Hazmat rules are stringent Hazardous wastes can present challenges when they are shipped. Because of this, getting hazardous wastes off of the dock isn’t as simple as slapping a standard shipping label on the container and waving goodbye to the carrier. Fundamental requirements apply to everyone in the shipping chain: the generator who is offering the hazardous waste for shipment, the transporter(s) and the destination facility receiving the waste. Each must have Environmental Protection Agency (EPA) identification numbers (40 CFR 262.18). Each must also receive appropriate Resource Conservation and Recovery Act (RCRA) and U.S. Department of Transportation (DOT) hazardous materials (hazmat) employee training so that personnel understand their roles and responsibilities for properly managing hazardous wastes. 1. Packaging, Labeling and Marking Hazardous wastes must be properly packaged for shipping. The containers (drums, shipping document that the small or large cans, cylinders, tank cars, bulk containers, etc.) must meet all applicable DOT shipping specifications in 49 CFR parts 173, 178 and 179. Hazardous waste containers must also be properly labeled and marked in accordance with 49 CFR 172 (40 CFR 262.31-.32). This includes choosing the proper UN identification number for the waste as well as the correct labels to identify the waste’s hazard class(es). All containers must also be marked with the following verbiage found at 49 CFR 172.304: HAZARDOUS WASTE – Federal Law Prohibits Improper Disposal. If found, contact the nearest police or public safety authority or the U.S. Environmental Protection Agency [Generator’s Name and Address] [Generator’s EPA Identification Number] [Manifest Tracking Number] [EPA Hazardous Waste Number(s)] 2. Manifests Every hazardous waste shipment (40 CFR 262.20(a)) requires a manifest, a specific 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. (Flood Control continued on page 16) (Hazmat Rules continued on page 16) City using vacuum trucks for flood control The city of Kirkland, Wash., has been utilizing a new technology to help with flooding and backup- prevention: vacuum trucks. The vehicles, called the Kenworth T880, are used to clear storm drain debris in the city. Equipped with Vactor 2100 series sewer and vacuum tanks, the trucks are able to unclog drains in and around Kirkland before flooding can occur. According to a press release, the vacuum system The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 COMING IN MARCH 2020 LOCAL DELIVERY PETROLEUM/FUEL OIL/HHO/NAT GAS/LP/LPG/BIOHEAT COMPANIES INVOLVED IN BOTH THE DISTRIBUTION OF TRANSPORTATION FUELS AND HOME HEATING PRODUCTS HAVE THEIR OWN ISSUES TO DEAL WITH SUCH AS ROUTING, SCHEDULING AND BILLING. www.twitter.com/tanktransporter www.facebook.com/transporttrader ADVERTISING DEADLINE: FEBRUARY 22ND TANK TRUCK SERVICE FACILITIES • TANK CLEANING FACILITIES • TANK TRUCK BUYERS GUIDE WASTE PUMPER BUYERS GUIDE www.TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289 FEBRUARY 2020 2020 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE–COMING MARCH 2020 Exemptions lengthy for hazmat placarding To placard, or not to placard, that is the question. While it’s a general truth that each person who offers for transportation or transports any hazardous material must comply with applicable placarding requirements, fortunately there are many instances when placarding a shipment of hazardous materials is not required by the U.S. Department of Transportation’s (DOT) hazardous material regulations (HMRs). (Hazmat Placarding continued on page 17) Drivers may face oral fluid testing Truck drivers could soon face oral fluid testing for controlled substances under a new directive from the U.S. Department of Health and Human Services. The inclusion of oral fluid specimens to the Mandatory Guidelines for Federal Workplace Drug Testing Programs comes as discussions continue on developing a hair testing protocol as well. The directive, which was issued late last year but went into effect only (Oral Fluid Testing continued on page 19) Technology will be key for trucking The trucking industry is facing technological and business headwinds that will require a fresh vision in the near future. Increasing operating costs, complex federal regulations and an aging workforce remain top priorities this year. However, technology offers a new promise for trucking in a way that hasn’t been realized before. Here are three realities that will need to be addressed over the next 12 (Technology continued on page 17)
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inside the vehicles can store 12 square yards’ worth of debris and up to 1,500 gallons of water. They can additionally pump out 80 gallons of water per minute at 2,500 pounds per square inch (PSI). Kirkland started using the T880s around the city last year. In the release, the city’s fleet manager, Archie Ferguson, said that due to feedback from communities that had already been using the trucks, Kirkland was persuaded to purchase three vehicles. “When spending taxpayer money, it’s especially important to purchase equipment that offers the best return on investment,” Ferguson said, adding periods of heavy rain.” that he and his city colleagues were “pleased that we are able to support a hometown company with this investment in equipment.” The vehicle’s manufacturer, the Kenworth Co., is based in Kirkland and has been operating in the Pacific Northwest since 1912 after being founded by brothers George T. and Louis Gerlinger Jr. Kenworth introduced the T880 in 2014. As of 2016, the T880s encompass about 30 percent of all Kenworth sales. Though Kirkland’s trucks mostly cover city limits – which constitute about 17 square miles – they sometimes move outward. If there is an emergency where the trucks can be of use in Redmond, for instance, the T880s will move outside of the set boundaries. In the release, Ferguson described the use of the trucks as being “fairly routine work.” “Our Kenworth T880s are out on the road every single day, clearing storm drains, assisting with digging projects and responding to emergencies,” he said. “Two T880s are designated to go around the city doing preventative maintenance by clearing storm drains throughout the year. The other Kenworth T880 is out cleaning sanitary sewers and assisting city utility projects that require ‘digging’ in hard-to-reach areas by shooting water and loosening up soil, so that it can be sucked into the tank. It’s especially helpful when we’re working near underground wires. This truck will also help clear storm drains in emergency situations, typically during Ferguson noted in the release that as water quality progressively becomes a priority in the community, and as awareness of the trucks increases, spill response calls, in addition to general unclogging duties, have been occurring with more frequency. He said that typically the trucks respond to accidents and cleanup work caused by water main breaks, pressure- washing and pollutant extraction. Ferguson said in the release that the cost-effectiveness, paired with the local bent of Kenworth, is rewarding. “We’re able to keep our T880s on the road doing their job, rather than accumulating costs,” he said. “It’s a bonus to operate equipment that we expect to provide years of reliable service, while at the same time, representing a company in our backyard.” quantity generator prepares. It contains information about the generator, the materials being shipped, and the facility that will receive the wastes. The EPA requires that shippers use the Uniform Waste Manifest (Form 8700-22) for all hazardous waste waste or take it to a different facility. shipments. This form must have at least four copies but typically has six copies to accommodate the record- keeping needs of the generator, transporter(s) and destination facility. A generator choosing to make its own manifest must receive approval from the EPA Director of the Office of Resource Conservation and Recovery (ORCR) and use approved resources for the printing. Manifests may be either paper or electronic but electronic forms may only be used if the generator has already confirmed that everyone handling the waste (transporters and destination facility) can use an electronic manifest. If so, the generator that site must contact the transporter must also provide the transporter with one paper copy (40 CFR 262.24). Facilities must train the person preparing and signing manifests to completely and accurately supply the information needed. This person must know the facility’s EPA identification