New chief executive at EnTrans Engineered Transportation International (EnTrans) has appointed Ryan Rockafellow as chief executive. The position was previously held by Randall Swift. Rockafellow previously worked at EnTrans from 2012–2020, during which time he held various roles, including president of Kalyn Siebert and vice president of sales and marketing for NA Tank. “We are incredibly excited to welcome Ryan as the new chief executive of EnTrans,” Swift said. “He brings a great deal of expertise, leadership skills and an intimate Trucking leaders gather for NTTC exhibition Representatives of the nation’s leading tank-truck carriers, manufacturers and vendors gathered Oct. 10-13 at the Dallas, Texas convention center for the annual National Tank Truck Carrier’s (NTTC) exhibition and conference. Leading sponsors of this year’s gathering included Ridewell Suspensions, Quala, Betts, Girard, and EBE. Originally set to convene last year, the conference was postponed a year because of the pandemic. Among the many activities this year were special awards and recognition of those who provided exemplary service over the past 12 months. Ronald Baird of Hoffman Transportation LLC/G&D Trucking (EnTrans Chief Executive continued on page 11) ELD Market May Surpass $16 Billion By 2025, Analysts Predict by Akshay Kedari The global electronic logging devices (ELD) market will see notable gains as stringent government regulations make their integration mandatory inside commercial vehicles. Regions such as North America and Europe have already set strict regulations that promote adoption of the device across the region’s commercial vehicle fleets. Such regulations, in tandem with the expanding logistics sector, are projected to have an undeniable impact on the revenue growth of the ELD market. The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 COMING IN DECEMBER 2021 MILK AND LIQUID FOOD GRADE -2 MILK AND LIQUID FOOD PRODUCTS HAVE PROPERTIES THAT REQUIRE SPECIAL HANDLING AND THE MATERIAL IN THE EQUIPMENT USED IN THEIR TRANSPORTATION REQUIRE IT MUST BE OF THE HIGHEST STANDARD. www.linkedin.com/in/garyhightower www.twitter.com/tanktransporter www.facebook.com/transporttrader ADVERTISING DEADLINE: NOVEMBER 22ND www.TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289 NOVEMBER 2021 COMING FEBRUARY 2022! THE ALL NEW PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE!! TANK TRUCK SERVICE FACILITIES • TANK CLEANING FACILITIES • TANK TRUCK BUYERS GUIDE • WASTE PUMPER VENDORS FOR THE LIQUID AND DRY BULK TRANSPORTATION INDUSTRY NOT A SUBSCRIBER? COMPLETE OUR SUBSCRIPTION FORM ON PAGE 15, RETURN TO US NOW AT [email protected], SO YOU DON’T MISS RECEIVING THIS SPECIAL ISSUE. (ALL LISTINGS ALSO AVAILABLE ON WWW.TANKTRANSPORT.COM) 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. Driver shortage sets new record The trucking industry is short 80,000 drivers, a record high, according to the American Trucking Associations (ATA). That’s a 30-percent increase from before the pandemic, when the industry already faced a labor shortage of 61,500 drivers. “That’s a pretty big spike,” said Chris Spear, president of ATA. “Many drivers are retiring, dropping out of the industry. Increased consumer demand, prompting a need for more drivers, also plays a big role in the shortfall.’’ This comes at a time when US ports are backlogged – primarily because there are few trucks and drivers to pick up cargo – creating a supply chain slowdown. President Biden directed the Ports of Los Angeles and (Driver shortage continued on page 11) (ELD Market continued on page 8) (Trucking leaders continued on page 8) Highway Transport, a transporter of liquid chemicals, is constructing an $11-million service center in Joliet, Ill. The center will “provide local jobs and serve the needs of customers throughout the region and across the country,’’ the company said. It is scheduled to open in the spring. The 17,730-square-foot service center, located on nearly 23 acres, will double the size of Highway Transport’s leased facility in Joliet, where it has operated for two decades. The new facility, which will include a tank-wash and maintenance shop services, is one of 15 Highway Transport Service Centers in the United States, serving 49 states and Canada. The new center will employ on-site team members and professional truck drivers and is expected to add about 70 new employees in the coming years, the company said in a press release. The company is hiring rivers, mechanics, tank- wash personnel and office staff for the new center. “Highway Transport is here for the long haul,” said Marshall Franklin, Highway Transport’s president and chief executive. “For more than two decades, Highway Transport opens service center (Highway Transport continued on page 11)
| Heil Dealer Network To find a dealer near you, visit the dealer locator on our website, heiltrailer.com, or call 800-400-6913. SOLUTIONS BUILT FOR YOU. STRENGTH IN NUMBERS A Heil Level of Support. HEIL TRAILER DEALER SALES, SERVICE AND PARTS For well over a century, Heil Trailer has built its reputation on providing the most robust and productive products in the tank trailer industry. The same goes for our network of Heil Trailer dealers—providing a Heil level of dedicated tank sales, responsive service and parts support backed by literally thousands of years of combined experience— Right in your backyard. In tank trailer sales, service and warranty coverage, worldwide. # 1 YEARS SALES EXPERIENCE 2000+ Manufacturing EXPERTISE OVER YEARS 100 Independent Heil Trailer Dealers Authorized Service & Parts Centers 28 Bay State Truck and Trailer, Inc. ....................Rehoboth, MA EZ Tank Sales, Inc. ..............................................Fontana, CA F&S Trailer Sales, Inc. .......................................Nashville, TN Gould Technologies LLC ......................................Bangor, ME Great Western Leasing and Sales ...........Albuquerque, NM Gulf City Body & Trailer Works, Inc. .....................Mobile, AL HY-TEC ...............................................................Lancaster, PA The Jack Olsta Co. ...........................................Huntsville, TX Pneumatic Technology, Inc. ............................Ft. Worth, TX R.W. McCollum Company, Inc. .....................Greensboro, NC Scientific Brake & Equipment Co. .....................Saginaw, MI Semi Service Inc. .......................................Salt Lake City, UT Southeastern Pneumatic, Inc. ..........................Ellaville, GA Southeastern Pneumatic, Inc. .......................Stoneville, NC Stuart Tank Sales Corp. .....................................Elkhorn, WI Superior Truck & Trailer Co., Inc. .................Greenwood, LA TNT ......................................................................Alberta, CA Transcourt ...........................................................Oakville, ON Transcourt ..........................................................Montreal, QC Transcourt .................................................The Maritimes, CA Transcourt .........................................................Manitoba, CA Transcourt .............................................British Columbia, CA Tri Tank Corp. .....................................................Syracuse, NY Tri-State Trailer Sales, Inc. ............................Pittsburgh, PA Tri-State Trailer Sales, Inc. IV .........................Cincinnati, OH W. B. Hill Inc. ....................................East Longmeadow, MA Werts Welding & Tank Service .........................St. Louis, MO Werts Welding & Tank Service ...............Commerce City, CO AUTHORIZED HEIL TRAILER DEALERS Heil Trailer is part of the Engineered Transportation International family of brands.
