Ready to Inherit Someone Else’s Coolant Problems?
From a coating of oil to damaging debris to corrosive chlorine, used antifreeze comes with a host of risks
Tips on Proper Diesel Exhaust Fluid Storage: Q&A with Zachary Stogdill, PEAK C&I
Zachary Stodgill, DEF Equipment Manager at PEAK C&I, answers questions and provides tips for proper diesel exhaust fluid storage.
Diesel Exhaust Fluid FAQs
To reduce environmental pollution and promote cleaner diesel emissions, EPA standards were revised in 2010 to significantly reduce harmful NOx (oxides of nitrogen emitted from engines) levels from new trucks.
As a result, original equipment manufacturers and many trucking fleets have chosen selective catalytic reduction (SCR) technology as a way to reduce NOx emissions and improve fuel economy and reliability without changing the design or operation of the basic engine.
SCR technology, which is incorporated into most new trucks, requires the addition of diesel exhaust fluid (DEF) into the exhaust stream to convert NOx into nitrogen and water vapor — two harmless and natural components of the air we breathe. PEAK Commercial & Industrial , makers of the leading BlueDEF® Diesel Exhaust Fluid, have answered ten common questions about DEF to help you keep your fleet on track with changing EPA standards and maximize vehicle performance.
1. What is DEF? DEF is a mixture of high purity synthetic automotive grade urea and deionized water. It is not a diesel additive.2. Who uses DEF? Most diesel-powered on-road vehicles produced since 2010 utilize SCR technology and require DEF. This includes heavy-duty trucks, diesel pick-ups, delivery vans and European luxury cars. Diesel-powered off-road equipment such as agricultural and construction equipment has been required to use SCR technology since 2014.3. Where is it stored? DEF is stored in a dedicated tank next to the fuel tank on the driver’s side on most vehicles. The tank fill opening is designed to accommodate a DEF fill nozzle to ensure only DEF is put into the truck — it is nearly impossible to add diesel fuel accidentally.4. Is DEF safe to handle? DEF is non-hazardous, non-toxic, non-flammable and non-explosive. It is classified as minimum risk for transportation and is safe if it touches skin.5. Is DEF prone to contamination? Yes. SCR systems are extremely sensitive to chemical impurities in the urea solution. Just one teaspoon of salt can contaminate 5,000 gallons of DEF — purity is critical to ensuring proper function.6. What should I know about storing and handling DEF? Product integrity is critical to ensure DEF is preserved. DEF should be stored and dispensed in equipment manufactured in accordance to the strict ISO 22241 standards, not petroleum equipment. All wetted materials should be DEF compatible, including tanks, piping, hoses, nozzles, fittings and seals. Utilizing proper equipment throughout distribution will protect DEF integrity and avoid equipment failure.7. Are there weather limitations drivers should be aware of? The shelf life of DEF is directly related to the temperature at which it is stored. Storage temperatures between 12° and 86°F are recommended to maintain optimal shelf life of up to two years. DEF does freeze at 12°F, but a vehicle’s heating system will melt DEF so it is completely safe to operate a diesel vehicle under this temperature.8. How much DEF do I need? DEF is consumed at a rate of approximately 3-5% by volume to diesel consumption. PEAK Commercial & Industrial provides a DEF quantity calculator that helps determine the amount of DEF needed for an entire fleet based on the number of SCR systems the fleet employs, the average number of miles driven and the average miles per gallon per vehicle.9. What happens if I run out of DEF? Most diesel vehicles are equipped with a DEF gauge on the dash to alert the driver on the fluid level. If the level becomes low, an alert will let the driver know the DEF level needs to be replenished. If the driver runs out completely, the vehicle power will be reduced to encourage the operator to refill the DEF tank. Once the DEF tank is refilled, normal power levels will be restored on the vehicle.10. Where can I buy DEF? DEF is available at a number of truck stops and retail locations nationwide, where it can be purchased in jugs or at the pump, as well as through fleet suppliers that can deliver large quantities to facilities. Fleet managers and drivers can use PEAK’s BlueDEF locator to find the nearest product retailers based on a current ZIP code or city and state.While tightened regulations may at first seem to pose an obstacle to drivers and operators of heavy-duty equipment, the growth of SCR technology and continued development of DEF instead provides the industry with a fairly simple way to reduce harmful NOx emissions and improve fuel economy. DEF Standards set by the International Standards Organization (ISO) and American Petroleum Institute (API) regulate the production of DEF to guarantee quality products are available to supply diesel engines nationwide. PEAK Commercial & Industrial’s BlueDEF® is manufactured in accordance to the strict ISO 22241 standards, ensuring you get the highest quality DEF you can buy.
Originally posted on Trucking Info and Work Truck
Why “Training” Maintenance Technicians Doesn’t Work
The growing shortage of maintenance technicians is an issue that fleet professionals like you are well aware of, as the challenge of hiring technicians who are well-versed in modern diesel engines and able to keep up with the latest industry technologies affects an increasing number of operations nationwide.
Because an end to the labor shortage is not predicted in the near future, it is important for fleet professionals to pay close attention to the ways in which their current and future technicians have been — and continue to be — educated in their trade.
Mike McDonald, member of the Lifeblood advisory board and an accomplished maintenance executive with more than 25 years of experience in the fleet maintenance sector, takes the importance of education in the fleet community very seriously. In this article, he shares his thoughts on how to effectively prepare maintenance technicians for the upkeep of heavy-duty fleets.
Learning, education, understanding… what is it that separates these things from training? Too often maintenance supervisors say, “He was trained on the procedure, I don’t know why he didn’t follow the process” or “Why did he think he could take a shortcut?” This is why training, as the way it is frequently implemented in our field, doesn’t always work.
Employees need to be educated and to understand the why behind the larger process and behind each step. If they are prepared with this greater understanding, when they are in the trenches they are less likely to skip a critical step, such as one they didn’t completely understand during training and therefore didn’t see as a necessary part of the maintenance process. For example, consider the technician who installs new steer tires without making alignment checks and without examining the tires being removed. Those checks may make him aware of critical issues with the alignment or suspension. Another example is the technician who replaces a fan shroud without looking at the bad motor mounts, which allowed the engine fan to damage it in the first place. Both of these instances are examples of employees who have been trained, not educated. To their defense, the person assigned to train them may have known the why behind the processes, but may not have been instructed on how to be an educator.
So where have all the educators gone? I would suggest that we didn’t recognize them for their skills as educators and instead placed the burden to train on the technicians who may be the fastest — the ones who may not be strong communicators, but who are always able to “Git-er-dun.” Now driven by the mantra that “anyone who is trained can do it,” we have shops full of PPC’s (Professional Parts Changers), not qualified diagnostic experts. We have exchanged skilled technicians for PPC’s with a checklist. Don’t get me wrong, I’m an advocate of checklists, but only to remind a great technician to check what he already knows how to do, not to get a PPC to look at something he really doesn’t understand at all.
So where does this leave us? Stop and evaluate how you educate your staff — are you training or educating? When you complete your teaching, do your technicians understand how and why the component works, or just that it does or doesn’t work? Do you have a fleet trainer or fleet educator who cares about their diagnostic skill building and knows how to communicate with the technicians by truly engaging them in the educational process? The best educators, the best bosses, the best team members see themselves as mentors, building into the lives of others to grow the team.
175,000 Reasons to Go With the Best
For Eagle Transport, Blue DEF distribution centers are essential in order to keep all 500 trucks running smoothly. The 175,000 gallons of fluid required by Eagle each year are just 175,000 reasons they choose Blue DEF.
MILLION MILE MAVERICKS
Making the switch to Final Charge helped Maverick more than double the amount of miles between coolant changes. With a fleet of 1450 trucks, that means way more wheels on the road and out of the shop.
MILLION MILE MAVERICKS
Making the switch to Final Charge helped Maverick more than double the amount of miles between coolant changes. With a fleet of 1450 trucks, that means way more wheels on the road and out of the shop.
Understanding how SCR affects your bottom line
Selective catalytic reduction (SCR) technology has seen a tremendous growth in popularity with fleet professionals over the past six years, both for its ability to comply with Environmental Protection Agency (EPA) regulations and for the financial and performance benefits it provides to fleets.
SCR is an after-treatment emissions control technology that requires the addition of a urea based diesel exhaust fluid (DEF) through a SCR Catalyst, significantly reducing NOx emissions. While fleet operations nationwide are required to adopt some new technology to comply with government regulations, it is important that fleet professionals understand the implications SCR and DEF have for their fleet — and ultimately how this new technology will affect their organization’s bottom line.
Benefits of SCR Technology
Regulatory compliance
Over the past 10 years, EPA emission standards have been tightened to require original equipment manufacturers (OEM’s) to meet regulatory guidelines that drastically reduce NOx emissions. The majority of OEM’s have opted to utilize SCR technology to adhere to these standards and avoid steep fines. Advanced exhaust gas recirculation (EGR) systems are also an option that has been identified to curb emissions, but this technology has not proved as successful for reasons explained below.
Reduced maintenance costs
According to Charles Culverhouse, global DEF general manager at Old World Industries, parent company of PEAK Commercial & Industrial, SCR is a much better technology than what was utilized in older systems, such as EGR. EGR technology, which has now been abandoned by many OE’s for SCR systems, takes some of the vehicle’s exhaust gas and adds it back into the intake air to reduce the amount of NOx that is formed. This process, which requires carbon that is abrasive and hard on the internal components of the engine, reduces overall engine efficiencies and requires exceedingly high maintenance — utilizing SCR instead is much simpler overall, results in shorter oil change intervals and overall lower maintenance costs.
Fuel savings
While it was designed to reduce NOx and particulate matter, one of the most beneficial characteristics of SCR technology is the true savings that can be achieved with regards to a fleet’s diesel spend. With diesel as the largest cost for fleets, this reduction can equate to significant cost savings. Engines equipped with SCR technology usually experience a 3-5% fuel efficiency improvement. While fuel savings from SCR, which are detailed below, will vary depending on the current price of diesel, lowering costs is always a key tool for fleet owners looking to maximize their operation’s performance.
Breaking it down: How fleets save with SCR
If a fleet owner has 10 trucks averaging 100,000 miles per year, he or she will be managing vehicles that travel approximately one million miles per year. At an average of 6.5 miles per gallon (MPG will vary depending on the vehicle), each vehicle consumes more than 16,000 gallons of diesel fuel per year — 160,000 gallons of diesel for the entire fleet. If a vehicle experiences a 5% increase in fuel efficiency, the fleet owner will experience approximately $25,000 in fuel savings across the board.
However, critics of SCR often cite the cost of DEF as an obstruction to a fleet’s profitability. While this cost must be factored in to evaluate net profits, it will undoubtedly result in significant costs savings for the fleet. For the particular arrangement outlined above, DEF would cost the fleet about $7,500 each year. This would net $17,500 in savings each year as a result of utilizing SCR technology for just 10 vehicles.
Once a fleet operation has rotated an entire fleet to SCR technology, fleet owners can save hundreds of thousands, even millions, of dollars each year as a result of utilizing SCR technology — and cleaning the environment at the same time.
