Milk prices beginning to recover The number of dairy cows in the United States dropped by roughly 100,000 animals in the last year, as low milk prices continue to drive American dairy farms out of business. Between July 2018 and July 2019, the U.S. dairy herd shrank to 9.3 million animals from 9.4 million, according to the latest count by the U.S. Department of Agriculture. In 2018, some 2,500 dairies went out of business, according to the agency. “A lot of my friends and neighbors have exited the business,’’ said Jim Burdett, owner of a small, family- owned dairy farm near Mercersburg, Pa. “We’re a dying breed, the small, family run operation.’’ Burdette’s farm is struggling to stay afloat, he said. “Milk prices have been low since 2015 – so low that the average U.S. dairyman has been losing money every year for the last four years,” said Jackie Boerman, an assistant professor of animal sciences at Purdue University, who specializes in the dairy industry. “What happened was that 2014 was a record year for dairy,’’ said Alan Bjerga, a spokesman for the National Milk Producers Federation. “And, whenever you have a really good year and prices increase, farmers respond by increasing production.’’ “In dairy farming, one of the ways that is accomplished is by adding cows, and that is exactly what farmers did,” Bjerga said. Between 2014 and 2017, the number of dairy cows in the United States increased by about 150,000 animals, according to the USDA. (The agency did not survey the herd in 2016 because of budget constraints.) Farmers during that time also found ways to increase the productivity of their existing animals by improving their health of the herds, Boerman said. The National Newspaper of the Liquid and Dry Bulk Transportation Industry www.TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289 www.twitter.com/tanktransporter www.facebook.com/transporttrader http://www.tanktransport-digital.com/tanktransport/2017_product_service_directory_and_buyers_guide Since 1986 AUGUST 2017 COMING IN SEPTEMBER ACIDS / CHEMICALS ADVERTISING DEADLINE: AUG 21st VIEW AND DOWNLOAD OUR 2017 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE\" PRST STD U.S. POSTAGE PAID Dallas, TX PERMIT No. 2874 TANK TRANSPORT TRADER 1011 W. Bluff St. Fort Worth, TX 76102-1810 CHANGE SERVICE REQUESTED FREE SUBSCRIPTION UPDATE FORM In order to continue receiving Tank Transport Trader, please check a box in the boxes below and mail, fax or email this form to: TANK TRANSPORT TRADER 1011 W. BLUFF ST. FORT WORTH, TX 76102-1810 FAX:817-348-0289 / EMAIL: [email protected] Yes! Continue sending me Tank Transport Trader . No. Discontinue sending Tank Transport Trader. I am interested in the Liquid Waste market place . Please send me your Waste pumper information. (Good-quality raw milk continued on page 10) (Milk prices continued on page 15) Quality of raw milk must be protected Good-quality raw milk is required to make good-quality dairy products. Once raw milk is defective, it cannot be improved during processing, and defects often become more pronounced. Therefore, it is important that raw milk be produced and handled from farm to plant under conditions that do not reduce its quality or, consequently, the quality of the product. Many factors can influence the quality of raw milk. Following is a summary of raw milk quality parameters, testing procedures and limits. and how they may influence the quality of dairy products: As a rule, unhealthy dairy cows have the potential to give milk that is lower in quality and wholesomeness. The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 COMING IN JANUARY 2020 TANK & TRUCK TECHNOLOGY Driver Safety/Product Security/Product Tracking The tanker industry is fighting hard every day to improve driver safety and to implement more security and tracking controls over equipment and product. www.twitter.com/tanktransporter www.facebook.com/transporttrader ADVERTISING DEADLINE: DECEMBER 21ST www.TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289 DECEMBER 2019 2020 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE–COM ING FEBRUARY 2020! TANK TRUCK SERVICE FACILITIES • TANK CLEANING FACILITIES • TANK TRUCK BUYERS GUIDE • WASTE PUMPER BUYERS GUIDE ADVERTISING DEADLINE: DECEMBER 20, 2019 Idaho issues order on hemp delivery The governor of the state at the center of two cases of truck drivers being charged with drug trafficking for hauling industrial hemp is reminding hemp haulers that they are only allowed to transport the crop through the state in interstate commerce, despite hemp production being legalized at the federal level. As reported last month, the U.S. Department of Agriculture published an interim final rule establishing rules for hemp production that also allowed a provision of the 2018 Farm Bill to take effect that barred states from impeding the interstate transportation of industrial hemp. Idaho Gov. Brad Little issued an executive order Nov. 19 to resolve any conflicts between state and federal law when it comes to transporting hemp through the state. Little says the order is “a stopgap measure” until the state’s legislature passes new laws regarding hemp transportation and production in the state. “As it turns out, the rules were published at a time when the Idaho legislature could not quickly respond,” Little says. “My executive order is a stopgap measure to address the narrow issue of interstate transportation of hemp until the Idaho legislature develops a permanent regulatory framework around hemp.” Idaho state law still considers hemp a controlled substance, so unless state law is changed, hemp can only be in the state if it is being transported to and from out of state. (Hemp delivery continued on page 16) Dean Foods files for bankruptcy Top U.S. milk processor Dean Foods Co. filed for Chapter 11 bankruptcy protection and is in advanced talks with Dairy Farmers of America Inc. about a potential sale. Dean listed assets and liabilities of as much as $10 billion each in court papers filed in Houston, and it said in a statement that it has commitments for $850 million in bankruptcy financing from existing lenders led by Rabobank. The filing allows Dean to keep operating while it works on a plan to pay creditors and turn the business around. Losses have piled up after Dean’s biggest customer, Walmart Inc., built its own milk plant. The company has been squeezed by fierce competition and the rising price of milk, which has increased costs and eroded profit margins. (Bankruptcy protection continued on page 17)
(800) 526-4330 [email protected] www.GirardEquip.com ■ ■ All star CAST ... All parts produced in our American Foundry. NO TARIFFS • NO WORRIES Specialists in the bulk liquid and chemical transportation industry since 1952. For more than 65 years, Girard has been on the forefront of the Chemical Transportation Industry. We live by the mantra that it’s not enough to keep up with change, as leaders we must progress and move it forward; always mindful of ways to improve product design and safety for our customers. Sand Sa 05 Polyethyl Pe 04 Lime Li 06 Cement Ce 07 Flour Fl 08 Proppant Pr 11 Polysty Ps 10 Potash Pa 13 Polypro Pp 14 Sugar Sg 09 Starch St 12 Offering market-leading product in every dry bulk segment and a reputation for enduring performance measured in decades. With Heil Trailer, you don’t have to struggle to solve the equation—our quality and durability are always constant. Heil Trailer Dry Bulk. Your solution for success. | Heil Trailer Dry Bulk Heil Trailer is part of the EnTrans International family of brands. En Trans International, LLC En Trans International, LLC To learn more, contact Heil Trailer at 1-800-400-6913. SOLUTIONS BUILT FOR YOU. heiltrailer.com Multiple elements. One solution. HEIL1262_All Dry Bulk_TankTrans_11x14_041819.indd 1 4/18/19 4:54 PM
(800) 526-4330 [email protected] www.GirardEquip.com ■ ■ All star CAST ... All parts produced in our American Foundry. NO TARIFFS • NO WORRIES Specialists in the bulk liquid and chemical transportation industry since 1952. For more than 65 years, Girard has been on the forefront of the Chemical Transportation Industry. We live by the mantra that it’s not enough to keep up with change, as leaders we must progress and move it forward; always mindful of ways to improve product design and safety for our customers. 4/18/19 4:54 PM
Designed, engineered and manufactured in the USA. BettsInd.com/AirManifold Betts Industries Inc. • Warren, PA 16365 RELY ON THE LEADER— for full customization. BETTS CUSTOM AIR MANIFOLDS CUSTOM AIR MANIFOLDS DELIVERED IN WEEKS, NOT MONTHS. No matter if you need bottom-loading, gravity-unloading, standard or air-actuated product returns, single-, dual- or triple-bank manifolds, get exactly what you need, built to your specifications, with Betts-engineered proven modular design. • Up to 10 compartments • 11\" or larger on-center distance • Standard or air-actuated product returns • Methanol/ethanol-resistant sight glass • Multiple seal options available, including fluorosilicone, FKM BLT and FKM ‘GFLT-S’ Visit BettsInd.com/AirManifold and use our SmartSpec Custom Air Manifold Configurator to ™ quickly and easily generate a custom product number for your specific application. Do what’s best —call a Betts expert today and go with the leader! 800.831.7160 With vision and forward thinking along with the demand in the transportation industry MAC Trailer now encompasses over 1,350,000 square feet of facilities on campuses over 500 acres with a staff in excess of 1300 employees that services both national and international markets. In addition to our Ohio and Montanta facilities, we have also proudly expanded our manufacturing into Oklahoma City, OK and a manufacturing facility in Haslet, TX which, will specialize in Dry Bulk PneuMACtic Tank Trailers to better serve our customer’s needs. We are proud to introduce our newest manufacturing facility in Davis, OK which, will specialize in Road Warrior Platform trailers. Expanding Our Horizons 1-800-795-8454 Corporate Office www. MACtrailer .com IS THE TALK OF THE INDUSTRY CALL 330-474-3795 FOR MORE INFORMATION C M Y CM MY CY CMY K 4 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
With vision and forward thinking along with the demand in the transportation industry MAC Trailer now encompasses over 1,350,000 square feet of facilities on campuses over 500 acres with a staff in excess of 1300 employees that services both national and international markets. In addition to our Ohio and Montanta facilities, we have also proudly expanded our manufacturing into Oklahoma City, OK and a manufacturing facility in Haslet, TX which, will specialize in Dry Bulk PneuMACtic Tank Trailers to better serve our customer’s needs. We are proud to introduce our newest manufacturing facility in Davis, OK which, will specialize in Road Warrior Platform trailers. Expanding Our Horizons 1-800-795-8454 Corporate Office www. MACtrailer .com IS THE TALK OF THE INDUSTRY CALL 330-474-3795 FOR MORE INFORMATION
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Midwest Meter, Inc. Liquid Handling and Metering Equipment “There must be a better way.” 1605 170th Street, PO Box 376 Hampton, IA 50441 – USA Email: [email protected] PHONE: (641) 456-4802 FAX: (641) 456-4600 www.midwestmeter.com 1605 170th Street, PO Box 376 Hampton, IA 50441 – USA Email: [email protected] PHONE: (641) 456-4802 FAX: (641) 456-4600 www.midwestmeter.com The reel leader. ® MP PUMPS MID COM : Proven Performance - Defining the Future www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 7
