(Small truckers continued on page 13) (Quala and PSC continued on page 8) In 1986 Chemical Leaman Tank Lines commercialized their in-house tank cleaning operation which eventually became the foundation of Quala. The company has operated independently since 2009 during which time they have continued to expand services and add locations. In 2010, Quala added IBC cleaning capabilities in order to serve a broader customer base. The acquisition of Philips Service Corporation’s container cleaning division in 2011 nearly doubled the number of locations to 50 facilities. They entered the rail and specialty cleaning market in 2017 with the acquisition of Alpha Technical Services. As of May 2022, Quala operates 92 tankwash facilities across North America. In 1995 Polar Corporation purchased seven repair facilities from Pentron thus forming Polar Service Centers. Over the following twenty seven years PSC expanded to 38 facilities forming a nationwide network, while transitioning the name of the company to PSC. As of May 2022, PSC operates 53 maintenance facilities across North America. (Aging drivers continued on page 13) (Hazmat transport continued on page 12) The National Newspaper of the Liquid and Dry Bulk Transportation Industry Since 1986 COMING JULY 2022 MILK AND LIQUID FOOD GRADE -1 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: JUNE 24TH www.TankTransport.com [email protected] 1-800-537-1320 Fax: 817-348-0289 JUNE 2022 2022 PRODUCT SERVICE DIRECTORY AND BUYERS GUIDE NOW AVAILABLE AT: https://online.pubhtml5.com/cgnb/eqqq/#p=1 • WE ALSO HAVE A SEARCHABLE DIRECTORY AVAILABLE ONLINE AT: https://tanktransport.com/directory/ INCLUDES TANK TRUCK MAINTENANCE FACILITIES • TANK CLEANING FACILITIES • TANK TRUCK BUYERS GUIDE • WASTE PUMPER VENDORS • SPECIAL FOCUS SECTION Closure rate rising for small truckers One of the hallmarks of the pandemic as it relates to trucking has been the unprecedented growth in the number of new, mostly small, for-hire trucking companies. Since July 2020, the Federal Motor Carrier Safety Administration (FMCSA) has authorized just under 186,000 new trucking operations. To put that into perspective, the strongest 22 months of carrier growth prior to the pandemic, March 2018 through December 2019, saw fewer than 82,000 new carriers. The number of new carriers Northeast might see diesel shortage The sharp increase of diesel prices has been a major stressor in America’s $800 billion trucking industry since the beginning of 2022. According to Department of Energy (DOE) figures, the price per gallon of diesel has reached record highs – a whopping $5.62 per gallon. It’s even higher on the East Coast at $5.90, up 63 percent from the beginning of this year. When relief is coming isn’t yet clear, and experts say higher prices are the only way to attract more diesel into the Northeast. 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. 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 FORT WORTH, TX 76102-1810 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. 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. 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. 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. Quala and PSC Combine to Form the Largest Network of Maintenance and Cleaning Locations Supporting the Bulk Transportation Industry Aging drivers threaten trucking The trucking industry needs young blood. The American Trucking Associations (ATA) estimates the U.S. is 80,000 truckers short of where it needs to be and, according to one trucking industry expert, it has a lot to do with an aging workforce. The average age of a trucker in the U.S. is over 50. As many prepare to retire, the shrinking population of drivers is likely to push inflation even higher. “If you want to attract bees, you need to put some flowers out,” said Jim Grundy, chief executive of Sisu Energy. Digitization can streamline hazmat transportation The world is a different place today than it was at the beginning of 2020, mainly because of the coronavirus that have led to big changes in the economy, socializing and executing business. Global chemical companies are helping to fight the virus by stepping up production of hand sanitizers, polymers for personal protective equipment, bleach for disinfectants, and cleaning products. Polyvinyl chloride, used to make construction pipes and vinyl siding, is now incorporated into medical tubing (Diesel shortage continued on page 12)
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On May 2, 2022, Quala acquired PSC thus expanding the tank wash and maintenance network to thirty- two U.S. states and three sites in Canada. The combination of these organizations forms the largest independent service provider supporting the bulk carrier industry. The Quala and PSC team share common goals and values which will guide the company integration over the coming months. Both organizations prioritize environmental, health, and safety principles to guide the workforce and define operational processes. As the teams continue to work together, customers will continue to see the emphasis on reducing risk for shippers, carriers, drivers, and others involved in bulk transport services. Customers will experience little change over the coming months. The operational teams strive for a consistent driver experience regardless of the facility they use. All facilities will be migrated to common IT systems to standardize service ordering, approval, and invoicing processes. Additionally, Quala will expand the use of OnTrax® at the former PSC tank washes in order to allow customers to see the advantages of the system. From ordering, through service status and invoicing, customers will have a seamless, consistent experience across all tank wash locations. Company leaders expressed optimism when asked about the acquisition. “We feel that adding PSC to the Quala family will allow us to continue to grow our core service offerings while complementing our network across the U.S. and Canada,” said Scott Harrison, CEO 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. Service. Reliability. Innovation. Dixon Bayco ® Dry Bulk Products ©2022 Dixon Valve & Coupling Company, LLC. All rights reserved. • Air relief valves • Vacuum relief valves • Clump busters • Sight glasses • Grooved pipe connections • Butterfly valves • Tube doors • And much more! For more information 513.874.8499 dixonvalve.com bayco-tank-transport-ad-dry-bulk-June-2022.indd 1 bayco-tank-transport-ad-dry-bulk-June-2022.indd 1 5/23/2022 3:40:10 PM 5/23/2022 3:40:10 PM (Quala and PSC continued from page 1) (Quala and PSC continued on page 21) “WE FEEL THAT ADDING PSC TO THE QUALA FAMILY WILL ALLOW US TO CONTINUE TO GROW OUR CORE SERVICE OFFERINGS WHILE COMPLEMENTING OUR NETWORK ACROSS THE U.S. AND CANADA.” SCOTT HARRISON, CEO OF QUALA 8 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
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“I wish I had some good news for the Northeast, but it’s bedlam,” said Tom Kloza, global head of energy analysis at OPIS. Everyday Americans don’t fill up their cars with diesel, but the fuel powers the nation’s agriculture, industrial and transportation networks. More expensive diesel means the price of everything is liable to increase. Trucks, trains, barges and the like consumed about 122 million gallons of diesel per day in 2020. Love’s and Pilot Flying J, two of the largest truck stops in the U.S., have reportedly warned truckers of an imminent fuel shortage. Patrick DeHaan, a vice president of communications at fuel price site GasBuddy, said retail truck stops are hauling fuel from the Great Lakes to the Northeast, calling it “extraordinary.” There are numerous reasons for the breakdown. They include: 1. The East Coast has lost half of its refineries. In the past 15 years, the number of refineries on the U.S. East Coast has halved to just seven. The closures have reduced the region’s oil processing capacity to just 818,000 barrels per day, down from 1.64 million barrels per day in 2009. Regional oil demand, however, is stronger. 2. It’s a financial risk to bring diesel to the Northeast. The Northeast has increasingly relied on diesel from the Gulf region. Much of that diesel travels to the Northeast through the famous and much-adored Colonial Pipeline. You may remember the 5,500-mile pipeline from last year, when a ransomware attack shuttered it for nearly a week. It takes 18 days for oil to travel on the Colonial Pipeline from its source in Houston, Texas to New York City or, more specifically, Linden, N.J., Kloza said. That’s a long enough time to prioritize Colonial pipelines financially risky for traders –or, as Kloza said, “incredibly dangerous” – thanks to a concept called “backwardation.” Backwardation refers to the market condition in which the spot price of a commodity like diesel is higher than its futures price. It’s only gotten stronger over time in the diesel market, Kloza said. So, a company could send off a shipment of diesel and find that it dropped by $1 per gallon in the time the diesel traveled from the Gulf Coast to New Jersey. That could mean hundreds of thousands or more in lost profits, so traders often avoid such a fate. “We’re not in an era where there are any U.S. refiners or big U.S. oil companies who would ‘take one for the team’ and bring cargo in where it’s needed,” Kloza said. The desperation is showing in New England and the mid-Atlantic regions. New England diesel retail prices are up 75 percent from the beginning of 2022, per DOE data. In the mid- Atlantic, diesel is up 67 percent. The spread between a gallon of diesel in the Gulf Coast and its New York harbor price is usually a few cents. Last week, that swung up to 66 cents. But that uptick still isn’t justifying moving oil to the Northeast – particularly when traders can make so much more money selling diesel abroad. 