Utilizing SCR to lower overall operational costs
To keep an SCR system running at its peak performance, Culverhouse cautions fleet professionals to use only pure, high-quality DEF at every refill. PEAK Commercial & Industrial’s BlueDEF conducts batch testing with every blend to assure the product’s quality and give fleet managers and drivers peace of mind that their engines are prepared to perform at peak levels.
In addition, fleet professionals should also maintain proper DEF levels to ensure proper engine function, maintain proper storage and dispensing equipment, and change the DEF filter every 200,000 miles or 6,500 operating hours.
The assimilation of SCR systems into a fleet lineup can benefit an organization in a number of ways, including the assurance of regulatory compliance, reduced maintenance costs and significant fuel savings.
Types of Equipment Needed to Store and Pump DEF
While it is critical that fleets utilize high-quality diesel exhaust fluid (DEF) to keep engines running at peak levels, the quality and functionality of equipment used to store and pump DEF is equally important.
According to Charles Culverhouse, global DEF general manager at Old World Industries, parent company of PEAK Commercial & Industrial, fleet managers often overlook the significance of good quality equipment, which will save fleets in both the long and short run.
The Importance of Using DEF-compatible Material
Making certain that the right equipment, made from materials compatible with DEF, is very important in managing fleets equipped with SCR technology. Most petroleum equipment is not compatible – it is made of materials that can degrade or contaminate the product. DEF equipment must be evaluated based on its ability to keep the fleet running smoothly – if the chemical is contaminated at any point during its transportation, the risk of damage to the SCR system greatly increases, resulting in costly repairs and down time.
When storing and handling DEF, all wetted materials must be DEF compatible, including tanks, piping, hoses, nozzles, fittings and seals. Storage equipment is typically separated into three categories, which are detailed below, giving fleet owners the option to store and dispense DEF in a way that is most effective for their individual operation.
Types of DEF Store
• Light-duty pump systems. Designed to support fleet owners who only service a few vehicles. These are usually used for drum and tote dispensing and available in fleet, retail or commercial dispensing operations. PEAK Commercial & Industrial has designed tote pumps in a variety of sizes, from 1/3 HP diaphragm pumps, to portable 12V pumps and 3/4 HP tote pumps to allow fleet professionals to tailor storage and dispensing to their particular needs. • Mini-bulk systems. These can be set up to receive mini-bulk deliveries of DEF (between 500 and 5,000 gallons) and have some sort of pumping mechanism, such as a dispenser or light-duty pump depending on the site and the need of the fleet owner. Mini-bulk systems can be configured in a variety of ways – they can be very basic or more complex and able tie into the fuel management system, dependent on the fleet owner’s need. • Bulk systems. True bulk tanks are capable of receiving 5,000 to 5,200 gallons of DEF. Set up with a dispensing mechanism – PEAK Commercial & Industrial bulk systems are available in indoor storage systems and insulated storage systems to serve customers in various climates; mini bulks and bulk storage may need to be heated or insulated because DEF begins to freeze at 12°F. Bulk systems usually come fully equipped with a pump system, filtration unit, tank fittings and all venting components needed to maintain DEF purity. Quality Assurance is Key in Selecting a Storage Option
“Before deciding on a storage and dispensing option, a fleet professional must make sure the company they are purchasing from will stand behind their equipment if problems arise,” says Culverhouse. “Millions of gallons of PEAK Commercial & Industrial’s BlueDEF has been pumped through in test programs to make sure the equipment functions properly and the chemical isn’t taken off spec during storage and dispensing.”
Because one piece of equipment can be used to fill hundreds of vehicles, it is critical that a fleet professional utilize equipment that meets the ISO Standard with regard to compatibility. If a fleet professional who utilizes SCR technology uses high-quality DEF , storage and dispensing equipment, he or she will benefit from the full cost savings associated with the, SCR system, extending service intervals and avoiding expensive maintenance to repair damaged SCR systems.
DEF Purity from Start to Finish will Keep You Rolling
From rigorous testing, to dedicated trucks and railcars, to specialized pumps BlueDEF expert details how PEAK C&I goes beyond mere compliance.
And the real science lies in the last part of that equation – keeping your DEF pure all the way from the plant, until it flows into the consumer’s tank.
Experts say a single misstep along the way can lead to disastrous results. Contaminated DEF, or off-spec DEF with too much urea or water, can trigger a vehicle’s SCR system to de-rate horsepower or shutdown a vehicle completely, or can harm the SCR system itself, said Charles Culverhouse, Global General Manager DEF at PEAK Commercial and Industrial, makers of BlueDEF.
Which is why PEAK Commercial & Industrial is both ISO compliant and API certified, and goes several steps beyond mere compliance when producing and shipping its BlueDEF, Culverhouse said.
Testing At Every Stage of Production
For example, every batch of high-grade urea is tested for purity when it arrives at the BlueDEF blending facilities. Once properly mixed with de-ionized water, it is sampled and tested by a third-party laboratory for purity and on-spec composition.
At the distributor level, it is often tested again, Culverhouse said.
Dedicated Truck and Rail Cars
And quality control continues beyond the plant. PEAK Commercial & Industrial maintains a dedicated fleet of truck and railcars to prevent contamination during transit.
“On top of compliance and certification, we also have dedicated BlueDEF delivery trucks, unlike some of our competitors who use common carriers, which carry different industrial chemicals and often do nothing more than a quick rinse of the trucks before they put DEF in them.
“It is the same thing with our railcars, they’re dedicated to BlueDEF so we know there’s no co-mingling of DEF and other products.”
Specialized Storage and Pumping
Finally, PEAK Commercial and Industrial provides its customers with their exclusive tried-and-tested storage and pumping equipment to further ensure purity.
“You need to make certain that you’re not contaminating the product because that is easily done, ” Culverhouse said. “You need the proper storage and pumping equipment. Most petroleum equipment for fuel or lubricants will degrade or contaminate diesel exhaust fluid.”
“We’ve seen end-users installing cheap equipment that is not compatible with DEF. In many cases their SCR systems have been de-rated or damaged due to the contaminates that have been introduced due to the non-compliant storage and dispensing equipment. Some people really have to be hit in the pocketbook to wake up and realize that you need to buy good quality product on the DEF-side and the equipment side.”
All of which helps PEAK maintain the top two industry approvals: An ISO22241 compliant product and a DEF-certified designation by the American Petroleum Institute.
“The ISO22241 standard speaks to everything from production to distribution, storage and handling,” Culverhouse said. “In turn, API certification includes testing of our product to ensure it meets the ISO standards.
“And we hold our distributors to the same high standards. So we go above and beyond anyone in the industry.”
How to Use Technology to Find Loads
Some dub the rush to offer fleets, shippers and drivers load-finding apps as the “Uberization” of freight. There’s a plethora of apps offering matching services for fleets and drivers looking for loads and for shippers with cargo that needs to be delivered. Here is a roundup of nine popular load-finding apps currently on the market.
Some dub the rush to offer fleets, shippers and drivers load-finding apps as the “Uberization” of freight. There’s a plethora of apps offering matching services for fleets and drivers looking for loads and for shippers with cargo that needs to be delivered. Here is a roundup of nine popular load-finding apps currently on the market.
Trucker Path: This is a free service that helps carriers find and book truckloads and that connects brokers with carriers. Truck drivers can use the app to scan the surrounding area for new truckloads or view them as a list. The drivers or fleets then make an offer on the available loads. This triggers the negotiation between the driver or fleet and the shipping party. After both parties reach an agreement, they receive all the relevant information about each other and the freight.Dispatcher: This app uses refined user preferences and historical activity to guide what’s on the screen when load operators open it The company is not a broker but rather should be viewed more as an independent dispatcher acting as a concierge service for trucks, says A.J. Balance, who heads the company. Dispatcher is working on new updates to the app with new ways to browse loads with a map view of the hot areas according to available per-mile rates. It is geared toward those operating on longer hauls. My DAT Truck: In addition to showing drivers nearby truck stops, travel plazas, diesel fuel prices, trucker-friendly hotels, rest stops and CAT Scales, the app also shows drivers available loads from the DAT Extended Network. The DAT Extended Network displays a subset of the millions of loads found annually on DAT Load Boards.Cargomatic: This app connects shippers and truckers in real time via a smartphone. The on-demand load matching service is for local and regional freight on the West Coast and in the New York City area. The app allows shippers to locate nearby trucks who have available freight capacity. The shipper can then track its freight online in real time. The company plans expansion into other areas including Atlanta, Chicago and other major hubs.Keychain Logistics: The company positions itself as an automated brokerage between shippers and carriers. The app provides drivers with a direct line of communication to shippers and gives shippers the ability to secure loads at the touch of a button. Keychain directly deposits payment into the driver’s bank account within one business day of delivering a shipment.Transfix: Owner-operator users receive offers for loads pushed out to them when TransFix’s internal ranking system sees they’re in the best position to cover an available load from shippers. When the company gets a tendered offer from a shipper, the system will rank all the drivers based on a variety of factors to determine those who are a good match. It will then go directly to the owner-operator or dispatcher via a push notification or a text message with an offer they can accept or reject.Getloaded: This app says it brings all the essential core features available at Getloaded.com to the driver’s fingertips. It has GPS-based Loads Near Me and Take Me Home features. The app allows drivers to quickly browse all available loads with a simple touch. It is easy to return to a past search with the Recent Searches feature. 123 Loadboard: Drivers can find loads and freight throughout the U.S. and Canada. They can search by city, state and zip code and can find backhaul loads from their current locations. The driver can call the dispatcher directly from the app and can save trucks loads for future reference.ITS Trucker: This app allows drivers to access Truckstop.com’s large load board. Drivers can store preferences in their user profile and can save favorite searches. A Get Me Home button quickly displays loads to get the driver back to his home base. Drivers can post their trucks with a click of a button.Originally posted on CCJ and Hard Working Truck
Dashcams: Friend or Foe?
Fleet managers expect initial resistance from drivers when they implement forward-facing and driver-facing video recorders. Drivers balk at what they perceive as an invasion of privacy and, for many, dash cams conjure up images of big brother.
However, there—s been strong interest from fleets, and more are installing these cameras in their trucks.
SmartDrive Systems announced record growth in 2014 and said it expanded its customer base by 45 percent. Con-way Freight just installed Lytx—s DriveCam in its 8,500 vehicles.
Dash cams, for better or worse, may join electronic logging devices as more than an emerging trend in safety and training. Most manufacturers of these cameras say they are designed to record only seconds before and after an event such as hard braking, lane departure or an accident. And they say the camera can—t be triggered from fleet headquarters.
Dash cams can help fleets and drivers in two ways. They can be used to help determine probable cause in the case of an accident. A large percentage of accidents involving cars and trucks are the fault of the driver of the car, not the trucker, so drivers may find it beneficial to have visual evidence of what the driver of a car did to cause the accident. Many drivers have been exonerated by their footage.
Fleet managers use the videos from camera-triggered events to train new drivers similar to the way coaches make professional athletes watch game film to see where they missed a block and how they can improve their performance. The videos are used as a driver-coaching tool by pointing out to a driver how he could have better handled a certain situation. Fleet managers can see the root cause of poor driver performance and target training to address specific areas and make the driver safer. Drivers may be unaware of their own bad habits, such as following too closely, until they are confronted with video footage.