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According to Global Market Insights Inc., the global ELD market size is expected to exceed $16 billion by 2025. Meanwhile, Asia Pacific, a region that is witnessing rapid growth in the use of commercial vehicles, is expected to create lucrative prospects for the ELD market in coming years. On the back of its emerging economies, the region has emerged as a prominent hub for the logistics industry, particularly trucking; a vital application avenue for the market. Countries like China have introduced favorable policies that let ELD buyers become eligible for a truck scrappage subsidy, augmenting the incorporation of ELDs in the nation’s truck fleets. All in all, it can be said that the logistics sector is a stream from which the ELD market draws most of its revenues. Below is a brief overview of some key factors that would be shaping the ELD sector outlook through 2025: Expanding logistics sector and its impact of ELD sales The biggest growth facilitator of the ELD market is the global logistics industry. While the dynamics of the logistics industry are quite diverse, encompassing everything from container shipping to air freight, commercial trucks are still the most widely used means to transport fast- moving goods across landmasses. The relative affordability and flexibility of truck-based transport makes the practice irreplaceable, in turn, creating strong demand for digital tachographs. According to the World Economic Forum, the global population is growing at an exponential rate, with some estimates putting it at 9 billion by 2050. Moreover, it has been estimated that by 2030, there would be more than 41 mega-cities across the globe, with a population of more than 10 million people each. With a growing global middle- class, expanding e-commerce sector, and rising demand for FMCGs, the need for transport trucks is forecast to increase dramatically. This will undoubtedly have a positive impact on the ELD market. Advent of autonomous trucks and how it will affect ELD industry outlook According to the International Transport Forum (ITF), self-driving trucks are predicted to become a regular presence on roads within the next decade. These autonomous trucks have already been operating across controlled environments like ports and mines, monitored closely by digital tachographs. Public road trials are also underway in several parts of Europe and North America. The most prominent factor pushing the development of self-driving trucks is the fact that trucking, as a profession, is likely to soon reach its culmination. About 6.4 million truckers will be needed in the EU and U.S. by 2030, according to ITF. However, fewer than 5.6 million are available and willing to fill these positions, with that number falling further in the wake of the COVID-19 pandemic. Consequently, the two regions are grappling with acute labor shortages. While the truck-driver shortages persist, the demand for fast moving goods is still increasing, making the logistics sector expand in response. This is putting immense pressure on the driverless trucking industry to achieve mass commercialization. Which is subsequently creating a much meatier role for ELDs, one where they would not have to work alongside humans, but independently of them. (Akshay Kedari is senior writer at Global Marketing Insights.) Truck society honors Mack, Cummins Mack Trucks founders John “Jack’’ and Augustus “Gus” Mack were inducted into the American Truck Historical Society’s (ATHS) new American Trucking and Industry Leader Hall of Fame as part of its inaugural class. Located at the ATHS headquarters in Kansas City, Mo., the Hall of Fame focuses on honoring trucking professionals and their contributions to the industry and society. Acquiring the Fallesen & Berry carriage company in 1893, Jack and Gus Mack launched the Mack Brothers Co. in Brooklyn, N.Y., and began experimenting with steam and electric vehicles. The Mack brothers produced their first heavy-duty vehicle in 1900, a 40 horsepower, 20-passenger bus. Built for sightseeing, the bus operated in Brooklyn’s Prospect Park for eight years before being converted into a truck. Following strong acceptance and growing demand for rugged, heavy- duty Mack trucks, the Mack brothers moved the company in 1905 to Inc. won the National Tank Truck Carrier 2020-2021 Driver of the Year award. Also awarded were the North American safety awards and Heil Trailer international trophies. In the Harvison division, Gene Patten of DANA won the Suttles Truck Leasing Safety Professional of the Year award. In the Sutherland Division, Joe Maple of LSP Transport LLC won the Safety Professional of the Year award. Throughout the four-day event speakers from all corners of the industry made presentations, including a keynote address by Richard Picciotto, a chief with the New York City Fire Department. The conference also provided a venue for NTTC’s committees to address leading challenges and goals for the coming year. Among the panels were the energy services committee, dry bulk and food-grade committee, chemical committee and advisory committee. As in past years, the conference provided a forum for industry experts to share their perspectives on leading industry issues. Among those speakers were Kerri Wirachowsky of the Commercial Vehicle Safety Alliance. Wirachowsky spoke on the “Top 5 Driver and Vehicle Violations at Roadside Inspections.’’ Daniel Horvath of the American Trucking Associations (ATA) provided an update on safety regulations, drug and alcohol testing, ELDT regulations and DOT rules. Technology was a recurring theme at the conference. Jeff Murray of the Cybersecurity and Infrastructure Agency gave a presentation on “private sector cybersecurity essentials.’’ Richard Luna of Protected Harbor addressed ways companies can cost effectively protect themselves against cyber attacks and ransomware. A presentation by Nick Wood of Texas A&M Transportation Institute focused on ways next-generation technology can benefit drivers and fleets. For the past two years, tank-truck manufacturers and carriers have been at the eye of the economic storm brought forth by COVID- 19. Many in the industry have had to scramble, and in some cases re-invent themselves to remain in business as the nation’s supply chain has crumbled. For the nation’s carriers, keeping the doors open and serving long-time customers has been a daily challenge, one often requiring a smaller workforce and reduced number of active trucks. Even before the pandemic hit early last year many carriers were finding themselves in jeopardy because of a historic shortage of drivers. Quickly compounding their challenges was a growing shortage of workers. Leading a presentation on these and related topics were Justin Cravens of Ridewell Suspension and Kartik Ramachanddran of Engineered Transportation International. The nation’s supply chain was fragile well before the pandemic, Ramachandran said. “For the past several years the economy has been in good shape, but the supply side was facing a lot of volatility,’’ he said. “And then the shortage of drivers accelerated the problems.’’ Panelists Jose Samperio of Cummins said the trucking industry is realizing for the first time how vulnerable the supply chain is. “Most of us didn’t fully understand how fragile the supply chain was – and will continue to be if we don’t become more innovative’’ he said. Asked whether conditions will soon improve, Ramachandran said it is unlikely there will be much change until after the first quarter of next year. Panelists agreed that today’s supply chain problems are a wake-up call for equipment manufacturers. Some are studying ways they can contract on their own with Pacific Rim transporters instead of continuing to depend on traditional logistics firms. “And maybe we should think about building more of our parts ourselves,’’ Ramachandran said. Panelists suggested that just- in-time delivery has stoked a lot of today’s supply problems. The concept, which became widely popular beginning about 20 years ago, greatly reduced warehouse space for equipment and parts manufacturers. When the nation’s ports begin to shut down because of congestion, however, not having inventory on hand is a disaster for equipment and parts manufacturers. The shortage makes it extremely difficult to provide long-time customers the equipment and service they have long enjoyed, panelists said. (ELD Market continued from page 1) (Trucking leaders continued from page 1) (Mack Trucks continued on page 14) 8 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