3. Of course, we can blame COVID and the crisis in Ukraine. The catalyst for this diesel shortage, of course, is the ongoing conflict in Ukraine — particularly Europe’s desperation for diesel after weaning off Russian molecules. As CNBC reported in March, Europe is a net importer of diesel. Europe consumed some 6.8 million barrels of diesel each day in 2019; Russia exported some 600,000 barrels per day of that. Today, Europe has only eliminated one-third of its Russian diesel, so prices are expected to continue to climb amid that transition. Latin America, too, has been clammoring for U.S. diesel. The Gulf Coast has been happy to provide such diesel, amid “insane” prices for diesel abroad, said Johnston. Waterborne exports of diesel from the U.S. Gulf Coast hit record highs last month, according to oil analytics firm Vortexa. (The records only date back to 2016.) Naturally, COVID is also to blame for the Northeast’s run on diesel. Those refineries still retained on the East Coast scaled back during the pandemic due to staffing issues. It takes six months to a year to reignite refineries that were previously shuttered, Kloza said. 4. The ‘everything shortage’ endures It’s been a tale as old as, well, last year. An industry is quietly hampered by supply issues for years, or even decades, and COVID pulls back the curtains on its unsteady foundation. It’s particularly jarring for commodities we never thought about before, like shipping containers or and IV bags. Polypropylene, used vehicle plastics, is now made into medical-grade personal protective equipment like masks and goggles. And over-the-counter and prescription medications contain numerous chemicals – many of these medicines are used to treat COVID-19 patients. With the increase in production comes the demand for quicker and safer transporting of the raw materials or finished goods to end-users. This requires trucking firms to ship and transport chemicals safely to protect the environment and mankind. These companies need to step up their digitization efforts to speed processing. By eliminating spreadsheets and paper, companies can quicken workflows, boost productivity, reduce errors, and enhances compliance. In transportation operations, a digital supply network acts as a technology platform for inter- business processes and supply chain relationships. It connects suppliers, buyers, shippers, and third-party logistics providers, allowing them to better communicate, collaborate and conduct business with each other. Manual processes like submitting a purchase order, acknowledging order acceptance, and shipment confirmation are automated, with paper or email translated to appropriate formats where the document can be shared with others electronically. The digital supply network brings visibility into carrier availability, helping logistics operators plan and optimize truck and carrier capacity. Logistics posts the need for a load, and the carriers attached to the network can respond with their available assets, pricing per lane, and driver availability. Carriers can respond that they have the right credentials to handle hazardous shipments and loads can be scheduled. The transport of hazardous materials is challenged with complex regulations that constantly change. These regulations require many companies to track and trace products from raw materials to the end customer. To meet rigorous compliance regulations and operate at peak efficiency, businesses need complete visibility for real-time traceability of products across the extended supply chain. Transporters of dangerous goods need to use technology that provides visibility into shipments while in transit so that shippers will know where their products are at all times. Having visibility of orders across channels, partners, regions and systems and across the entire life cycle of the order from entry through proof-of-delivery helps to ensure that the shipment is safe and being transported correctly. Alerts can be created if an issue in the shipment arises and customers can be informed. Having visibility of a shipment in transit can alert customers in real-time to where their orders are at all times. 1. Documentation and Packaging Hazardous materials shipments must be accompanied by clear documentation that includes the bill of lading, hazardous waste manifests, and a description of the material being transported. This description consists of the weight and quantity of the materials along with a description of the packaging. Shipments of dangerous goods must include emergency response information on the shipping document. This information details procedures that need to happen should an incident occur. Description of how to prevent fires and what to do in case of a leak are often included on this documentation. A digital supply network fosters complete record-keeping because without proper records and documentation, companies can be found non-compliant with hazardous shipments, leading to great financial risk. During these trying times, it is crucial that chemicals and hazardous materials are shipped in the correct packaging and handled by workers in protective gear, which includes safety glasses and impermeable gloves. According to UPS, hazardous materials must be packaged in multi- layer packaging that “consists of inner receptacles, cushioning and absorbent materials, and an outer packaging that has been designed, manufactured, tested and certified for the containment of specific hazardous material classes and packing groups.” 2. Infectious concerns One of today’s big concerns in handling hazardous materials centers on the shipping of COVID-19 test samples. Existing medical evidence suggests that the coronavirus can live on certain packaging materials – for a day on cardboard boxes and three days on plastic. Therefore, manufacturers need to train workers for handling these packages, along with providing the workers with the (Diesel shortage continued from page 1) (Hazmat transport continued from page 1) (Diesel shortage continued on page 17) (Hazmat transport continued on page 17) 12 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
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Since then, he said, the labor market for truckers has gotten even tighter. “The aging workforce of the truck driver in today’s market is well over 50,” he said. “So, you have guys retiring.” Grundy said the pandemic halted classes meant to teach new drivers because classes were held in-person prior to the pandemic. “The month of January, I grossed about $50,000,” said owner-operator Andre Powell. Powell owns two trucks. Working with Sisu Energy, he’s already made more than $100,000 this year even after the cost of operations. That has a lot to do with trucking for the energy industry being more lucrative than other types of shipping, and the fact that he has a background working in the oil and gas industry. Grundy said when other kinds of trucking companies struggle to find workers, it has a ripple effect on the rest of the economy, causing price increases and product shortages. “What’s being left out is the lowest-paying freight, or general paper freight, or general goods that haven’t traditionally payed a whole lot, but it’s easy,” Grundy said. “That stuff’s getting left on the docks. That stuff’s being left at the ports.” Grundy says the government may need to step in to find a way to attract young blood to help supply other industries, or inflation will continue to climb. “I think it’s going to take some intervention. I think we need to make the industry and the profession much more attractive,” he said. “There needs to be a carrot that we can all chase and incentives that bring people to the market.” Powell says when he was growing up, he saw truck drivers as heroes. The industry will need to romanticize the profession to bring new people in, he said. “I remember a truck that I fell in love with when I was younger. That’s the truck that I’m actually driving right now,” Powell said. “Looks like, you know, Optimus Prime, like a Transformer. My kids, they love the truck.” approved each month remains far