No matter how one feels about the privacy issues, it—s likely to become a moot point. Like other safety options, this may eventually become a federal mandate. For now, it—s wise to evaluate dash cams for their potential benefits.
Originally posted on CCJ and Hard Working Truck
How Telematics is Helping Fleets and Drivers
Most fleets and drivers realize there is much more to telematics than routing and locating vehicles. Today’s telematics devices provide real-time diagnostics, monitor fuel economy, send drivers alerts and more.
“Telematics adoption has been steadily increasing since I first started tracking it in 2006,” says Sandeep Kar, global director of commercial vehicle research for Frost & Sullivan.
A recent forecast from Frost & Sullivan predicts that by 2018, 36 percent of heavy-duty trucks in the U.S. and Canada will have telematics hardware installed and will access telematics on a monthly subscription basis. In fact, Kar thinks trucking will continue to see growth in the use of telematics devices and telematics-enabled technology.
Telematics devices report fault codes to the driver and fleet manager when there is a current or potential issue with the truck. They can make a decision about the severity of the problem and determine whether the truck needs to be repaired immediately, whether repair can wait till the truck is back at fleet headquarters or whether the truck can be evaluated during the next scheduled maintenance appointment.
Fleets can also use this data to avoid CSA violations by proactively repairing problems. The Maintenance BASIC is still the category with the most CSA violations. A savvy fleet manager can stay one step ahead of the roadside inspector by paying attention to the information coming from the vehicle’s telematics device.
The most revolutionary aspect of telematics is that the technology provides data and information in real time. The truck owner can know at any time the number of miles driven, fuel usage, percent of time in idle as well as seeing any active fault codes. Fleets can evaluate drivers on their fuel efficiency and measure their idling time.
Some truck makers tie telematics to their own customer support centers so that if there is a fault code for something that needs immediate attention, the customer support center is notified and the decision is made about how and where to get the truck repaired.
Telematics data also allows the truck owner to see trends in component performance so they can adjust maintenance schedules or change vehicle specs to make sure their trucks have the components that will last longest in their specific operation.
As the trucking industry moves more toward the connected vehicle concept and even toward connecting the vehicle to the infrastructure, telematics will be leveraged in ways we have not seen yet.
Originally posted on CCJ and Hard Working Truck
The Latest Update on GHG & Fuel Economy
The Environmental Protection Agency and the National Highway Traffic Safety Administration recently released Phase 2 of the federal greenhouse gas emissions and fuel efficiency standards.
The proposed standards would go into effect in 2018 for trailers, 2021 for tractors and by 2027 result in an engine-truck-trailer standard for model year 2027 vehicles.
The regulations are expected to improve fuel efficiency by 24% by 2027 compared to 2018 and to reduce carbon dioxide emissions by a billion metric tons. Fuel costs are expected to be reduced $170 billion over the lifetime of the vehicles sold under the program and oil consumption reduced by 1.8 billion barrels.
While current technology used to meet today’s GHG and fuel economy standards can be extended into Phase 2, other technology will be required to meet the standards. EPA and NHTSA anticipate a cost increase of $10,000 to $12,000 per truck, but also say that fleets will recoup the cost in two years from the resulting fuel savings.
This is the first time trailers have been regulated for emissions and GHG, but EPA and NHTSA say they significantly contribute to fuel consumption and pollution. The trailer standards would be voluntary from 2018 to 2020 and become mandatory in 2021.
There are no specifics concerning which technologies truck, trailer and engine makers need to use to reach the new standards so manufacturers are free to choose technologies they believe work best.
Industry Reactions
To date, reaction to the proposal has been mixed, although all parties say they need to closely review the 1,329 page ruling. “Cummins welcomes the proposal with its goals to improve fuel efficiency and reduce GHG emissions, creating a win-win for both customers and the environment,” says Dave Crompton, vice president and president, engine business, Cummins Inc.
On the other hand, the Volvo Group took exception to the fact that there is a separate ruling for engines. “[That is] inconsistent with the Group’s interest in minimizing the complete, real-world environmental impacts of its products. A separate engine standard is at odds with the reduction in NOx, due to the natural trade-off between NOx and CO2 emissions from the engine. It also limits manufacturers’ flexibility to meet the regulated targets for each individual customer in a way that suits their specific needs, and it incentivizes optimization for engine test cell requirements versus real-world efficiencies.”
The American Truck Dealers division of the National Automobile Dealers Association was not pleased with the ruling and expressed concern about the impact of the technologies needed to meet the proposed rule. “Recent history has shown that mandates with underestimated compliance costs result in substantially higher prices for commercial vehicles, and force fleet owners and operators to seek out less-expensive and less fuel-efficient alternatives in the marketplace,” the association said in a statement. “The costs could even drive small fleets and owner-operators out of business, costing jobs and only further impeding economic growth.”
Allen Schaeffer, executive director of the Diesel Technology Forum, believes the rule will “challenge engine and truck manufacturers to go even further in saving fuel for customers.”
Comment Period Extended
Officials from EPA and NHTSA attended public hearings in August in which interested parties were able to present data, views or arguments concerning the proposal. Written comments can also be sent to the agencies and the last day of the comment period is Sept. 17, 2015. The comment period was originally set to end Sept. 17 but die to requests for an extension, the EPA and NHTSA extended the comment period for another two weeks.
Comments may be submitted via the www.regulations.gov web site by clicking here or by mailing to these addresses:
• EPA: Air and Radiation Docket and Information Center, EPA Docket Center, EPA/DC, EPA WJC West Building, 1301 Constitution Ave., N.W., Room 3334, Washington, DC. • NHTSA: Docket Management Facility, M-30, U.S. Department of Transportation, West Building, Ground Floor, Rm. W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590. Originally posted with Trucking Info and Work Truck
The ABCs of DEF
Today’s modern diesel engines need Diesel Exhaust Fluid to help them stay in compliance with federally mandated diesel emissions standards to reduce NOx emissions.
DEF is a mix of water and high-purity urea (automotive grade aqueous grade) in a 67.5% to 32.5% blend. It is a non-toxic fluid that is injected into the diesel engine’s exhaust stream. When heated, DEF divides into ammonia and carbon dioxide. The water in the DEF vaporizes as it enters the exhaust stream and the ammonia molecules move to the catalytic converter where their job is to neutralize NOx turning it into harmless nitrogen and water.
It’s important to monitor the amount of DEF in the tank because if the fluid runs out the vehicle will lose power and its speed will be severely limited, forcing the driver to limp home. Onboard warning systems alert drivers when DEF is running low and needs to be replenished.
One common concern about DEF is that it can freeze. Once its temperature reaches 12°F it will freeze but there is no cause for concern. The vehicle will still be able to start and operate normally. As the engine warms up the DEF will thaw. Be aware that DEF expands about 7% when frozen and DEF tanks are built to accommodate that expansion. Caution your drivers not to overfill the DEF tank, especially when operating in cold weather.
DEF purity is very important as is the proper urea-to-water ratio, so make sure you purchase DEF from a reputable supplier. One way to ensure you are getting high quality DEF is to look for the American Petroleum Institutes symbol on the container.
It is also important that DEF be kept clean so proper storage and handling are extremely important in order to avoid contamination. (See A Guide To DEF Storage & Contamination for more specifics on the proper handling and storage of DEF.)
DEF comes in a variety of sizes including 1-gallon containers, 2.5- gallon containers, 55-gallon drums and 275-gallon totes. DEF is also available at truck stops and diesel engine repair facilities.
Originally posted on Trucking Info and Work Truck
A Guide to DEF Storage & Contamination
Diesel Exhaust Fluid is a vital component in today’s emissions compliant engine. It’s a non-hazardous, non-toxic, non-flammable material that lowers NOx concentrations.
DEF does not pose any serious health risks to people, so it is safe to handle. However, in order to get the most out of DEF there are a few procedures your employees need to follow when it comes to storage:
• DEF should not be stored in direct sunlight. Ideal storage is in a cool, dry ventilated place. • The best temperature for storing DEF is 77°F. Higher temperatures will not affect the quality of the DEF, but will impact its shelf life. The quality of DEF also is not affected if the fluid freezes. When stored under optimal conditions — between 12°F and 86°F — DEF has a shelf life of up to two years. If stored in warmer temperatures, shelf life decreases. • DEF containers are date coded so you can easily determine the date the DEF was made, which will help you determine if it is still suitable for use in your vehicles. Contamination
It is imperative that DEF be kept clean from contamination. ISO 22241 provides product purity standards including quality specification for the water used with the urea to form DEF. DEF is comprised of 32.5% urea and 67.5% de-ionized water.
Contaminated DEF can cause problems with the Selective Catalytic Reduction (SCR) system, and can cause premature water pump and injector wear. Contaminated DEF can also leave gummy deposits on the catalyst. Repairing or replacing the SCR unit can be quite costly. You should take every precaution to avoid using contaminated DEF.
To prevent DEF from becoming contaminated make sure the pumps and containers you use with it are not used with other fluids. If you have to clean DEF fueling or storage equipment, do so with de-ionized water to avoid contaminating the DEF.
DEF cannot be stored in containers made of carbon steel, copper or alloys that contain copper or zinc-coated steels.
When choosing a DEF supplier look for one that uses a closed-loop system that provides evidence of tampering. Closed systems use a valve coupling system that seals the opening of the container to prevent contaminants from entering. On the other hand, an open system container lacks this valve, which makes it easier for dirt and other debris to get into the storage container.
If you suspect the DEF has become contaminated, do not use it. You can use a DEF refractometer to test the purity of DEF. A refractometer is designed to measure the concentration of water-soluble fluids. It works by measuring the refractive index, which is the speed at which light passes through a liquid. To check the purity of DEF, apply a few drops to a refractometer that is capable of measuring urea concentrations. They are available in single and dual-scale models. The single scale version shows the percentage of urea by weight, while the dual-scale unit also provides a refractive index scale reading. A single scale version is fine when checking for water dilution.
If the concentration of urea to water is incorrect, do not use the DEF as it can harm your vehicle.
Originally posted on Trucking Info and Work Truck
Do’s and Don’ts of Extending Maintenance Intervals
While extended maintenance intervals are only for certain late-model trucks and engines, if you do plan on extending intervals, here are some guidelines to follow.
Several truck manufacturers recently announced extended service intervals for diesel particulate filters and diesel engine oil and filter changes for late-model trucks.
“Using data from our EPA 2010-compliant trucks, we’ve been able to verify that our newer engines produce significantly less particulate matter, enabling us to expand the service window for DPFs and engine oil and filter changes,“ said Roy Horton, director of product marketing for Mack.
However, Mack emphasizes that extended intervals are only for certain vehicles with certain engines. If you plan to extend your maintenance intervals on older trucks, there are a few tips you should know.