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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 knowledge of the company through his previous roles within the organization.” Rockafellow has more than 15 years of sales, production, commercial, operations and leadership experience in manufacturing and industrial applications. He was most recently vice president and general manager at Capacity Trucks, a division of REV Group. Rockafellow holds a bachelor’s degree in marketing from Western Illinois University and an MBA degree with a concentration in business development from North Central College. “I am thrilled with this opportunity to return to EnTrans and work with an outstanding team and family of industry-leading brands,” Rockafellow said. EnTrans is a leading manufacturer of transportation equipment. The company consists of Heil Trailer, Polar Service Centers, Polar Tank Trailer, Jarco and Kalyn Siebert. EnTrans is owned by American Industrial Partners and headquartered in Athens, Tenn. Long Beach to move to 24-hour operations. However, the ports can’t yet work round the clock because importers don’t have enough drivers to move their cargo at all hours. “Twenty-four-hour is an improvement,’’ Spear said. “But it doesn’t matter if it’s a port in LA or Long Beach, or the last mile of delivery from a train to a warehouse in Wichita. You’re going to have to have a driver and a truck move that freight.’’ Truck drivers move 71 percent of the US economy’s goods, but represent just 4 percent of the vehicles on the roads, Spear said. If nothing is done, the latest figures put the industry on track for a shortage of 160,000 drivers by 2030, and the need for 1 million drivers over the next 10 years, according to ATA. The bipartisan infrastructure bill awaiting action in Congress would authorize hundreds of billions of dollars for transportation, which would include workforce development for the trucking industry. That would allow 3,000 drivers between the ages of 18 to 20 to receive training to drive tractor- trailers across state lines. Currently, drivers must be 21 to do so. Spear believes younger drivers are the key answer to the labor shortage. “I think that clearly is the most impactful thing that could be done right now to alleviate this problem. So next year, we are not going to be having this conversation because it will alleviate itself because we’re investing,” Spear said. Supply chain improving Domestic intermodal container volumes have increased more than 7 percent since Sept. 1, hitting their highest values since December. This may not necessarily be a sign that rail ramp congestion is easing, but it may be a positive sign that some supply chain problems like container shortages may not get terribly worse, analysts said. Intermodal containers are divided into two groups: domestic and international. The former are owned largely by domestic providers like Union Pacific and JB Hunt and remain largely on the North American continent. International (EnTrans Chief Executive continued from page 1) (Driver shortage continued from page 1) Joliet and the greater Chicagoland area have been a vital hub for our drivers and team members to serve our customers across the North America and make our deliveries safely and on time. We are committed to this community and our local team members, and we’re looking forward to adding more jobs as we build and open our new facility.” Kyle Lukwinski, Highway Transport regional service center manager, said: “The Joliet facility includes a maintenance shop, tank wash, multiple offices and a conference room. It also provides full amenities for Highway Transport professional drivers, including a comfortable break room to watch television and movies, Wi-Fi access, showers and more within the secure, gated facility.’’ Based in Knoxville, Tenn., Highway Transport has been in business since 1948 providing bulk transportation of specialty chemicals. The tanker fleet operates from 15 service centers in major chemical manufacturing areas across the U.S. It operates a fleet of more than 400 tank trucks. (Highway Transport continued from page 1) (Supply chain continued on page 12) www.TankTransport.com NOVEMBER 2021 I TANK TRANSPORT TRADER 11
containers are the ones you read about being in short supply and owned largely by maritime providers like Maersk. These two container types represent distinct transportation sectors with very different issues. Domestically speaking, both intermodal container types have a similar problem. Transportation across the country has been hampered by limited drayage capacity, driven by a lack of chassis and driver availability. These shortages have led to container pileups at rail yards, most notably in the nation’s largest intermodal exchange facilities in Chicago, Ill. With no room to place containers, railroads have limited service. Providers like Union Pacific reported lower volumes (down 6.3 percent) but much higher revenue per container (up 15 percent) in their third-quarter earnings from an annual perspective. Price increases and accessorial charges offset the lost revenue from lower volumes. The international container issues have an added layer of complexity in the way they are direly needed back at their points of origin across the ocean. Maritime trade largely favors a single direction with more freight moving into the U.S. than leaving it. This means shipping companies are struggling to move enough international containers back to their origin countries (mainly China), making them less available for surface transportation and leading to exorbitant prices. It seems that somewhere along the line, shippers and transportation providers have figured out how to transload more of the international containers (mostly 20-foot and 40-foot) to the larger domestic versions (48-foot and 53-foot) and get them moving across the country. With more international containers getting back to the places they are needed, upward pricing pressure on rates appears to be easing. The Drewry World Container Index price for shipping 40-foot containers from Shanghai to Los Angeles has dropped 12 percent over the past month, a strong trend reversal. The price drop is probably not completely tied to the improvement in moving containers back to China, as demand has eased somewhat off its peak level, thanks in part to the fact many of the goods ordered at this point will not make it to their final destinations in time for the holidays. But, these two items combined could help alleviate some congestion issues starting sooner than many anticipated. This may not be the big solution everyone wants, but small improvements are still worth celebrating after what has been a long trend of increasing problems for supply chains. Steer tires require close attention Steer tires will cost you more money than any other tires on the truck, but their total life-cycle costs can be among the lowest if technicians look after them from cradle to grave. Starting with selecting the proper tire for the application and following up with frequent pressure checks, observing the tire for the first possible signs of irregular wear – and treating the casings like gold – will keep those assets performing for miles and miles. Here are six things to think about that may result in a longer, happier relationship with your steer tires. 1. Pick the Right Tire and Right Pressure Steer tires come in two load ranges, G and H. Typical load-range G tires have a weight limit of just under 6,200 pounds when inflated to 110 pounds per square inch (psi). That imposes a steer-axle weight limit of 12,400 pounds if the tires are properly inflated. Many fleets have a 100-psi-fits-all tire-inflation policy. According to the load and inflation tables, that would give you about 5,800 pounds per tire or 11,600 pounds for the axle. Many trucks today exceed that weight bobtail. To accommodate the weight of today’s aero trucks with their big engines and after-treatment systems, the weight rating of the steer axles at many manufacturers is up to 13,200 or even 14,600 pounds. To get there, you’ll need a load-range H tire inflated to 120 psi. In mixed fleets running trucks with both 12,000 and 13,200-pound axles, it would be easy to overlook the heavier axle rating – even more so if your maintenance service provider is in the habit of pulling any old steer tire off the rack and throwing it on the truck. A sure-fire way to ruin a steer tire is to overload it or run it under- inflated, which are the same thing from the tire’s point of view. Tires do not respond well to under- inflation, so it’s important to have maintenance workers do a survey of a truck’s steer-axle weight ratings and compare it to the type of tire in use (load-range G or H) and then check the cold inflation pressure. This could be a reason why some fleets chew through steer tires. 2. Make Sure They’re Pulling in the Same Direction If there’s a problem with a truck’s geometry, it will be revealed on the tread face of steer tires. They are but two lonely sentinels guarding against 16 other tires that may have different agendas. All the tussling for directional control will take its toll in tread wear. Fortunately, astute observers can detect the problem with the stroke of a hand across the tread face. Misalignment and/or bad steering geometry exiles thousands of steer tires to trailer positions every year, yet the problem is simple to detect and remedy. Running the palm of your hand across the tread face will reveal irregularities that technicians may not yet be able to see. If the problem is caught early enough, the tire probably can be saved. Two technicians with a tape measure can roughly determine drive-axle parallelism and the distance from the center of the steer axle hub to the center of the drive axle hub. Any deviation in these measurements from the left side to the right side indicates there’s an alignment issue. That’s when the more drastic remedy of having the tractor professionally aligned should be considered. A tape measure won’t reveal steering geometry issues such as improper toe or caster settings, but it’s still a reasonable triage procedure. It’s fast, easy and cheap and can reveal problems that could cost thousands. Annual alignments are almost always worth the perceived cost and inconvenience. 