 25 years in the Washington State Patrol, will once again serve as LEAB Chairman. "Last year, we helped advance the ball on truck parking through outreach to state departments of transportation across the country, alerting them to the federal funds available to build out capacity," said Fakkema. "That issue, in addition to others like human trafficking, aggressive and distracted driving, and marijuana legalization, will remain a top focus of ours in the year ahead.” Fleet board members include Jeff Ferber, J.B. Hunt (CCJ Top 250, No. 3); Parker Harrison, Old Dominion Freight Line (No. 10); Mike Martin, Old Dominion Freight Line; Jim Kochenderfer, Werner Enterprises (No. 13); Keith Eoff, J.B. Hunt; Mark Riordan, U.S. Auto Logistics; Steve Dowling, Covenant Logistics (No. 41); Dennis Bailey, Walmart; Floyd Dixon, FedEx (No. 1); Joshua Shelton, FedEx; Doug Beebe, American Moving & Storage Inc.; Martin Cepeda, Trancasa USA; and David Guess, Usher Transport. Other members include Ron Cordova, Zonar Systems; Derek Barrs, HNTB Corporation; Tim Cardwell, National High Intensity Drug Trafficking Area (HIDTA) Assistance Center; Jeffrey Tippit, City of La Porte Police Department; Dana Moore, Texas Trucking Association; John Rigney, Pennsylvania Motor Truck Association; Kent Grisham, Nebraska Trucking Association; Will Cole, Montana Trucking Association; Steve Massey, North Carolina Trucking Association; Marc Nichols, Drivewyze; Mark Savage, Drivewyze; John Samis, Delaware State Police; Christopher Vinson, Midlothian Texas Police Department; Rex Railsback, Railsback Hazmat Safety Professionals; Ray Miller, McAnally Wilkins Insurance; Jeff DeVere, DeVere Public Affairs; Rocco Marrari, EBE Technologies; Steve Keppler, Scopelitis Transportation Consulting; Todd Armstrong, Illinois State Police; Jake Elovirta, Commercial Vehicle Safety Alliance (CVSA); Gary McCarthy, Aurora Innovation; Kevin Kelley, Missouri State Highway Patrol; Milana Walters, TM Total Consulting and Janice Mulanix, PrePass Safety Alliance. https://ift.tt/PokJqWZ Trucking news and briefs for Monday, Jan. 30, 2023: NHTSA denies CVSA petition to remove rear impact guard label requirementA 2019 petition by the Commercial Vehicle Safety Alliance asking the National Highway Traffic Safety Administration to amend the regulations related to rear impact guards on trailers has been denied. CVSA asked NHTSA to remove the certification label requirement in the Federal Motor Vehicle Safety Standards (FMVSS) for three reasons:
In denying the request, NHTSA said it believes removing the labeling requirement “could reduce the safety provided by rear impact guards on trailers and semitrailers.” “Without the labeling requirement, it would be more difficult for NHTSA to identify trends that may indicate a particular rear impact guard contains a safety related defect,” NHTSA noted. In reference to CVSA’s concern about certification labels wearing, fading or being removed during repair, NHTSA said it “does not believe that this indicates a current compliance issue with the requirements” in the FMVSS. Pitt Ohio adds 32 next-day lanes into New YorkPitt Ohio (CCJ Top 250, No. 52) announced last week it has improved transit times to and from New York state by adding 32 next-day lanes from the Mid-Atlantic. The LTL carrier is now able to transport freight within one days’ time to and from their terminals in Albany, Buffalo, Utica and Watertown to terminals in their Mid-Atlantic core territory. Shippers gain improved, one-day transit times from nine of Pitt Ohio’s terminals to and from Albany, Buffalo and Utica. Five of the company’s terminals in the Mid-Atlantic are now next day to and from Watertown. “Pitt Ohio is committed to providing our customers with best in class, next day service,” said Executive Vice President and Chief Marketing Officer Geoff Muessig. “Expansions such as this one to New York is a result of listening to our customers’ needs and responding with service and solutions they require. When we expanded into the entire state of New York back in August with direct service, our first objective was to hire drivers and staff to help us improve service standards.” Pitt Ohio announced last summer the expansion into New York, offering direct service with four new terminals in Albany, Buffalo, Utica and Watertown. New Jersey Volvo, Mack dealer now a Certified EV dealerVolvo Trucks North America and Mack Trucks have named Bergey’s Truck Centers based in New Jersey a Certified EV Dealer. The dealership’s Trenton, New Jersey, location is the first of its 17 locations to complete the necessary sales and service team training and facility upgrades to become a certified dealership and is now ready to support customers throughout the Mid-Atlantic region that are interested in adding Volvo VNR Electric trucks to their fleets. “Fleets in the dense urban regions along the East Coast of the U.S. are increasingly recognizing that the battery-electric Volvo VNR Electric is ideally suited for their local and regional distribution routes,” said Peter Voorhoeve, president, Volvo Trucks North America. “We continue to expand our Volvo Trucks Certified EV dealership network to support fleets across North America to ensure they are choosing the right configuration