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CivaCommand. Total control, totally smart. Bring your tank truck into the modern era with the CivaCommand Smart Tank System— an integrated, touchscreen-based digital system that combines advanced overfill protection and pneumatic controls with analytics, security and asset management. The system allows the visual monitoring of overfill probes, air controls and ground connections, and creates the ability to identify problems before they happen, for significantly improved uptime. Other benefits of the CivaCommand Smart Tank System include: • Built-in smart electronic PGI (product grade indicator) improves efficiency • Interactive product retain warning prevents driver from leaving with retain • COPS (Cross Over Protection System) fully integrated, but not required for use • Automatically activates COPS when paired with Smart Delivery Elbow KEEP YOUR FLEET MOVING WITH THE ONLY INTEGRATED SMART TANK SYSTEM. To learn more about the CivaCommand Smart Tank System, call: 1-888-526-5657 or visit www.opwglobal.com/civacon/ civacommand . www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 9
Mastitis, an infection of the udder, is one of the most common herd health concerns. Mastitis in dairy cows, which is most often the result of a bacterial infection (contagious or environmental), causes an increase in milk somatic cell levels (blood cells that fight infections). While the legal limit for bulk milk is 750,000 cells per milliliter (ml), somatic cell counts (SCC) exceeding 300,000 generally indicate some level of mastitis in the herd. High SCCs have been associated with the potential for quality defects in raw milk and in processed dairy products. 1. Bacterial Contamination Milk as it is secreted from the udder of a healthy cow is very low in bacterial numbers. Bacteria can increase in raw milk due to poor milking methods, inadequate cleaning of milk equipment, poor cooling, and, in some cases, as a result of mastitis. Good production and herd management practices help ensure low bacteria counts and reduce the risk of the presence of pathogens in the raw milk. Although pasteurization and more severe heat treatments (Ultra-High Temperature) kill a majority of bacteria in milk, some strains produce enzymes that survive the heat treatment. Heat-stable enzymes have the potential of further degrading the processed product, especially long-life, shelf-stable products (UHT milk). Following is a list of methods commonly used to evaluate raw milk bacteriological quality, including the required Standard Plate Count, as well as auxiliary tests sometimes used to evaluate raw milk: Standard Plate Count (SPC) determines the total number of bacteria that can grow and form countable colonies on Standard Methods Agar when incubated aerobically at 90 degrees (F) for 48 hours. Generally, SPC values should be less than 10,000/ml. The legal maximum for producer milk is 100,000/ml. Preliminary Incubation Count (PIC) is performed by holding milk samples at 55 degrees (F) for 18 hours prior to performing the SPC. This incubation temperature selects for bacterial contaminants in a sample that can grow at cooler temperatures, some of which may have the potential for further growth during raw milk storage. Laboratory Pasteurization Count (LPC) is performed by heating the milk sample to 145 degrees (F) for 30 minutes, followed by an SPC. This procedure counts bacteria that survive pasteurization (thermoduric bacteria). LPCs of less than 250/ml should be the goal. Coliform Bacteria Count is performed by plating a sample on the media Violet Red Bile Agar, which selects for coliform bacteria. Coliforms are associated with fecal and environmental contamination. Counts of less than 50/ ml should be the goal; less than 25 is achievable. There are no legal limits for raw milk unless coliforms cause the SPC to exceed 100,000/ml. Coliforms are associated with filth contamination and a higher potential for pathogens. 2. Antibiotics and Drug Residues Antibiotics and other drugs are often used to treat cows with mastitis or other infections or ailments. When a cow is treated, its milk is generally withheld from the bulk tank until treatment stops and milk is free of drug residues. The most commonly used drugs are the beta-lactam antibiotics (i.e., the penicillin family). Occasionally, treated cows are overlooked, and antibiotic- contaminated milk enters the bulk tank. However, all raw milk tank trucks are screened for the presence of beta-lactam drugs at dairy plants before they are unloaded, therefore minimizing the potential for drug contaminants in processed dairy products. Individual farm samples are also tested routinely or for producer trace-back if a truck tests positive. Antibiotics in milk are a concern due to the risk of allergic reactions and the development of antibiotic- resistant pathogens. During the manufacture of cheese and cultured dairy products, antibiotics can inhibit dairy starter cultures used to develop acid (e.g., lactic acid bacteria), which can result in the loss of significant amounts of product and milk. 3. Water and Freezing Point of Milk Added water can occur in milk due to both unintentional and intentional addition. Added water can be detected in milk by measuring its freezing point. The freezing point is slightly less than that of pure water and relatively constant. Typical milk generally has a freezing point below minus 0.542 degrees Hortvett (°H is a scale used almost exclusively for milk freezing point), a derivative of degrees Celsius). (Good-quality raw milk continued from page 1) 10 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
UNIBLOCPUMP.COM | 770-218-8900 INQUIRE ABOUT OUR NEW OIL COOLERS FOR TANKERS Our tanker pumps are compact, but strong. Our seals are forgiving, yet longer lasting. Why? Because we listen to people like you, our customers, and we innovate and perfect the performance of our pumps until they are good enough for your fleet. No matter the flow, pressure, volume or velocity you need to move, we are ready, willing and able to deliver a premium pump for you. Contact us to discuss a compact pumping solution for your fleet. 770-218-8900. SIGNED UNIBLOC. SEALED STRONG. DELIVERED FAST. 4. Sediment Sediment in milk is generally due to poor pre-milking hygiene procedures that allow soil and other materials to enter the milking stream. Proper environmental conditions for cow cleanliness are important to reduce soil on animals so that pre-milking hygiene procedures can be effective. Sediment in milk is measured by filtering the milk through a fine filter and visually examining it. High sediment levels in milk are associated with filth and the potential for bacterial contaminants that will influence quality. 5. Farm-Related Off-Flavors Off-flavors and odors can be present in raw milk due to practices on the farm. Some are minor and difficult to avoid, while others are due to poor practices and can be reason for rejecting a milk load. Most flavor/odor defects will be carried over into the finished product, although some of the volatile defects can be partially removed. Defects in milk can be classified as: Bacterial: Growth of spoilage microorganisms; or Chemical: Related enzymes, feed and health of the cow as well as milk handling procedures (e.g., cleaning chemicals). Feedy: Associated with strong feed odors that are absorbed by the cow or directly into the milk during storage. Feed flavors/odors most often mimic the nature of the feed (e.g., silage, hay, soy). They are often present in low levels not considered objectionable, although strong feed flavors/odors, especially those related to poor-quality feeds, may be cause to reject milk. Feed flavors can be minimized by not feeding immediately before milking. Related off-flavors include those of wild onion/garlic (especially in the South). Rancid: Sour-like defect that occurs in milk due to excessive agitation and other factors related to increasing the susceptibility of the milk fat to the hydrolytic enzyme lipase. Lipase breaks down butterfat to free fatty acids (such as butyric) that can result in rancid off-flavors (e.g., soapy, baby-vomit, blue cheese). (from DairExnet) Fleets saw costs rise in 2018, report says Operating costs were up across the board last year, costing fleets an average of $71.78 per hour to run freight, according to the American Transportation Research Institute’s (ATRI) latest Operational Costs of Trucking report. The 2019 update to ATRI’s report looked at trucking industry operating costs during 2018, which saw a robust economic environment for carriers and drivers. While times were good for fleets overall, the economic boom also put upward pressure on nearly every line-item cost center experienced by carriers, according to ATRI. The institute found that a good economy, difficulties in finding and keeping drivers, and increased fuel and insurance prices all contributed to year-over-year cost increases. The average marginal cost per mile, which includes costs due to fuel, equipment, maintenance, insurance, permits, licenses, tires, tolls and driver wages and benefits, increased 7.7 percent in 2018 to $1.82 per mile. Costs went up in every category except tires, and fuel costs saw the largest increase at 17.7 percent. Not far behind fuel cost increases, were insurance costs at 12 percent. Driver wages and benefits continued to make up the largest portion of operating costs and 2018 was a year of substantial driver pay increases industry wide. Driver wages and benefits increased 7 percent and 4.7 percent respectively as a strategic response to the severe driver shortage that existed in 2018, according to ATRI. On an hourly basis, average costs due to driver wages increased from $21.97 to $23.50 in a single year. Benefits increased from $6.78 to $7.10 per hour. Wages and benefits represented 43 percent of all marginal costs in 2018. Repair and maintenance costs increased 24 percent since 2012 to 17.1 cents per mile on average. These numbers represent an average of the trucking industry. However ATRI’s report also analyzes costs by sector, which can have varying costs due to the type of activity. Specialized carriers have the highest cost per mile at $2.02, with additional factors such as hazardous materials and OS/OW permit costs, complex maintenance requirements and higher driver compensation contributing to increased costs. Truckload carriers have the lowest operating cost per mile at $1.71, despite a 14.8 percent increase from the previous year, mostly attributed to driver pay increases. (from HDT Trucking Info) www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 11