above pre-pandemic levels, but it is starting to slow after March’s record. However, another notable trend is that the number of net revocations of operating authority – total revocations adjusted for re-instatements of authority – have been running at elevated levels since November and reached an all-time high in March, according to FTR’s analysis of FMCSA data. It is normal to expect some inflation of net revocations solely because the number of new carriers has been so extraordinarily high for so long, although roughly 85 percent of the carriers approved over the past 22 months still hold authority. However, the step-up in net revocations last fall seems notable. The unprecedented surges in diesel prices in early March and then again in early May have perhaps reset the scale for what constitutes rising fuel prices. Before March, fleets would have considered the price increases from late August through February to have been substantial, so the acceleration in revocations might very well have been linked to higher costs. Most of the new carriers probably are operating in the spot market, where they likely have limited ability to obtain fuel surcharges. March’s surge in diesel prices presumably was much more damaging to small carriers than the steady gains in prior months, especially considering that spot rates in dry van and refrigerated also had been falling. However, revocations data available through April would not show this impact. Revocations occur principally because the carrier no longer has insurance, usually for non-payment of the premium, but the trucking company has a 30-day grace period once FMCSA issues a revocation notice. Moreover, if the trucking company has a multi-month insurance premium, which is common, it might not lose insurance for several months after it stops operating. Given that spot rates in the van segments still are not offsetting the gain in fuel costs, one can presume that the number of failures is rising, but it might take a few months to confirm that with data, analysts said. A surge in failures probably would have little effect on overall trucking capacity, according to (Aging drivers continued from page 1) (Small truckers continued from page 1) (Aging drivers continued on page 21) (Small truckers continued on page 21) www.TankTransport.com JUNE 2022 I TANK TRANSPORT TRADER 13
Fuel prices driving out truckers, survey shows Many small carriers who entered the trucking industry in 2020-21 are finding today’s challenges too difficult to overcome, according to newly released data from Truckstop. com. The greatest obstacle, they say, is the rising cost of fuel. The new data shows that half – 51 percent – of carriers that Truckstop. com defines as small fleets and owner-operators are considering job changes in the next six to 12 months, even though 32 percent of respondents said they have plenty of business and are making 50 percent to 74 percent more money. The culprit is surging fuel prices, the survey shows. The nationwide average price for a gallon of diesel fuel is hovering around $5.60, or about $2.36 more than just one year ago. The precipitous climb in fuel costs in recent months is a dominant theme of the survey, with 80 percent of truck drivers citing diesel costs as a challenge they face daily, Truckstop.com officials said. Among the survey respondents, more than a third—39 percent – said “they can’t afford to move loads any significant distance” due to increased idle time and exploding fuel expenses. FTR Transportation Intelligence also sees the trend toward declining operating authorities and the rise in revocations – terms used by the Federal Motor Carrier Safety Administration (FMCSA), which gathers data on the comings and goings of carriers. Fuel prices are the prime driver, along with less favorable rates on the spot market, said Avery Vise, FTR’s vice president of trucking. “We are seeing more carriers going out of business. That has been happening for about six months,” he said. “It’s really been happening, if you want to dig a lot deeper, for about a year. This does correlate with diesel prices, which started increasing at the end of August, early September.’’ Vise added: “Cost escalation in isolation would probably not be deadly to a lot of these carriers if spot rates were holding – a lot would still be doing okay. It’s the combination of less favorable spot rates and higher fuel costs.” As for the exodus of small carriers that the survey and FTR see, such a shift may significantly impact U.S. freight-hauling capacity, even if only a portion of that 51 percent exited in that short of a time span and didn’t stick around to drive for other companies. This development also might aggravate the national shortage of drivers, though some truckers may only fold up their own small businesses in favor of staying in the industry by taking their CDLs and working behind the wheel for larger haulers and private fleets. In recent conference calls, executives with larger fleets agreed, saying they are starting to notice this driver demographic trend and more broadly the impact of historically high fuel prices. “On the supply side, seating tractors has become somewhat easier across the larger carriers in our industry. While early, this may be a consequence of the rotation out of the spot-market business than back into company fleets for some professional drivers,” said Eric Fuller, U.S. Xpress chief executive. “We are seeing increased inflationary pressures throughout the business. Wages, both office and driver, are increasing and new equipment prices, insurance, maintenance and fuel expenses are all up. Taken together, the cost of doing business is increasing across our industry.” Werner Enterprises Chairman Derek Leathers said, “Over the last couple of years, we’ve seen an absolute explosion of single-vehicle FMCSA registrants … as they chase the spot-market opportunities, especially when it was inflated as high as it was. They’re bearing the brunt of overexposure to a spot market that has seen deflationary pressures over the last 90 days. And in many cases, the spot market rates are all-in rates with fuel included, while fuel was increasing dramatically. So, I think the washout will be severe.” In April 20 comments, David Jackson, president and chief executive of Knight-Swift, said: “The cost of everything is on the rise, especially for those that don’t have economies of scale, speaking particularly to small carriers that we might compete with. Cost per mile has been irreversibly increased in many ways, in many areas.” Vise added to the fleet executives’ view: “Most small operators are not going to leave trucking altogether. They’re likely to go back to driving elsewhere.” The survey itself did not reveal whether small operators would lean toward looking at careers with other fleets or leave the trucking industry entirely. Results of the survey of 504 U.S. truck drivers, conducted Feb. 24-28 by consultants Censuswide on behalf of Truckstop.com, were released on May 17. To honor National Transportation Week May 15-21, the freight marketplace “took a pulse” of its enrolled carriers and what they are experiencing. The check-in revealed “significant challenges and opportunities in the transportation industry,” according to a Truckstop. com release. Results of the survey showed: • Among truck drivers looking to change jobs, 64 percent said better pay was the biggest factor in switching. • Better working hours were cited by 59 percent of the operators, while 58 percent said better benefits are important as well. • The pandemic and supply chain congestion have taken a toll on the truckers surveyed. More than two- thirds in the survey reported feeling pressure to work longer hours while 64 percent said they worry about consumers getting goods on time. • Thirty-four percent of respondents said the driver shortage was having the most impact on drivers. • Supply chain issues concerned 23 percent. In other survey results, almost all of the respondents – 96 percent – said they believe improvements made possible by the Infrastructue Investment and Jobs Act, signed into law by President Joe Biden in November, will positively impact freight transportation, the most impactful being: • Improved conditions on interstates, highways and roads, according to 35 percent of those surveyed. • Better traffic flow that reduces congestion and improves delivery times, cited by 32 percent of respondents. • Increase in new drivers with the under-21 apprentice program, cited by 28 percent of respondents. Kendra Tucker, chief executive of Truckstop.com, said: “The freight transportation industry is cyclical, which means innovating ahead of the impending ups and downs is paramount to ensuring our customers have the tools they need to navigate the industry’s cycles and ensure steady cash flow.” Tucker goes on in the company’s release to tout the advantages of the “neutral” online freight marketplace for carriers, brokers and shippers, which advertises the access