number, applicable UN identification numbers for wastes being shipped, EPA waste codes, emergency response information and any special requirements. That person must also be able to certify that the facility has a waste minimization program in place (if a large quantity generator) or that it is making a good faith effort to minimize waste production (if a small quantity generator) and be able to provide the transporter with appropriate placards for the delivery vehicle. Each manifest must specify the name of the destination facility that is permitted to accept the wastes being shipped. In case that facility is not able to accept the waste, the manifest may also name an alternate facility. If neither of those destination facilities can accept the waste, the shipper must direct the transporter to return the When a shipment leaves the facility, the generator keeps the top copy of the manifest (signed by the generator and the transporter) and gives all of the remaining copies to the transporter. Each transporter will keep a copy for its records and give the destination facility the remaining copies. After the destination facility receives the hazardous waste, it will return a copy of the fully signed manifest to the generator. The generator must keep this copy for at least three years. If a large quantity generator does not receive the final copy from the destination facility within 35 days, or destination facility to check the status of its shipment. If the final, signed manifest does not arrive within 45 days, site personnel must file an exemption report with the EPA. Small quantity generators who do not receive a final, signed copy within 60 days must file an exemption report (40 CFR 262.420). Sites must keep each manifest for three years from the date that the initial transporter accepted the waste for shipment. Choosing the right types of shipping containers and marking them properly helps ensure that hazardous wastes will be transported safely. Coupling these efforts with complete, accurate manifests helps everyone involved understand the nature of the wastes that they are handling, and that helps protect both employees and the environment. (Hazmat Rules continued from page 1) (Flood Control continued from page 1) 2019 tonnage was ‘choppy,’ ATA says The American Trucking Associations (ATA) has reported that its advanced seasonally adjusted For- Hire Truck Tonnage Index increased 3.3 percent in all of 2019, about half the annual rise it saw in 2018 (6.7 percent). The 2019 performance marks the 10th straight annual increase and, according to ATA, reflects the “very choppy” freight market that motor carriers experienced last year. The advanced SA For-Hire Truck Tonnage Index climbed 4 percent in December after falling 3.4 percent in November. In December, the index equaled 118.2 compared with 113.6 the month before. “Last year was not a terrible year for for-hire truck tonnage, and despite the increase at the end of the year, 2019 was very uneven for the industry,,’’ ATA Chief Economist Bob Costello said in a news release. “The overall annual gain masks the very choppy freight environment throughout the year, which made the market feel worse for many fleets,” he added. “In December, strong housing starts helped advance the index forward.” November’s reading was revised down slightly compared with ATA’s December press release. And compared with December 2018, the SA index based on surveys from its index increased 3 percent, which was preceded by a 2-percent year-over- year drop in November. ATA said “it is important to note that ATA’s tonnage data is dominated by contract freight.” On the other hand, the not seasonally adjusted index – which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment – equaled 112.7 in December, or 2 percent below the November level of 115.1. In calculating the index, 100 represents 2015. ATA calculates the tonnage membership. This is a preliminary figure, ATA said, and is subject to change in the final report, which is issued around the fifthday of each month. The report includes month- to-month and year-over-year results, relevant economic comparisons, and key financial indicators. (from HDT Trucking) “WHEN SPENDING TAXPAYER MONEY, IT’S ESPECIALLY IMPORTANT TO PURCHASE EQUIPMENT THAT OFFERS THE BEST RETURN ON INVESTMENT” - ARCHIE FERGUSON FLEET MANAGER 16 TANK TRANSPORT TRADER I FEBRUARY 2020 www.TankTransport.com
2. A question of weight Transporters may not be as familiar materials being transported with the with the exceptions found in the general placarding requirements at 49 CFR 172.504, which require that a transport vehicle containing any quantity of hazardous material be placarded on each side and end with the placards as specified for all hazard classes/divisions. This regulation, however, also provides several placarding exceptions based on the weight of a shipment of materials. Exception for shipments less than 1,001 pounds: For example, 49 CFR 172.504(c) allows an exception from the placarding requirements for shipments by highway or rail that contain less than 1,001 pounds aggregate gross weight (i.e., the total weight of all hazardous materials and their packagings loaded on a single transport vehicle). What if the shipment was cylinders of compressed acetylene gas, a Division 2.1 (flammable) material with the identification number UN 1001 that is listed on Table 2 of 49 CFR 172.504? As long as the cylinders of acetylene and any other Table 2 acetylene weighed no more than 1,000 pounds, the transport vehicle would not need to be placarded. However, placards would be required when the aggregate gross weight is 1,001 pounds or more. For example, if 700 pounds of Hazard Division 2.1 (flammable gas) and 200 pounds of another material specified in Table 2 of 49 CFR 172.504 – let’s say Class 8 (corrosive material) – are being transported, no placard would be required. But, if the weight of either of these two materials brought the shipment’s aggregate gross weight to 1,001 pounds or more, the vehicle would have to be placarded for both the inefficiencies that impact a company Class 2.1 and the Class 8 materials. Dangerous placard: Perhaps not a true placard exception, but one that is very useful, is the exception at 49 CFR 172.504(b) that allows a transport vehicle loaded with non-bulk packages of two or more categories of hazardous materials that require Table 2 placards, to be placarded with 1. Standard exceptions These are exceptions with which transporters may already be familiar and may even be using. Placarding requirements do not apply to: • Small quantities of certain hazard classes packaged in accordance with the small, excepted, or de minimis exceptions found at, respectively, 49 CFR 173.4, 49 CFR 173.4a, and 49 CFR 173.49 • Limited quantities (in combination packagings of 66 pounds (lb) or less that display the limited quantity mark) • Materials of trade exception at 49 CFR 173.6 • Infectious substances • Other regulated material (ORM- D) (e.g., consumer commodities) • Combustible liquids in nonbulk packagings • Hazardous materials hermetically sealed in packaging prepared in accordance with 49 CFR 173.13 (applies to specified hazard classes that are not toxic inhalation hazards) (Technology continued from page 1) (Hazmat Placarding continued from page 1) months and what the industry can do to maintain a competitive edge. 1. Emerging tech to offset increasing operating costs No one feels the pain of rising fuel costs more than the trucking industry. The latest findings from the American Transportation Research Institute show fuel prices jumped 17.7 percent year-over-year. Meanwhile, some states are implementing their own tax hikes to fund local road maintenance and other projects. This creates an additional layer of complexity for fleet managers and drivers to keep track of. Embracing advanced payment solutions that can manage both company and personal purchases will be a top priority for fleet businesses in the future. These companies must prioritize using the most up-to-date technology and to enable fleet managers and drivers to manage their fuel costs, track tax payments state to state and reduce the time and inefficiency when sending driver payroll or settlements. Not only will these innovative technologies make drivers more efficient on the road, but they also can benefit businesses’ bottom lines by cutting back on unnecessary operating costs and inefficient processes. 