877-963-4966 dixonvalve.com • • ©2019 Dixon Valve & Coupling, LLC. All rights reserved. ADS Portable Overfill Protection Are product spills making a mess of your bottom line? ADS portable overfill detection alarms are a low-cost solution specifically designed for liquid terminal operations. Our standard offering includes Outalarms , Spillguard ™ ™ monitors, probes and cables all available in a wide range of sizes. Visit dixonvalve.com/ads to learn more. Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon • • • • • • 877.963.4966 dixonvalve.com • • ©2019 Dixon Valve & Coupling, LLC. All rights reserved. Dixon Bayco_Tank Transport_ADS_Dec 2019.indd 1 10/14/2019 11:19:38 AM Gary N. Hightower Publisher Of: 800-537-1320 Cell: 817-845-6301 [email protected] Jack Flanders Editor Cell: 512-667-6223 [email protected] Sherry Unger Regional Sales Mgr. Cell: 817-690-5541 [email protected] Neal R. Hightower Publisher-Etrucking.com Internet Marketing 817-945-1305 [email protected] TANK TRANSPORT TRADER A GNH Enterprises, Inc. company 1011 W. Bluff St. Fort Worth, Texas 76102 800-537-1320 817-338-0822 Fax: 817-348-0289 [email protected] www.tanktransport.com www.etrucking.com Concentrating on industry leaders in the liquid and dry bulk industry, no other publication offers a more direct route to that audience than Tank Transport Trader. We reach additional industries that are not primarily carriers but do buy and use tank related products such as the construction, farming, oilfield, mining, chemical, and environmental industries. We also offer an annual Product/Service Directory and Buyer’s Guide publication as well as product advertising on our web site at www.etrucking.com. Qualified persons can apply for a free subscription by filling out a subscription form located in this issue or via our web site at http://www.transport.com/subscribe.aspx. Disclaimer: Tank Transport Trader cannot assure the quality, benefits or terms of the goods and services which are advertised in the publication. Therefore, Tank Transport Trader, GNH Enterprises Inc., the publisher, and each of their agents, employees and personnel (together referred to as “TTT”) disclaim all responsibility for the content of any advertising herein, and all representations or warranties mad in such advertising are those of the advertisers only. TTT is not liable to any advertisers herein for misprints in advertising or for failure to place advertising herein in a timely fashion, except that in any of such events, the limit f liability shall be the amount of the publication charge for such advertising. TTT expressly disclaims all warranties concerning the accuracy and/or timeliness of any advertising herein and neither assumes nor authorizes any other person to assume for it any liability in connection with such advertising or failure to place appropriate advertising, except as herein stated. Under no circumstances will TTT be responsible for incidental or consequential damages arising from failure to publish timely, failure to publish at all, inconvenience, loss, loss of use or other damages, its liability being limited, as above stated, to the publication charge for such advertising, TTT reserves the right to refuse to print or publish in any form material that it deems inappropriate for any reason, No representative or employee of TTT may enter into a contract or agreement contrary to this disclaimer. All rights reserved. Reproduction in whole or part, graphically or electronically, of any part of this publication without the written permission of the publisher is prohibited. Tank Transport Trader is a dba of GNH Enterprises, Inc. 12 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
800.641.4122 | [email protected] ® GET BETTER WITH RIDEWELL BETTER SUSPENSIONS BETTER ENGINEERING BETTER VALUE www.ridewellcorp.com The RAR-266 Trailer Air-Ride Suspension is a fully integrated large diameter axle suspension system. It has the optimum balance of weight and performance, and is the better choice for a large range of applications. RID-003 02 Tank Transport Trader 266 10.25x6.375 vPROD2.indd 1 12/11/18 10:50 AM www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 13
New Trailking dry bulk trailers, 1033 cu ft., air ride, aluminum frames. New 7000 gallon DOT 407, spring ride suspension, aluminum frames. New Polar Fertilizer Trailers 5600 gallon, air ride aluminum wheels. 2003 Polar pneumatic trailer, 1660 cu. ft. 2013 Tremcar Food Grade trailer, 6500 gallon. 2015 Tremcar 1000 cu. ft., aluminum air ride, aluminum wheels, sand ready. 2012 Heil 1040 cu. ft., air ride, aluminum wheels, sand ready. New Bulk Fertilizer Trailers 5600 gallon, air ride. New Tremcar dry bulk trailers, 1000 cu. ft., air ride, aluminum wheels. Bowman’s Tank Service Transport Tank Repair and Truck Service All of us at Bowman’s Would like to wish all of you & A Very Merry Christmas s A Blessed New Year 10445 N. State Road 267 • Brownsburg, IN 46112 [email protected] 877-826-5269 317-858-1900 Toll Free Phone Phil, Bitty and Jake • • • 877-963-4966 dixonvalve.com • • ©2019 Dixon Valve & Coupling, LLC. All rights reserved. There is no other valve like this on the market! • Safe design - Patent pending closure eliminates pinch point between the handle and bonnet • Robust construction - Machined from 5 mm wall solid bar • Superior cleanability - Bonnet design allows for quick and easy disassembly • Lightweight - 27 lbs., including standard plunger and cover Installed on food-grade stainless steel bulk transport trailers to safely and hygienically load and unload various products including milk, juice, chocolate, glycerin, and a variety of food-grade oils. Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon Excellence Uncommon • • • • • • 800-789-1718 dixonvalve.com • • ©2019 Dixon Valve & Coupling, LLC. All rights reserved. Approved for CIP DX60 Series Hygienic Tanker Valve Dixon_Sanitary_Tank Transport_DX60_Ad.indd 1 10/31/2019 7:45:32 AM 14 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
Dairy farmer using manure to run trucks With barely a sound, the red and white International Harvester feed truck unloaded a mix of silage, barley and rice to a dozen pregnant cows, releasing a sour, grassy aroma into the foggy morning at Straus Family Creamery in Marshall, Calif. The all-electric feed truck is entirely powered by methane gas that was released by the farm’s 280 cows, or rather, their poop. “I like to say the cows are powering the truck that feeds them,” said owner Albert Straus, whose organic dairy is perched on the edge of Tomales Bay in Marin County. The truck has had a timely debut. The state recently signed legislation extending cap-and-trade regulations, AB398, part of the state’s effort to cut greenhouse gases 40 percent below 1990 levels by 2030. Methane gas heats up the atmosphere as much as 20 times as quickly as carbon dioxide, and a big source is cow manure and burps. All of the electricity needed to run the Straus truck, several smaller vehicles and the entire dairy farm comes from a system fueled by methane gas from the cows’ manure. (The gas in bovine belches is harder to capture.) The truck serves only one of nine dairies that produce milk for Straus Family Creamery, so it’s just a start. But Straus, whose farm has been off the grid since he installed the methane-powered energy system in 2004, hopes it can be an example to other dairies in California, and, he said, the world. “What we’re trying to make here is a model of showing that farms can be part of the solution for climate change,” said Straus, whose farm has a 20-year plan to sequester the equivalent of 2,000 metric tons of carbon dioxide per year. The United Nations estimates that livestock are responsible for 14.5 percent of the planet’s greenhouse gas emissions. Around 20 California dairies have methane digesters, including Straus’ neighbor Giacomini Ranch, but most are in the Central Valley. Hilarides Dairy in Lindsay (Tulare County), (MIlk prices continued from page 1) which has two, converts methane to compressed natural gas instead of electricity to run milk trucks and other vehicles. Here’s how the digester works at Straus: Workers clean out the dairy barns every night and flush the manure through a separator. Solids get dried as fertilizer for the nearby pasture where the cows graze, and liquids fill two lagoons. One is covered by a tarp that traps methane gas, which gets funneled into a combustion engine that fuels a generator. The system makes enough energy to run the farm, its smaller electric vehicles and now the truck. Plus, heat generated by the engine in turn warms the water used to clean the barn. “The electric truck is closing the loop,” said Straus, who spent about $130,000 to convert the truck. A new diesel truck costs $65,000 to $100,000. However, he estimates that the truck will save the farm $10,000 a year in fuel and maintenance. Methane digesters cost quite a bit more, at an estimated $1,000 per cow; Straus spent more than $300,000 when he first put one in. Some grants are available, but the funding is still not enough to make it affordable. Straus said he’s been in talks with state lawmakers to create loans for farmers. He has also consulted with a company in Washington state that could potentially build and maintain methane digesters for dairies, so that dairy farmers can focus on their livestock. Straus worked with a local mechanic to convert the farm’s 33,000-pound feed truck to electric. Unlike electric cars, there’s no range anxiety: The truck doesn’t need to go long distances because workers can plug it in between feed loads. While large electric trucks are relatively new to farms, electric delivery trucks are used by companies like Coca-Cola, and Tesla Motors announced that it would soon debut an electric semi. (from the San Francisco Chronicle) The result was a flood of milk hitting the market, and that sent prices crashing. “We just had too much milk on the market,’’ Boerman said. “We had more milk production than we had demand for it. We needed to reduce our cow numbers to get the supply in line with the current demand.’’ The dairy farm closures contributed to the decline. When a farm ceases operations, it sells the herd. Some of the animals are purchased by other farms to continue producing milk, but many of them end up sold for beef, Boerman said. But dairy farm closures is not the only factor. Many farms that continue operations also are reducing their number of cows. The farms routinely sell or cull dairy cows from their herds once the animals stop reliably producing milk, either due to age or some kind of health issue. (Milk prices continued on page 19) www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 15
16 percent of dairy products wasted, experts say One in six pints of milk produced around the world is lost or wasted, according to research conducted at Edinburgh University for the Guardian. Sixteen percent of dairy products – 116 million tons – is lost or discarded globally each year, according to Peter Alexander, a member of the newly formed Global Academy of Agriculture and Food Security. He calculated that retailers, distributors and consumers are responsible for half of this waste, throwing away roughly 60 million tons of dairy a year. About 55 million tons are lost before they even reach a store during production and distribution – due to spoilage and waste at the farm, or while the milk is being distributed and exported abroad. However, some analysts believe dairy waste figures could be as high as 30 percent if further inefficiencies such as flooding foreign markets, using milk as animal feed and over-consumption, are taken into account. “To achieve a more efficient system, and reduce the environmental impacts from our food production, we need to consider ways to reduce all these sources of loss,” Alexander said. In many developing countries, the percentage of milk lost from farm to store is much higher than in more economically developed countries, due to difficulties in storing and transporting products. For example, 15 percent of Oman’s milk is lost at the farm level, compared with zero percent in Sweden, according to the UN’s Food and Agriculture Organization (FAO). In more developed countries, such as the UK, milk and dairy tend to get thrown away at the retailer and consumer level. According to Wrap, the UK government’s waste reduction body, a fifth of all food waste in the UK is dairy. Despite this, dairy production has been growing rapidly around the world over the past four years, rising by 6 percent between 201 and 2018, according to the U.S. Department of Agriculture (USDA). The biggest production increases were seen in India, Canada, the Netherlands and Ireland. Europe significantly increased its production of milk in 2015 when the European milk quota was lifted, which had limited the amount farmers could produce. Farmers across Europe rushed to increase their output to maximize profits at the same time demand for dairy fell in Asia, particularly in China and Russia. European dairy markets flooded, causing what some have called a “milk price crisis.’’ “You can tell when there’s a surplus because prices go down,” said Kevin Bellamy, dairy head of F&A Sector Banking, the biggest dairy bank in the world. In the EU, milk prices fell from an average of 37 cents per kg in 2014 to 28 cents in 2018, according to the European Milk Board(EMB). World milk prices did recover somewhat in 2016, though not to pre-2014 levels. The EMB estimates that major production increases in this period led to a surplus of 11 million tons on the world market. The European commission has taken some action to temper the effects of market liberalization. Since July 2015, it has bought around 380,000 tons of skimmed milk powder from over-production into public storage known as a demand intervention scheme. The European commission is now trying to sell this powder, but as supply increases, prices fall. The majority of dairy farms in Europe are small-scale family-run businesses and any reduction in production means a loss of family income. Low milk prices have had little effect on levels of output as farmers continue to produce more milk to prop up their cash flow. Bocar Diaw, president of the Senegalese national federation of local milk producers (Fenafils), expressed his concern about this surge in European exports, telling a delegation of EU policymakers last year. “Over-production must be regulated within the European Union stop relocating your problems to West Africa,’’ Diaw said. Western law makers seem unperturbed however, and are altering regulatory systems in the EU and U.S. to make it easier to export dairy around the world. “We need to adapt supply and demand in order to avoid damaging over-production, which always results in lower milk prices and a heavy financial burden for dairy farmers around the world,” said Silvia Däberitz, managing director of the European Milk Board. Around 82 million tons (11 percent) of milk is used as animal feed globally. It’s viewed as a form of wasteful inefficiency by some analysts, as cow milk contains less energy and protein than livestock feeds. Alexander attributes 67 million tons of waste to this use. He calculates that a further 53 million tons of milk wasted each year globally is due to over- consumption, or the general public consuming about 10 percent more than they actually need. Dairy UK contests these calculations, stating that animal feed should not be considered waste, and that “‘over-consumed milk is clearly neither a source of food loss or waste given the nutritional benefits of milk, which provides an array of valuable nutrients.” Wrap suggests a number of things that consumers can do to curtail waste. The most important is keeping refrigerators cooler. It is estimated that reducing the temperature of refrigerators to below 5 degrees (C) could stop more than 50,000 tons of milk waste every year in the UK. Other recommendations include promoting the freezing of milk, and introducing longer shelf lives. (from The Guardian) The order states that hemp haulers can only transport the crop on interstate highways and in the immediate vicinity of interstates, unless there is a detour authorized by the Idaho Transportation Department. Additionally, hemp haulers are required to stop at the first port of entry they encounter in the state and present to law enforcement the following: • An affirmation from the driver that the vehicle doesn’t contain illicit drugs or variations of hemp not allowed by the 2014 or 2018 farm bill • Verification, including a copy of the hemp production license from the producer of the hemp, that the hemp was produced by a licensed grower • A lab results report that confirms each lot of hemp complies with the farm bill • A bill of lading containing the shipment contents, origination (including lot number) and destination of the hemp, the weight of the load and the type of vehicle hauling the crop. Additionally, each container of hemp must be labeled with the name and address of the producer, the quantity and the lot number to correspond with the required documentation. When the hemp inspection is complete, drivers will be given an inspection report that confirms all documents were presented and whether or not any samples of hemp were taken. The order gives Idaho State Police the authority to obtain a sample of the hemp for off-site testing to ensure it meets the requirements of the 2018 farm bill. Earlier this year, three truckers previously charged with federal marijuana possession and drug trafficking entered into misdemeanor plea deals to reduce their sentences for hauling hemp in Idaho. The reduced charges got the drivers out of jail time, but they are still required to serve unsupervised probation, as well as pay fines and restitution. Under the new law that’s now in effect, the drivers would have been legal, as they were hauling hemp from outside of Idaho to other states and were just driving through Idaho en route to their destination. (from Overdrive) (Hemp delivery continued from page 1) Food drivers earn more, study shows If you’re wondering where the best money is for drivers, look no further than the food distribution sector, according a new survey conducted by the International Foodservice Distributors Association (IFDA). IFDA recently released results from its 2019 Compensation Survey: Driver and Warehouse Positions Edition. The study shows that average hourly wages for food- service distribution employees are highly competitive and surpass those of many other occupations for U.S. workers. In particular, delivery drivers in the food distribution sector had an average annual wage of $67,291 compared to a $51,960-average for all U.S. workers. Against other drivers the disparity is even worse, according to IFDA’s survey. According to the Bureau of Labor Statistics’ numbers, the average for heavy-duty truck drivers is $45,570 and light truck or delivery services drivers average just $36,920. For comparison to other industries, construction equipment operators average $52,190 per year, roofers average $43,870 and stonemasons average $44,370. IFDA’s survey was based on data from 93 distribution companies, representing 699 facilities. The report includes salary information for five driver positions and 19 warehouse positions. The full survey is available through IFDA. 16 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
Solar reefers showing promise Keeping fresh goods refrigerated during transport is important for food safety, but it requires a lot of energy and creates pollution. A solar-powered cooling system developed by eNow, a Warwick, R.I., builder of solar panels could address that problem. In one test, it cut harmful diesel emissions on a refrigerated truck trailer by almost 100 percent. eNow put its system, dubbed “Rayfrigeration,” through real-world paces in the most severe conditions to ensure it works as effectively as its pollutant emitting counterpart. Refrigerated, or reefer trucks, have two engines. One is part of the drive-train, and the other keeps the trailer cold. “The trailers have their own separate diesel engines on them, so they have their own fuel supply,” said Jeff Flath, eNow’s president and chief executive. The company has focused on the transportation industry since its 2011 founding. It builds power systems trading data. As recently as January of last year, the for big rig air-conditioning, lift gates for straight and semi-truck trailers, safety lighting for emergency vehicles and telematics systems that require an energy source to ensure batteries are always charged. But reefer trucks are a different animal. By replacing the diesel engine with a battery, there is huge opportunity to cut fuel and maintenance costs, Flath said. eNow’s system integrates its panels into a battery pack that has enough energy to operate the complete trailer system, he said. A typical reefer truck is in service between eight and 12 hours per day. The company also eliminated most greenhouse gases from a trailer’s on-board diesel-powered compressor. Diesel and other fossil-fuel burning systems typically used to cool reefer trailers emit pollutants into the air such as hydrocarbons, carbon monoxide, nitrogen oxide (NOx), and particulate matter. The emissions from the trailer unit often go unmonitored. “Many of the small engines used to power the conventional refrigeration units are essentially unregulated and so are highly polluting,” said Bill Van Amburg, executive vice president of Pasadena, Calif.-based clean emissions technologies booster CalStart. In many cases they are more polluting than the big engines powering the trucks, Van Amburg said. This technology could help slash diesel emissions in a growing market. “The reefer transportation industry is going to grow 12 to 17 percent per year because more and more goods are being transported,” Flath said. Increased e-commerce is expanding last-mile delivery of all product types, including food delivery, and electrification of these trucks is part of a larger trend, Van Amburg said. David Cooke, senior analyst at the Union of Concerned Scientists, said the California Air Resources Board identified lowering greenhouses gases emitted from reefer trailers as part of its overall clean air strategy. “The board highlighted real concerns for refrigerated warehouse distribution centers where trailers sit idle when they’re being loaded,” Cooke said. “In a lot of cases they are just sitting there for long stretches of time.” eNow’s green technology could allow motor carriers to “comply with idle reduction zones that limit engine run time while still keeping goods cold, Van Amburg said. “They also will reduce diesel emissions at delivery and loading points when people are in close proximity.” To construct the power source, eNow used a lightweight solar system with advanced photovoltaic, or PV, panels and married it to a hybrid cooling system and an insulated truck box. The result is a nearly zero- emissions transport refrigeration unit. In a nearly $1-million demonstration in California’s San Joaquin Valley, eNow installed its unit on a Class 7 Challenge Dairy delivery truck that distributes products to customers in Fresno, a city notorious for extreme heat in summer months. The air pollution control district in the region footed half the bill. “Some days temperatures reached around 112 degrees,” Flath said. “This was the rugged environment we wanted to make sure it could perform equal to a diesel system.” The vehicle was used on average about eight hours per day. At night it returned to the distribution hub where the unit’s battery pack was recharged via “shore” power, which means electricity from the grid. Between April and August the five hottest months of the year the team found that the Rayfrigeration system reduced NOx emissions by 98 percent compared with the original truck. Carbon monoxide was reduced by 86 percent, and particulate matter pollutants fell by 97 percent. “We were more surprised at how much pollutants are produced by a diesel engine,” Flath said. Average emissions of carbon monoxide over a four-day work week with an average delivery day of 7.7 hours plunged to 159 pounds from 2,252 pounds, according to eNow. NOx emissions dropped from 7,162 grams to just 1. And by eliminating operations and maintenance costs associated with running a diesel engine, eNow was able to attain the initially projected savings of 90 percent. “Electrifying refrigerated freight trucks is an environmental and economic win-win,” said Luke Tonachel, director of the clean vehicles and fuel project for the Natural Resources Defense Council. Powering reefer systems with sun and electricity lessens “health-threatening” pollution and is cheaper than burning diesel, Tonachel said. Clean transport refrigeration units are a great example of how businesses can help preserve clean air while chilling our food, Tonachel said. (from trucks.com) Americans are drinking less cow milk, with nut milks and bottled water cutting into its popularity. On top of that, retailers have been selling their house brands of milk at a loss to increase store traffic, Hoai Ngo of Bloomberg Intelligence wrote in a note. Dean shares have tumbled 79 percent this year, the worst performance among peers tracked by Bloomberg. The stock’s trading was halted Tuesday. Its bonds dropped to fresh lows, plunging to as little as 14.5 cents on the dollar, according