it gives independent operators to fair rates and faster pay. About 69 percent of the survey respondents said factoring is an efficient way to pay them. (from Fleet Owner) Kodiak unveils ‘fallback’ system for autonomous trucks Kodiak Robotics publicly demonstrated its “fallback” system, which guides an autonomous truck out of traffic and over to the side of the road in the event of a truck or system failure. Ten times each second, Kodiak’s autonomous driving system, Kodiak Driver, evaluates the performance of more than 1,000 safety-critical processes and components. These include both truck-related components such as the engine, oil levels and tire pressure, as well as autonomous vehicle system components such as sensors and software processes. Should any of these critical components fall outside the acceptable performance parameters, the Kodiak Driver automatically executes a fallback plan, safely pulling the truck over to the side of the road. For example, if flying roadway debris were to damage one of the autonomous truck’s sensors, the Kodiak Driver would detect the damage and safely pull the truck over. The ability to perform a safe, reliable fallback, otherwise known as having the vehicle assume a minimal risk condition, is critical to safely deploying driver-less trucks on public roads, Kodiak officials said in a press release. “We are the first autonomous trucking company to demonstrate this capability on public roads,” said Kodiak founder and chief executive Don Burnette. “We have integrated fallback technology into the Kodiak Driver’s architecture from the beginning – it would be incredibly hard to add this capability as an afterthought.” Kodiak’s ability to perform safe fall-backs depends on the company’s custom-designed safety computer, the Actuation Control Engine, or ACE. “One of the many crucial functions the Kodiak ACE is responsible for is ensuring that our autonomous system can guide the truck to a safe stop when necessary,” Burnette explained. Kodiak’s ACE safety computer executes a fallback without input from the Kodiak Driver’s main computer. Kodiak’s fourth generation (Kodiak’s “fallback” system continued on page 21) 14 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
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Navistar opens used-truck center Navistar has opened a new used- truck center in Joliet, Ill., to replace the center’s previous location in Melrose Park. The Joliet location, close to Chicago, is home to a calibration engineering facility, eight service bays and the used truck sales center. Within the past few years, the used truck market has grown exponentially, according to a release from the commercial truck equipment manufacturers, with residual values rising to records and inventory dropping to low levels. In 2021, the International used truck team sold all but 800 of the existing 6,000 used trucks in its inventory. International used truck operations continue to buy and sell inventory to support the International used truck center and dealer network and new truck sales. The 13,000-square-foot Joliet facility is located near multiple interstates, allowing easy access for vehicles and customers, according to the company. The construction of the Houbolt truck bridge and road extension project taking place in the vicinity of the used truck center is expected to attract increased truck traffic, with nearly one-third of the country’s freight passing through the region every year, according to Navistar. “Our team did extensive research regarding a centralized and easily accessible location for the new used truck center, and Joliet was the ideal option,” said Tony Stinsa, Navistar’s vice president for used truck manufacturers. “Chicago metropolitan freight traffic is anticipated to double in the next 20 years, setting us up for a future of success in the area.” The Chicago used truck center has partnered with nearby International Truck dealer Rush Truck Centers- Chicago to provide maintenance services for the location’s eight new service bays. The dealer service technicians will contribute to reconditioning work and other service center needs. The engineering calibration center at the used truck center will test future product offerings, complete diagnostics testing, identify potential risks and test the future products in the field, the company said. It also includes four drive-in test bays for stationary vehicle testing. “The purpose for the calibration center is to see how our vehicles perform under various conditions and improve upon our engineering capabilities for future technologies,” said Steve Kadolph, engineering director, power-train, at Navistar. The updated digital showroom will offer customers the option to browse inventory before visiting the used truck location. A specialized service bay at the Chicago center will be designated for customer deliveries, photo-shoots and walkarounds to enhance the digital showroom. Rail, trucking join to increase efficiencies It’s no secret the supply chain has been backed up, bottlenecked, scrambled, and … (insert your own word here.) Freight carriers of all kinds have had their work cut out for them since COVID-19 upended supply and demand. Yet rail and trucking companies are coming together to find efficiencies, increase capacity and get freight moving. One railroad even rolled out a pilot program in Chicago to incentivize truck drivers to chuck away at the congestion faster. Norfolk Southern’s Dual Mission Reward program offers drayage truck drivers a $200 incentive each time they haul in and depart with a shipping container in the same trip. At the end of 2021, Norfolk Southern said truckers delivering an international container to a terminal left empty about 85 percent of the time. The railroad hopes to fix that. “Trucks leaving the terminal that were formerly empty now become loaded, productive miles for the truckers,” said D’Andrae Larry, group vice president of international marketing at Norfolk Southern. At the Landers Intermodal Facility in Chicago alone, Norfolk Southern calculates the initiative has the potential to eliminate roughly 46,000 truck trips. Intermodal Expansion Some of the country’s largest fleets are growing their intermodal partnerships and working to improve efficiency, but not soon enough to deal with current intermodal congestion. In mid-April, BNSF Railway was struggling to provide consistent service in the flow of containers between Los Angeles and Chicago, according to published reports. J.B. Hunt saw demand for truckload services skyrocket in the first quarter after challenges with rail velocity restricted intermodal operations. In the longer term, J.B. Hunt plans to grow its intermodal fleet to as many as 150,000 containers in the next three to five years, a more than 40-percent increase from its count at the end of 2021. The company has completed more than 4 million intermodal loads since 2020. To accommodate the growing demand for intermodal services, J.B. Hunt and one of the nation’s largest railroads, BNSF Railway, plan to launch a joint effort to improve capacity. BNSF will provide several property locations around key intermodal hubs in Southern California, Chicago, and other markets to increase efficiency at terminals. In addition to growing its container count, J.B. Hunt will add supporting chassis based on market need. BNSF will also bolster its railcar equipment to accommodate the anticipated increase in container capacity, which will support efficient throughput and strong service performance. Back in 1989, J.B. Hunt and BNSF disrupted the transportation industry by developing a double- stack shipping solution that would complement both rail and trucking services, a first for modern transportation. Today, J.B. Hunt operates the largest company-owned intermodal fleet in North America with more than 109,000 53-foot containers supported by company- owned chassis and tractors. Beginning in 2023, Schneider will also expand its intermodal service by moving its primary western rail partnership from BNSF to Union Pacific, another one of the largest railroads in the U.S. Once the partnership commences, Schneider officials said, the company will have the largest company-driver dray fleet of any intermodal carrier hauling freight on Union Pacific and be the first carrier with both company- owned containers and chassis. With the combination of Schneider’s eastern rail partnership with CSX, the transition will create more direct transcontinental connections for the company’s customers, Schneider officials said. “Having a differentiated rail network is a key component to our intermodal growth strategy and our goal to reduce carbon emissions,” said Mark Rourke, Schneider’s president and chief executive. Schneider plans to double its intermodal size (currently more than 25,000 containers) by 2030. Prices for used trucks coming down Rob Slavin knows his tractor- trailers. He’s a senior pricing analyst at Ritchie Bros. Auctioneer, which sells hundreds