of the Volvo VNR Electric for their own unique routes and doing so in the most cost-effective way, accessing all available grants and incentives.” For Mack, the dealer’s Trenton location will service and support the Mack LR Electric refuse truck. “We continue to see Mack dealers commit to EV certification, and it’s no surprise that Bergey’s Truck Center has made the required investment to achieve certification and help move the industry toward zero emissions,” said Jonathan Randall, president of Mack Trucks North America. “Bergey’s has a reputation for exceptional service, and now customers with Mack EV products can count on the same superior support they experience with all Mack products.” https://ift.tt/RyESlAW Executives from Cummins and Meritor offered clarity on the aftermarket’s biggest acquisition of 2022 last week during Heavy Duty Aftermarket Week (HDAW) 2023 in Grapevine, Texas. Finalized last August, Cummins’ purchase of Meritor sent shockwaves throughout the trucking industry. In the aftermarket, where Meritor has long served as one of the sector’s largest and most diverse manufacturers, distributors have waited eagerly to learn how their partnership with the vendor would evolve as it is integrated into Cummins. During Meritor’s annual press luncheon at HDAW, Cummins-Meritor executives Alan Rabadi and Joe Mejaly were excited to unveil the future of Meritor, and how the integration is progressing. The mood was positive. The duo said they believe Meritor’s integration into Cummins is progressing nicely; the two operations complement each other well and stand to both benefit as a single entity moving forward. Rabadi says Cummins and Meritor have long histories as great companies and moving forward the organization believes they can succeed in meeting their tagline of “better together.” [RELATED: HDAW 2023 was a whirlwind. Here's everything you may have missed] “Customers will win from this integration,” says Rabadi, who serves as Cummins’ General Manager of Global Aftermarket. Citing enhanced engineering, technological expertise and supplier relationships as just a few areas where the transaction has created a single entity, Rabadi says the combined entity is already a stronger, more nimble operation than the two businesses were last year. From an operational perspective, Rabadi says Meritor’s business will exist within Cummins’ Components operating segment, one of five overall business units. The business will be known as Cummins-Meritor at an operating level, but Meritor’s aftermarket branding will remain unchanged. Meritor also will maintain its Euclid brand, and both Meritor and Cummins’ sales teams and aftermarket product portfolios will see no alterations. “Our collective field sales team is a differentiating advantage we plan to continue leveraging to maximize customer service,” the company says. “We’re still evaluating our collective assets and monitoring to see what is best for customers, but at the moment, there are no planned near term changes.” Regarding Euclid in particular, Mejaly says the company hopes to make the established brand “the distributor’s private label product line,” and says Cummins is committed to sustaining and supporting the brand in the aftermarket. The combined company’s decision to maintain both Meritor and Cummins’ aftermarket product lines only further confirms that commitment, the company says. “We will continue to look for opportunity and leverage strengths from both businesses. In summary, we will continue to service the market as we have been,” Cummins-Meritor says. Mejaly, who rejoined Meritor as vice president of North America Aftermarket in 2021 after nine years away, adds he’s been impressed by how cautiously and judiciously Cummins is managing the absorption of Meritor’s business. “It has been a pleasure to work with our new friends at Cummins,” he says. “They are taking their time to understand the change that’s taking place and our business. They are invested in tomorrow.” One place where Cummins’ investment is already visible is Meritor’s online sales portal. Since the acquisition was finalized, Meritor Parts Xpress (MPX) has experienced increased site speeds, seen an introduction of more than 100,000 part cross references, improved home page visuals and user experience, expanded search options, partnered with OptiCat and more. “The new, combined company does not initially change the strategy for MPX. We have invested heavily over the years to make this a customer friendly, industry best tool,” the company says. To date there have been no changes to Meritor’s distribution center network either, though the company does acknowledge that is an area of the business under evaluation. “We are currently investigating integration opportunities that improve service levels, and that is our mission moving forward. We are focusing on two areas that benefit customers: saving on cost of operations and servicing customers faster,” the company states. “We are investigating opportunities globally to service customers even better. We are still evaluating many opportunities but have not executed on them yet.” https://ift.tt/RyESlAW |
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April 2023
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