to Trace bonds were trading at full value. The Dallas, Texas-based company’s filing and debtor-in-possession financing reduces the recovery value for debt holders and “could drive prices lower,” Ngo wrote. A transaction between Dean and Dairy Farmers of America is still under review, and no agreement for the purchase of Dean’s assets has been reached, Dairy Farmers of America Executive Vice President Monica Massey said in an emailed statement. Other bidders may emerge during the bankruptcy process, Massey said, adding that her company’s offer would be contingent upon various approvals, including a review of Dean Foods’ assets and clearance from U.S. antitrust regulators. Dairy Farmers of America monitored Dean’s financial performance “closely since the business began showing signs of distress” and began “preparing for various scenarios, including a bankruptcy filing, in order to minimize the impact,” Massey said. According to Rabobank, Dairy Farmers of America is the sixth-biggest dairy company in the world by sales, and Dean Foods is No. 11. The Central States Southeast & Southwest Areas Pension Plan is listed as the company’s largest unsecured creditor, with a $722.4-million claim alongside Dean’s $700 million of unsecured notes that mature in 2023. Dean’s bankruptcy was the “clearest option” for addressing the pension and debt load, Wells Fargo equity analyst John Baumgartner said in a note. Challenges in the milk category on top of the unfunded pension liabilities were “too much to overcome,” he said. Dean has been hemorrhaging executives as well as cash, with Chief Financial Officer Jody Macedonio and general counsel Russell Coleman stepping down in September. Scott Mills, who was Dean’s vice president of commercial finance, joined another company last week. Chief Executive Eric Beringause, who joined the company just over three months ago, said the current path, led by a new senior management team, would lead to a turnaround. Dean expects to report a cash loss of $286 million for the 10-month period through August 2020, according to recent financial projections. The budget also predicts about $15 million of cash on the balance sheet by the end of the period. Davis Polk & Wardwell and Norton Rose Fulbright are serving as legal advisers to Dean Foods, while Evercore is serving as investment banker, and Alvarez & Marsal is its financial adviser. (from industry reports) (Bankruptcy protection continued from page 1) www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 17
Ray Zukowski dies at age 91 Raymond J. Zukowski, who spent 60 years growing Euclid Industries into a leading provider of heavy-duty aftermarket parts before it was sold to Meritor, recently died at age 91. He took over a company founded by his father, Zygmunt, who immigrated to the U.S. from Poland. Under the younger Zukowski’s leadership, Euclid grew to become a leading provider of replacement parts for air and hydraulic brakes, suspension, wheel attaching, and front-end parts. He came up with Euclid’s distinctive “yellow box” packaging, developed detailed product catalogs, and created a knurled design for brake shoe rollers that has become standard, according to daughter Michele Canty, who at one time was vice president of corporate affairs at Euclid Industries. The business grew from a small machine shop manufacturing parts to an industry leader, headquartered in Cleveland, Ohio. Meritor purchased Euclid in 1998 and continues to market a Euclid-branded line separately from its Meritor aftermarket brand. Canty said her father’s firm belief in customer service and product education led to Euclid investing considerable resources to provide technical training school sessions for its wholesale distributor counter and field salesmen, both at Euclid headquarters and fleet locations. Zukowski was presented with the Commercial Vehicle Solutions Network 2009 Heavy Duty Lifetime Achievement Award. A 2002 article in Cleveland Smart Business wrote that he had worked for decades to diversify the company’s product line. “They can now order product that covers what they would probably purchase from 90 to 100 different suppliers,” Zukowski told the publication. “Instead, they are able to place orders with one supplier. It’s a supermarket- type approach. With one supplier there’s one order, one receipt, one shipment. It’s easier for them to make prepaid freight and get additional discounts, have one warranty, one catalog and one part-numbering system. It’s what’s given us a big advantage.” In addition to his wife, Mary Ann, Zukowski is survived by daughters Ann Marie Wakeen (husband Kenneth), Michele Canty (husband Michael), and Christine Zukowski, as well as two grandchildren. (from HDT) NEW PRODUCTS - MANUFACTURING- INDUSTRY NEWS Samuel Niness Jr. dies at age 84 Samuel F. Niness Jr., formerly chief executive and president of Chemical Leaman Tank Lines, died Oct. 29 at Jupiter Medical Center in Jupiter, Fla. He was 84. Born Jan. 24, 1935, in Philadelphia, Pa., Niness was a 1957 graduate of Trinity College. He held various executive positions at Chemical Leaman Tank Lines until he took over the company as president in 1977. Upon retiring in 1988, Niness and his wife of 61 years, Joan Masteller Niness, moved to Jupiter, Fla., where they have lived ever since. Niness served as a director at National Tank Truck Carriers (NTTC) and was the president (now called chairman of the board) in 1980. He was also a president of the National Freight Association, and vice president of the American Trucking Associations (ATA). Niness is survived by his wife Joan; four sons, Samuel III, James, Scott and Mark; and 10 grandchildren. Squires joins Titan Logix Walter Squires has joined the sales department at Alberta, Canada-based Titan Logix Corp., company officials announced. Squires has more than 20 years of experience in tank-trailer transportation. “He brings to Titan and our customers extensive experience at the dealer, wholesale and manufacturing levels,’’ the company said in a press release. Squires graduated from Missouri State University with a degree in agriculture. Following graduation, he he worked for two of the largest agricultural equipment manufacturers, John Deere and later New Holland. Squires began his venture into the tank trailer industry by accident, when a friend asked him to help build the sales market for his local dealership. In a few short years he increased sales significantly and was promoted to sales manager, according to the press release. Squires was then recruited by the Paul Mueller Co. to help with the start-up of its newly formed tank-trailer division. He later become regional sales manager for MAC Liquid Tank trailer, before joining Titan. Squires lives in Springfield, Mo., where he was born and raised on the family farm. Bill seeks to increase women drivers A proposed Senate bill would direct the administrator of the Federal Motor Carrier Safety Administration (FMCSA) to establish a “Women of Trucking Advisory Board” that would identify barriers to entry for women in the trucking industry. In addition, the new advisory board would work across organizations and companies to coordinate formal education and training programs and help identify and establish training and mentorship programs for women in the industry. The legislation would also require the FMCSA administrator to submit a report to Congress on the board’s findings and recommendations. Introduced in bipartisan fashion by Senators Jerry Moran (R-Kan.) and Tammy Baldwin (D-Wis.), the Promoting Women in Trucking Workforce Act has already garnered the support of the industry’s biggest lobby, the American Trucking Associations, and of the Women in Trucking Association. According to Sen. Moran, the legislation is needed because women are substantially underrepresented, and the industry is facing a driver shortage. Therefore, “Congress should explore every opportunity to encourage and support the pursuit of careers in trucking by women,” he said. “I’m proud to introduce this bipartisan and sensible bill with Sen. Baldwin that will lead to new job opportunities for women and increase equality for women already in the trucking industry.” Sen. Baldwin pointed out that “women currently make up less than 10 percent of the truck driving workforce and removing the barriers that get in the way of women pursuing and retaining careers in trucking is key.” Ellen Voie, president and chief executive of the Women In Trucking Association, said: “By creating an advisory board to utilize the expertise and resources of the Federal Motor Carrier Administration and the members of the board, we can increase the opportunities for women as drivers, technicians, owners, trainers and in other relevant career roles.’’ American Trucking Association president and chief executive Chris Spear also applauded the rollout of the bill. “Your thoughtful and timely legislation brings important attention and focus to the advancement of female representation and participation in trucking,” he said in a letter to the two sponsoring senators. Spear said establishment of a Women of Trucking Advisory Board under the auspices of the FMCSA would “bring greater attention to the recruitment, training, mentorship, and outreach to women in the trucking industry. “This in turn will lead to increased female representation in trucking and greater industry diversity, while providing another tool to help the trucking industry confront and stem its growing driver shortage,” he continued. Spear said “as priorities of both Presidents Obama and Trump, empowering women to seek rewarding careers enjoys broad bipartisan support, and this bill would help promote job opportunities for women in the trucking industry.’’ As of April 2018, women comprise nearly 8 percent of female over-the-road drivers and more than 23 percent of fleet management, according to the National Transportation Institute. 18 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
Poor truck maintenance can prove costly One of the most important things to know when purchasing a Class 8 vehicle is that the initial price is just a fraction of the total cost of ownership. Repairs and maintenance are a major expense of doing business for any fleet. According to Fullbay, a database of heavy duty repair shop software, even the best-built trucks on the market will experience issues at some point. In order to keep a tank truck in the best shape, owners need to stay on top of repairs. This means being financially equipped to pay for the inevitable incidents such as worn-out brakes and/or tires, and failing engines. According to a study on carriers’ equipment-related costs, American Transport Research Institute (ATRI) found that repair and maintenance costs per mile have increased by more than 60 percent to 16.7 cents per mile between 2008 and 2017. Fullbay Software broke down the top 10 maintenance and repair costs in order of largest to smallest percentage as follows: 1. Tires and related parts (ie. liners, valves and tubes) – 43 percent 2. Preventive maintenance – 12 percent 3. Brakes and related systems – 9 percent 4. Disposable parts – 8 percent 5. Exhaust structure – 6 percent 6. Fuel system – 6 percent 7. Lighting – 5 percent 8. Cranking or starting system – 5 percent 9. Power plant – 3 percent 10. Motor and engine – 3 percent Although each number looks relatively small, the costs add up. “It’s not a matter of which maintenance and repair problems will occur but when,” Fullbay officials said. Regular maintenance adds up to roughly $15,000 each year and could cost even more if the driver is not proactive about repairs, according to askthetrucker.com. It is incredibly important to be saving money for consistent repairs or maintenance. It’s not a matter of if your vehicle will need a repair, but when. Jeff Rogers, director of maintenance for the east region for Ryder System Inc., said the number one maintenance