Do’s Follow manufacturer recommendations: Be careful about exceeding the manufacturer’s recommended maintenance intervals so you don’t void warranty coverage.Extend intervals slowly: Make changes in 25% increments supported by fluid analysis results. For example, if you currently change oil at 30,000 miles and want to extend that to 50,000 miles, start by moving the oil change to 35,000 miles and monitor engine performance. If the fluid and engine are still performing well at the new mileage level, extend the interval out another 25%.Understand the history of the vehicle: Compile all the data you have about a vehicle or class of vehicles to give you a full understanding of their service history and problem areas. Knowing a vehicle’s history allows you to spot changes in the way a vehicle normally performs.Use oil analysis and coolant analysis to monitor performance: Regular fluid analysis provides a gold mine of information about the health of a truck. Take samples at each PM and review the results.Inspect the vehicle every time it’s in the shop for other service: If the vehicle is in for a repair or recall, take time to do a PM inspection and ensure that everything is operating as they should.Use extended life products: Some products like synthetic oils and lubes are designed to last longer than their conventional counterparts. When extending maintenance intervals, select products known to give long life. Invest in high-quality products too. If you are saving money on fewer oil changes, you can budget for more premium products.Make changes based on vehicle’s duty cycle and age: Consider the age and duty cycle of the truck when making a decision to extend maintenance. Trucks operating in severe-duty environments are not good candidates for extended maintenance intervals.Work with your OEM: Seek input from your truck manufacturer before extending maintenance intervals. They have access to a wealth of information that can help you determine just how far you can extend maintenance.Monitor compliance: Make sure you have a system in place to track PM schedules and compliance so you don’t miss any maintenance appointments.Don’ts Use the same maintenance schedule for all your assets: All trucks are not created equal. Using the same PM schedule for a seven-year-old truck as you do for a one-year-old truck is courting disaster. Older trucks tend to need maintenance on a more frequent basis than newer trucks.Miss scheduled maintenance appointments: Since you’re already extending maintenance intervals, you’re guaranteeing maintenance issues for your truck if you fail to bring it in for each and every scheduled maintenance appointment.Skip oil and fluid analysis: It’s short sighted to think you can extend maintenance intervals without having a system in place to report on the health of the truck. Read more about the benefits of oil analysis here. Use the lowest cost products: Less expensive products tend to not last as long and may not make it through an extended maintenance interval.Ignore recommendations: Truck manufactures have compiled their maintenance recommendations based on data from thousands of trucks. Take time to at least look them over before tossing them out the window.Originally posted on Trucking Info and Work Truck.
6 Benefits of an Oil Analysis Program
Whether or not your extending your oil change intervals or the type of oil you’re using, all fleets should take advantage of oil analysis.
Oil analysis is a valuable tool for keeping trucks on the road. Even if you don’t extend your maintenance intervals, you should consider investing in oil analysis because of the benefits it provides.
Here are six benefits of using oil analysis with every oil and filter change.
1. Spot problems as they are beginning to develop: Oil analysis spots wear trends so when you look at your oil analysis report you’ll be able to see what’s falling outside of their normal operating range. You can then locate the source of the problem and fix it before it leads to an on-the-road breakdown. It’s important to remember that oil analysis measures trends so you must take samples on a regular basis in order to get the most benefit.2. Improve resale value: Consider including the results of oil analysis with other maintenance reports you include with used trucks. This provides proof of oil changes and also gives the potential buyer a more complete history of the truck. Studies have shown that resale value increases when used truck buyers are given proof that maintenance was performed on a regularly scheduled basis.3. Help determine proper oil drain intervals: Since oil analysis tells you about the condition of your oil, you’ll know if your oil and filter change intervals are correct for your application. You may even be able to extend oil drain intervals based on the results of oil analysis.4. Improve component longevity: Wear particle size lets you know just how serious a problem is so you can take appropriate action to keep the component in service longer and avoid replacing expensive parts unnecessarily.5. Save money: Eliminating even one oil change a year because you are able to extend oil and filter change intervals saves money in material and labor time. Even without extending oil drains you’ll save money if the oil analysis helps identify one problem before it results in a catastrophic breakdown. On-the-road breakdowns are the most costly.6. Learn about the health of the oil itself: The viscosity of the oil is extremely important because it tells you if the oil is still lubricating engine parts. Oil will thicken if it comes in contact with coolant. When the oil is too thick it can’t flow as freely as it needs to and if the situation continues, the oil can become sludge-like. Conversely, if fuel gets in the oil, the oil will become too thin to protect metal components. The Total Base Number and Total Acid Number will tell you if the oil is still capable of protecting the engine against corrosion.Originally posted on Trucking Info and Work Truck.
Purity in def delivery
With the introduction of the latest Environmental Protection Agency emissions levels limits, diesel engine manufacturers turned to a new technology to clean up nitrogen oxides in the exhaust stream. Download the whitepaper for important information about selective catalytic reduction and the importance of assuring the highest standards in the production and delivery of your DEF.
What you need to know about PC-11 Oil
You may have heard about the next generation of diesel engine oils, but aside from knowing there’s one on the way the details are probably a little hazy. The following article will inform you about the fundamentals of PC-11.
To meet the greenhouse gas/fuel efficiency standards proposed by the federal government, oil companies and engine manufacturers have been developing a new standard for engine oils that will provide low viscosity and improve fuel efficiency.
In order to meet the regulations that not only call for lower GHG emissions but also a decrease in fuel consumption, it’s likely that engine operating temperatures will be higher. This means the oils used in the new trucks will have to withstand even higher under-hood temperatures than they are dealing with in today’s engines.
The current CJ-4 oil specification has been the standard since October 2006. However, with newer engine designs and materials introduced since then, this resulted in the need for a new lubricant category.
The new oils will need to offer improvements in oxidation stability, aeration performance, scuffing/adhesive wear and shear stability.
Initially dubbed PC-11 (proposed category), the oil has now been split, per request of the Engine Manufacturers Association, into two categories: PC-11A and PC11-B.
PC-11A oils are direct replacements for oils currently in use and will be available in the same viscosity grades as the current CJ-4 oils. In addition, they are backwards-compatible so they can be used on all existing vehicles. PC-11A will have a High-Temperature High-Shear viscosity of at least 3.5 cPa.
On the other hand, PC-11B oils are designed to help the next generation of engines meet the fuel efficiency mandates. They need to do so while still protecting the engine. These oils have lower viscosity ratings, usually between 2.9 and 3.2 cPa. Viscosity is a measure of how things flow and lower viscosity oils flow faster, so this new oil is expected to provide fuel economy reductions since it will take less energy to move.
The oils designed to meet the new standards are currently being tested. In fact, new tests have been developed to address the concern that the higher temperatures will lead to increased corrosions and varnish and sludge deposits. New tests such as the Volvo/Mack T-13 Oxidation Test, the Caterpillar aeration test, and a test to measure shear stability have been developed and the oil complete these test to ensure the oil can perform as needed and offer the engines the proper protection.
Originally slated to be in place by last January, it looks like it will be late 2016 before the oils are ready to be licensed.
No official announcement has been made about what these new oils will be called but the general consensus is that that PC-11A will be given an American Petroleum Institute designation of CK-4, while PC-11B will become FA-4.
Originally posted on Trucking Info and Work Truck
Key Products to Boost Fleet Productivity: Extended Life Antifreeze/Coolants
The connection between your fleet’s engine performance and the larger fleet system’s success is undeniable; fleet professionals should take advantage of every available opportunity to support an engine with quality products to keep their engine and their operation running smooth.
Productivity is Vital to Increased Financial Performance PEAK Commercial & Industrial surveyed more than 100 fleet professionals across the country to see how they operate their fleet systems to maximize efficiency and productivity. Eighty percent of surveyed fleet professionals have a formal plan in place to measure fleet productivity and the most popular reasons behind these plans point to cost savings — more than half aim to use budgets more effectively (29%) or increase sales and revenues by completing more jobs in the same amount of time (28%).
Maximizing a fleet’s profitability is undoubtedly a good plan to have, but the numerous options available can be overwhelming to fleet professionals due to their varying levels of difficulty. A simple, strategic element fleet professionals should pay close attention to is the products they choose to use for preventive maintenance, as these products will have a long-term effect on a vehicle’s performance. In fact, more than three quarters of fleet managers rate the products they use as either very important (57%) or extremely important (22%) to fleet productivity.
Benefits of Extended Life Antifreeze/Coolants An important option fleet professionals should consider is the integration of extended life antifreeze/coolants. Extended life coolants provide the lowest cost for owners through both product and labor savings, as they not only decrease the hard costs of purchasing coolant, SCAs and chemically charged filters, but also lower the costs associated with vehicle maintenance. While conventional coolants should be flushed and filled at 300,000 mile intervals, extended life coolants like PEAK Commercial & Industrial Final Charge last one million miles.
According to Brent Hilton, Director of Maintenance at Maverick Transportation, a leader in North American trucking and logistics, there are numerous benefits to utilizing extended life coolants over conventional products.
“Each truck comes to the shop for preventive maintenance about four times a year, during which we spend about four to five hours on each truck,” Hilton explains. “If you look at the number of times that we have the trucks come in the shop versus the cost savings, using extended life coolants can save up to 1,000 hours per year, which really adds up in labor costs.”
The Growth of Extended Life Products Although today’s trucking engines are hotter than ever, many extended life products are thinner and last longer on engine metals, ensuring protection against corrosion and cavitation. Because of the mixture’s numerous benefits over conventional coolants, many leading heavy-duty original equipment manufacturers (OEMs), now offer extended life coolants as a factory-filled coolant.
“We’ve made the decision to switch to Final Charge in all 1,450 of our trucks,” says Hilton. “This switch has resulted in valuable cost savings, allowing us to reduce maintenance costs, minimize vehicle downtime and amplify engine performance.”
The use of extended life products is an extremely valuable method to maximize fleet performance and utilize your organization’s budget most effectively. The use of this growing technology is a beneficial technique that all companies looking to remain on top in a competitive industry must consider.
A Guide for Fleet Managers on SCR Technology
The Environmental Protection Agency, OEMs and many trucking fleets have committed themselves to a cleaner environment by reducing NOx (oxides of nitrogen). To reduce NOx emissions that are harmful to the environment and public health, most new diesel-powered engines are equipped with a Selective Catalytic Reduction (SCR) system.
What is SCR and what does this growing technology mean for your fleet?
SCR is an after-treatment emissions control technology that uses a urea based diesel exhaust fluid (DEF) and a SCR Catalyst to significantly reduce NOx emissions. SCR is currently used by almost all OEM manufacturers and its adoption across industries utilizing heavy-duty engines is projected to grow — it is predicted that more than 3 million DEF-equipped Class 1-3 vehicles will be on the road in 2016 and more than 5.1 million will be driven by 2018. Most diesel-powered on-road vehicles produced since 2010 utilize SCR technology, including heavy-duty trucks, diesel pick-ups, delivery vans and European luxury cars. In addition, diesel-powered off-road equipment such as agricultural and construction equipment has been required to use SCR technology since 2014.
What are the benefits to utilizing SCR technology?
SCR technology does not change the design or operation of the engine, but does allow manufacturers to tune engines to boost performance, increase engine reliability and achieve fuel savings.