3. Be Finicky About Mounting and Installation Whenever there is a couple of hundred pounds of metal and rubber rotating at 500 rpm, any irregularities in balance or concentricity will be immediately obvious – at least to the rotating mass, if not the driver. Getting the tire concentrically mounted on the rim can be a finicky process that few technicians take the time to get right. It can be verified by measuring the distance of the GG ring on the tire to the edge of wheel. Any inconsistencies of more than 2 mm should be corrected before proceeding. If the tire isn’t concentrically mounted, it will have an egg-shaped rotation, which will cause vibration and increased tread wear. This can be verified with a run-out gauge or a suitable substitute placed close to the tire. The gap between them and the tread face should be the same throughout 360 degrees of rotation. A radial run-out condition can also result from the tolerances between the hub pilots and/or studs and the wheel. When first mounted on the hub, the wheel could be hanging on the studs or pilots, which can produce a non-concentric rotation. Stud spacers can help, or the wheel may just be worn out and ready to be turned into beer cans. Lateral run-out also can contribute to irregular wear. It appears as side- to-side movement of the rotating assembly. For a tire or wheel, its effect is to lead a vehicle alternately left and right as it rolls along, creating the perception of a shimmy or wobble. This, too, can be checked with a run- out gauge. This is why the mounting faces between the inside of the wheel and the hub must be cleaned of rust, flaking paint and other debris before mounting the wheel. Loose or improperly adjusted wheel bearings can also contribute to radial run-out. The most obvious symptom here is excessive wear along the inside shoulder of the tire. 4. Pay Attention to Wheel Balance Tire people know that high-quality tires need not be balanced. However, with high-quality tires on a rotating assembly that includes an aluminum or steel wheel and a brake drum or rotor, there’s no guarantee the entire assemblage of parts that form the rotating mass will be perfectly balanced. Installers can take care to align the yellow dot on the tire with the valve stem for balance. That helps, but only in a small way. Accessories such as balancing rings or internal balancing compounds have shown good results at stabilizing the balance of the entire wheel-end assembly after installation. Anything that helps improve the balance and (Supply chain continued from page 11) (Steer tires continued on page 17) 12 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 Gary N. Hightower Publisher Of: 800-537-1320 Cell: 817-845-6301 [email protected] Jack Flanders Editor Cell: 817-476-6137 [email protected] Sherry Salmon Regional Sales Mgr. Cell: 817-690-5541 [email protected] Neal R. Hightower Publisher-TankTransport.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 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. FloTech Can Help! ® Are Unreliable Overfill Systems Stealing Your Profits? ©2021 Dixon Valve & Coupling Company, LLC. All rights reserved. We are so confident in our FloTech sensors and monitors we back them with the industry's only 5-year warranty all supported by world class customer service. • API compatible • Sockets use a patented detachable nose ring that permits replacement without disconnecting wiring • Red tip indicates a genuine FloTech overfill sensor For more information 513.874.8499 dixonvalve.com www.TankTransport.com NOVEMBER 2021 I TANK TRANSPORT TRADER 13
Allentown, in Pennsylvania’s Lehigh Valley, and incorporated the new Mack Brothers Motor Car Co. The early 1900s yielded many Mack innovations, like a truck cab mounted directly over the engine to help improve driver visibility and maneuverability, especially in crowded city settings. Gus Mack also patented a constant mesh feature to protect the transmission’s gears from being damaged by inexperienced drivers. Mack’s introduced its famous AC model in 1916. Equipped with a chain drive rear axle, the AC model earned its “Bulldog” moniker while supporting the front lines during World War I. That Bulldog image followed the Mack brothers’ products as their popularity expanded beyond the United States to markets with heavy-haul applications and challenging terrain, like the Northwest Territory in Canada. “The Mack brothers represent many qualities that I admire – entrepreneurial spirit, leadership, a bit of risk-taking, pride in their work and innovation,’’ said Jeff Oldham, vice president for Mack Trucks’ central region. Other inductees who joined Jack and Gus Mack in the ATHS Hall of Fame were Cummins Inc. founder Clessie Cummins, radio host Dave Nemo, and the Owner Operator Independent Driver Association (OOIDA). Wait times cutting into driver pay As carriers continue to try to attract drivers by enticing them with more pay, delays caused by disruptions in the supply chain that show no signs of letting up could be eating away at those incentives. The American Transportation Research Institute (ATRI) points out that while there is no standard definition of “excessive detention” in the trucking industry, it is generally accepted that any delay over two hours is reasonably defined as excessive. Where carriers are able to negotiate compensation for shipper- attributable delays, the American Trucking Associations (ATA) has noted, it is common for delay charges to accrue after two hours at the customer’s facility. But ATA has also acknowledged that because trucking is so competitive, many carriers do not have the leverage to pass detention- time costs on to their customers. 1. Surging wait times Since June, average wait times for some of the largest truck-centric industries have been hovering at the two-hour mark. Recently, however, those wait times began shooting past two-and-a-half hours, according to data compiled by FreightWaves. “Wait times trended worse during the first and second quarter, remained the same through the middle of the third quarter, but they’re starting to climb again as we move into the peak season,” said Kevin Nadeau, founder and chief executive of True Load Time, a web based application created to address truckload detention and inefficient loading and unloading. With congestion at ports continuing to back up into the surface transportation links to the supply chain, pay gains made by truckers could begin eroding and continue to do so for months. “I’ve had guys calling me telling me that what used to take two hours to load or unload is now taking four or even six hours,” Lewie Pugh, vice president of the Owner-Operator Independent Drivers Association, said. “The trucking companies might be bumping up pay another 5 cents a mile, but if I’m sitting at an unloading dock most of my day, that’s not doing anything for me. There’s no doubt that the longer wait times we’re seeing in the supply chain are offsetting pay increases.” Desiree Wood, an independent owner-operator and president of the advocacy group REAL Women in Trucking, said that due to increased congestion along the supply chain, shippers and warehouses have extended the hours after which detention is paid. “It used to be two hours, but now it’s after three hours, and sometimes even after four hours,” Wood said. “And when the facility does finally start to pay, that money often doesn’t make its way down to the driver.” But Steve DeHaan, President of the International Warehouse and Logistics Association, whose members consist mostly of third- party logistics companies with multiple customers at a single location, said that increased wait times are often not the fault of the warehouse facilities or the shippers. “If you’re a truck driver and you’re given a specific dock time, you have to meet that,” DeHaan said. “If you’re (Mack trucks continued from page 8) (Driver pay continued on page 18) 14 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 TARGETED INDUSTRY TARGETED DIGITAL DISPLAY Target Our Trusted Audience 4M monthly opportunities Reach our audience with our audience extension program Site Retargeting Reach TTT readers off-site, across the web and or mobile GARY HIGHTOWER gary@tanktransport Phone: 1-800-537-1320 | Cell: 817-845-6301 Address-Targeting Reach TTT subscribers in their of ce, on their mobile device Keyword Searches Target those searching our industry with digital display ads Geo-Fencing Use geo-fencing to conquest your competitors, capturing their customers and marketing your business to them
Hub acquires Choptank Transport Transportation giant Hub Group Inc. said it has acquired truck brokerage Choptank Transport Inc., which specializes in refrigerated transportation, for $130 million in cash, a move that puts Hub in the over-the-road reefer business for the first time. The transaction, which closed last month, creates strong cross-selling opportunities for Oak Brook, Ill.-based Hub, company executives said in an analyst call after the deal was announced. Hub’s over-the-road business focuses on dry van and less-than- truckload (LTL) delivery. Its customers have never had access to over-the-road cold chain services, executives said. “This acquisition delivers on our strategy to provide the industry’s premier supply chain solutions, and will advance our position in the growing cold-chain segment,” said David Yeager, Hub Group’s chairman and chief executive. Choptank, based in Preston, Md., on the state’s Eastern Shore, is expected to post $470 million in revenue in 2022. It historically grew its top line by 10 percent. Hub executives expect to produce mid-teens revenue growth post-acquisition through a combination of Choptank’s top-line performance and cross-selling opportunities. Choptank’s 400 employees will join Hub. “We share similar values of service, integrity and innovation, which we are excited to bring together to fuel our continued growth,” said Geoff Turner, Choptank’s chief executive. “Choptank brings our wealth of industry experience, a strong carrier network, and innovative technology that, when combined with the industry presence and reputation of Hub Group, will unlock value for our customers and move our business forward.’’ Hub already has a substantial presence in the refrigerated intermodal space. It announced in mid October it would add 550 intermodal reefer boxes to reach 1,000 boxes. NEW PRODUCTS – MANUFACTURING – INDUSTRY NEWS Kenworth acquires PacLease of Maryland Kenworth Mid Atlantic has announced the acquisition of PacLease of Maryland, a commercial truck leasing and rental business that will operate at its four Kenworth dealerships. The new operation will be known as All Roads Rental and Leasing, according to a joint news release from the two companies. PacLease gives commercial truck customers access to full-service lease, rental and contract maintenance programs, according to the news release. “Our PacLease franchise will be yet another tool to help our customers focus on running their business efficiently and profitably,’’ said Cody McCracken, vice president of the All Roads Truck Division. “We will also now be able to reach new customers and market opportunities within the region.” Established in 1980, PacLease is a commercial truck leasing company with both independent and company-owned locations throughout the United States. In conjunction with the acquisition, the company will offer additional services beyond leasing and rental for commercial truck and fleet operators, including fuel reporting, advanced telematics, driver safety training, toll billing management and more, according to the news release. Mesa launches Drone delivery Regional air carrier Mesa Air will become the first U.S. airline to enter the world of drone delivery. Mesa Air Group, the parent company of Mesa Air, has signed an agreement with drone provider Flirtey for four delivery drones with an option to purchase 500 additional drones. Mesa and Flirtey said in a joint release they will target last-mile food delivery initially. The service will eventually be expanded in the U.S. and New Zealand. “Mesa is excited to partner with Flirtey to become the first scheduled airline to launch drone delivery in the U.S. Drone delivery is a huge market and it’s here now. This is the future of small-package last-mile delivery,” said Mesa chairman Jonathan Ornstein. Flirtey, which manufacturers its drones in the U.S., will supply both the drone and its autonomous software platform. The partnership will include data collection and analysis. Flirtey has conducted more than 6,000 flights to date, it said. In November 2020, Flirtey was one of 10 drone companies that sought proposed certification from the FAA to classify their unmanned aircraft systems (UAS) or drones as special class aircraft. According to the FAA, this approval is part of the process in certifying drones for operation, including for package delivery. The airworthiness criteria provide a level of safety equivalent to that provided by existing airworthiness standards applicable to other categories of aircraft and establish a defined path to type certification for specific drones, the FAA said. Flirtey’s FAA application listed its F4.5 model, also know as the Eagle. According to the Federal Register notice, the drone “consists of an unmanned aircraft (UA) and its associated elements that include communication links and the components that control the UA. The Model Flirtey F4.5 UA has a maximum gross takeoff weight of 38 pounds. It is about 78 inches in width, is 78 inches in length and 21 inches in height.” The F4.5 is battery powered. Flirtey said a single pilot would be able to operate up to 20 aircraft at a time. The aircraft would deliver medical supplies and packages, the company said in the application. The drone has a maximum operating altitude of 400 feet and a maximum cruising speed of 24 knots. Flirtey’s system includes the Portal, which is a takeoff and landing platform that can be placed at storefronts, and its software platform that controls the flight operations. The drone lowers packages on a tether. Mesa conducts over 450 daily departures across the U.S. Mesa operates all of its flights as either American Eagle, United Express or DHL Express flights pursuant to the terms of capacity purchase agreements entered into with American Airlines, United Airlines and DHL. While Mesa is the first U.S. airline to announce last- mile drone delivery plans, Air Canada has been working with Drone Delivery Canada on a drone pilot program in that country. (from FreightWaves) Class 8 orders down in October Supply chain constraints and component shortages continue to put pressure on North American Class 8 orders, and it showed in the October order numbers. North American Class 8 orders were down about 12 percent compared with September and about 39-percent year-over-year to between 23,600 and 24,500 units, according to ACT Research and FTR, respectively. Original equipment manufacturers (OEMs) were finding it difficult to manage orders that will not get built this year due to component shortages. Production rates in the first quarter of the year remain uncertain due to supply chain difficulties and worker availability. OEMs continue to be careful not to overbook fleet orders for Andlauer acquires Boyle Andlauer Healthcare Group (AHG) has acquired 100 percent of Boyle Transportation for $80 million. “We are thrilled to be welcoming the Boyle Transportation team to Andlauer Healthcare Group,” said Michael Andlauer, chief executive of AHG. “Boyle is a leader in the temperature-sensitive life sciences sector and brings complementary security and visibility capabilities to the defense sector.” Boyle Transportation, which was just named one of the “2021 Best Fleets to Drive For’’ for the second consecutive year by the Truckload Carriers Association and CarriersEdge, provides specialized transportation services to clients in the life sciences and government and defense sectors. “We’re excited to join the Andlauer team,” Andrew and Marc Boyle, co-presidents of Boyle Transportation, said in a statement. “As part of the highly regarded AHG platform, we will be able to offer a broader suite of services to our valuable clients. We are confident that this strategic move will help Boyle Transportation continue to be the provider of choice to clients and the employer of choice to transportation and logistics professionals in the U.S.” In addition to the Boyle acquisition, AHG has acquired the remaining 51 percent of Skelton USA after the group previously acquired the first 49 percent on March 1. Skelton USA was launched in 2017 and has been growing rapidly through successfully leveraging its reputation and brand for cold chain expertise. “Our acquisition of the remainder of Skelton USA coupled with Boyle Transportation significantly advances our strategic expansion into the U.S. health-care market,” Andlauer said. “Each of Boyle and Skelton USA have a strong commitment to customer focused care and a people-first approach, which are core values of the Andlauer Healthcare Group.” According to the acquisition agreements, Boyle Transportation and Skelton USA will join AHG’s platform of dedicated health care supply chain solutions and will continue to be led by their respective executive leadership teams. Trucker adds LTL Transervice Integrated Solutions (TIS) has launched a less-than-truckload (LTL) division to support shippers across North America. TIS’s new LTL division ‘’complements the existing full truckload service and rounds out the company’s entire freight management offering,’’ TSI officials said in a press release. “We’re excited to add an entire full-service LTL division to our suite of logistics services,” said President Eric Spearin. “Our customers have been leveraging our dedicated fleet capacity on a full truckload basis, but we continued to hear the requests for a true LTL solution. In addition to adding a dedicated LTL team, we also have integrated an LTL portal into ShipTIS where customers can book, quote and track their own LTL shipments.’’ ShipTIS is the company’s proprietary transportation management system, which emphasizes automation and complete data visibility for shippers. “TIS has leveraged its purchasing power by contracting with both premium and economic carriers on a national, regional and local level,” company officials said. “This vast network will create greater cost-saving opportunities for customers and ensure the right carrier is assigned for every shipment’s unique requirements.” 16 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