mistake a driver or operator can make is ignoring the check engine or exhaust lights. There are hundreds of sensors on today’s vehicles, according to Rogers, and they each provide a specific function. “Many breakdowns can be avoided by simply paying attention to your truck and the warning lights. It’s as simple as that,” Rogers said. Tires and brakes are the most common wear items on Class 8 vehicles, according to Rogers. Because of this, his first piece of advice for anyone operating a heavy-duty vehicle is to carry a calibrated tire pressure gauge in the vehicle. “Kicking a tire with your foot is no way to tell if it’s low on air or not. Just buy yourself a calibrated tire pressure gauge. I promise it’s worth it,” Rogers recommended. One important piece that is often overlooked when it comes to maintenance, according to Rogers, is the diesel particulate filter (DPF). This device removes particulate matter or soot to prevent its release into the atmosphere. Although a filter can take a year or two to fill, once it gets plugged, the truck will simply no longer run, Rogers said. As the most commonly overlooked or procrastinated maintenance check, Rogers said that it is essential that the filter is checked at least once a year, because this is “a big issue today with trucks.” Some maintenance experts recommend keeping shorter life cycles for heavy-duty trucks, according to Fullbay. It is estimated that buying or leasing a new truck every three years could save over $17,000 in maintenance costs as compared to buying or leasing a new truck after five years or more. The longer owners keep their truck, the more it will cost them in maintenance and repairs, according to Fleet Advantage. Although maintenance for a heavy-duty vehicle comes with a high price tag, most experts recommend participating in a preventive maintenance program. Many maintenance companies, like Ryder, provide a scheduling system for monthly, seasonal and annual safety and maintenance inspections. “Everyone wants their fleet to be the safest fleet in the country,’’ Rogers said. misclassification as independent contractors,’’ Potter said. “The gig is up, and “The only way to do that is by keeping vehicles in tip-top shape by staying on top of maintenance.’’ (from FreightWaves) Truckers sue over contractor law The California Trucking Association and two California-based owner- operators filed a lawsuit against the “ABC’’ employment test mandated by California’s recently passed independent contractor law, which the group says threatens the livelihood of independent truck drivers. The CTA filed an amended complaint with the U.S. Southern District Court seeking declaratory and injunctive relief against the employment test that was codified in Assembly Bill 5. AB 5’s purpose is to prevent businesses from classifying workers as independent contractors who are, in practice, only working for one company. Proponents of the law claim that these workers are being denied the wages and benefits that would be guaranteed to them if they were properly classified as employees. The law was originally aimed at workers for ride-sharing companies like Uber and Lyft, as well as at some trucking companies that have been accused of misclassifying drivers. However, the line between an employee and an independent contractor is fuzzy, so included in the law was an ABC test to clarify under which circumstances workers need to be considered employees. Which brings us back to the CTA’s lawsuit. With owner-operators making up a sizable chunk of the trucking workforce, and the ABC test potentially preventing drivers who have always considered themselves as independent entities from remaining so, CTA says the bill wrongfully restricts their ability to work. “AB 5 threatens the livelihood of more than 70,000 independent truckers,” said Shawn Yadon,CTA’s chief executive. “The bill wrongfully restricts their ability to provide services as owner-operators and, therefore, runs afoul of federal law.” CTA’s suit argues that the classification test codified by AB 5 is preempted by the supremacy and commerce clauses in the U.S. Constitution and is in direct conflict with the Federal Motor Carrier Safety Act and the Federal Aviation Administration Authorization Act of 1994. (Part of the FAAAA bans states from enacting laws that affected a motor carrier’s prices, routes and services.) The CTA says the test would force owner-operators in California to abandon thousands of dollars of investments in their equipment and cost drivers the right to be self-employed. The group says the AB 5’s one-size-fits-all testing method has highly restrictive criteria and is riddled with carve-outs and exemptions for specific businesses and industries. A representative from the Brotherhood of Teamsters Union, a group that has been actively fighting the related issue of driver misclassification at the ports of Southern California, blasted the CTA’s suit. The move to block implementation of AB 5 was, “presumably to allow California trucking companies to continue to violate multiple state and federal laws that define ‘employee’ versus ‘independent’ contractor,’’ said Fred Potter, vice president-at-large of the Teamsters and director of the Teamsters’ Port Division, in a statement. “It’s no surprise that their trucking contractors are going to court to perpetuate a scheme – deemed illegal by multiple regulatory agencies and courts long before Assembly Bill 5 was introduced in the California Legislature – that has robbed the typical driver of tens of thousands of dollars a year due to their it’s time for the drayage industry to comply with local, state, and federal laws or risk being kicked out of the ports altogether, and it’s time for the cargo owners America’s largest retailers to stop doing business with recidivist lawbreakers.’’ (Milk prices continued from page 15) Farmers keep dairy cow about five years. The cows produce milk for the last three of them. The retired cows are either sent to slaughter houses to be butchered into ground beef, or rendering facilities to become pet food, depending on their age and condition. But with milk prices so low, farmers had some incentive to cull more of their animals, especially when beef prices were high, Boerman said. They have also stopped replacing as many of their animals after culling, Bjerga said. As the herd size continues to decline, milk prices are inching back up. In January, farmers were receiving a little more than $15 per 100 pounds of milk, according to the USDA. By July, the price rose to over $17. Consumer prices are following suit, with the average price per gallon of whole milk topping $3 for the first time since 2017, according to the Bureau of Labor Statistics. “We’re seeing the first signs of genuine improvement for dairy farm’s finances,’’ Bjerga said. “It’s taken a long time for the market to move in the right direction, but there is hope.’’ www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 19
Dairy producers fall on hard times U.S. dairy producers continue to struggle to make ends meet. According to data reported by the National Farmers Union (NFU), the average dairy farm has shown a positive net income only once in the last decade, in 2014. In 2018, the average value of production exceeded the total cost of producing each hundredweight of milk in only one state, California, and nationwide, dairy farmers lost an average of $3.21 per hundredweight of milk produced. For 2019, total dairy production is expected to increase modestly over 2018, by less than 0.3 percent, and the average all-milk price is expected to increase as well, from $16.26/cwt in 2018 to $18.40/cwt. While the projected 13-percent increase in price for this year is welcome news for U.S. dairy farmers, that level still falls below the average total cost of production for farmers in most of the country. This situation is largely a result of a persistent mismatch between the supply of dairy products and the demand for them, and is not isolated to the U.S. domestic market. Within the European Union, low dairy prices prompted some Italian, German, and Belgian producers to dump their product in protest during the summer of 2019. The combination of low prices and a severe drought in 2018 has pushed many Australian dairy operations to the brink of collapse. The farmer-owned Fonterra dairy cooperative, serving both Australia and New Zealand farmers, has seen its share values decline by about 50 percent since the beginning of 2018. Overall demand for dairy products has increased modestly in the United States in recent years, by less than 9 percent since 2000, or less than 0.5 percent per annum, according to USDA data. Among categories of dairy products, fluid milk and ice cream consumption has fallen over the same period, yoghurt and cheese consumption has increased, and most other categories (such as butter, cottage cheese, and canned and dry dairy products) are largely unchanged. In many ways, the current supply/demand conditions in the global dairy market, at least in developed countries, seem to represent an example of the “treadmill theory of technology adoption” in agriculture, posited by Dr. Willard Cochran (University of Minnesota) in the 1950s. Farmers adopt new technologies to reduce their costs, but if most farmers do the same thing, it often leads to over-production of that commodity. Prices drop, so they end up generating less revenue. In the 2018 farm bill, enacted late in the year, Congress tried to respond to the dairy crisis by making significant changes to the dairy safety net system. Under the new legislation, Dairy producers will be able to cover their production with both the Dairy Margin Coverage (DMC) program (the replacement for the Margin Protection Program) and Livestock Gross Margin insurance for dairy offered under the crop insurance program. Dairy producers will be eligible to claim a refund of some of the premiums they paid under the Margin Protection Program, a benefit estimated to cost $58 million for all producers. Dairy farmers who commit to maintaining the same DMC coverage level over the lifetime of the farm bill will receive a 25 percent discount on their premiums. Congress set the stage for bolstering these programs with provisions in the Bipartisan Budget Act of 2018 (passed in February of 2018), with policy changes that were projected to cost $1.1 billion over and above baseline spending levels for the period of 2018 through 2028. Under the DMC program, 37,468 dairy operations were enrolled for 2019, accounting for 85 percent of all operations. Payouts under the program for 2019 have totaled $306 million to date. Enrollment is now open for 2020 participation in the program, and the enrollment period ends on Dec. 13. There were also 1,237 livestock gross margin insurance policies sold for dairy cattle operations in 2019, covering $128 million worth of liability. Even with these recent dairy policy changes, many dairy farmers are leaving the sector due to the financial hardships they are facing. According to data reported by the American Farm Bureau Federation gathered from federal court filings, 580 farms filed Chapter 12 bankruptcies (a form of bankruptcy only available to family farmers) in the year ending in September, with the largest number filed in Wisconsin at 45. The national figure represented a 24 percent increase over the 2018 level. About one-fifth of those operations were primarily raising dairy cows. In general, only a small share of farmers exit their businesses through bankruptcy filings. Instead, most simply sell their land, animals and equipment and stop producing. Some dairy farmers have sold their dairy herds and milking equipment and continue as crop producers only. USDA has estimated that about 2,500 dairy farms in Wisconsin alone have gone out of business since 2015. Despite the departures, U.S. dairy output continues to increase. In many instances, larger, mostly