of millions of dollars of used transportation equipment each year. And in the two decades he’s been selling or analyzing used truck prices, he’s never seen a market like the one of the past year and a half. A red-hot trucking market sent used ruck prices soaring. Slavin saw big rigs double and sometimes triple in price. A used 2016 truck that would have cost around $32,000 at the end of 2020 would get auctioned off for $75,000, Slavin said. And, at a dealership, where trucks are reconditioned before getting sold, that truck would cost up to $90,000. But he knows what goes up must go down. “I didn’t have any anticipation of it staying where it was,” Slavin said. “I’m calling what we went through a once-in-a-lifetime experience.” Used trucks sold at auctions in the second quarter of 2022 are already 20 percent cheaper than those sold during auctions in this year’s first quarter, Slavin said. Other truck auctioneers have reported similar declines. “When you look at the used trucks, there has been a steady decrease in prices the last couple months,” said Allan Anastacio, who is the head of sales at TruckTractorTrailer.com. Taylor & Martin holds a used truck auction every week; last year, the auction company sold more than 11,000 tractors and trailers. President Stacy Tracy said average tractor prices dropped from January’s high of $70,000 down to $50,000 in April. In January 2021, the average price was less than $30,000. “The inflated, exaggerated, crazy market is done,” Tracy said. “That opportunity is over. Now, we just have to be happy with a good market.” Analysts agree. Alan Adler with analytics firm J.D. Power found four to six-year old tractors had depreciated by 6.9 percent per month from January to April. And ACT Research said on May 26 that average used truck prices were down 16 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
1 percent in April from the previous month, but still up by a whopping 75 percent compared to last year. The numbers vary, but the conclusion is the same: Even though prices are still strong, the big rig boom is finally collapsing. Because trucks move so much freight, a trucking recession is usually a worrisome signal for the rest of the economy, analysts said. A downturn in trucking indicates that the rest of the economy – especially industries like housing, retail and manufacturing – is struggling. Indeed, economists see trucking as a leading indicator for a macroeconomic downturn. Aaron Terrazas, director of economic research at truck brokerage firm Convoy, found in a 2019 study that six out of 12 trucking recessions preceded macroeconomic downturns. “Commercial trucking is a canary in the coal mine for the larger economy,” said Chris Visser, who is senior analyst and product manager of commercial vehicles at J.D. Power. “Everything from manufacturing to consumer spending is encapsulated in freight metrics.” The two ways to buy a single semi- truck are through a dealership or an auction, data show. There’s also wholesale, but that usually involves buying in bulk. Trucks are pricier at a dealership, but buyers know that what they are buying has been repaired and has warranties. Usually, the only people at truck auctions are dealers who are trying to buy lots of trucks to sell to trucking companies. That changed in 2021. Folks who own a trucking company decided to go to auctions themselves. Numbers from auctioneer Taylor & Martin lined up with that. Tracy said Taylor & Martin’s weekly auctions attracted around 600 to 700 people before the pandemic, with a couple hundred of those folks attending virtually. But after that, the number attending shot up to 1,200 to 1,600. Most were virtual. Skipping the dealership and going straight to auctions wasn’t all about saving money, Visser said. There was just so much demand for big rigs and so little supply. As a result of all of that interest, the price to buy a used truck at an auction now matches the price to buy one at a dealership. “In normal times, owner- operators go to a dealer’s lot and buy with a warranty. They pay a retail premium,” Visser said. “Those same drivers became so desperate for late-model trucks that they were willing to pay retail price without reconditioning or warranty.” In trucking (as in housing), the good times are coming to an end, data indicate. Some truck drivers who entered the market in 2021 are already backing out. Spot rates are crashing, and diesel has hit historic highs. By early April, auctioneers like Taylor & Martin and Ritchie Bros. were already seeing those impacts to truck prices. Even though 2021’s absurd highs are cooling off, America’s truck auctioneers are still happy with the state of the used big rig world. Visser said he believes used truck prices will lower by 5 percent each month. By the end of 2022, used truck prices will return to the levels at the end of 2020. “I never anticipated numbers to go up and stay up,” Slavin said. “We’re starting the slide, but it’s not a cliff event.” Added Tracy, “Inflation is not healthy. A correction was necessary.” (from FreightWaves) Business group opposes higher trucker pay Legislation aimed at ensuring overtime pay for truckers is getting close scrutiny from a major shipper group that plans to fight hard against it if the bill starts to gain steam. The Guaranteeing Overtime for Truckers Act, introduced in April by Rep. Andy Levin, D-Mich., would repeal the motor carrier exemption in the Fair Labor Standards Act (FLSA), an exemption that excludes many drivers from overtime pay protections. “Truck drivers across the country face brutal working conditions marked by inadequate pay and long hours,” Levin said when introducing the bill. “Despite their tireless work, truck drivers do not receive overtime pay for overtime hours. As a result, the trucking industry faces an extremely high turnover rate as truckers cannot keep up with the thankless demands of their work. We all stand to benefit when truckers are paid what they’re owed.” The Owner-Operator Independent Drivers Association and the Truck Safety Coalition (TSC) are major supporters of the bill, which currently has eight co-sponsors – seven Democrats and one Republican. The National Industrial Transportation League (NITL), whose member companies are major customers in the trucking industry, does not believe the bill will gain much momentum. However, “if something were to happen on it I’m sure we could move pretty quickly to mitigate it on Capitol Hill,” said Ann Warner, who leads government affairs for NITL, speaking on Tuesday at the group’s transportation summit. “We’ll continue to monitor it and act on it if we need to.” Jeff Tucker, chairman of NITL’s highway committee and chief executive of freight brokerage company Tucker Company Worldwide, considers the legislation a “potential threat,” because “if it gains steam, and if there are bells and whistles affixed to it, it could stand to undo progress we’ve made to deregulating the freight environment.” In addition, if the bill were enacted, “in theory, drivers would have to be paid for a lot of time that they’re not currently paid for, which would not be sustainable,” said Avery Vise, vice president of trucking for transportation consultancy FTR, who also spoke at the meeting. But Levin and safety advocates supporting the bill say that boosting pay also indirectly improves safety, because drivers are less likely to feel the need to speed or continue to work when they feel tired. “I think that when truck labor rates are fair, there are fewer incidents of driver fatigue, fewer regulatory violations, a reduction in crash rates,” Levin said earlier this month at a webinar sponsored by TSC. “So it’s going to prevent a lot of these tragedies that happen when truckers are forced to work way too long.” Levin acknowledged his bill will get push-back and that it’s difficult to move any legislation in the current Congress. “Washington is overrun with lobbyists and people trying to protect monied interests,” he said. However, “I haven’t run into a lot of opposition yet, and it does seem to have broad appeal.” He noted that his motive for introducing the bill was bolstered by a supply chain vulnerability report issued by U.S. Department of Transportation in February urging Congress to repeal the FLSA motor carrier exemption. “That report did influence us,’’ Levin said. “My staff is speaking with Biden administration staff, and we hope to move this legislation forward with their support.” (Diesel shortage continued from page 12) pallets, but that quietly underpinned our livelihood all along. Recall the Great Lumber Shortage of 2020? Big Lumber had unusually low stockpiles of wood by the summer of 2020, thanks to a vicious 2019 in the lumber industry shuttering sawmills and the spring of 2020 sparking staffing issues. There was also a nasty beetle infestation. Those in lumber expected the pandemic to slow the economy, not ignite online shopping, construction and housing mania. It meant lumber went from around $350 