Engines equipped with SCR are able to function at optimal combustion temperatures, which increases fuel efficiency and contributes to the production of engine power. One of the greatest benefits fleet managers recognize with SCR technology is the cost savings associated with increased fuel efficiency. Post 2010 heavy-duty trucks can achieve fuel savings of around 5% compared to 2007 models with similar engine specifications; off-road machines with SCR also report fuel savings of 5% and higher.
SCR also results in longer overall engine life, as there is a reduced dependency on exhaust gas recirculation (EGR), less heat rejection and greater component reliability.
How does SCR work?
To treat the harmful NOx exhaust that is released from diesel engines, SCR systems inject small quantities of diesel exhaust fluid (DEF) into the exhaust upstream of a catalyst, where it vaporizes and decomposes to form ammonia and carbon dioxide. In conjunction with the SCR catalyst, ammonia (NH3) converts NOx to harmless nitrogen (N2) and water (H2O).
DEF is injected into the exhaust stream only as required. It is a non-toxic mixture of high purity synthetic automotive grade urea and deionized water. It is not a diesel additive and is stored independently in a dedicated tank.
How do I maintain my SCR system?
Monitor DEF levels to avoid running out of DEF. EPA 2010 requirements dictate that diesel engines stop running when they run out of DEF, but most vehicles are equipped with easy-to-read gauges that clearly illustrate DEF levels. If the level becomes too low, an alert will let the driver know the DEF level must be replenished. If the driver runs out completely the vehicle power will be reduced to encourage the operator to refill the DEF tank. Once the DEF tank is refilled, normal power levels will be restored on the vehicle. All major truck stops, dealers and distributors carry DEF and PEAK Commercial & Industrial , the nation’s leading supplier DEF, provides an online locator to help drivers locate a nearby BlueDEF retailer.Change the DEF filter every 200,000 miles or 6,500 operating hours. The DEF filter is very important to long-term SCR functionality as it removes urea crystals and other contaminants picked up during storage and handling. Replacement of this filter is the only periodic maintenance tactic required on SCR engines in addition to regular diesel engine upkeep and takes only a few minutes.Use high-quality DEF. SCR systems are extremely sensitive to chemical impurities in the urea solution. With SCR system replacements costing more than $10,000, it is critical that pure, high-quality DEF is used at every refill. Purity is critical to ensuring proper function — just one teaspoon of salt can contaminate 5,000 gallons of DEF. PEAK Commercial & Industrial’s BlueDEF conducts batch testing with every blend to assure the product’s quality and give fleet managers and drivers peace of mind that their engines are prepared to perform at peak levels.Maintain proper DEF storage and handling equipment. Utilizing proper equipment, including storage drums, tanks, pumps and dispensers, throughout DEF distribution protects the product’s integrity and avoids equipment failure. DEF is corrosive to copper, brass, and aluminum as well as carbon steel; only approved materials as listed in the ISO 22241 standards should be used in contact with DEF.Inspect the tank for any signs of contamination during normal maintenance schedules. Contamination may be visible through debris in the tank or discoloration of the fluid. If these signs occur, the fluid should be disposed of in accordance with local ordinances and the tank must be thoroughly cleaned with distilled water. Once the tank is drained completely, it should be refilled with new DEF fluid. Using high-quality DEF products like PEAK Commercial & Industrial’s BlueDEF whose patented, closed-end delivery system ensures product purity and approved equipment will help avoid tank contamination and promote optimal SCR function.SCR technology has been proven as a beneficial, cost-effective way to comply with EPA regulations, increase fuel efficiency and reduce a fleet’s environmental impact. SCR systems do not require any additional driver training, as drivers need only to read the DEF gauge and fill the tank with high-quality fluids. The growth in SCR systems ensures that drivers will be able to locate DEF at truck stops nationwide to keep your fleet moving cleanly and efficiently for years to come.
To see the full line of PEAK Commercial & Industrial’s products, available in more than 60 countries worldwide, visit www.peakhd.adrevenu.net .
Originally posted on Trucking Info and Work Truck
e-Log and Speed Limiter Delays
Regulations covering electronic logging and speed limiters have again been delayed according to the Department of Transportation.
However, on June 25 the Senate Appropriations Committee passed a DOT-funding bill that would set deadlines by which the Federal Motor Carriers Safety Administration must publish a Final Rule mandating the use of electronic logging devices and a proposed rule mandating the use of speed limiters.
September 30 is still the projected date for a Final Rule mandating the use of electronic logging devices by truck operators. The proposed rule was published last year. The mandate will apply to all drivers who are currently required to keep paper record of duty status. However, carriers and drivers would not be required to install or use a logging device until two years following the effective date of the final rule — in this case 2017.
On July 30, the Final Rule to mandate electronic logging devices was sent to from the DOT to the White House’s Office of Management and Budget for final approval before being published. The e-log rule that was sent to OMB will implement stiffer penalties for carriers, shippers, brokers, and others who coerce or pressure drivers to not abide by federal safety standards like hours-of-service limits. The OMB has 90 days to approve the rules or send them back to The Federal Motor Carriers Safety Administration to be changed.
The Department of Transportation believes that ELDs will reduce fatigue-related crashes, which result from falsified hours of service logs.
The American Trucking Associations has been a supporter of laws and regulations mandating the use of ELDs for recording drivers’ hours of service. “For ATA’s members, safety is the highest priority,” says Bill Graves, ATA president and CEO, “and as such, we stand behind the agency as it advances a common sense solution to improving the safety of our nation’s highways.”
The Owner-Operator Independent Drivers Association believes that the study data used to justify the claim that electronic logging devices would lower crash rates is flawed. Todd Spencer, OOIDA’s executive vice president, says that things like driver training, better working environments, support systems and safe parking are a better way to tackle the issue of improved safety.
The proposed speed limiter mandate rule is expected to publish on August 27. The rule has been sent to the Secretary of Transportation where it needs to be approved before moving to the White House’s Office of Management and Budget for approval. The rule will require the use of speed limiters on all trucks weighing more than 27,000 lbs.
In April OOIDA sent a letter to FMCSA and NHTSA in which it expressed concern about split speed limits for cars and trucks that would result if speed limiters were mandated. The letter said in part, “To the casual observer, mandating speed limiters on heavy-duty vehicles might seem like a ‘safety silver bullet.’ Professional drivers know, however, that highway safety is not so simple….OOIDA is not pushing for faster speed limits. But whatever a jurisdiction decides, the speed limit ought to be the same limit for all vehicles in order to foster a predictable, safer highway driving environment.”
ATA, on the other hand, renewed its call for the DOT to move forward with a rule requiring electronic speed limiters on all large trucks. ATA believes slowing down trucks will reduce the frequency and severity of crashes. Federal data show that driving too fast for conditions or over the posted speed limit was the primary reason for 18% of all fatal crashes where a large truck was determined to be at fault. Speed limiters won’t eliminate all accidents, but it is hoped that they will reduce the number of them.
ATA petitioned NHTSA and FMCSA in 2006 to require speed limiters. In 2011 the government agencies said they would move forward with a speed limiter mandate, but the regulation has been tied up in bureaucracy until recently.
Originally posted on CCJ and Hard Working Truck
What you can expect from FMCSA’s safety fitness rules
What you can expect from FMCSA’s safety fitness rules
The Safety Fitness Determination is part of the Compliance, Safety, Accountability initiative, says Joe DeLorenzo, director of the FMCSA Office of Enforcement and Compliance.
FMCSA will draw on data from roadside inspections, violation history, on-site inspections and more to make Safety Fitness Determinations.
The agency says the time and expense of on-site compliance review means that only a small percentage of carriers currently receive a Safety Fitness Determination each year. Changes to the rule would allow more carriers to be evaluated and review SFD scores, FMCSA says.
The Safety Fitness Determination would assign an absolute number to each carrier that is based on an algorithm rather than manual compliance reviews. To determine the rating, FMCSA will look for patterns of behavior in areas of the CSA BASICS that it believes show a correlation to crashes.
There has been some disagreement about whether crash correlation exists in all the areas FMCSA wants to include.
The rule is designed to show when a carrier is unfit to operate. The goal of the program is to reduce crashes caused by drivers of commercial motor vehicles and carriers.
The proposed changes, the text of which will not be released until the agency publishes the rule, should correct deficiencies in the current method of determining safety fitness, FMCSA says. The White House Office of Management and Budget has 90 days to clear rules once it receives them.
Originally posted on CCJ and Hard Working Truck
Hours-of-Service Frustrations
Hours-of-service law limits drivers’ on-duty time to 14 hours with one 30-minute break, but only 11 of those hours can be spent actually driving. That leaves about 150 minutes for things like “pickup and delivery, safety inspections and shutting down.”
Time spent waiting at loading docks or having to drive around to find a safe place to park all eat into the driver’s eligible hours of service.
Another ongoing frustration with hours of service is the 2013 HOS rule’s restart provision. In December, President Obama signed the appropriations bill that halts enforcement of the requirement that a driver’s 34-hour restart include two 1-5 a.m. periods and the once-per-week limit of the restart. This means truck drivers no longer have to abide by the restart provisions put in place in July 2013. But that doesn’t mean the 34-hour restart is a dead issue.
The Federal Motor Carriers Safety Administration has been mandated to study how the restart rule impacts drivers, carriers and safety. Congress says research must show that the 2013 restart provision “provides a greater net benefit for the operational safety, health and fatigue impacts” they cause.
FMCSA has to study two groups of drivers: one group that operates under post-2013 restart provisions and one group that operates under the pre-2013 restart provisions. The study must last at least five months, after which the groups will be compared on things like crashes and driver fatigue levels.
Earlier this year, the American Transportation Research Institute released the results of an analysis of the safety and operational impacts of the 34-restart. “The crash data analysis showed a statistically significant increase in truck crashes after the July 1, 2013, rule change, specifically with injury and tow away crashes,” according to ATRI. “In particular, the increase in injury and tow away crashes would be expected based on the shifting of trucks to more congested weekday travel due to increased traffic exposure.”
But FMCSA has been firm that it wants the HOS rules to include the 34-hour restart.
Once the FMCSA study is complete, the agency must send a report to a review panel consisting of “individuals with relevant medical and scientific experience.” During the process, DOT’s Office of the Inspector General must keep an eye on FMCSA to ensure the methodology used in the data collection is appropriate and that the review panel is qualified.
After FMCSA completes the report there are some checks and balances to ensure the agency complied with the requirements of the funding law.
If the study shows that the restart improves safety, FMCSA will be allowed to enforce the 2013 rules.
Originally posted on CCJ and Hard Working Truck
3 keys to productivity
Fleet professionals understand the importance of improving productivity. In fact, according to a recent survey conducted by PEAK Commercial & Industrial, nearly 80% of all fleet managers currently have a formalized productivity plan in place.
The main drivers for developing these comprehensive productivity programs are A) Using budget more effectively and B) Completing more jobs in the same length of time (or less).
Based on our survey, we’ve determined three keys to fleet productivity: 1) Preventative maintenance programs 2) Continuing education and 3) Advanced technology. Find out how fleet pros across the U.S. keep their fleets moving efficiently.