more efficient producers are obtaining the resources of the exiting farmers. According to data collected under the Census of Agriculture, there were about 55,000 farms with milk cows in their inventory as of Dec. 31, 2017, about 9,000 fewer than were recorded as of Dec. 31, 2012. The number of dairy operations with 1,000 or more dairy cows increased the Bay Area’s Mediterranean climate, the heat of the Central over the same period, from 1,807 to 1,953, and those larger operations’ share of all milk cows Valley, and the fog of the coast. We can eat locally and seasonally rose from 44 percent to 50 percent. The journey of food is a long one On the Hawaiian island of Maui is a sugar museum. It is next door to a sugar processing plant, and surrounded by acres of sugarcane growing. The museum tells the story of the history of sugarcane production on the island, and it is a fascinating testament to the power of one crop to shape the cultural makeup of a place. The sugarcane growing on those fields is processed in the plant across the street, but only to the “raw sugar” stage. It is then shipped to the C & H Sugar Refinery in Contra Costa County, not far from San Francisco, Calif. C & H stands for “California and Hawaii.” Here, it is refined into the white sugar that is such a ubiquitous part of our American diet. But that’s not the end of its journey: the sugar is then shipped cross-country to New York, where it is packaged into little individual paper packages of sugar to go on tabletops, which are then distributed all across the country – including Hawaii. So if you drive a mile away from that sugarcane field and sit in a café, the sugar packets on your table have traveled about 10,000 miles: to California, to New York, and back again to Hawaii, instead of the one mile you have between the field and the café. 1. How Far Does an Apple Travel? Long-distrance travel is not the exception, but rather the rule, in our current food system. Shipping foodstuffs long distances for processing and packaging, importing and exporting foods that don’t need to be imported or exported – these are standard practices in the food industry. In 1996, it was reported that Britain imported more than 114,000 metric tons of milk. Was this because British dairy farmers did not produce enough milk for the nation’s consumers? No, since the UK exported almost the same amount of milk that year, 119,000 tons. Does this make sense? Nowadays, it is not only tropical foodstuffs, such as sugar, coffee, chocolate, tea, and bananas, that are shipped long distances to come to our tables. It also fruits and vegetables that once grew locally, in household gardens and on small farms. An apple imported to California from New Zealand is often less expensive than an apple from the historic apple-growing county of Sebastopol, just an hour away from San Francisco. But is it really less expensive in the long run? 2. The True Cost of Food Miles It is estimated that the meals in the United States travel about 1,500 miles to get from farm to plate. Why is this cause for concern? There are many reasons: • This long-distance, large-scale transportation of food consumes large quantities of fossil fuels. It is estimated that we currently put almost 10 kcal of fossil fuel energy into our food system for every 1 kcal of energy we get as food. • Transporting food over long distances also generates great quantities of carbon dioxide emissions. Some forms of transport are more polluting than others. Airfreight generates 50 times more CO2 than sea shipping. But sea shipping is slow, and in our increasing demand for fresh food, food is increasingly being shipped by faster – and more polluting – means. • In order to transport food long distances, much of it is picked while still unripe and then gassed to “ripen” it after transport, or it is highly processed in factories using preservatives, irradiation, and other means to keep it stable for transport and sale. Scientists are experimenting with genetic modification to produce longer- lasting, less perishable produce. Those of us who shop at farmers markets have begun to make the transition to supporting a local food system. At the Ferry Plaza Farmers Market in San Francisco, you are able to buy fruits, vegetables, meat, dairy products, eggs, honey, beans, and potatoes that are all grown within a couple of hundred miles of where you live. An amazing array of foods can be grown here in California, with (The journey of food continued on page 22) 20 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
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with very little sacrifice. Still, some crops simply aren’t appropriate for our climate. But we can begin to look at imported foods as things that supplement our local foods, rather than supplant them. We can make a coconut milk curry filled with local seasonal vegetables; we can put local cream into our imported coffee; we can dip local strawberries into melted, fair trade chocolate from cacao grown in the tropics. Rebuilding a local food system doesn’t mean you never eat anything that has flown overseas, it just means that you start with what is fresh, local and seasonal. Shopping at the farmers market, maintaining a home garden, or participating in a CSA are wonderful ways to support a local food system. At the same time we help build food security for future generations, feed ourselves and our families food that is delicious and nutritious, and support small-scale local farmers as they work each day to steward our land. 3. Food Mile Comparisons A study called “Food, Fuel and Freeways’’ put out by the Leopold Center for Sustainable Agriculture in Iowa compiled data from the U.S. Department of Agriculture to find out how far produce traveled to a Chicago “terminal market,” where brokers and wholesalers buy produce to sell to grocery stores and restaurants. We compared these figures to our Ferry Plaza Farmers Market to give you an idea of the difference. 4. Average Distances from Farm to Market Terminal Market vs. Ferry Plaza Farmers Market Apples: 1,555 miles versus 77 miles Tomatoes: 1,369 miles versus 117 miles Grapes: 2,143 miles versus. 134 miles Beans: 766 miles versus 101 miles Peaches: 1,674 miles versus 173 miles Winter Squash: 781 miles versus 98 miles Greens: 889 miles versus. 99 miles Lettuce: 2,055 miles versus 102 miles (from Cuesa) New rule looming for truck drivers There’s a new rule looming just ahead for the nation’s 3.5 million truck drivers. The change is coming after more than two years of few new regulations from the Federal Motor Carrier Safety Administration (FMCSA). After much consternation and public input, FMCSA wants to tweak drivers’ hours of service (HOS) rules. The changes are part of a long-awaited modernization of the HOS rules that govern nearly every truck driver on the road. The adjustments would happen in five areas: flexibility in the mandatory, 30-minute rest break after eight hours of driving; allowing a split-sleeper berth exception; allowing one 30-minute off duty break during a driver’s 14-hour on-duty time; flexibility in bad weather; and changes in short-haulers’ HOS exceptions. Any proposed changes in on-duty or driving time are sure to be met with mixed emotions due to the fact that truck drivers are not paid by the hour – they’re paid by the mile. So any reduction in miles driven can be an immediate hit to a driver’s wallet. Once again, regulators face a difficult balancing act, as they need to weigh the safety of the public on one side and the cost of regulations on an industry with scant profit margins on the other. 1. Safety first, last and always Some trucking executives quietly smile when they hear someone say that trucking is a “deregulated” industry. Perhaps financially it is; but in terms of labor, environmental, safety and many other niche areas, trucking remains highly regulated on both the federal, state and local levels. Derek Leathers, president and chief executive of Werner Enterprises, said he would argue in fact that trucking “is one of the most highly regulated industries in this country…and probably rightfully so. We believe some regulations with an eye toward safety are important, and our industry record on safety and the environment is one that stands up very well under scrutiny.” According to Kyle Bonini of the FMCSA, it’s no contest. If it’s an issue of truck safety before his agency, nothing else matters. “Safety is FMCSA’s top priority in any rule making, and the agency has not MILK & LIQUID FOOD LIQUID & DRY BULK FOOD GRADE CLASSIFIED MARKETPLACE Call 1-800-537-1320 / [email protected] Snapshot Ads: Picture with 36 words $130.00 (includes one month website adv.) / Classifieds: $1.50 per word (paper only) / Bold Type: $5 line / Logo insertion: $30 Do you have excess equipment , parts or services you wish to sell? Advertise it here! All snapshot and classified ads run for one month. Advertise unlimited listings on www.TankTransport.com along with (2) two snapshot ads per month in the classified marketplace for only $320.00 per month. 2013 Tremcar food grade 6500 Gal., Air ride Alum wheels. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. (2) used 2002 Polar “FOOD GRADE” 5500 gallon, SS 4 x 3 piping, bfly valves, Viking pump & hose tube in rear cabinet, air ride, 22.5LP, alum wheels. Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com. 1998 Walker 6200 Gallon, Air ride, Alum wheels, Great Water Tanker. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected]. 2008 Walker 6,200 Gal. / 1 Comp. Sanitary Transport – In Stock Air ride, Alum. wheels, Electric Pump, Stainless rear cabinet Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (1) 2020 Polar 8,400 Gal. / 1 Comp. – In Stock Disc Brakes, “Standfast” Fall Protection, Tire Inflation, CIP System. Ready To Go To Work! Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (The journey of food continued from page 20) (Truck driver rules continued on next page) 22 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
(Truck driver rules continued from previous page) Toll-free: 1 (800) 654-0320 [email protected] www.ptcoupling.com 1414 E. Willow Enid, OK 73701 FOR MORE INFORMATION CALL OR EMAIL TODAY! WRONG! WRONG! CORRECT! CORRECT! Safety Safety is is ALWAYSLWAYS first! first! A PT’s Hose Drainer promotes safe back posture. This solution addresses the needs for truck drivers and workers alike to safely drain hoses without causing long-term damage to the user’s body. U.S. Patent No. 6918415 B1 SCAN & WATCH TO LEARN MORE proposed weakening safety for commercial drivers,” he said. “The intent of this HOS rule making is focused on improving safety by making hours of service rules more effective and efficient.” Some leading trucking industry executives said that some of these changes are welcome – but not all of them. And how the federal regulators iron out their final rule making is critical to fleets’ efficiency and legal use of time. For example, a truck driver has 660 minutes (11 hours) of legal driving time during his or her 14-hour “on duty” time. How those minutes are divvied up not only matters to safety, but it’s a huge factor in both the driver’s compensation and the carrier’s financial well-being. Trucking leaders say it’s difficult to craft a single, appropriate answer for the entire industry. That’s because instead of being a monolithic $700 billion industry, trucking is more of an amalgam of perhaps as many as 20 niche industries – truckload (TL), less-than-truckload (LTL), tank truckers, bulk carriers, small parcel, near airfreight, expedited and hazmat – few of which federal regulators know in any true depth of knowledge. Already this year, there have been more trucking failures than there have been in any year in the last five – and twice as many as in all of 2018. Starting with New England Motor Freight closing on Feb. 12, some other large trucking cessations this year include Falcon Transport (585 drivers on April 27), Williams Trucking (48 drivers on May 1), ALA Trucking (32 drivers on June 26), LME (424 drivers on July 12), Terrill Trucking (36 drivers on July 30), Carney (25 drivers on July 31), and HVH Transportation (344 drivers on Aug. 28). The current regulation has been in place since the Obama administration issued them in early 2012. According to Bonini, in 2018, the FMCSA sought public comment on HOS and received over 5,200 comments – with most wanting greater flexibility to make driving safer. In 2017, the last full year for which statistics are available, there were 4,657 large trucks involved in fatal crashes, a 9 percent increase from the year before. There is not one single common denominator among those trucking bankruptcies. But one common thread, according to trucking experts, is their over-dependence on competing in the spot market, rather than contract rates. www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 23