2. Performance targets will demand a bigger focus on big data and analytics The trucking industry relies heavily on data and analytics to track and manage fleet performance, spot fraud and maintain efficiencies, among other things. Yet the ever- changing federal regulations and tax compliance landscape require modern analytics that let fleet managers view and manage every critical aspect of fleet performance. Fortunately, there are a number of cutting-edge tech solutions helping fleet managers make sense of the countless data points coming in every day. They provide access to near real-time information about fueling behaviors, individual driver decision patterns, compliance and overall performance. This is key to identifying cost-saving opportunities or detecting bottom line in real time. 3. A younger and diverse workforce will introduce new technical expectations For years, trucking businesses have felt the pains of an aging workforce leaving the industry for retirement. Meanwhile, younger workers, particularly Millennials (Technology continued on page 25) (Hazmat Placarding continued on page 25) Demand for truck parts rose last year, survey shows U.S. aftermarket demand for parts for Class 6-8 trucks, trailers and container chassis was $31.6 billion in 2019, a 5.7-percent increase from the year before, according to John Blodgett, vice president of sales and marketing at MacKay & Co., speaking at the Heavy Duty Aftermarket Dialogue in Dallas, Texas, Jan. 27. He explained that 49 percent of parts purchases are happening at truck dealerships, with heavy-duty distributors accounting for another 18 percent. Independent repair garages are handling 9 percent of parts purchases. The rest are occurring at specialized dealerships, engine distributorships, auto parts stores and other locations. MacKay is also forecasting a 1.5-percent increase in parts prices this year, and 1.2-percent growth for the aftermarket in 2020 compared to 2019. Looking to the future, Blodgett sees continued growth out to 2024, with 2021 parts sales reaching $33.4 billion, 2022 at $34.7 billion, 2023 at $35.9 billion and 2024 at $37 billion. Because aftermarket parts and service consumption is based on vehicles in operation, Blodgett compared the 2018 truck population to that projected for 2024. He projects: • The Class 6 operating population will and 7 truck sales would be down 10 reach 964,000 in 2024, a 13-percent increase over 2019’s 852,000. • Class 7 trucks will see a 65-percent decline from 1.32 million in 2019 to 1.29 million in 2024. • Class 8 trucks in operation will rise from 3.54 million in 2019 to 3.72 million in 2024, a 5-percent increase. • Trailers will grow 6 percent from 4.72 expected to be the most significant this million in 2019 to 5.01 million in 2024. Blodgett said that the total service labor hours dedicated to medium- duty, heavy-duty vehicles, trailers and container chassis totaled 650 million last year, growing from 627 in 2015. Based on aftermarket, Blodgett said, include: survey results, he said, fleets are willing to travel more hours and miles to have service completed by outside providers than they have been in the past. When factoring in service, the aftermarket money spent in the aftermarket breaks down as follows, according to MacKay: • $65 billion or 56 percent in service labor (assuming labor at $100 an hour) • Parts at $31 billion or 27 percent • Tires at $11 billon or 9 percent • Lubricants at $9 billion or 7 percent. 1. Looking Ahead MacKay’s forecast for 2020 showed U.S. truck and trailer sales dropping but largely remaining above average levels. The projected 138,000 Class 6 percent compared to the 153,000 sold in 2019, but still above the 10-year average of 114,000 units. The same can be said for the forecast sales of 275,000 trailers that represent a 17-percent drop from the 331,000 sold in 2019, but still above the 257,000-unit average. The drop in Class 8 truck sales is year The 203,000 trucks expected to be sold in the U.S. would be 26 percent lower than 2019, sitting just under the 10-year average of 204,000 per year. Other trends that will influence the • E-commerce parts purchasing: According to the MacKay survey, 12 percent of parts purchases are being made online, and that is expected to grow to 15 percent in three years • Powertrains: While diesel is expected to continue to be the dominant fuel over the next decade, MacKay said it will drop from the current 88 percent to 76 percent, thanks to growth in electric and natural gas vehicles. • Safety technology: Use of technology is growing, such as camera/video systems, lane departure warning, front-end collision avoidance/mitigation, and telematics. (from HDT) www.TankTransport.com FEBRUARY 2020 I TANK TRANSPORT TRADER 17
NEW PRODUCTS - MANUFACTURING- INDUSTRY NEWS Pilot Flying J changes its name Pilot Flying J is changing its corporate name to the Pilot Co, reflecting its expanding petroleum business and the reality of finite growth in new truck stops in the U.S. and Canada, the company said recently. The Pilot Co. is an umbrella for a retail group covering its industry-leading chain of about 1,000 travel centers, and its energy division, which includes 1,800 trucks that make up the nation’s third- largest tanker fleet. Every 18 seconds they deliver a load of some type of liquid to a truck stop or other location, according to the company. “It’s actually a way of organizing where we can explain to our 28,000 team members that this is what the company really looks like,” said Chief Executive Jimmy Haslam, son of the company founder. Customers at the 750 Pilot and Flying J service plaza canopies won’t see anything different because both brands have strong equity with truckers and the traveling public. Pilot Co. also has diesel marketing agreements with more than 200 additional stores. Investors acquire MME Inc. Red Arts Capital has partnered with Prudential Capital Partners and Brightwood Capital Advisors to acquire MME Inc. and its wholly owned subsidiaries Midwest Motor Express Inc. and Midnite Express Inc. Financial terms of the transaction were not disclosed. Founded in 1918, Bismarck, N.D.-based Midwest Motor Express is a top 25 less- than-truckload (LTL) carrier operating 32 service centers throughout 16 states in the Upper Midwest and Northwest. The carrier utilizes marketing partnerships and other alliances to provide shipping service globally, including the United States, Canada, Europe, Asia and the Pacific Rim. The carrier uses its regional carrier partners to provide next- and second-day service on the majority of the lanes it serves. Midwest Motor Express has 800 employees. Based in West Fargo, N.D., Midnite Express Inc. offers dry van truckload (TL) and brokerage services throughout the continental U.S. Combined, MME’s subsidiaries generate more than $120 million in annual revenues. The two carriers have 431 power units according to the Federal Motor Carrier Safety Administration’s SAFER website. Specifically, Midwest Motor Express generated just north of $100 million in revenue with an operating ratio just below 94 percent in 2018. In the same year, the company’s balance sheet was viewed as healthy. Midwest Motor Express’ capital expenditures are typically below $9 million on an annual basis. Red Arts Capital is a supply chain and industrial-focused investment firm based Fleetwood Transportation closes Fleetwood Transportation, a Texas- based flatbed and oil-field truckload carrier, closed its operations Jan. 2. The company cited rising insurance costs as the primary reason for the closure. The carrier had 252 trucks, 673 trailers and employed 240 drivers, according to industry reports. The fleet, based in Diboll, Texas, about 100 mile north of Houston, primarily hauled building materials and oil-field equipment. The company had been operating for 63 years, having commenced operations in 1956. The Lufkin Daily News first reported the news on Dec. 17, having received an email tip that the carrier planned to shutter. On the same day, the chairman of the board sent a letter to owner-operators of the carrier, citing the inability of the fleet to secure insurance as the primary reason for deciding to cease operations. Carriers that have had questionable safety records are struggling to find insurance. Chad Eichelberger, founder of Reliance Partners, a leading provider of insurance services to the trucking industry, said carriers could see insurance rates double or triple in 2020 if they had any accidents with fatalities in the past year. Eichelberger says a carrier being faulted as the cause isn’t a requirement for rates to jump if there was a fatality in an accident involving the carrier. “Insurance carriers know that if there is a fatality