per thousand board feet pre-pandemic to a crushing $1,515 by the spring of 2021. The lumber price roller coaster persists today. In diesel, there’s no beetle infestation, but there are plenty of other headaches. It all means higher fuel prices on the East Coast, particularly the Northeast, to lure molecules from the Gulf Coast. And, down the line, probably more expensive consumer products. right protective gear. These infectious-type substances are classified as Dangerous Goods and therefore certain packaging and shipping regulations must be strictly followed. Private or contract carriers must follow certain requirements for shipping these goods, such as making sure the test samples are shipped frozen. If samples are shipped via standard carriers like UPS, shipping requirements are stricter, and workers must be trained specifically to handle these shipments. Shipping hazardous materials, whether infectious substances or highly flammable chemicals, requires special care and handling within manufacturing, packaging, and transportation operations. To ensure safety and compliance, visibility should extend from end-to- end across the supply chains of all parties involved, including carriers, shippers, manufacturers, and raw material suppliers. Connecting to a digital network, automating processes across the network, and gathering information from transactions conducted across the network ensures that hazardous materials will be transported as safely and securely as possible. Plus, the information that is collected across the network can be shared, analyzed and measured for performance and continuous improvement initiatives. (Hazmat transport continued from page 12) www.TankTransport.com JUNE 2022 I TANK TRANSPORT TRADER 17
NEW PRODUCTS – MANUFACTURING – INDUSTRY NEWS KAG consolidating its fuel units To streamline operations, The Kenan Advantage Group (KAG) announced it is transitioning its fuels subsidiaries to KAG Energy. This is the first step in combining its five KAG Fuels operating companies – Kenan Transport, Advantage Tank Lines, Klemm Tank Lines, Petro Chemical Transport, and KAG West – under one brand. KAG is one of North America’s largest tank-truck transporters and logistics providers, delivering fuels, specialty products, merchant gases and food products. “The transition will take time, but will allow us to streamline our operations, better capitalize on our extensive U.S. footprint with more than 4,000 professional drivers and independent contractors, capture best practices of all operating groups and, most important, continue to provide our customers with the first-class service they have come to expect from KAG,” KAG Energy Executive Vice President Jason Platt said in a press release. KAG Energy is one of the largest transporters of petroleum-based products in the country, annually delivering more than 30 billion gallons of refined petroleum products and renewables to its customers nationwide. The company says the rebranding to KAG Energy better reflects the service offerings the company provides its diverse and ever-changing customer base. The company has more than 30 different product segments that support the energy services sector of the country to include products such as asphalt, butane, propane, plastics, transmix, and crude oil. KAG operates through six groups: KAG Energy, KAG Specialty Products, KAG Food Products, KAG Merchant Gas, KAG Canada and KAG Logistics. The company has terminal and satellite locations in 40 states and seven Canadian provinces and territories, with the ability to deliver within all 48 contiguous states, Canada and Mexico, the company said. KAG also provides specialized supply chain logistics services through KAG Logistics. Groendyke awards 2 college scholarships Groendyke Transport recently awarded Jonathan Luevano Memorial Scholarships to two recent high school graduates, Shieun Lee and Kailey Heidloff. The scholarship, which was first awarded in 2016, honors the memory of Jonathan Luevano, a young driver at the company’s Fort Worth, Texas, terminal who was shot and killed May 7, 2015, while delivering fuel to a local convenience store. “Jonathan represented Groendyke with complete professionalism,’’ the company said in a press release. “He consistently put the needs of others ahead of his own, and his giving spirit lives on by helping Shieun and Kailey achieve their academic goals.’’ Lee received the top scholarship award in the amount of $1,500, which she will use toward her fall tuition. She is the daughter of Houston driver Heegon (Hee) Lee. She graduated from Obra D. Tompkins High School as an AP Scholar with Distinction and was a two-year member of the National Honor Society. She will attend Rice University in Houston in the fall and plans to major in sociology. Heidloff, runner-up for the top scholarship, received $500 toward her fall tuition at Northwestern Oklahoma State University in Alva, Okla. She intends to major in elementary education. She is the daughter of Kimberly Heifloff, revenue and pay cycle specialist at Groendyke’s Enid office. Kailey Heidloff graduated from Enid High School as an honor roll student and was a member of both the honor choir and National Honor Society. Applications were reviewed anonymously by a committee and scored based on overall quality. LGT acquires Jason Thomas Trucking Omaha, Nebraska-based LGT Transport announced it has acquired Jason Thomas Trucking, a provider of liquid fertilizer transportation in the Midwest. The acquisition of Hastings, Nebraska-based Jason Thomas Trucking boosts LGT Transport’s growth in the agricultural sector, officials said. “Jason Thomas Trucking shares our same commitment to drivers and customers,” said Pam Spaccarotella, chief executive and founder of LGT Transport. “We believe together, we will create an even greater extended offering for our customers.” LGT Transport did not disclose the price of the acquisition. As part of the transaction, Jason Thomas Trucking drivers and operational employees will join the LGT Transport team. LGT Transport will also acquire eight tractors and 11 trailers. The current team of Jason Thomas Trucking drivers will continue to operate out of Hastings to maintain a location for customers of liquid fertilizer transportation. LGT Transport, founded in 2012, now has more than 180 tractors and 194 drivers. The company provides cryogenic and specialty gas transportation throughout the country. In February, the company expanded its facility in Baytown, Texas, to handle a growing volume of industrial gas clients in the Gulf Coast region. LGT Transport has facilities in Nebraska, Ohio, Texas, Tennessee and California. Hazmat training necessary for safe transportation Each year more than 3 billion tons of hazardous materials (hazmat) are transported in the U.S. Every day, hundreds of thousands of hazmat packages with hazmat labels – ranging from explosives to miscellaneous hazardous materials are transported across the length and breadth of the world. In order to reduce the risks associated with transporting these materials, hazmat personnel are required to take a wide range of safety measures and comply with a number of federal and international regulations at every step of the process. One such step is the marking, labeling, and placarding of hazmat packages to communicate the potential hazards of the material being transported to everyone who is involved in the process. Why is it so important to mark, label and placard hazmat packages properly? What are the regulations associated with hazmat labels, marking and placarding? Let’s take a look. Importance of Hazmat Labels, Marking, and Placarding There are a number of reasons why hazmat packages need to be marked, labeled and placarded properly. These include: – Legal Requirements They are required by federal and international laws. Persons can be fined for failing to mark, label or placard hazmat packages or for incorrectly marking, labeling or placarding hazmat packages. It is why hazmat professionals often use the acronym CIPC (Compliance Is a Primary Concern) to establish well defined requirements such as the marking, labeling and placarding of hazardous materials. – Identification of Hazardous Materials This allows hazmat personnel and other people involved in the storage and transportation of hazmat, as well as first responders, to identify the materials contained in the packages and understand the hazards associated with them. – Handling Instructions They contain specific instructions regarding how the packages must be handled and segregated to reduce the risk of hazmat incidents during transportation. – Safety of General Public They alert general public and let them know that they are in the vicinity of hazardous materials. While a lay person might not understand what the labels, markings or placards actually mean, they can certainly understand that hazardous materials are close by and remain cautious. – Emergency Response In the event of an accident, hazmat markings, labels and placards will provide emergency responders a sense of what kind of materials are involved in the accident and what kind of hazards they pose. Placards, in particular, can be extremely helpful, since they are large in size and visible, which allows emergency responders to assess the situation from a distance and avoid being unnecessarily or unknowingly exposed to hazardous materials. Hazmat Marking, Labeling and Placarding – What Do Federal Regulations Say a Label Must Include? Title 49 of the Code of Federal Regulations (49 CFR), International Air Transport Association (IATA), International Civil Aviation Organization (ICAO), and the International Maritime Dangerous Goods Code (IMDG) make it mandatory for all hazmat packages transported 18 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