concentricity of the wheel-end assembly isn’t going to hurt tire life. 5. Monitor Scrap Tires No tire should ever be given up for scrap without first being thoroughly examined. As it comes off the truck, the technician should note the end-of-life mileage, unit number and wheel position, as well as the reason for removing it: flat, damage, irregular wear, run-out, etc. A tire with serious feather wear, for example, may be evidence of chassis or steering system alignment problems. Simply removing the tire without identifying the truck and the wheel position it came from guarantees the next tire installed there will experience the same problem. The industry’s increasing reliance on data won’t help much more here. Everything one needs to know about what killed the tire is now evident. 6. Preserve Casings A quality casing can go on to be retreaded two or three times, so don’t chance ruining the casing by trying to squeeze every last 32nd of tread out of the tire. Most puncture flats occur below 8/32 or 9/32 tread depth, when the tread gets thin enough to let something through to the inner liner. Pulling tires before they get down to the DOT minimum improves their chances of surviving to fight another day. Steer tires don’t wear themselves out. The wear that appears on the tire is almost always the result of some external force acting on the tire. To prevent or reduce that wear, techncians have to determine the problem. Diagnosing steer tire wear is mixture of art and science. Note: The Technology and Maintenance Council of American Trucking Associations publishes the Radial Tire Conditions Analysis Guide. It’s a comprehensive review of tread wear and tire removal conditions. The manual also includes probable causes for the conditions shown. It’s available for purchase through their website. (from Heavy Duty Trucking) the first half of 2022, Don Ake, FTR’s vice president of commercial vehicles, said in a press release. “The OEMs are using different methods in managing the backlog,” Ake said. “Some are cancelling 2021 orders and rebooking those orders in 2022, sometimes at higher prices, as commodity and other costs remain elevated. Others are only booking a limited number of orders every month.’’ At the recent American Trucking Associations (ATA) management conference and exhibition, fleets shared stories of cancelled orders. “We had 100 percent of our new truck orders cancelled in 2021,” despite having relationships with multiple OEMs, said Cari Baylor, president of Baylor Trucking. On the same panel discussion, Pilot Flying J reported it had 35 percent of its 2021 orders cancelled. “It’s not just chips, it’s all kinds of things,” said Shameek Konar, chief executive of Pilot Co. The situation means fleets are keeping trucks longer, which is driving up maintenance costs, as is the parts shortage that’s affecting the OEMs. Baylor said her company had pre-ordered parts and has been shipping them to dealers to get repairs done on their trucks. She compared the way they’re having to swap out parts among trucks to Mr. Potato Head. Class 8 orders have stayed within the 23,000-28,000- unit range for five of the last six months as OEMs deal with production issues, according to ACT Research. The order rate has been tracking the production rate since May, with a couple of exceptions, Ake said. This indicates that the market is “essentially frozen” in this range of around 22,000-26,000 trucks. “Without the clogged supply chain, production would be significantly higher, and orders would be elevated also,” Ake said. Class 8 orders now total 437,000 units for the previous 12 months, according to FTR. “With critical economic and industry demand at, or near, record levels, industry strength is exhibited in long backlog lead-times, rather than soft orders in October,” Kenny Vieth, ACT’s president and senior analyst, said in a press release. “In addition to ongoing strength in key freight- generating economic sectors and pent-up goods demand growing across a broad front, ACT’s preliminary read of the publicly traded truckload carriers third-quarter financial results shows net profits approaching best-ever levels.” Chip shortage hurting truck makers Paccar truck deliveries across the Kenworth, Peterbilt and DAF Trucks brands are expected to fall 7,000 units from second-quarter deliveries because of the ongoing semiconductor shortage, the truck manufacturer said. Paccar is not alone in being impacted by the microchip paucity. The impact on complete assemblies is widespread among the Big Four manufacturers — Paccar, Daimler Trucks North America, which makes Freightliner and Western Star trucks; Volvo Trucks North America, which builds Volvo and Mack Trucks models; and Traton Group’s Navistar International. The inability to complete trucks with the chip sets critical to safety systems and other operations has led to red-tagging, which has nearly finished trucks piling up where manufacturers can find places to store them. The same is true for passenger vehicle makers, which are proportionally much harder hit by the shortfall. Bellevue, Wash.-based Paccar said after the first quarter it had substantially built and parked about 3,000 trucks, which would be released after the chips were retrofitted. The issue grew to about 6,000 trucks in the second quarter and is expanding again. 1. No relief expected in Q4 “Paccar anticipates that the semiconductor shortage and associated production inefficiencies will continue in the fourth quarter,’’ the company said. “Paccar’s third- quarter 2021 truck deliveries were estimated to be about 33,000 vehicles, compared to 40,100 vehicles delivered in the second quarter of 2021.’’ The semiconductor issue led to the layoffs of 350 workers at the Kenworth manufacturing plant in Chillicothe, Ohio, in August. Truck demand is strong but cannot be met because of the supply chain issue, Paccar said. The chip shortage has had a chilling effect across the trucking ecosystem. The shortage of new trucks is causing fleets to hold onto equipment longer. That, in turn, is starving the used truck market, which has seen prices rise as much as 70 percent year-over-year because of a lack of late-model used trucks. Brake maintenance is critical More often than not, when a truck causes a crash the brakes are blamed. But, this isn’t usually caused by a complete brake failure. Brakes are designed so that complete brake failure is extremely rare, and therefore when an accident occurs it is unlikely that the brakes totally lost their braking force. Instead, so-called brake failures stem from poor maintenance. When brakes are improperly maintained, they are still able to provide low levels of braking force. A driver may not notice that anything is wrong; when they stop for stop signs and other slowing maneuvers, the brakes still perform as expected. But, in the case of an emergency, and when a high level of braking force is needed, the sub-par brakes will not provide the expected stopping force. The driver expects to quickly decelerate. However, this won’t be the case. While the brakes are working, they can’t do their job well enough to prevent an accident. It is for this reason that it’s very important to properly maintain the complete braking system. The average size of a truck is 80,000 pounds. During a freeway drive, it’s essential to know that the brakes will perform as necessary during an emergency situation. Luckily, it’s not hard to maintain your brakes. It just takes some knowledge and consistency. Regularly replace brake parts To keep the brake system working as expected, there are many parts that need to be regularly maintained. The brake shoes will have an indicator built into the pads that will let you know when replacement is necessary. When the pads need to be replaced you should also make sure to replace springs, pins and bushings. While you’re at, make sure the drums are replaced when the shoes are. Drums can wear and begin to develop heat cracks. Grease the slack adjusters and S cams Your truck will have either manual or automatic slack adjusters, which make sure the brakes stay in alignment as they are being used. Whichever kind you have, it’s important that they are greased well to make sure they work as intended. If you don’t grease your slack adjusters, they can and will seize up. This leads to brake failure. A good option is lithium grease. The slack adjusters turn a shaft that will turn the S cams, so that they push the brake into the drum, effectively stopping the truck. As a part of regular maintenance, you’ll need to check the bushings equipped in the S cams. They will need to be regularly greased and changed as well Check the Air Compression Pressure Gauge A major component to stopped a moving truck, the air compression pressure gauge needs to read more than 60 psi before you use the truck and between 100 to 125 psi is the ideal pressure you should be running, and if it’s running lower service the brakes. If it’s lower than 60 psi, discontinue use of the truck and service the brakes. Check Linings and Hoses You’ll need to check all linings and hoses before using the truck. Check to make sure they are at least a quarter of an inch thick. It’s also important to check if the are soaked with lubricant, which is an issue. They should be dry. Your air hoses will need to be checked for wear or cracks. Once linings and hoses are worn or appear damaged, they’ll need to be changed. This will happen regularly. When Should Brakes Be Serviced? It’s important to have the brakes serviced on a routine basis. While brake service will vary depending on the truck and the habits of the driver, it’s best to inspect the brakes every time the truck’s oil is changed. This ensures any problems are caught before they become issues, and keeps everyone on the road safe. NEW PRODUCTS – MANUFACTURING – INDUSTRY NEWS (Steer tires continued from page 12) www.TankTransport.com NOVEMBER 2021 I TANK TRANSPORT TRADER 17