involving a truck, juries will be sympathetic towards the non-trucking injured party and may reward damages in the nuclear category regardless of fault,’’ Eichelberger said. Logo homage Corporate initiatives branded with the logo reflect Pilot founder Jim Haslam’s first gas station in Virginia purchased for $6,000 in 1958. Pilot Co. had $31 billion in revenue in 2019. Pilot opened its first truck stop in 1981 and grew through mergers, acquisitions and organically before acquiring Flying J out of bankruptcy reorganization during the Great Recession in 2009. The two merged into Pilot Flying J in June 2010. “We wanted a brand logo that took us back to the very beginning,” Haslam said. The homage also reflects a business reality, the company said. “We couldn’t make money in just the travel center business, which is why in 2016 and 2017 the company began looking into the energy side of the business,” Haslam said. “There’s a finite number of truck stops you can have in the U.S. and Canada,” he said. “The growth may be coming to an end.” But Pilot is still committed to retail with plans to open 20 new stores and execute 30 new diesel marketing agreements this year. “We think we can do that again in 2021 and 2022, and we’ll see after that,” Haslam said. Petroleum focus In 2017, Pilot Flying J hired Shameek Konar, a former Goldman Sachs commodities executive, as chief strategy officer. Later the same year, Pilot Flying J sold 39 percent of the company to Warren Buffett’s private equity giant Berkshire Hathaway for a reported $2.8 billion. Konar, operating out of Houston, supervised the purchase of about 14 petroleum and related businesses in 2019, moving the company into oil-field services and expanding the hauling of crude oil and water produced from fracking. Over the last two years, Pilot Co. has invested to build a comprehensive service model focused on supply, logistics, oil-field services and wholesale marketing. “We see and look at opportunities every week,” Haslam said. “We do not expect the same kind of frenetic activity that we had in 2019.” As a “super jobber,” Pilot Co. also supplies more than 11 billion gallons of diesel, bio-diesel, diesel exhaust fluid (DEF) and gasoline through its retail chain and wholesale business annually. The new corporate identity foreshadows the future when the Maggelet family, which owned Flying J, exits the business leaving the brand intact. Berkshire Hathaway will become the majority owner of Pilot in 2023 when it purchases an additional 41 percent of the company. “Other than giving consent, Berkshire had nothing to do with the name change,” Haslam said. “They totally leave you alone,” he said. “They are great partners with a reputation for being hands-off and allowing current management to run the company.” After 2023, “this family will still have 20 percent of a pretty big company.” A small carrier with a clean history will pay $5,000 to $7,000 in insurance per truck, according to Eichelberger. If a carrier is based in a high-risk jurisdiction, the rate could be 25 percent to 30 percent higher. He listed Louisiana, New York, New Jersey, Florida and California as the highest-risk states. He also suggested that rates in Georgia and Texas are increasing dramatically as payout levels accelerate. The Truckload Carrier Association’s (TCA) profitability benchmark platform (TPP) reports that truckload fleets are currently paying $6,800 per truck for insurance. The information is the most reliable fleet costing data in the trucking market, providing performance and financial benchmarking of nearly 500 data points per month. TPP fleets feed their monthly operating and financial data into a benchmarking platform that allows them to compare costs between fleets. In the past two years, the TPP fleets have seen 11 percent increases in their insurance premiums. According to Chris Henry, who runs the TPP platform on behalf of TCA, the reason the TPP fleets have not seen as dramatic an increase versus the rest of the market is their use of captives. Captives are effectively insurance companies owned by the companies they insure. A captive lets a fleet self- insure or group insure up to $100,000 per claim. Anything above that is covered by an umbrella policy. The risk is pooled between other carriers in the group. Fleetwood Transportation was involved in two fatal accidents in 2018, according to industry reports. According to transportation attorney Cassandra Gaines, two fatalities for a 260-truck carrier over two years would not be exceptionally high. In her view, other circumstances likely played a role in the carrier’s demise. The company had two primary lines of business: hauling sand to oil fields and flatbed trucking. Both markets have been decimated in 2019. Sand is used in oil-field fracking operations to blast rocks in hydraulic drilling. Over the past decade, oil drillers hauled sand from hundreds of miles and paid top dollar to get the commodity moved. In the past two years, this business has changed. Oil drillers found local sources of sand and didn’t require it to be trucked from other places. There has also been a shift in investor sentiment toward exploratory oil drilling. A number of large fleets that were involved in hauling fracking sand and oil field work shuttered or downsized in 2019, including Stevens Tanker Division, Halliburton and Schlumberger. The other core part of their operations involved flatbed truckload services. Flatbed trucking has been struggling for most of 2019, after enjoying a red-hot market in 2018. According to TPP data, the average flatbed operator has been operating in the red all year. Operating ratios (OR), or a measurement of operating profitability, have hovered above 97 for most of 2019. For most truckload carriers, a carrier should generate below a 97 to generate a profit. For the flatbed industry, this happened only one month in 2019, June. “WE WANTED A BRAND LOGO THAT TOOK US BACK TO THE VERY BEGINNING” - JIM HASLAM CHIEF EXECUTIVE 18 TANK TRANSPORT TRADER I FEBRUARY 2020 www.TankTransport.com
(Oral Fluid continued from page 1) Jan. 1, will allow federal agencies, including the Department of Transportation (DOT), to collect and test an oral fluid specimen as part of their drug testing programs. In a notice published in the Federal Register , the department said DOT and other agencies are required to develop programs based on the guidelines, which sets standards for all aspects of oral fluid testing. The department noted that the directive revises the requirement to collect only a urine specimen, which has existed since the guidelines were first published in 1988. The revision has become necessary because several products have appeared on the market making it easier to fake urine samples, it added. “The scientific basis for the use of oral fluid as an alternative specimen for drug testing has now been broadly established,” the department said. Technology improving APUs When the fuel crisis of 2007-2008 hit, Covenant Transport, like virtually every other large carrier in North America, realized it needed to get its fuel consumption and costs under control. As with many fleets at the time, diesel-powered auxiliary power units (APUs) were part of that solution. APUs are small generator units that mount on long-haul truck chassis to provide power, heat and air-conditioning to the sleeper and cab to keep drivers comfortable during rest periods. But the initial diesel-powered units the fleet experimented with weren’t the solution the carrier needed, said Dan Porterfield, senior vice president of maintenance for the Chattanooga, Tenn.