MILK & LIQUID FOOD 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. LIQUID & DRY BULK 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]. 2010 Walker 6,500/1 Farm Pick-Up Excellent Condition, Pump & Cabinet 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 – Requirements for Hazmat Markings • It must be visible and legible. • It must be durable. • It can be printed on or affixed to the surface of the package – at any place except at the bottom. • The color of the marking must be in contrast with the color of the surface where it is printed or affixed to, so that it is clearly visible. • It must be printed or affixed in such a way that it is not obscured by other labels, attachments and advertisements on the package. Apart from this, there are many other regulations to be complied with depending on the material being transported. For instance, a package that contains liquid hazardous materials must be marked with what is called an orientation marking, which is usually illustrated by two arrows pointing upward. Similarly, a package that contains materials that are poisonous by inhalation must be marked ‘inhalation hazard”. 2. Hazmat Labels Labels are used to indicate the hazard of the material being transported and the potential hazards associated with it. Hazmat labels are generally designed in the shape of a diamond (square on point). The hazmat label, however, might differ from one package to another – depending on the materials being transported, the hazard class and division they belong to, and the mode of transportation. Depending on the material being transported, duplicate labeling might also be required in some cases. – Requirements for Hazmat Labels • The label must be clearly visible. • The label must be weather resistant and durable enough to withstand the conditions incident to transportation. • The label must only be printed on or affixed to the top or the sides of the package – never at the bottom. • The color of the label must be in contrast to the color of the surface it is printed on or affixed to. • The label must be shaped like a diamond (square on point) and must meet the specifications regarding size, color, printing, and inner border. • The label must be printed on or affixed to the surface of the package being transported – adjacent to the marking containing the proper shipping name – except in cases where the dimensions of the package are inadequate. • If a package contains materials belonging to different hazard classes, it must be affixed with as many labels as required – depending on the types of materials in the package. For instance, if the materials belong to three different hazard classes, the package must display three label. • An illustrative representation of all types of hazmat labels can be found here. 3. Hazmat Placarding Placards – just like hazmat labels and markings – are visible identifiers that are meant to communicate the hazards associated with the materials being transported. The difference is that placards are much larger in size compared to markings and labels and are not meant to be affixed to non- bulk packages. They must be affixed to bulk packages, unit load devices, freight containers, and rail cars that transport these packages. The details of which can be found here. Under federal regulations, the nine hazard classes are divided into two tables – each of which has different placarding requirements. The first table includes the following hazard classes. • Explosives • Poison gas • Dangerous when wet • Organic peroxide • Materials poisonous by inhalation • Radioactive materials • The second table includes the following hazard classes. • Explosives • Flammable gas • Non-flammable gas • Flammable or combustible liquids • Flammable solids • Spontaneously combustible materials • Oxidizers (5.1) • Organic peroxide (Other than Type B, liquid or solid, and temperature controlled • Poisonous materials (except materials that are poisonous by inhalation) • Corrosive substances • Class 9 materials Placarding is mandatory for the hazardous materials listed under the first table regardless of the quantity being transported. For the materials listed under the second table, placarding is required only if the aggregate weight of the hazardous materials being transported is 1,001 in commerce to be properly marked, labeled and placarded – until specified otherwise. While markings, labels and placards are all identifiers and serve the same purpose – to communicate the potential risks associated with the hazmat being transported – they are not one and the same. 1. Hazmat Marking Markings are used to describe the contents in a hazmat package. They generally include information like: • Shipping name of the material being transported • UN/ID number of the material • Weight of the package • Name and address of the shipper • Name and address of the consignee • Instructions and warnings (if any) Markings can be directly printed on a package or affixed to its surface as long as the marking remains legible and undamaged. (Hazmat training continued on page 21) www.TankTransport.com JUNE 2022 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. (5) 2023 Polar 7,500 /1 Hot Product Units in Texas & New York, 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) 2022 Etnyre 8,500 /1 Hot Product Syracuse, NY 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 CHEMICAL 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 NEW Unused 2016 Heil 10,000-Gal Alum X-Ring, DOT 407, Baffles, Tri Axle, Air Ride Tri Tank Corp. Kurt Neidlinger Jr. (315) 558-1398 or Mark Richardson (315) 345-6113 [email protected] Full Inventory: www.tritank.com New Polar DOT 407 7000 gallon Air ride alum wheels. 1-800-826-5377. [email protected]. Superior Tank. Bryon Kovalaske. PETROLEUM 2023 LBT 12,500 Gal. / 5 Comp. Petroleum – August 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 PETROLEUM (1) 2000 Heil 12,000 Gal. / 5 Comp. Petroleum, Manifold, Pump-Line, In-Test, Air Ride. 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 2012 Dragon, DOT407,10,500 gal 2 comp, B/L, V/R, Scully, 3 axle A/R, Manifold, In Test $27,500.00. [email protected]. 701-391-0624. (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. 5-2024 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. COMPRESSED GAS 2009 Mississippi, 12,600 gallon, 265 psi, rear load, hydraulic driven pump, tri axle with front lift $123,900.00. [email protected]. 701-391-0624. COMPRESSED GAS 1990 Mississippi LP Trailer, 14,550 gallon, 250 psi, 53’ OAL, hydraulic driven Blackmer pump, $95,900.00. [email protected]. 701-391-0624. PNEUMATIC 2-2023 Heil 1040 Cement Tanks.25psi mop, Aluminum Frames, 3 lids, Air ride, Aluminum wheels, 11R22.5. IN STOCK NOW! 513-874-4880 Ext 410. [email protected] Visit our website for our complete inventory. www.tristatetrailer.com. 8-2022 and 2023 Heil 1040 Cement Tanks.25psi mop, Aluminum Frames, 3 lids, Air ride, Aluminum wheels, 11R22.5. IN STOCK NOW! 513-874-4880 Ext 410. [email protected] Visit our website for our complete inventory. www.tristatetrailer.com. 2012 Heil 1040 cube prior sand service, air ride. Semo Tank/Baker Equipment Co. 800-264-8348. [email protected]. METERS 2” & 3” chemical proof hoses, SS & Brass fittings for hoses, Neptune 2” gallon meter, 3 Phase explosion proof pumps, 2” SS filter. Phone CLARK @ 512-210-4485 for pictures & information. 20 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