Read More Ways to Increase Your Fleet’s Productivity
In an increasingly competitive marketplace, fleet professionals are continuously looking for ways to increase performance and maximize profits. Fleet productivity is a key factor that cannot be ignored in this pursuit, as utilizing a vehicle to get more done in less time with the lowest possible cost provides a significant boost to an organization’s performance.
According to a recent survey conducted by PEAK Commercial & Industrial, eighty percent of fleet organizations already have a formal place in plan to measure fleet productivity. However, successful fleet professionals recognize that there is always room for improvement and that continued examination and adjustments to fleet programs are especially valuable.
As part of the new Lifeblood program to support fleet professionals in day-to-day responsibilities, PEAK Commercial & Industrial has shared the following tips for maximizing fleet productivity.
1. Incorporate driver safety and training programs into your productivity plan. Driver habits and performance can have a significant impact on productivity. Educate drivers on the importance of preventive maintenance and encourage them to do a daily walk-around of vehicles. Regular examination of tires, fluids, filters, windshield wipers and lights allows drivers to note potential issues before they become time-consuming and costly incidents.2. Select reliable products from trusted supply partners that enable your machines to operate at maximum efficiency. More than three quarters (79%) of fleet managers rate the importance of the products they select as very important or extremely important to a fleet’s overall productivity. The selection of high-quality critical fluids and products with longer change intervals is a critical choice that enables you to extend service intervals and reduce maintenance costs. PEAK FINAL CHARGE® Global Extended Life Coolant/Antifreeze provides total cooling system protection for heavy duty engines without the need for supplemental coolant additives, minimizing the amount of time vehicles spend in the shop and maximizing their productivity.3. Implement regularly scheduled checkups as part of larger preventive maintenance programs. When asked to identify the engine issues affecting productivity, fleet professionals noted corrosion as the leading issue (as reported by 42% of respondents), followed by scale (33%) and cavitation erosion (24%). Routine examination by well-trained technicians helps to identify these hazardous causes beyond routine wear and tear early on, so they can make necessary adjustments and keep vehicles on the road as long as possible.4. Stay up to date on the latest technology. Fleet professionals with plans in place to update productivity programs plan intend to invest in a variety of measures to increase efficiency, but the leading updates are focused on technology: 52% plan to automate inspection and check-in processes, 38% will utilize a paperless work order system and 33% will use telematics systems. Innovative programs, tools and resources are introduced to the transportation industry at a rapid pace, and fleet professionals must be open to adapting new technologies to maximize performance.Existing productivity programs have yielded the greatest benefits in the form of increased customer satisfaction, decreased driver hours and expenses and reduced fuel costs due to more accurate routes. By following the above tips and continuing to recognize the importance of productivity, fleet professionals will be able to maximize future fleet profitability, ensuring customer satisfaction through on-time deliveries and limiting additional costs through driver downtime and vehicle repairs in years to come.
Originally posted on Trucking Info and Work Truck
Understanding your cost per mile
One measure of an owner-operator’s success is how well you know the exact cost per mile it takes to operate profitably.
A number of factors go into determining the cost per mile. Let’s start with fixed costs — those costs that do not change. This includes the truck payment, monthly interest on the loan, insurance and license and permits. While fixed costs do not change, driving more miles will reduce the cost per mile. Here’s an example: If your fixed costs are $2,000 per month and you drive 10,000 miles, the cost per mile is 20 cents. Calculate this by dividing fixed costs by number of miles driven. If you drive 12,000 miles, the cost per mile goes down to 16.7 cents.
However, owner-operators have expenses other than fixed costs. Things like fuel, tires, maintenance, repair, meals, cellphones, lodging, wages and benefits, office rent and professional services like attorneys and accountants are called variable costs, and those change from month to month. Not every owner-operator has all these variable expenses, but if you rent an office you need to make sure to account for that cost. If you handle the accounting function yourself, you won’t need to include accounting fees in your calculation.
To get the real cost per mile you have to add the fixed expenses and the variable expenses and then divide that sum by the number of miles driven in a given month.
While the variable expenses will increase the more miles you drive — you’ll use more fuel, have more meals on the road — since your fixed costs stay the same your total cost per mile will come down. A rule of thumb is that the average owner-operator has a fixed cost of $115 per day with variable costs of 79 cents per mile. Keep in mind these are averages and your particular circumstances could result in different numbers. The important takeaway is to know the fixed and variable costs for our operation each month.
It’s important to know what your cost per mile is to determine if you are profitable. The goal is to get paid more than it costs you to operate your truck(s). It’s a good idea to figure your cost per mile each month so you can make an effort to control your variable costs or increase the number of miles you drive.
Managing Your Time
Hours of Service regulations limit the number of hours an owner-operator can drive, so you need to make sure you optimize the time you have available. Time management is the process of taking control over the amount of time spent on specific activities in order to increase your productivity.
For owner-operators it’s important to remember that your fixed expenses — truck payment, truck insurance, etc. — don’t go away simply because you decide to take a week off. You need to manage your time so that your fixed expenses are always covered. It’s also important to factor in your personal time and allocate for family, fitness, health and hobbies. It’s a balancing act but by getting control of your business through time management, you get more quality time to spend on your off hours.
Time management for owner-operators is complicated by not only the hours you can legally drive but also by freight availability. Freight availability varies with the end of the month and the end of the quarter seeing the highest volume of available freight. That would be a bad time to schedule vacation days.
One good tool to help you manage your time on the road is a GPS system. GPS routing helps you get to your destinations without getting lost and eliminates inefficient routing. However, make sure to choose a GPS designed for trucking applications to avoid obstacles like low bridge heights so you won’ get stuck or have to make last minute reroutes.
If you don’t have a GPS, try mapping out your route before you leave keeping in mind things like fueling stops and parking availability. Planning for these saves you the hassle of trying to locate a spot to sleep or rest as you get near the end of your available Hours of Service.
Another good way to manage your time is to schedule maintenance during your off hours. This does two things. It means you don’t have to take the truck out of service when you still have available driving hours, but more importantly, preventive maintenance is reduces over-the-road breakdowns — saving money and valuable time.
Do a mid-week check-in of how many miles you’ve already driven and how many more you need to drive in order to have a profitable week. Manage your time for the balance of the week so that you can meet or exceed your profit goals.
The way you manage your time plays a key role in your operation’s success or failure.
How to Read Your P&L Statement
To run a successful business, you have to be able to compare your income (revenue) with your expenses. One easy way to do that is with a Profit & Loss statement. While that may sound like a daunting term, a P&L statement is really just a report on the health of your company — just like the report you get from your doctor after your annual physical.
For the P&L statement to be accurate, you need to plug in some basic information. This is like your doctor recording your vital statistics like blood pressure and temperature.
Two kinds of data have to be entered into a P&L statement. The first is information about your expenses. You have both fixed and variable expenses. Things like your truck payment and insurance are fixed expenses — they never change. Variable expenses like fuel costs, fuel tax and maintenance and repair bills change depending on circumstances. Obviously the more miles you drive the more fuel you will use so some months the fuel number on the P&L will be higher. It is important to include all expenses related to your business on the expense side of the statement.
The other side of your P&L statement is the income or revenue side. That is where you report on how much money you brought in each month from the loads you delivered.
The last part of the P&L statement is referred to as the bottom line. To figure your bottom line profit or loss, subtract expenses from income. If the number is positive, congratulations, you’ve made a profit. If the number is negative, you lost money for that month. If that happens you have to look at either cutting expenses or increasing revenue.
Enter data into your P&L statement each month so you have a running total of both expenses and income. This allows you to see how the year is progressing and to make any needed changes.
In addition, if you’ve set up a budget for your operation, it’s a good idea to compare your P&L statement to your budget so that you can see if you are on target to meet your goals. If not, you need to look at cutting expenses and/or increasing revenue. If you can measure it, you can manage it. A P&L statement gives you an accurate accounting of the state of your business.
Driving Tips to Keep Your Fleet Safe this Summer
Summer is the busiest season for roadways nationwide; increased travel and summer road construction spark traffic that places drivers’ safety at risk and frequently delays critical deliveries. Because the stretch between Memorial Day and Labor Day is historically one of the most dangerous times on the road.
Fleet professionals should be aware of summer travel hazards and take steps to support driver safety and minimize issues on the road.
“While truckers are on the road providing the products that keep businesses running year round, a variety of additional external factors come into play during the summer,” says Frank Cook, Chief Technology Officer, PEAK Commercial & Industrial. “Fleet professionals and drivers must be prepared to address these factors to protect both their own safety, the public and the cargo for which they are responsible.”
As part of the recently launched Lifeblood program to support fleet professionals, PEAK Commercial & Industrial has provided the below tips for fleet professionals to ensure their drivers maintain maximum safety during a busy summer transportation season.
1. Pay close attention to equipment maintenance. It is important to examine key vehicle parts on a regular basis to guarantee drivers’ well being. According to Cook, the summer season puts vehicles at an increased risk of damage as extreme temperatures places added stress on numerous parts. Drivers should regularly examine tire pressure and tread, inspect windshield wiper operation and check brakes early in the summer to ensure proper function throughout the season.
It is also important to check cooling systems for proper balance of coolant, water and inhibitors as added heat during the summer season can add to the stress put on cooling systems. If a coolant change is required and to save time and money, use a coolant that does not require the addition of Supplemental Coolant Additives (SCAs) and has a long service life such as PEAK Commercial & Industrial’s Final Charge Global Extended Life Coolant or Final Charge NOAT Coolant. Both of these coolants are based on organic acid technology and are especially good for hot weather, as they have better heat transfer capabilities than coolants inhibited with conventional inorganic inhibitors.
2. Remind drivers to increase following distances to compensate for heavier summer traffic. When hauling a heavy load of any kind it is important to brake sooner than normal, but this is especially important in the summer as fleets’ normal traffic patterns are interrupted by construction zones, tourist season, and families and children who are out of school.3. Minimize distracted driving. According to the National Highway Traffic Safety Administration, more than 3,100 people were killed and 420,000 injured in distraction-related crashes in 2013. Drivers must remain focused on the task at hand, ignoring external factors such as electronics, and be vigilant of their surroundings. In addition to limiting distractions inside the vehicle, make sure your drivers pay attention to other potential distracted drivers surrounding them — if he or she notices a driver texting, focusing on changing a radio station, etc. move away from them immediately.4. Recognize the intense effects of heat on both driver and vehicle health. Just as you apply certain precautions to ensure vehicles do not overheat, you should also implement extra measures to protect driver health. Heat exhaustion is a critical cause of drowsiness, which poses a significant risk to the safety of everyone on the roads. Remind drivers of the importance of staying alert — if necessary it is best to pull over and take a break. It is better to lose a few hours than lose entire days and risk injury because of an accident. To combat increased fatigue, drivers should also take frequent breaks and drink lots of fluids to avoid heat exhaustion. Protecting Your Fleet: Summer Maintenance Checklist
While summer is often viewed as a time for vacation and relaxation, hardworking fleet professionals are still active and accountable for keeping the country moving year round. Keeping equipment in optimal shape is key in ensuring reliable, on-time deliveries even as temperatures rise.