-based carrier. “There’s always been a certain amount of friction between the desire of fleet management to control costs by reducing idle times and driver comfort on the road,” he said. “Diesel- powered APUs were invented to address those goals, but – if we’re being honest – haven’t always achieved the results we’d like to see.” During the initial evaluation of APUs more than a decade ago, Covenant discovered that while the units did a fine job providing in-cab power and comfort to drivers, the fuel savings they delivered were “zeroed out” by increased maintenance costs. Early electric-powered APUs, however, often didn’t last for the full rest period, especially in the worst heat of summer. In the years since, something of a revolution has taken place in electrification technologies, including considerable improvements in battery size, weight and power densities. Moreover – and significantly for Covenant and its idling challenge – these advances include sophisticated power management software that allows battery systems to dispense electricity in “intelligent” ways that manage energy use to provide optimum effectiveness and the longest possible use of a battery charge. Unlike their diesel predecessors, electric APUs draw power from a truck’s batteries while parked, and rely on power management systems to nurse that load throughout an entire off-duty time period to keep a cab and sleeper powered up and comfortable. “We were skeptical at first,” Porterfield said. “We had questions about the run times these systems would said the electric APUs are handling be able to achieve. The initial data looked promising, but if you can’t get the battery to last through the driver’s rest cycle, you’re not really achieving anything.” In addition, Porterfield had reservations about how electric APUs would affect the life of the truck batteries. “It’s sort of the same thing we ran into with the diesel-powered units,” he said. “If we end up saving money on fuel, but spending those savings on new batteries because our battery consumption rates double, we’re not really coming out ahead.” Porterfield felt the data warranted test trials. So last summer, Covenant fitted out six long-haul tractors with three of what he felt were the most promising units available (two test units per manufacturer) and sent them out on the road. Installing the units takes about the same amount of time as putting in diesel-powered APUs, he said. And their size and weight requirements are right in line as well. So far, he said, the results have been encouraging. “We didn’t get started until late summer. So we didn’t get a full warm season in. However, we did learn that the units were more than capable of keeping a truck cab cool and comfortable during an entire off-duty cycle in Phoenix, Ariz., at the height of summer. And that was a major milestone for me.” As winter winds down, Porterfield the cold season without any major hiccups. He’s said he is looking forward to getting a full year’s worth of data in so the fleet can make some purchasing decisions going forward. “The drivers tell me they love the systems,” he said. “And we’re looking forward to seeing how they do this year in a full range of changing seasons and temperatures. But I think there’s some real potential here. It’s just going to take some more time and data, however, to prove the concept out.” It is expected to take DOT several months to come up with a specific testing program for oral fluids. Once hair testing is approved, such tests are expected to have a major impact as tests on hair follicle from a person’s head can determine drug use over a three-month period. They can detect residues of a variety of drugs including cannabis, cocaine, ecstasy and heroin. “The proposed Mandatory Guidelines for Federal Workplace Drug Testing Using Hair has been written and submitted to the (White House) Office of Management and Budget for review,” added a spokesperson for Substance Abuse and Mental Health Services Administration, a sub agency of HHS. A report said unresolved scientific and legal issues were holding up the proposal, which has been under review since Congress passed the legislation in 2015. In its latest move to bolster road Honda, Isuzu studying fuel cells Honda R&D Co. Ltd. and Isuzu Motors Ltd. will jointly research hydrogen-powered fuel cell heavy-duty electric trucks as Honda makes its fuel cell expertise available to an outside company for the first time. A joint press release offered few details of the collaboration beyond an acknowledgment that fuel cells make more sense for the heavy-duty trucks that Isuzu makes than for passenger cars, where battery-electric propulsion is favored by most automakers. Several medium-duty truck makers are testing battery-electric propulsion because predictable routes ensure the trucks can return to base for overnight charging. The excess weight of batteries in heavy-duty, long-haul applications affect range and reduce freight-carrying capacity. Still, several manufacturers, including BYD and Tesla Motors, plan to produce battery-powered heavy duties. Start-up Nikola Motors said it will offer a battery- powered version of its fuel cell truck and plans to reveal a breakthrough in battery chemistry this fall that would double the range of a single electric charge. With three decades of fuel cell expertise, Honda launched its fuel cell-powered Clarity passenger car in 2016. Honda and General Motors Co. announced a fuel cell stack joint venture in Brownstown, Mich., in January 2017. Production “around 2020” could be near as equipment is currently being installed. The announcement made no connection between the U.S.-based joint venture and the research collaboration in Japan. Honda makes only passenger cars and light trucks, including a pickup. But it sees a limited market for fuel cell-powered passenger cars. Only about 10,000 hydrogen-powered fuel cell vehicles were on the road globally in 2019, according to IHS Markit. Toyota leads in developing fuel cell tractors, working with Kenworth Truck Co. on a project to build 10 Class 8 fuel cell trucks for testing in California. Nikola has 14,000 orders for its fuel cell-powered heavy-duty trucks that are scheduled for production in late 2022. Isuzu, best known for diesel engines, is modernizing its lineup to meet global demand for cleaner engine technologies. Isuzu is researching and developing clean diesel, natural gas and battery-electric power-trains, according to the release. Isuzu recently purchased UD Trucks, the Japanese unit of Volvo Group, which tested level 4 autonomous trucking at a sugar processing plant in the northern Japanese prefecture of Hokkaido in 2019. in Chicago, Ill. The firm partners and invests in mature largely family-owned, privately held businesses. Prudential Capital Partners has invested more than $3 billion in over 100 companies since 2000. The group is part of Prudential Financial Inc. safety, the U.S. Federal Motor Carrier Safety Administration has also doubled the random drug testing rate for commercial drivers to 50 percent of driver positions. The agency’s Drug and Alcohol Clearinghouse program went into effect in January. North of the border, the Canadian Trucking Alliance has been pushing for a zero-tolerance policy on drugs and alcohol. It has urged the Canadian government to introduce mandatory drug and alcohol testing for truckers, saying a recent Ontario auditor general’s report on commercial vehicle enforcement supported its case. In her annual report, Auditor General Bonnie Lysyk said the lack of drug and alcohol testing is a potential safety issue. www.TankTransport.com FEBRUARY 2020 I TANK TRANSPORT TRADER 19
Hazmat rules often misunderstood Truck fleets have a lot to consider when planning out and managing their fleet operation, a large part of which includes safety and compliance. The electronic logging device (ELD) may dominate the headlines, but there are many regulations that fleets should pay close attention to in order to ensure compliance. What, exactly, are hazardous materials (hazmat) regulations and which regulations apply to a fleet’s operation? The Pipeline and Hazardous Materials Safety Administration (PHMSA) hazardous material regulations apply to fleets responsible for the interstate, intrastate, and foreign transportation of hazardous materials by rail car, aircraft, motor vehicle, and vessel. Anyone considered a “hazmat employee” must receive training on these regulations every three years, or any time job functions change, which may affect the training needed. Drivers tasked with transporting hazardous materials fall under this distinction, but they are not the only ones. “Hazmat employees” also include anyone who loads, unloads, or handles hazardous materials; manufactures a package or container used for transporting hazardous materials; prepares hazardous materials for transportation; or is responsible for the safe transportation of hazardous materials. To understand hazardous material regulations, it is important to understand what is considered a hazardous material. Tom Ziebell, s senior editor for J.J. Keller & Associates, said that few fleets concern themselves with hazardous material regulations – maybe 10 percent to 15 percent of fleets. But it affects more than you may think. Of course, many vocations may drive around with chemicals needed to get a job done – such as pest control or landscaping. But many everyday items would also fall under the category of hazardous materials, such as acids, bleaches, paints, and even makeup. 