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Joe Frankenfield. 800-232-6535. [email protected]. FERTILIZER New 2021 POLAR “FERTILIZER” Tanks, 5600 Gal., 30” Drop, T304SS, Air ride, 11R22.5 tires, Alum wheels. COMING IN FEBRUARY 2021 – ORDER YOURS NOW!! Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com.. PETROLUEM New Polar Stainless Tank, 8000 Gal., One compartment, 22.5 wheels, Tri-axle suspension set, Hendrickson Intraax AAL25K. Joe Frankenfield. 800-232-6535. [email protected]. 2014 Mueller 6260 Gal. Transport, Air ride, Alum. wheels, (Great for DEF). Randy Cissell. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected].. PETROLUEM 2006 Bulk, 7000 Gal., D/C, 316 S/S, DOT 407. Unit 4416, Leaf spring susp, Aluminum disc wheels.1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. (2) 2020 Heil 12,500 Gal., / 5 Comp., Petroleums, Disc brakes, Tri axle, Lift axle kit available. In Stock, Ready to Go! Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113. [email protected] Full Inventory: www.tritank.com 1999 Heil 9,550 Gal.. / 5 Comp. Petroleum – In Stock, Air ride, Aluminum. wheels, Pump-off Line, New Paint. Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (1) 2020 LBT 12,500 Gal. / 5 Comp. Petroleum Disc Brakes, Tri Axle, Lift Axle Kit Available. Coming December 2020 Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (1) 2007 LBT 9,200 Gal. / 4 Comp. Petroleum Air Ride, Aluminum Wheels, Double Taper Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com PETROLUEM (2) 2020 LBT 9,500 Gal. / 3 Comp. Petroleum Disc Brakes, Lots of Extra Options! In Stock, Ready to Go! Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (1) 2012 Heil 9,500 Gal. / 4 Comp. Petroleum Still In 5 Year Test, Air ride, Alum. wheels, GREAT SHAPE! In Stock, Ready to Go! Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (2)-2021 Model Heil 9200 4 Compartment Double taper, DBH 3 & 4, Full Tray. Plenty of Options. Coming August. Call or Email For Full Specs. 513-874-4880. Walter Gowsell. [email protected]. Visit our website for our complete inventory. www.tristatetrailer.com. Trailer Sales, Cincinnati, OH PNEUMATIC (3) 2020 model 1040L lightweight for cement and (6) 2020 model Super Sanders. Call or email for full specs. Walter Gowsell. [email protected]. Visit our website for a full listing of our inventory, www.tristatetrailer.com Tri-State Trailer Sales, Inc. IV Cincinnati, OH. 513-874-4880 2013 MAC 1050 Cube Pneumatic, Air ride, Aluminum Wheels, 5” Bottom Drop Tee’s. Was in sand service. Randy Cissell. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected] TRANSPORTS CLASSIFIED MARKETPLACE Ads run in both the printed version, digital version and as a separate listing on www.TankTransport.com Call 1-800-537-1320 / [email protected] Snapshot Ads: Picture with 36 words $130.00 (includes one month website adv.) / Classifieds: $1.50 per word (paper only) / Bold Type: $5 line / Logo insertion: $30 Do you have excess equipment , parts or services you wish to sell? Advertise it here! All snapshot and classified ads run for one month. Advertise unlimited listings on www.TankTransport.com along with (2) two snapshot ads per month in the classified marketplace for only $320.00 per month. PNEUMATIC New 2021 HEIL “CEMENT” Tanks, 1040cu, 25psi, 3-manholes, 5 x 4 tee’s, Hose tube, Air ride, 11R22.5 tire, Alum. wheels. COMING IN SPRING OF 2021 – ORDER YOURS NOW!! Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com VACUUM 2010 Acro 412 Alunimum Vac, S/S Sub-frame, Quad Axle, NVE pump Incl., Pres Vane Pump Inc, 10,500 Gal. Cap., Air ride Susp. $89,000 United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805 TANK TRUCKS 2008 Volvo, New Refurbished. 4200 Gal. Cap. New NVE 607 pump, Air Ride Suspension., New Paint. Polished Rims. Under 250k Miles, Motor Warranty. $69,000. United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805 MISCELLANEOUS 2015 Timpte Hopper Bottom, Alum/Steel Wheels, 11R 22.5. Randy Cissell. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected]. 2 Fuel Transloaders/portable fuelers, Diesel powered, meters. 701-843-7272. [email protected], www.pedigreesales.net. 24 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
PNEUMATIC New 2021 HEIL “CEMENT” Tanks, 1040cu, 25psi, 3-manholes, 5 x 4 tee’s, Hose tube, Air ride, 11R22.5 tire, Alum. wheels. COMING IN SPRING OF 2021 – ORDER YOURS NOW!! Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com VACUUM 2010 Acro 412 Alunimum Vac, S/S Sub-frame, Quad Axle, NVE pump Incl., Pres Vane Pump Inc, 10,500 Gal. Cap., Air ride Susp. $89,000 United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805 TANK TRUCKS 2008 Volvo, New Refurbished. 4200 Gal. Cap. New NVE 607 pump, Air Ride Suspension., New Paint. Polished Rims. Under 250k Miles, Motor Warranty. $69,000. United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805 MISCELLANEOUS 2015 Timpte Hopper Bottom, Alum/Steel Wheels, 11R 22.5. Randy Cissell. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected]. 2 Fuel Transloaders/portable fuelers, Diesel powered, meters. 701-843-7272. [email protected], www.pedigreesales.net. INDEX OF ADVERTISERS (Truck driver rules continued from page 23) Spot market rates, where some shippers try to seek out bargains instead of long-term contract rates, plummeted this year, falling as much as 20 percent. That has caused twice as many bankruptcies in the first half of this year than all over last year, taking slightly more than 2,000 trucks out of the TL market, according to figures compiled by Donald Broughton of Broughton Capital LLC. “I expect more of same for those (overexposed) in the spot market,” Broughton said. “As long as spot prices are weak, I suspect current issues to contain.” Not all of these carriers closed because of excessive regulations. But rarely does a one-size-fits-all regulation work in the complex and deregulated nature of modern trucking. And nothing affects the entire industry more than the hours-of-service rules. HOS is not the only area to watch when it comes to truck safety legislated in the U.S., owners of initiatives. Recently, FMCSA said it’s proposing a rule to streamline the process for men and women interested in entering the trucking workforce. FMCSA stated that the proposal is intended to allow states greater flexibility in conducting skill tests for individuals seeking a commercial driver’s license (CDL). The proposal would alleviate testing delays and eliminate needless inconvenience and expense to the CDL applicant – without compromising safety, FMCSA said.. Last March, FMCSA reduced one regulatory barrier for CDL applicants. A final rule streamlined the process by reducing costs to upgrade from a Class B to Class A CDL – a deregulatory action that the agency says will save eligible driver trainees and motor carriers $18 million annually. 1. Speed limiters ahead? While a long shot to pass any time soon, the legislative conversation is already starting around the possibility of limiting heavy trucks to speeds around 65 miles per hour (mph) to 68 mph. Two senators, Johnny Isakson (R-Ga.) and Chris Coons (D-Del.) are sponsoring a proposed bill that they say has “languished in the federal process” for over a decade. Called the “Cullum Owings Large Truck Safe Operating Speed Act of 2019 (S. 2033),” the bill would direct the Secretary of Transportation to create a federal safety standard that requires all large commercial trucks to not exceed a certain speed, probably around 65 mph on the nation’s highways. The Alliance for Driver Safety and Security (Trucking Alliance), an industry-based safety coalition, is supporting this legislation. The American Trucking Associations has not taken an official position on the bill. “I’ve spent my entire career in the trucking industry,” said Steve Williams, chairman and chief executive of Maverick USA. “There’s simply no legitimate reason for an 80-foot tractor trailer to be driven within a few feet of other motorists at speeds of 70 mph or 75 mph or 80 mph. The safety benefits of the bill are obvious.” Truckers throughout Europe already have speed governors that are mandatory. If truck speed governors were older trucks without speed limiting technology will not be forced to retroactively install speed limiters. But, even limited to new trucks, it’s estimated that governors would save between 63 lives and 214 lives a year. In 2017, the last year for which statistics are available, there were an estimated 1,115 fatal crashes involving vehicles with a weight of 26,000 pounds or more on roads with posted speed limits of 55 mph or more. (from Logistics Management) Allegheny Coupling ........................ Page 7 Betts .................................................. Page 4 Bowman’s Tank Service .............. Page 14 Civacon ............................................. Page 9 Classifieds ............................ Page 24 & 25 Classifieds (food grade) .............. Page 22 Dixon Bayco ......................... Page 12 & 14 E.D. Etnyre .................................... Page 12 Girard Equipment Inc. ................. Page 3 Hale Trailer ...................................... Page 8 Heil Trailer ....................................... Page 2 Kerley & Sears ................................ Page 6 LBT .................................................. Page 27 Mac Trailer ....................................... Page 5 Midwest Meter ................................ Page 7 Northland Captial ......................... Page 13 PT Coupling ................................... Page 23 R.A. Ross .......................................... Page 4 Ridewell Suspensions .................. Page 13 RMC Engineeering ........................ Page 9 R.W. McCollum .............................. Page 15 Semo Tank...................................... Page 10 Southeastern Pneu ........................ Page 6 Stuart Tank .................................... Page 26 Subscription Form........................ Page 23 Superior Tank ................................ Page 14 Stephens Tank Products ............. Page 26 Transcourt ........................................ Page 8 Tremcar .......................................... Page 27 Unibloc ............................................ Page 11 Werts ....................................... Back Cover Youngs Tank..................................... Page 9 www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 25
STEPHENS 147 CR 4840 Haslet, TX 76052 TEL: 800-353-1033 FAX: 817-636-9023 [email protected] www.stephenstankproducts.com • • • • • • MANUFACTURING DRY BULK PNEUMATIC, DOT 407, DOT 406, ALUMINUM VACUUM & TRANSPORT SEMI TANK TRAILERS VACUUM TRAILERS PNEUMATIC DRY BULK TRAILERS PNEUMATIC FRAC SAND TRAILERS CRUDE OIL TRAILERS GASOLINE TRAILERS 26 TANK TRANSPORT TRADER I DECEMBER 2019 www.TankTransport.com
www.TankTransport.com DECEMBER 2019 I TANK TRANSPORT TRADER 27
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