early, our members will usually take you for loading or unloading as soon as they have availability, but if you’re late you will have to wait for an opening,” and that can be a bigger problem with the current supply chain backups, he said. 2. Falling wages According to a pre-pandemic study conducted by the U.S. Department of Transportation’s Office of Inspector General (OIG), detention time was estimated to reduce drivers’ annual earnings collectively by $1.1 billion to $1.3 billion, and between $1,281 and $1,534 per driver. That translated to a reduction of between 3 percent and 3.6 percent in a driver’s average annual income. The study noted, as pointed out by the ATA, that some of that loss is offset by carriers that charge shippers detention fees and then pay their drivers a portion of the money recouped. “On the other hand … our estimates may understate the loss of income faced by drivers and carriers because small carriers report experiencing detention more frequently than larger carriers and receiving compensation from shippers less frequently,” according to the OIG report. 3. Government intervention down the road? While there currently is no push in Congress to make changes to the FLSA, buried in the 2,700- page bipartisan infrastructure legislation is a provision that directs the Federal Motor Carrier Safety Administration (FMCSA) to contract with the Transportation Research Board to conduct a study of the impacts of various methods of driver compensation on safety and driver retention, including looking at hourly pay and payment for detention time. “We keep trying to attract drivers by bumping up pay. But at the end of day, truckers just want to drive,” Nadeau said. “We want drivers to be efficient and maximize the hours they have available to drive, and if we can get a handle on that this industry will be much more attractive. From a compensation standpoint, a lower pay rate per mile can be equal to a higher rate per mile if turn times are reduced. Truckers want to be able to make money that compensates them for their time and allows them to be home on the weekends.” Parking shortage hampering trucking Trying to address the nationwide truck parking shortage is akin to the slowest runner in a race trying to catch up to the fastest. Finding adequate parking is a problem that continues to vex the trucking industry in much the same way. Efforts at solutions to the shortage have been compounded by additional headwinds such as the ongoing COVID-19 pandemic, a shortfall of drivers that has ballooned to 80,000, the current supply chain crisis clogging ports and freight lanes and infrastructure in the U.S. that is decaying to the point where operations are profoundly affected. A frequent ad-hoc solution for drivers is parking on highway entrance and exit ramps. In most states, this practice is illegal and puts drivers at risk. In the landmark 2015 Jason’s Law survey by the Federal Highway Administration, 37 state DOTs reported problems with truck parking, notably in congested freight corridors in the Northeast, in the Mid-Atlantic, and up and down the East Coast, but also out west in California’s freight lanes and the Pacific Northwest. With Arizona leading the way, four western departments of transportation are partnering to create a long-haul driver parking system by 2023, according to a report. The platform that Arizona, California, New Mexico, and Texas are building will track available truck parking at 37 public rest areas and 550 parking spaces in those states along I-10, the fourth longest interstate in the U.S. Florida, with its massive population influx, has become a focal point for commercial transportation and the concerns – including the availability of truck parking – associated with the rapidly increasing freight movement there. One state trucking leader, Alix Miller, who is president of the Florida Trucking Association (FTA), sounded off to the overall industry angst about parking. Miller emphasized the Sunshine State’s parking problem by citing statistics from a 2019 study and a later 2020 workshop by a frequent FTA working partner, the Florida Department of Transportation (FDOT). The state needed 3,400 more spaces when the study was presented by FTA almost two years ago. And the clock is ticking – by (Driver pay continued from page 14) 18 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
MILK & LIQUID FOOD LIQUID & DRY BULK FOOD GRADE CLASSIFIED MARKETPLACE Call 1-800-537-1320 / [email protected] Snapshot Ads: Picture with 36 words $150.00 (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. 2018 Walker Tanker Trailer. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. 1996 Heil 1600 cube food grade unit, reyco suspension. Semo Tank/Baker Equipment Co. 800-264- 8348. [email protected]. 1988 STE 6800 Gallon, SS to the ground. Semo Tank/Baker Equipment Co. 800-264- 8348. [email protected]. (9) 2004 Brenner 6500 Gallon, Airride. Semo Tank/Baker Equipment Co. 800-264- 8348. [email protected]. 2005-2015 yr models Walker 6200 Gallon (Numerous units available) Airride, Sanitary. Semo Tank/Baker Equipment Co. 800-264- 8348. [email protected]. 1999 Walker, Stainless steel barrel, Insulated. Aluminum subframe, 6200 gal transport, 3A-Sanitary, Air ride suspension Aluminum Rims. $31,900. chad@ unitedtanktrailer.com or 734-552-2805. 1. 5,500 USG to 6,000 USG, 407 or 412, Stainless Steel, insulated or Non-Insul, Air Ride, Heat Panel Optional 2. 1200 Cube, Aluminum Dry Bulk, Air Ride, Capable of Heavy # Cube/Ft Products WANT TO BUY construction, have played a part in that, in addition to having to search for parking. One idea that benefits drivers and seems to be gaining industry traction is that of asking shippers, especially when detention times draw out at many terminals, to provide onsite parking to drivers whose HOS clocks are running out. Wagner said he takes advantage of these opportunities; a receiver at a frequent drop-off destination of his allows him to park long enough to restart his HOS clock. Amanda Schuier, chief operating officer at Quality Transport, said she has called “a lot more shippers” to ask if drivers can sleep onsite. The fleet regularly juggles loads and drivers like Wagner to prevent them from running out of HOS on their way to search for parking or because of excess detention time, Schuier said. “We would rather not deliver a load on time than risk an HOS violation,” noted Schuier, who travels personally and regularly to help drivers out of situations when they have run out of HOS. She tweeted on Oct. 18 that she was “playing Uber” for one driver, though his clock hadn’t run out searching for parking. For another over-the-road driver, Jim Dowling, who drives for ATS Inc., figuring out the best time to shut down and begin looking for a place to park depends on his route for the day. When he’s on a dedicated route and knows where he’s going, finding a place to park isn’t as much of a headache. But not knowing where the next load is makes it harder to plan, Dowling said. “I will start looking for parking between two and three hours before I actually have to shut down, trying to get a feel for the area that I am in,” Dowling said. “If I don’t have a good feel, I’ll just make the first one, and I might have to shut down two hours earlier than I really have to. But at the end of the day, the good news is that you can get up two hours earlier. The sooner you shut down, the sooner you can take your 10-hour break.” Over the last two years, Dowling has turned to the Trucker Path app to find parking. He has found the app particularly useful in the highly congested Northeast. Trucker Path, a mobile app for North American truckers, provides real-time parking availability and 2030, Florida will need an additional 4,900 spots. Results from an annual study by the American Transportation Research Institute (ATRI) back up the unease that industry stakeholders nationwide are feeling about the truck parking issue. The parking shortage problem ranks fifth on ATRI’s new list, revealed late last month at American Trucking Associations’ (ATA) Management Conference and Exhibition – only behind the driver shortage, driver retention, driver compensation, and lawsuit abuse reform. The same ATRI survey for 2020 ranked truck parking No. 3 on the list of industry concerns. In the new 2021 survey, parking challenges tied for the top concern along with pay among the survey respondents who identified themselves as professional drivers. Truck parking remains “a very big concern,’’ said ATRI’s president Rebecca Brewster. 1. Parking is a driver-centric problem Chris Wagner, a professional truck driver for Freeport, Ill.-based Quality Transport, a small fleet that operates 20 power units, said he usually parks in public rest areas, where he spends his downtime in his sleeper. Wagner said he must watch the clock because the rest areas start to fill by about 4 p.m. or 5 p.m. After 6 p.m. or 7 p.m., finding a spot becomes more difficult. “Sometimes it is kinda tricky,” he said. Wagner said that he’s knowledgeable about parking locations along his routes. He said he is “old school” in that he uses an atlas and a pocket truck-stop book to guide him. But he conceded that a lot of truckers have to find unofficial spots or resort to the risky practice of parking along highway exit or entrance ramps. During one run in Georgia, he said he had to park on a ramp, but law enforcement knocked on the door of his cab and ordered him to move. The few times he said he’s had to park on a ramp he’s used an entrance ramp, where traffic seems to move more slowly. As far as searching for parking and his hours-of-service clock, Wagner said he’s cut it close. “I’ve pulled into spots with about two minutes on my clock,” he said, adding that other factors, such as slowdowns through road BULK CARRIERS TRANS. EQUIP. CO. 330-339-3333 JULIE BACHTEL [email protected] RICK HARTRICK [email protected] (Parking shortage continued on page 21) www.TankTransport.com NOVEMBER 2021 I TANK TRANSPORT TRADER 19