1. Regulations Do Not Cover All Hazardous Materials Although many things could be considered hazardous materials, not all the U.S. Department of Transportation of them are covered by the regulations. The Materials of Trade exception refers to any item (other than hazardous waste) that is carried on a motor vehicle to protect the health and safety of an operator, support operation of the motor vehicle or support the motor vehicle for a purpose other than transportation. There is also an exception for limited quantities, which do not always require shipping papers. However, employee training is still required when transporting limited quantities of hazardous materials. 2. Ensure All Bases Are Covered with Training Employee training must cover several topics: EPA issues emissions ‘pre-rule’ An Environmental Protection Agency (EPA) pre-rule issued Jan. 6 is November 2018 that it would pursue a the first formal step in an attempt by the agency to establish more stringent Trucks Initiative, to update NOx heavy-duty diesel truck emission standards for oxides of nitrogen (NOx) and other pollutants. The effort will also seek ways to streamline certification to reduce compliance costs for engine manufacturers. The advance notice of proposed rule-making announced by EPA Administrator Andrew Wheeler is the agency’s call for comments from the public and interested stakeholders on what should or should not be included in a proposed final rule, which EPA intends to release early this year. How exactly the proposed rule is written may well hinge on those comments – and the agency may be deluged by them, both pro and con, given the early reaction to Wheeler’s action. The pre-rule announcement follows the EPA’s announcement in new rule-making, dubbed the Cleaner emission standards for heavy-duty vehicles operating on highways. “The trucking industry touches nearly every part of our economy,” Wheeler said. “A strong and resilient trucking industry is imperative to maintaining a strong and resilient economy. Through this initiative, we will modernize heavy-duty truck engines, improving their efficiency and reducing their emissions, which will lead to a healthier environment.’’ He added that while the U.S. has made major reductions in NOx emissions, “through this initiative we will continue to reduce emissions, while spurring innovative new technologies, ensuring heavy-duty trucks are clean and remain a competitive method of transportation.” EPA noted that it last revised NOx standards for on-highway heavy-duty trucks and engines in January 2001. But now, pursuant to the requirements of the Clean Air Act, the agency said its proposed rule, once issued, “will provide manufacturers sufficient time to comply with new standards and ensure that updated standards consider feasible emissions control technologies. Working together with state and industry partners, we can achieve environmental results through the pursuit of commonsense regulations that encourage economic growth.” A number of stakeholders, including leading lobbies for truck engine makers and trucking interests, praised the proposal as it now stands. But a top environmental lobby – which along with several public- health advocacy groups (including the American Lung Association) had petitioned EPA to tighten up truck NOx standards – was far less sanguine about the outcome of the pre-rule. 1. Upbeat Reactions to Cleaner Trucks Proposal Among the positive reactions (included in an EPA press release on the pre-rule) were those of Truck and Engine Manufacturers Association President Jed Mandel, who stated that the group “looks forward to working with EPA on potential improvements to the heavy-duty, on-highway engine regulations that can reduce the overall costs of compliance, preserve the necessary diversity of the commercial vehicle marketplace, and protect our customers’ need for fuel- efficient, durable and reliable trucks.” “With the release of the ANPRM, the Cleaner Trucks Initiative moves forward in setting the vision for the heavy-duty diesel engines of the future as high-value • General awareness with the regulations, including the purpose of the regulation. • Function-specific training, that helps an individual complete his or her job. • Safety training, including basic emergency response procedures. • Security training, which covers the security risks associated with transporting hazardous materials. New employees are required to complete hazmat training before performing a hazmat job function. They can perform job functions before training is completed, but only if they are under the direct supervision of a properly trained hazmat employee and training is completed in 90 days. Neither the hazmat regulation nor specifies where training should come from, and there are no certified training courses or schools. Therefore it is the job of the employer (and possibly fleet manager) to stay on top of regulations and determine the best content for training, as well as the best method for conducting this training – such as a lecture, interactive video, or self-paced instruction. 3. Some Regulations Vary by Location Companies with trucks that transport hazardous materials must pay attention to local laws related to hazmat regulations. States and tribes set their own routing requirements, determining whether hazmat transportation vehicles can access specific roads.These records are compiled and available on the Federal Motor Carrier Safety Administration (FMCSA) website, which is updated regularly. 4. Pay Attention to Changes (When They Happen) Fleets are only required to conduct hazmat training every three years. However, fleet managers should pay attention to any updated rules or regulations as they are announced. Ziebell noted that there are resources out there to keep fleets informed, including J.J. Keller’s newsletter, but staying informed requires effort on the part of the fleet. When an update comes out, it is important to pay attention at that moment and note when the regulation goes into effect, what it consists of, and who is affected. At the time, fleet managers should note these changes and inform any employees affected. These changes may not have to be published as company policy until your next round of training, though it is important to have that information ready to share once training comes around. Traditionally, six to eight rules are issued by the federal government per year. However, this has not been the case with the current administration. Last year, only two rules were issued. This year, no new rules and one correction have been issued. Several rules have been proposed, but have not made much movement in the approval process. (from Work Truck) (EPA Issues continued on page 22) 20 TANK TRANSPORT TRADER I FEBRUARY 2020 www.TankTransport.com
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Bluff St. Fort Worth, TX 76102-1810 CHANGE SERVICE REQUESTED FREE SUBSCRIPTION UPDATE FORM In order to continue receiving T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! www sales@tanktr 1-800-537-1320 www www Since NOVEMBER 2017 COMING IN DECEMBER ADVERTISING DEADLINE: NOV 21ST 2018 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE COMING FEBRUARY 2018 FEA SUPPLIERS TO THE LIQUID AND DR 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 T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! SEPTIC AND LIQUID WASTEASTE Distribution at WWETT www.twitter.com/tanktransporter www.facebook.com/transporttrader ADVERTISING DEADLINE: JAN 15TH SUPPLIERS TO THE LIQUID AND DRSUPPLIERS TO THE LIQUID AND DRSUPPLIERS TO THE LIQUID AND DRSUPPLIERS TO THE LIQUID AND DRSUPPLIERS TO THE LIQUID AND DR www.TankTransport.com .TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289ax: 817-348-0289 JANUARY 2018 www sales@tanktr 1-800-537-1320 www www Since NOVEMBER 2017 COMING IN DECEMBER ADVERTISING DEADLINE: NOV 21ST 2018 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE COMING FEBRUARY 2018 FEA 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 T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! www sales@tanktr 1-800-537-1320 www www Since NOVEMBER 2017 COMING IN DECEMBER ADVERTISING DEADLINE: NOV 21ST 2018 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE COMING FEBRUARY 2018 FEA 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 T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! www sales@tanktr 1-800-537-1320 www www Since NOVEMBER 2017 COMING IN DECEMBER ADVERTISING DEADLINE: NOV 21ST 2018 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE COMING FEBRUARY 2018 FEA 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 T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! www sales@tanktr 1-800-537-1320 www www Since NOVEMBER 2017 COMING IN DECEMBER ADVERTISING DEADLINE: NOV 21ST 2018 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE COMING FEBRUARY 2018 FEA 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 T please check a box in the boxes below and mail, fax or email this form to: 1011 W FORT WORTH, TX 76102-1810 Continue sending me T No. Discontinue sending T I am interested in the Liquid W Please send me your W Directory! SEPTIC AND LIQUID W Distribution at WWETT www.twitter.com/tanktransporter www.facebook.com/transporttrader ADVERTISING DEADLINE: JAN 15TH SUPPLIERS TO THE LIQUID AND DR www sales@tanktr 1-800-537-1320 F JANUARY 2018 LIQUID AND DRY BULK DIGITAL MARKETING GARY HIGHTOWER I [email protected] Phone: 1-800-537-1320 Cell: 817-845-6301 I I Target potential buyers when they visit http://tanktransport.com/ 97% of the first time visitorsto a website will NOT take action. 