“Extreme heat creates additional stress on vehicles that are already utilized at their maximum capacity,” says Frank Cook, Chief Technology Officer, PEAK Commercial & Industrial. ”It is important that fleet professionals take preventive measures early in the season to guarantee their equipment is ready to withstand high summer temperatures.”
To make sure your fleet is in top shape for this busy transportation season, PEAK Commercial & Industrial has shared the below tips for summer fleet maintenance.
1. Check the condition of your coolant. Since summer heat adds to the stress on cooling systems, coolant should be checked for the proper mix of water, coolant (glycol) and inhibitors. Coolant levels can be checked using a refractometer, and test strips are available for checking inhibitor levels.
If inhibitor levels are low on an extended life coolant (ELC), PEAK Commercial and Industrial’s Final Charge Extender should be added.
If a coolant change is required, to save time and money take the opportunity to use a coolant that does not require the addition of Supplemental Coolant Additives (SCAs) and has a long service life such as Final Charge Global Extended Life Coolant or Final Charge NOAT Coolant. Both of these coolants are based on organic acid technology and are especially good for hot weather, as those coolants have better heat transfer capabilities than coolants inhibited with conventional inorganic inhibitors.
2. Focus on tires. Tires wear out faster in hotter temperatures, and with road temperatures reaching an excess of 120°F in the summer it is absolutely critical to pay close attention to both tire pressure and tread. Make sure to check tire pressure regularly as excess heat build-up is the most common cause of tire failure, and perform weekly inspections to make sure your tires are wearing at the proper rate and pattern.3. Check windshield wiper operation. Wiper blades face damage from road salt and frigid temperatures in the winter and are further vulnerable to complications in extreme heat. Examine their state early in the summer and replace wiper blades if needed to guarantee proper function during summer thunderstorms.4. Check your brakes. Brakes are one of the most important parts that safeguard drivers, passengers and cargo from costly accidents. However, brake parts wear over time from heat and friction and should be checked at least once a year to warrant driver safety and avoid expensive replacements.As the transportation industry evolves, it is critical that fleet professionals are able to access the latest news, tools and resources to optimize their fleet’s performance. Lifeblood offers a variety of features such as the Antifreeze + Coolant Value Calculator and the BlueDEF Quantity Calculator , to keep your fleet running smoothly this summer.
Originally posted on Fleet Owner
Focus on Summer Fleet Management: Q&A with Frank Cook, Peak C&I
While summer is often viewed as a time for vacation and relaxation, hardworking fleet professionals are still active and accountable for keeping the country moving year round. Keeping equipment in optimal shape is key in ensuring reliable, on-time deliveries even as temperatures rise.
Proper vehicle maintenance and product selection, particularly coolant selection, is a requirement for fleet professionals looking to prevent costly application downtime and subsequent revenue losses.
In this Inside the Industry Q&A, Lifeblood advisory member, Frank Cook, Chief Technology Officer for Peak Commercial & Industrial, shares his tips for keeping your fleet’s engines in optimal condition and avoiding downtime during the warmer months.
1. What are the key challenges fleet professionals face in the summer months? All fleets are challenged year-round to ensure that proper system maintenance practices exist and are followed by both their maintenance technicians and operators. However, there are a few specific instances in which heat transfer issues arise during the warm summer months. A few common issues that fleet professionals, maintenance technicians and operators should all pay close attention to during the summer are:
• Poorly formulated coolant products that have been selected and used within the system. • A glycol to water ratio that is not properly maintained. • The optimum system pressure (15 psig.) is not properly maintained. To keep your fleet running efficiently, the optimum balance between convective and nucleate boiling heat transfer is a 50/50 prediluted extended life coolant. This particular ratio will provide anti-boil protection and effectively transition generated heat from hot metal surfaces to the atmosphere — ultimately avoiding unit downtime due to overheating.
In addition, the most common causes of system pressure losses arise from a damaged or improperly functioning pressure cap. To avoid this loss, the cooling system pressure should be checked periodically, as reduced system pressure can reduce the anti-boil protection of a 50/50 prediluted coolant product.
2. What does added heat do to engine systems? Excessive heat buildup within an engine can lead to a variety of problems, including worn rings, scuffed pistons, cracked heads, reduced oil life and bearing wear. While the heat has specific effects on the each of these areas, it is key to address these issues before they cause expensive or irreparable damage to the larger engine system.
3. What are the most important steps fleet professionals should take to address these challenges? • Ensure that proper maintenance practices are in place and that all key individuals are properly trained. • Utilize a trusted extended life coolant brand, which offers excellent corrosion, cavitation, anti-scale and anti-foam protection, such as FINAL CHARGE Global Extended Life Coolant/Antifreeze. Scale buildup within the cooling system will prevent heat transfer from hot metal surfaces and promote system failures caused by overheating. • Utilize an extended life 50/50 prediluted coolant product to ensure proper glycol to water ratio and to prevent external contamination from poor quality water sources. This will ensure the optimum performance of the selected technology is achieved within the system. • If an extended life 50/50 prediluted coolant product is not available or desired, then ensure that the product is properly diluted with a good quality source of water. If this option is chosen, make sure to keep in mind the below limits on make-up water that have been set by engine manufacturers:– Calcium (Hardness) 170 ppm – Magnesium (Hardness) 40 ppm – Chlorides (General Corrosion) 40 ppm – Sulfates (General Corrosion) 100 ppm 4. In your experience, how have these challenges changed over time? The introduction of new technologies such as High Pressure Common Rail (HPCR), Exhaust Gas Recirculation (EGR), Aftercoolers and Oil coolers have increased demands placed on the cooling system to remove excessive heat from the engine and sub-systems, while providing total system protection under varying dynamic conditions.
These systems have promoted an increase in the metallic and non-metallic surface areas, which requires multiple levels of protection. In addition, new protection is required to reflect the changes in the types of metallic alloys utilized within the system, which requires multiple levels of protection, and the changes in external hose/internal gasket design and composition, which requires fluid compatibility and protection.
These changes in turn increase the demands placed on the coolant’s inhibitor package, stability and overall performance. An extended life coolant needs to be very robust and capable of providing, corrosion, cavitation, anti-scale, and anti-foam protection under high heat rejecting conditions, while under system pressure and in the presence of various metallic/non-metallic materials.
5. Have technological innovations enabled fleet professionals to better prepare their fleets for the summer heat? If so, how? Innovations have helped to create more reliable test methods for evaluating a systems condition, which can be used by the fleet to make a more informed decision relative to product selection and improve cooling system maintenance practices.
Infield diagnostics or test kits are also becoming more reliable, which will help fleets to test for inhibitor, and system contamination limits.
Another important development fleet professionals have been able to utilize is the newer, extended life coolant technologies, which are able to provide lifetime protection without the need for SCAs, preventing over-treatment issues and ensuring longer application uptime.
FINAL CHARGE Global Extended Life coolant from PEAK Commercial & Industrial is designed to provide corrosion, cavitation, anti-scale, and anti-form protection to ensure optimum heat transfer is maintained, while ensuring compatibility with system elastomers.
PEAK Commercial & Industrial offers specific products that can be used to simplify cooling system maintenance and ensure optimum application reliability with minimized proper in-field maintenance. In addition, PEAK Commercial & Industrial coolant technology with aftersales technical support is designed to remove the guesswork in product selection and continued maintenance for both modern and traditional cooling systems.
Going Green Now Means Saving Green in the Future
A recent survey of fleet managers across the United States reveals long-term cost savings as the primary benefit of green fleet programs. In the study, conducted by PEAK Commercial & Industrial, the makers of BlueDEF, financial considerations are the key factor driving fleet managers’ decisions.
52 percent of those with green fleet plans in place note a reduction in long-term cost as the most important reason for implementing a green fleet initiative and 74 percent of fleet managers who do not plan to implement green fleet programs see hard costs as their largest obstacle.
Green fleet programs, also referred to as sustainability programs, represent a variety of sustainability initiatives undertaken by transportation companies to reduce greenhouse gases and air pollution. The programs are implemented through a variety of tactics, such as vehicle purchases or upgrades, investments in fuel technology resources and driver training. The emphasis that is placed on each green strategy differs among fleets, as each fleet has an individual set of needs and demands that must be addressed when making operational changes. As a result, fleet managers must carefully weigh the costs and benefits of all of their options when implementing sustainability initiatives at their organization.
Insights from the survey indicate that green fleet programs are not yet the industry standard among decision makers, but that green and sustainability initiatives are undoubtedly where the industry is headed. Fleet managers reported that green fleet initiatives benefit the industry in a number of ways, such as long-term cost reduction, compliance with government regulations and a contribution to global sustainability.
While only 26 percent of fleets surveyed have a sustainability program in place, 72 percent of those who plan to implement one will do so in the next one to three years, illustrating the rapid rate at which the industry is transitioning. One hundred percent of managers who plan to implement a green fleet program will focus their investments in vehicles or upgrades, large-scale purchases that will have a major impact on the fleet’s future.
The findings of this survey indicate that fleet managers nationwide are addressing the impact of green fleet and sustainability initiatives, as technological developments and government regulations evolve and fleet management practices are updated to maximize efficiency, fuel economy and productivity in a cost-effective manner.
Ed Leddy on Sustainability
Ed Leddy, CEO of Leddy Transportation Enterprises, makes the business case for going green.
Green Fleet Technology is Leading to All Kinds of Green
Environmental compliance is no longer the leading driver of adopting green fleet technology. Instead, fleet professionals are increasingly turning to the technology for its financial benefits.
Read More Inside the Industry: Ted Roberts, COO & Chief Content Officer of Fleet Management Weekly
As the number of sustainable and green fleet options available to fleet professionals continues to grow, successful fleet professionals are tasked with exploring a variety of opportunities to maximize their company’s performance.
Green fleet initiatives have had a substantial impact on the transportation industry as a whole and the focus on sustainability doesn’t look to dwindle anytime soon.
In this PEAK Commercial & Industrial Inside the Industry Q&A, Lifeblood advisory member Ted Roberts, COO & Chief Content Officer of Fleet Management Weekly, shares his views on the green fleet industry. Lifeblood, the newly launched online resource from PEAK Commercial & Industrial, provides a variety of information, tools, research and industry profiles to aid fleet professionals in their day-to-day responsibilities.
In your experience, what are a few significant triggers that have driven the transition to green fleets?
A significant factor in fueling the transition towards sustainable fleets is the ever-increasing profusion of new technologies that are making fleets greener. In the case of corporate fleets, subtle pressure from customers has been a key force behind the transition. For public fleets, constituents have been influential as concerned citizens look to minimize costs as well as environmental impacts.
In addition, more direct pressure from top management looking to do the right thing for the environment and reap the public image benefits associated with going green has resulted in increased emphasis on sustainability programs.
Please explain the most important steps fleet managers should take in greening their fleets. Any good tips to share?
The most important step any fleet manager can do is to carefully and systematically look at all of the options available. This is because the best solution is likely to be a combination of things — factors like rebates, prices, and incentives will certainly come into play.