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 $150.00 (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. ASPHALT 2013 Etnyre 7500 gal. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. CHEMICAL New Polar DOT 407 7000 gallon Air ride alum wheels. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. 2012 Polar 10,000/2 Alum Insulated 407 Bottom Loading, Baffles, Excellent Condition 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 COMPRESSED GAS 2007 Mississippi, 12,600 gal, 265 psi, A/R $119,900.00. [email protected]. 701-391-0624. COMPRESSED GAS (1) 2022 Jarco / Polar 11,600 LPG Stainless Frame, Powder Coat Paint, Disc Brakes 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 1970 Mississippi LP/NH3, 11,000 gallon, 265 psi, Hyd driven pump, 3 axle. $49,900.00. [email protected]. 701-391-0624. GASOLINE 2002 Polar 9,400/4 Petroleum 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 GASOLINE 2023 LBT 12,500 Gal. / 5 Comp. Petroleum – Feb. 2022 Disc Brakes, Tri Axle, Manifold, Nose Line Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com (2) 2007 & 2008 Heil 10,000 Gallon / 5 Comp. – In Test Aluminum Wheels, Air Ride, Manifold In Stock, Great Shape & 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 1994 Heil 11,800/5 Tri Axle Petroleum 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 1994 Heil 10,700 Gallon / 1 Comp Tri Axle Petroleum New Stainless Steel Subframe** 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 GASOLINE (3) 5 compartment used Heil petroleum tanks, 05 air ride, 87, 88 spring rides, inspected ready to haul fuel, current 5 year tests, prices starting at $16,000, call for details and specs 540-746-2680 or 804-297-8473. 2012 Heil 1040 cube prior sand service, air ride. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected]. 2-2023 Heil 9500 4 compartment double taper all double heads, full hose tray, plenty of options. Call or email for full specs. Coming in . 513-874-4880 Ext.410. wgowsell@tristatecin. com. Visit our website for our complete inventory www.tristatetrailer.com. 2008 Beall, 9,600 gal, 3 comp, hyd driven Blackmer, A/R, In test $37,900.00. [email protected]. 701-391-0624. PNEUMATIC 5-2023 Heil 1040L lightweight for cement. Call or email for full specs. Coming in. 513-874-4880 Ext 410. [email protected] Visit our website for our complete inventory. www.tristatetrailer.com. 20 TANK TRANSPORT TRADER I NOVEMBER 2021 www.TankTransport.com
Allegheny ..................................... Page 7 Betts .......................................... Page 10 Civacon ........................................ Page 3 Classifieds ................................ Page 20 Classifieds (food grade) ........ Page 19 Dixon Bayco ............................. Page 13 E.D. Etnyre .............................. Page 13 Girard Equipment Inc. ............ Page 5 Heil ................................................ Page 2 Jikoh .......................................... Page 23 Kerley & Sears ........................... Page 9 LBT ............................................ Page 22 MAC LTT ............................. Back Page Midwest Meter ........................ Page 11 Northland Capital ...................... Page 9 Poly-Coat ..................................... Page 6 PT .................................................. Page 4 R.A. Ross ..................................... Page 7 Regal Plastic ............................... Page 6 Ridewell ....................................... Page 4 RMC Engineering .................. Page 10 Semo .......................................... Page 23 Southeastern Pneumatic ...... Page 10 Stephens Tank Products ....... Page 22 Subscription Form.................. Page 14 Superior Tank .......................... Page 18 Tank Transport Digital .......... Page 15 Youngs Tank............................. Page 18 INDEX OF ADVERTISERS information from the more than 300,000 drivers who use the app daily. The app also includes more than 100,000 points of interest curated from the truck driver community. To date, some 1 million truck drivers utilize the app to find parking every month. Through the app, any areas that offer truck parking have been geofenced, and whenever someone with the app from around the area offers a point of interest that has parking, there is a push notification that asks whether a lot, a little, or no parking is available. “All of the data we get is from those geofences, and that crowd- sourced information really feeds the community,” said Chris Oliver, chief business officer of Trucker Path. “The more we share it and make it available, the easier it is to find. The more drivers answer the questions, that data quality continues to get more reliable over time.” In addition to parking, Trucker Path also features weigh-station status; real-time and crowd-sourced driver insights for shipping and receiving facilities, showing the exact truck entrance, and information on overnight parking, check-in processes, wait times, and hours of operation; the ability for drivers to report road incidents caused by construction, accidents, police activity, and inspections so drivers can forecast potential transit delays; and weather alerts with map overlays and rerouting options. “One of the things we are looking at is the weather by state and where travel is more difficult,” Oliver said. “Safety is really the big thing. Productivity and how much time it takes to find a parking spot is a huge issue. But there is Jason’s Law for a reason. We don’t want people parking on the side of the road where it’s dangerous.” 2. Regional players, some solutions for parking Of course, the shortage of spots is not lost on regional transportation leaders such as Anne Strauss-Wieder, who is director of freight planning at the North Jersey Transportation Planning Authority (NJTPA). She participates in an ongoing regional dialogue among officials in New Jersey, New York, Connecticut, and Pennsylvania about transportation challenges. Squarely among those is truck parking. “We have to rebrand truck parking,” Strauss-Wieder said, adding that available stopping spots for professional truck drivers should be promoted as an “essential service.” NJTPA operates an online map that identifies parking facilities throughout northern and central New Jersey that combines spaces available at private facilities, at travel plazas and truck stops, and on public lots and at rest stops. Each spot on the map identifies the number of spots available at that location and whether fuel, other amenities such as food, and overnight parking are available there. What’s missing from the map, however, are real-time updates on how many spots are open or occupied. That is a technological hurdle that NJTPA has yet to overcome, Strauss-Wieder said. But the map might be one of the richer sources of parking information in the Northeast outside of Trucker Path, powerful smartphone apps on Apple’s App Store or Google Play put out by the travel plaza operators, or the network of electronic signs along roadways such as the ones erected two years ago in Ohio as part of an initiative uniting eight Midwestern states in the nation’s first regional truck parking Information system. Strauss-Wieder said she works almost daily for a sustainable, long- term solution to the truck parking need, but the pandemic has shone a spotlight on the problem. She noted that Pennsylvania shut down its public truck parking early in the pandemic, and New Jersey almost closed its public spaces. But the other players in her region, New York and Connecticut, opted to keep theirs open. A workshop last September that Strauss-Wieder moderated concluded that the truck parking problem became more acute in the pandemic’s early weeks when public parking facilities closed, and unofficial and unsafe parking was occurring on shoulders along Interstate 78 and close to New York City. As Quality Transport’s Schuier pointed out, Strauss-Wieder mentioned that shippers and their terminals seem to be responding to the parking and other driver concerns, offering amenities such as food, temporary lodging, and even remote fueling, which was a measure especially in use during the pandemic. Strauss-Wieder added that regional transportation leaders in the Northeast are discussing other ideas such as an Airbnb for professional truck drivers to find safe shelter – particularly when their ELD informs them their hours of service are running down or during weather emergencies. Back in Florida, FTA leader Miller said the Interstate 4 “Disney” corridor and I-95 in many places from congested Jacksonville all the way down to Miami all lack enough truck parking, as surveys commissioned by FDOT also conclude. She noted that the state had set aside rest stops that before could be accessed by the general public but had reserved them exclusively for truck drivers. She also cited a shortage in Florida of trucks stops and travel plazas – only one in every 30 or 40 miles of highway in the Sunshine State. 3. Truck stops remain THE parking resource For truck stops and travel plazas, which still control the vast majority of parking spaces for the nation’s drivers, hindrances to building more plazas and opening up more spots can first be local community opposition and zoning restrictions, and then the sheer cost of construction if projects are cleared, according to a release from Tiffany Wlazlowski Neuman, who is vice president of public affairs for NATSO, a Washington, D.C.-area trade association that represents travel plazas and truck stops. “Truck parking is extraordinarily expensive to build and maintain. It can cost a private business $10,000 per year per space,” according to NATSO. “Yet the vast majority of truck parking is free to customers. Less than 2 percent of NATSO’s members charge for truck parking.” Wlazlowski Neuman cited an idea that also seems to be gaining traction in the travel plaza industry – asking fleets to negotiate for truck parking in the same way they negotiate with truck-stop operators for fuel contracts. NATSO has been a significant stakeholder in solving the truck parking problem on the Federal Highway Administration’s National Truck Parking Coalition and works with the U.S. Department of Transportation and state and local governments to help address concerns around parking availability. (Parking shortage continued from page 19) www.TankTransport.com NOVEMBER 2021 I TANK TRANSPORT TRADER 21
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