92% Programatic Retargeting performs the same as or better then search. BRING 70% BACK with site retargeting. They are also more likely to convert. SITE RE-TARGETING KEYWORD/SEARCH RETARGETING People looking on Google can be retargeted at a very specific keyword level for a fraction of the cost of adwords. Device ID’s and IP Addresses store search behavior allowing savvy businesses to retarget consumers using very Specific Keywords. • When they are reading about their favorite team • When they are playing a game • When they are checking the weather GEO-FENCING Location, Location, Location. Geo-Fencing is a term used to describe precisely tageting customers at a specific location. This could be a Zip Code, Street or down to an address. Track engagement by Geo-Fence. Target Tank Transport’s subscribers at their work location, using address-level geo-fence technology. WHEN WILL MY DIGITAL ADS BE SEEN? “I’m at the doctor’s office for a consultation browsing on my phone while I wait - I was just looking at cars this weekend and I am served an ad for a Dealership I haven’t yet visited!” These Ads Can Be Served: Email, Weather, Traffic, Gaming, Entertainment, Sports, News, Finance, Shopping, Fitness DIGITAL PROGRAMMATIC STRATEGY Unlimited Changes to all Keywords and Geo Fencing Tactics Programmatic Strategy: To create brand awareness, encourage website traffic and increase enrollment. To promote core values and summer camps. DOMINANT: 250,000 Impressions -Call for Pricing COMPETITIVE: 125,000 Impressions -Call for Pricing 24/7 Realtime Online Reporting Link - Ability To Adjust Focus within 48 hours - Keyword Retargeting - Geo Fencing Key Areas - Competitive Conquesting: - Geo Targeting - Site Retargeting
assets which help achieve our nation’s future energy and clean air goals while also expanding economic growth,” said Allen Schaeffer, executive director of the Diesel Technology Forum, which advocates for cleaner diesel. He added that the EPA move “follows support for a new low-NOx standard from truck and engine makers and petitions for rule-making from a number of state and local air agencies.” “MEMA looks forward to continuing to work with both EPA and CARB (California Air Resources Board) on this important initiative that will achieve additional NOx emissions reductions on the road and encourages implementation of best available technologies,” said Laurie Holmes, senior director of environmental policy at the Motor and Equipment Manufacturers Association. “The initiative will also provide regulatory certainty for motor vehicle suppliers who have made significant investments pollution, stating that it has been in these important technologies.” Both the American Trucking Associations (ATA) and the Owner- Operator Independent Drivers Association (OOIDA) applauded the approach laid out in the pre-rule. “Since 1985, newly manufactured trucks have reduced NOx emissions by more than 98 percent, but our work is not yet done,” said Bill Sullivan, ATA’s executive vice president of advocacy. “ATA is committed to continuing to work closely with EPA on developing the next generation of low-NOx emitting trucks through the Cleaner Trucks Initiative. To this end, the trucking industry seeks one national, harmonized NOx emissions standard that will result in positive environmental progress while not compromising truck performance and delivery of the nation’s goods.” 2. Another Take Vickie Patton, general counsel for the Environmental Defense Fund (EDF), said, “Several states have been working on standards to protect millions of people from the oxides of nitrogen pollution that contributes to unhealthy smog and the greenhouse gases that cause climate change.’’ She laid out the impact of NOx “linked to asthma attacks and other serious and sometimes fatal lung diseases. It is particularly dangerous for children and for anyone living near a highway or busy road, which means 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. (EPA Issues continued from page 20) 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. 1996 J&L Pneumatic Trailer 1600 cu. ft. Vac. 1998 J&L Pneumatic Trailer 1600 cu. ft. Vac. 2015 Tremcar 1000 cu. ft., aluminum air ride, aluminum wheels, sand ready. 2011 Polar Food Grade Transport 6250 gallon, Air ride, aluminum wheels. New Bulk Fertilizer Trailers 5600 gallon, air ride. New Tremcar dry bulk trailers, 1000 cu. ft., air ride, aluminum wheels. 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. 1999 Heil 1660 Cube, Airride, Aluminum wheels, Foodgrade. Semo Tank/Baker Equipment Co. 800-264- 8348. [email protected]. 2009 Walker 6250 Gal. FPU, Equipped w/ Tavares Style Cabinet, Air ride. Semo Tank/ Baker Equipment Co. 800-264-8348. sales@ semotank.com. 2008 Walker 6,200 Gal. / 1 Comp. Sanitary Transport – In Stock Air Ride, Alum. Wheels, Electric Pump, Stain- less 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 (EPA Issues continued on page 25) 22 TANK TRANSPORT TRADER I FEBRUARY 2020 www.TankTransport.com
www.TankTransport.com FEBRUARY 2020 I TANK TRANSPORT TRADER 23
ASPHALT New Polar Aluminum Asphalt Tank, 7500 Gal.., Aluminum Subframe, Front Pump off line, Lightweight, Aluminum 22.5 wheels, Intraxx AANT23K A/R Suspension. Joe Frankenfield. 800-232-6535 [email protected] New Polar Asphalt Trailers, 7500 Gal., Aluminum tank, Air ride suspension, Aluminum wheels. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. CHEMICAL (3) New 2020 BRENNER “CHEMICAL” DOT 407, 7000 Gal., Insulated, Straight round, T316SS, Steam/Intransit, Air ride, 11R22.5, Aluminum wheels. Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com. New Brenner DOT 407 trailers 7000 Gal., Air ride suspension rear discharge Aluminum wheels. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. CHEMICAL New Polar Stainless Tank, 30” Deep Drop Double Conical, 5600 Gallon, One Compartment, Exterior Ring, Dump Valve, Intraax AANT23K Suspension, Aluminum 22.5 wheels, Non Code Tank. 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 Aluminum Truck Tanks, 1 & 2 Compartments. Matching Pull Trailers also available. Call Dave: 951-334-6840 – CA. 2016 Bulk 7000 Gallon (DOT-407), Airride, (Not in test) Semo Tank/Baker Equipment Co. 800- 264-8348. [email protected]. PETROLUEM New Polar Stainless Tank, 8000 Gallon, One Compartment, 22.5 Wheels. Tri-axle Suspension set. Hendrickson Intraax AAL25K. Joe Frankenfield. 800-232-6535. [email protected]. 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. (1) 2020 Heil 12,500 Gal. / 5 Comp. Petroleum 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) 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) 2015 Tremcar 9,200 Gal. / 4 Comp. Petroleum In-Test, Air Ride, Aluminum 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 9500 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. wgowsell@ tristatecin.com. Visit our website for our complete inventory. www.tristatetrailer.com. Trailer Sales, Cincinnati, OH PNEUMATIC (1) 2020 Heil 1040 Pneumatic – January 2020 3 Hopper, 25 PSI, Aluminum Frame, 23K Axles *Not Actual Photo, Stock Image Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (2)-2021 Model Heil 9500 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 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 (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. New 2021 HEIL “CEMENT” Tanks, 1040cu, 25psi, 3-manholes, 5 x 4 tee’s, Hose tube, Air ride, 11R22.5 tire, Aluminum wheels. COMING IN SPRING OF 2021 – ORDER YOURS NOW!! Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com TANK TRUCKS 2012 Freightliner M2 Business class, Pump Truck, Aluminum Barrel, 5 Compt. 3200 gal. Dual Reel, Dual Pump, 168,000 miles Cunnims Motor $89,000. United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805. 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]. 24 TANK TRANSPORT TRADER I FEBRUARY 2020 www.TankTransport.com