For many fleet managers, it will make sense to include some electric vehicles (EVs) and compressed natural gas (CNG) vehicles, but internal combustion vehicles will be an important part of the mix as well. Fuel economy in internal combustion vehicles has improved dramatically in the past few years, and this trend is only going to continue.
Is sustainability a good financial decision for a commercial fleet? In what ways?
It used to be that sustainability was primarily a good decision to enhance a company’s public image. But now it’s also becoming more of a smart financial decision as well — especially because electric vehicles and alternative technologies are continually becoming less expensive. In fact, the day in which many ’regular‘ vehicles are at parity with many ‘alternative’ vehicles is nearly upon us.
What do you expect the relationship between the transportation industry and sustainability to look like in the next five years?
This relationship will become more integrated and more entrenched. The line between ‘standard’ and ‘sustainable’ transportation options will begin to erode as ‘sustainable’ options become more commonplace and affordable.
Tips for greening your fleet
Fleet managers nationwide are making efforts to green their fleets, as sustainability initiatives provide a variety of benefits to their companies — cost savings, reduced environmental impact and an enhanced public image.
Research conducted by PEAK Commercial & Industrial reveals that the overwhelming reason fleet managers choose to implement green fleet programs is ultimately because of financial benefits over time. According to Ted Roberts, COO & Chief Content Officer of Fleet Management Weekly, there are numerous direct financial rewards for sustainability management as alternative technologies and sustainable options are becoming less expensive and more accessible to fleet professionals.
As the transportation industry evolves, it is clear that green fleets will continue to grow in popularity. A green fleet program guides sustainability priorities, sets goals to reduce emissions or increase fuel economy, and measures a fleet’s performance toward achieving these goals. While some fleet managers believe that a green fleet must make costly upgrades and focus on the operation of hybrids, pure electrics, or using a clean alternative fuel, in reality, any initiative that significantly reduces a fleet’s environmental impact can be considered green.
Industry experts emphasize the significance of the relationship between the transportation industry and sustainability. “Over the next five years, this relationship will become more integrated and more entrenched,” Roberts says. “The line between ‘standard’ and ‘sustainable’ transportation options will begin to erode as the ‘sustainable’ options become commonplace among fleet professionals,”
To assist fleet managers in their development and application of green fleet practices, PEAK has shared the below tips for implementing a green fleet program that maximizes an operation’s effectiveness and profitability while minimizing its environmental impact.
1. Carefully and systematically look at all of the options available . According to Roberts, this is the most important thing any fleet manager can do. The best solution is likely to be a combination of things — factors like rebates, prices, and incentives will certainly come into play.2. Recognize that fleet sustainability programs are part of a long-term initiative. The green-fleet transition will not happen overnight and is best implemented when fleet professionals include sustainability practices in a company’s long-term strategy for success. According to research from PEAK Commercial & Industrial, 72% of fleet professionals who plan to implement a green fleet plan will do so in the next 1-3 years, giving fleet professionals adequate time to explore all available options and make the optimal decision for their companies.3. Utilize telematics systems to increase fleet efficiency and reduce the cost of fleet operations. Telematics systems, which continue to expand, provide insights to maximize fuel conservation by addressing fuel-wasting driving behaviors and providing insights on optimal modifications, such as route planning, engine feedback and improving dispatch times by coordinating with technicians who are nearest to a job.4. Maximize the use of available engine technologies. Industry regulations have led to the widespread use of Selective Catalytic Reduction (SCR) technology, which poses significant benefits to fleet managers looking to reduce emissions and maximize fuel efficiency. However, fleet managers must be careful to use products such as diesel exhaust fluid, like BlueDEF, correctly to guarantee their fleets obtain all potential savings.5. Maintain your vehicles. Make sure each one of your fleet’s vehicles is serviced regularly. Ensuring that vehicles have fresh oil and clean air filters will promote your green fleet initiative by limiting vehicle repair costs, maximizing fuel efficiency and reducing harmful emissions. Keeping the engine tuned and regularly checking and refreshing fluid levels also helps to reduce the stress placed on engine parts. Inside the Industry: Ed Leddy, Leddy Transportation
Sustainability support continues to grow within the transportation industry, as evidenced by the National Association of Fleet Adminstrators’ recent introduction of the leading Sustainable Fleet Accreditation Program, which provides fleets with a standard assessment of their actions and progress on sustainability.
It is important that fleet professionals are well versed on the past, present and future of green fleets, as the advancement of sustainability initiatives will continue to impact the industry as a whole. In this Peak Commercial & Industrial Inside the Industry Q&A, Lifeblood advisory member, Ed Leddy, Principal Owner at Leddy Transportation Enterprises LLC, shares his views on the green fleet industry.
In your experience, what are a few significant triggers that have driven the transition to green fleets?
Sustainability initiatives are driven on the fleet side by the pursuit of improved miles per gallon and operating cost savings. The Environmental Protection Agency’s SmartWay program, which is a public-private initiative, has also provided incentives in the development of technologies that reduce fuel consumption. In addition, there are several direct financial rewards for sustainability management including lower fuel costs, lower costs of oil maintenance, more miles from tires and extended use of equipment.
Please explain the most important steps fleet managers should take in greening their fleets.
Equipping fleets with all of the latest technologies proven to advance sustainability initiatives is a necessary step fleet managers must take. Examples include utilizing the best designed air foil technology for cabs, wheel covers, trailer skirts, trailer tails and tractor-trailer gap management, speed governance, low friction tires and axel management. Driver education is also critical to ensuring sustainability goals are met and best practices are adhered to on and off the road.
What do you expect the relationship between the transportation industry and sustainability to look like in the next five years?
The single most evident element in the relationship between the transportation industry and sustainability will be the hugely significant reduction in fuel consumption. There is an enormous pursuit to gain efficiency in every element of commercial transportation in addition to the private fleet. Over the next five years, I see very close alignment of the goals of sustainability and the transportation industry. Reducing the amount of fuel used and utilizing materials that last longer and do not need to be replaced, or at very least are replaced much less frequently, are two key elements that will drive the industry in the direction of sustainability.
A Company Dedicated to Fuel Relies on Another Fluid to Keep Trucking
Eagle Transport is one of the largest transporters of refined fuel on the East Coast. From airports to military bases to the gas station down the road, Eagle brings power to the majority of the Eastern seaboard. The fleet at Eagle consists of over 500 vehicles, and fuel isn’t the only fluid that keeps their trucks humming.
Eagle Transport is one of the largest transporters of refined fuel on the East Coast. From airports to military bases to the gas station down the road, Eagle brings power to the majority of the Eastern seaboard. The fleet at Eagle consists of over 500 vehicles, and fuel isn’t the only fluid that keeps their trucks humming.
“The fluid that goes in these trucks is more important than the fluid they’re hauling,” claims Lance Collette, President and COO of Eagle. “We’ve delivered almost 500,000 loads, with over 99 percent of them showing up on time.” Eagle credits this track record to a meticulous preventative maintenance program, which includes keeping their trucks filled with PEAK BlueDEF Diesel Exhaust Fluid.
“Out of the 500 trucks in our fleet, 100 percent of them use an SRC system that requires diesel exhaust fluid. We use about 175,000 gallons annually,” explains Joe Phillips, Eagle’s Director of Fleet Maintenance. With numbers like that, it’s easy to see that fluids are the real fuel of Eagle Transport.
You can meet the entire crew that keeps Eagle delivering here.
Nominate a Deserving Fleet Professional with Lifeblood
It’s time to give the spotlight to the person managing the fleet behind the scenes, to give props to the service technicians that show up each day and pat the back of the driver who spends hours on our nation’s highways.
Lifeblood , an online resource launched by PEAK Commercial & Industrial, brings together forward-thinking fleet professionals across the country, providing the fleet industry with tools and resources to make sure your fleet is on the road for years to come. At PEAK Commercial & Industrial, we believe every element of the fleet system, from each bolt on the engine to the hardworking Director of Maintenance, is equally important to a fleet’s success; and we’re committed to making sure every worker receives the acknowledgement they rightfully deserve.
We’re sending our camera crew around the nation to showcase the stories of the hardest working fleet professionals. Whether your company is large or small, we want to hear from you.
Now is your time to nominate your coworker, your employee, or another hardworking fleet professional who you think needs the recognition they deserve — we want to send our crew to document the true engines of progress in the industry.
Click here to nominate yourself or others today.
Featured Fleet: Pure Metal Recycling on Increasing Productivity
Fleet professionals and their organizations are critical to keeping goods and services across the country moving.
In this article, Lifeblood , an online resource recently launched by PEAK Commercial & Industrial to support fleet professionals with information, tools and research, features a leading fleet organization whose reliable, efficient service provides invaluable support to keep the nation’s businesses running at maximum capacity.
Pure Metals Recycling, also known as PMR, is a full service-recycling firm with a core focus on metals. The company has brought high-quality service to the Chicagoland and South Bend, Indiana area for more than 40 years. PMR has seven facilities strategically placed to handle and process all scrap commodities, as well as packaging it to the specs their clients require.
To see just how this company maintains high-quality service and continued success in the industry, Lifeblood sat down with Pure Metals Recycling’s Director of Fleet Maintenance and Procurement, Mac Delozier.
As the Director of Maintenance and Procurement, Mac is continually looking for ways to maximize his fleet’s productivity and improve the process of maintenance and equipment at PMR, as well as lead operational purchasing and cost controls.
Maintenance of equipment is a crucial part in any fleet system — so how does PMR manage its fleets at such an exceptional level? PMR’s maintenance program is backboned by its fluid analysis and service interval program. The fleets go through three service levels, service A (weekly service), service B (monthly service) and service C (a three-month or 20,000 mile service). In addition, the fluid analysis portion of the maintenance is given once every 3 months or every 500 hours.
In an environment where weather is notorious for its extreme and sometimes damaging impact, PMR must constantly make sure that its fleet’s fluids are at perfect levels to avoid fleet downtime and service interruptions. The company uses PEAK Commercial & Industrial’s leading antifreeze/coolant products to ensure all of its fleets are running in optimal condition. PMR views the fluids in its equipment — including heavy duty oil, coolant/antifreeze, and diesel exhaust fluid — as the lifeblood that keeps the company up and running. PMR’s maintenance program is built to be proactive rather than reactive in regards to its fleet’s efficiency. According to Mac, “From -25F to 102F, we feel covered and confident that our cooling systems are protected with PEAK Fleet Charge 50/50.”
Pure Metals Recycling is the number one recycler in Chicago and surrounding states, and to Mac, there is no secret as to why they are at the top. The integration of all departments enables PMR to consistently operate at its best. The combined efforts, operations and success of PMR, including a variety of aspects from its selection of coolant/antifreeze to its packaging, come together as, “a perfectly coordinated dance, where everyone has to be listening to the same tune.”
View the complete Pure Metal Recycling Story
Originally posted on CCJ and Hard Working Truck
Fleet and Fluids: The X-factor for Michael Waltrip Racing
Chris Bryant, Director of Transportation for Michael Waltrip Racing knows the importance of keeping his trucks up and running. “We have no tolerance for breakdowns because a race will go on without us.” Experience the complete Michael Waltrip story here.