a “Dangerous” placard instead of the placards that would otherwise apply to transport of the hazardous materials. However, weight is a factor here, too, because when 2,205 pounds or more of a single category of hazardous material is to be transported, the placard specified in for that material must be displayed. 3. Added benefits If a hazardous material is exempt from placarding, it’s usually the case that other exemptions from 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. New 2021 HEIL “CEMENT” Tanks, 1040cu, 25psi, 3-manholes, 5 x 4 tee’s, Hose tube, Air ride, 11R22.5 tire, Aluminum wheels. COMING IN SPRING OF 2021 – ORDER YOURS NOW!! Phil Klein. Stuart Tank Sales Corp. Cell: (815) 751-6431. www.stuarttank.com TANK TRUCKS 2012 Freightliner M2 Business class, Pump Truck, Aluminum Barrel, 5 Compt. 3200 gal. Dual Reel, Dual Pump, 168,000 miles Cunnims Motor $89,000. United Tank Trailer. www.unitedtanktrailer.com [email protected] Contact Chad 734-552-2805. 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]. Allegheny Coupling ........................ Page 7 AutoHatch ...................................... Page 14 Betts .................................................. Page 9 Classifieds ............................ Page 24 & 25 Classifieds (food grade) .............. Page 22 Dixon Bayco ................................... Page 12 E.D. Etnyre .................................... Page 12 Girard Equipment Inc. ................. Page 3 Hale Trailer ...................................... Page 8 Imperial Industries Inc ................. Page 4 Kerley & Sears ................................ Page 6 LBT .................................................... Page 8 Mac Trailer ..................................... Page 11 Midwest Meter ................................ Page 7 NTTC ............................................... Page 15 Polar Tank Trailer .......................... Page 2 Polar Service Centers ................. Page 15 PT Coupling ..................................... Page 5 R.A. Ross ................................ Page 4 & 14 Ridewell Suspensions .................. Page 13 RMC Engineeering ........................ Page 9 R.W. McCollum .............................. Page 13 Scully ............................................... Page 14 Semo Tank........................................ Page 6 Stuart Tank .................................... Page 26 Stephens Tank Products ............. Page 26 STS Tank Leasing ........................ Page 27 Subscription Form........................ Page 23 Superior Tank ................................ Page 22 Transcourt ...................................... Page 23 Tremcar .......................................... Page 27 Unibloc ............................................ Page 10 Werts ....................................... Back Cover Youngs Tank..................................... Page 9 INDEX OF ADVERTISERS and Generation Z, are entering the trucking industry with more technological experience, skills and education than ever before. Also, women and Hispanic minorities under the age of 35 are starting to enter the trucking industry in higher numbers. Transportation businesses will have the opportunity to diversify their workforce, upgrade recruitment efforts to be more inclusive and modernize their tools and systems for the new generation. In order to attract and retain younger drivers, these businesses must give employees access to time- saving and user-friendly mobile tools and technology, making life easier on the road. Although increasing pay and offering sign-on bonuses are always attractive, there are other perks logistics companies can prioritize in 2020. For the fleet and trucking industry, convenient mobile-friendly solutions enable drivers to save time and money on the road, boosting driver engagement and attracting more talent. Mobile apps work to integrate seamlessly with trucking companies’ infrastructure, while making it convenient for drivers to use through their smart phones. Additionally, employee training programs that decrease the barrier to entry for new truck drivers, enhance their safety and address the growing presence of women and minorities entering the industry will be critical in 2020. (Technology continued from page 17) (EPA Issues continued from page 22) (Hazmat Placarding from page 17) it disproportionately harms low income Americans and communities of color that have been afflicted with harmful pollution for far too long. “The transportation sector is responsible for almost 60 percent of the NOx pollution in America and is the single largest source of climate pollution, and heavy-duty trucks are a major source of both dangerous NOx and climate pollution.” EDF will be engaged in the new rule-making “to ensure it protects all Americans and is anchored in collaboration with the leading states,” Patton said “Will EPA achieve meaningful reductions in the smog and climate pollution that is putting public health at risk? Will EPA protect the communities most affected because of their location near pollution hot spots by major roads? Will Trump’s EPA work with the numerous states that are already trying to protect millions of people from heavy-duty truck pollution, or will its proposal interfere with the states’ efforts? Will EPA support the development of the zero-emission technologies that will be crucial for making lasting progress toward protecting human health and the environment?” 3. Will EPA Supplant State Truck Emissions Efforts? Turning the pre-rule into a proposed rule and ultimately a final rule will likely entail fierce lobbying by some states and public-health and environmental advocacy groups to thwart the federal agency from promulgating new NOx restrictions that while tighter than current limits, will not be as strict as those that certain states, especially California, are seeking. (from HDT) the HMR also apply. Most of the standard exceptions listed here also exempt the hazardous material from one or more of the HMR requirements concerning marking, labeling, shipping papers, training, and segregation requirements. And shipments who don’t require placarding don’t require that the person who offers for transportation, or transports, hazardous material be registered in accordance with 49 CFR 107.601 or prepare a security plan as provided for in 49 CFR 172, Subpart I. www.TankTransport.com FEBRUARY 2020 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 FEBRUARY 2020 www.TankTransport.com
SALES l PARTS l SERVICE The specialists in CUSTOM MADE & MULTI-AXLE 1.800.363.2158 l www.tremcar.com 978 989-3450 Boston Steel l Sales Manager 1-888-873-6227 Get free quote online Check out our new SUPER LIGHT WEIGHT DOT 406 unit! Rob, Cumberland Petroleum tank Driver loves the Tremcar tank unit because it unloads quickly. He likes the big can box, a lot of space to store equipment and likes the way the trays are set up. Find your sales manager near you ! Cumberland Farms have been serving American homes since 1939. This year they are celebrating their 80th year! The company first started as a dairy farm, in the town of Cumberland, Rhode Island. The first of its kind to the region, they revolutionized how New England got its milk in the 1960s. Cumberland Farms “milk stores” quickly popped up throughout the Northeast. In 1972 Cumberland farms evolved by offering self-serve gas pumps, they began springing up outside their stores. Today Cumberland farms has over 600 C – Stores across New England, New York and Florida. They deliver over 3 million gallons of gas daily! Tremcar is proud to equip Cumberland farms with DOT 406 petroleum tanks that can deliver gas safely and efficiently. Congratulations to this successful company’s 80 years! 16903 East Freeway Channelview, Texas 77530 www.ststankleasing.com For Service, email [email protected] For Leasing, email [email protected] 832-694-3983 DOT CERTIFIED ASME “R STAMP” CERTIFIED HM 183 TESTING & REPAIRS NATIONAL BOARD “R STAMP” CERTIFIED CARGO TANK FACILITY www.TankTransport.com FEBRUARY 2020 I TANK TRANSPORT TRADER 27
(HQ) Wood River, IL 800-851-4452 San Antonio, TX 800-551-8265 Birmingham, AL 800-264-6437 Atlanta, GA 800-893-1511 Tampa, FL 800-886-6003 Des Moines, IA 866-610-2225 Billings, MT 855-259-7563 Denver, CO 855-580-1001 OVER 60 YEARS IN BUSINESS
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