Allegheny ..................................... Page 7 BCTE ......................................... Page 15 Betts ............................................. Page 4 Chassis Grabber ..................... Page 11 Classifieds ................................ Page 20 Classifieds (food grade) ........ Page 19 Dixon Bayco ................................ Page 8 E.D. Etnyre .............................. Page 22 Girard Equipment Inc. ......... Page 23 Heil ................................................ Page 2 Kerley & Sears ........................... Page 9 MAC LTT ............................. Back Page MAC Trailer ................................ Page 5 Northland Capital ...................... Page 9 Pacific Fuels Convenience ....... Page 4 PSC ............................................... Page 3 PT .................................................. Page 6 R.A. Ross ..................................... Page 7 Ridewell ....................................... Page 6 RMC Engineering .................. Page 10 Semo .......................................... Page 22 Southeastern Pneumatic ...... Page 10 Stephens Tank Products ....... Page 10 Subscription Form.................. Page 15 Superior Tank .......................... Page 15 Tremcar .................................... Page 11 Youngs Tank............................. Page 15 INDEX OF ADVERTISERS pounds or greater. It should be noted that infectious substances technically come under the second table. However, there are no placarding requirements for these materials – regardless of the quantity being transported. Apart from this, there are a number of other circumstances where placards might not be required to transport hazardous materials. – Hazmat Placarding Requirements • Bulk packages, unit load devices, freight containers, rail cars, and intermodal containers must be placarded on all four sides. • The hazard class number of the material being transported must be displayed at the bottom corner of each placard. • Each placard must be diamond shaped and must measure at least 9.84 inches (250 mm) on each side. The text and numbers included in the placard – the hazard class number in particular – must measure at least 1.6 inches (41 mm). • The placards must be made of durable material and must be able to withstand exposure to open weather. • The placards must be securely affixed to the packages, containers or transport vehicles. • Hazmat Labels, Marking, and Placarding Training for Hazmat Employees The task of marking, labeling and placarding hazmat packages requires a great deal of regulatory knowledge and training. Employees need to undergo 49 CFR, IATA/ICAO, or IMDG training programs (depending on the mode of transportation they are involved in) at regular intervals and make sure they are aware of all the regulations they need to comply with at different stages of the transportation process. It should be noted that the aforementioned training is mandatory for all employees who are involved in hazmat transportation – not just those who mark, label and placard hazmat packages. Also, the training program must meet the requirements specified in 49 CFR, IATA/ICAO, and IMDG. It is the duty of the employer to make sure all employees are trained as often as needed. A comprehensive hazmat training program must contain the following components. • General awareness training • Function or job specific training (Hazmat training continued from page 19) • Safety training • Security awareness training • In-depth security training if applicable Upon completing the training program, a hazmat employee must be able to do the following: • Identify and categorize different types of hazard materials depending on the hazard class they belong to. • Have a clear understanding of the regulations and procedures to be followed while placing or storing hazardous materials that are compatible with each other and while segregating hazardous materials that are incompatible with each other. • Mark, label and placard hazmat packages in accordance with federal regulations or verify marked, labeled and placarded hazmat packages. • Prepare or verify the documentation needed for hazmat packages. • Have a clear idea of the safety measures to be taken, the security protocols to be followed and the information to be provided to emergency responders in the event of a hazmat incident. How Often Should Employees Undergo Hazmat Training? All employees must complete hazmat training before they handle hazardous materials or be involved in hazmat storage and transportation in any capacity. Employees are required to complete the initial training within a span of 90 days – starting from the date on which they are hired. Once the initial training is completed, they must be trained at least once every two years (in case of IATA/ICAO training) or once every three years (in case of 49 CFR or IMDG training). If a key regulation regarding hazmat transportation is amended, updated or repealed, or if a new regulation is introduced, employees must complete a hazmat training program that is based on the new or updated regulations. Changes in protocols for hazmat labels in these regulation updates are common. Similarly, if an employee is promoted or demoted to a different position or if there is a change in her job function due to any other reason, she must undergo the necessary training prior to starting the new job function. (from Hazmat University) (Quala and PSC continued from page 8) of Quala. “The team is excited about this significant addition and believes it is only the beginning of a great future for its customers and the communities in which we operate,” stated Harrison. Jerry Cignarella, President of PSC, said: “The joining of Quala and PSC is the perfect combination. We’re very excited about the growth opportunities this transaction presents. We look forward to integrating our teams, operations, and complementary strengths to bring our customers an even broader range of solutions”. The future looks bright for the bulk carrier industry and Quala + PSC are poised to support their customers with one stop shop service as their fleets grow and customer requirements tighten. The broader team is excited by the opportunities that the new organization offers and customers will certainly feel the enthusiasm as they interface with Quala. (Aging drivers continued from page 13) (Small truckers continued from page 13) (Kodiak’s “fallback” system continued from page 14) Grundy fears that if the truck driver shortage doesn’t level out, people on fixed incomes won’t be able to handle the price increases that result. “For the sake of the economy, for the sake of a recovery, for the sake of folks on fixed incomes out there, someone better do something pretty quickly,” he said. “The fix is months, if not years away.” industry observers. Most of these carriers’ drivers probably will stay in the industry and simply move to larger carriers, either as leased owner-operators or company drivers. Rather than loss of capacity, the industry might consider this more as a shift of capacity from spot to contract, analysts said. of trucks includes two ACE units for redundancy and additional safety. Should the ACEs lose connection with the Kodiak Driver’s main computer for any reason, from a communications failure to a loose cable, the system will automatically execute a fallback. The ACE is a universal interface to all truck platforms, and Kodiak is currently working to certify the safety computer to the highest automotive- grade standard, company officials said. www.TankTransport.com JUNE 2022 I TANK TRANSPORT TRADER 21
THE ASPHALT TANK E.D ETNYRE & CO. 1-800-995-2116 [email protected] www.etnyre.com ASPHALT TRANSPORTS ASPHALT TRANSPORTS & CARGO TANKS Trust your asphalt, crude oil and lubricating oil transportation needs to Etnyre and our more than 70 years of experience in over-the-road cargo tank engineering. From high-quality construction to dependable operation you’ll have the efficiency you need to deliver product quickly. To talk about our latest asphalt transports, call Etnyre today at 815-732-2116 or contact us online to learn more. • Aluminum and steel tanks built for your specific hauling needs ensure safe and efficient material transportation • Exclusive jacketing system reduces circumference seams for proper expansion and contraction and superior heat retention • Multi-axle, spread-axle and custom trains for variety of applications • Optional pumps for faster unloading • Aluminum construction optimized for light weight and superior durability • Quick-opening, U.S. Department of Transportation compliant 20-inch manhole • Non code, 49 CFR 173.247, U.S. Department of Transportation Code 406 and 407 models available Specialists in the bulk liquid and chemical transportation industry since 1952 For more than 65 years, Girard has been on the forefront of Chemical Transportation Industry. We live by the mantra that it’s not enough to keep up with change, as leaders we must progress and move it forward; always mindful of ways to improve product design for our customers. Hydraulic Hand Pump \"External-Style\" Bottom Discharge HydraFlo Valve \"Internal-Style\" Bottom Discharge Magnetic Vacuum Breaker Pressure Vacuum Combo Vent Pressure Relief Vent Vapor Recovery Adapter Girard 20\" Manway \"Quick Clean\" Bottom Discharge Mounting Sumps [email protected] www.GirardEquip.com 800-526-4330 All parts produced in our American Foundry. The quality you expect. The service you deserve. 5 YEAR WARRANTY ON ALL PRODUCTS 22 TANK TRANSPORT TRADER I JUNE 2022 www.TankTransport.com
Specialists in the bulk liquid and chemical transportation industry since 1952 For more than 65 years, Girard has been on the forefront of Chemical Transportation Industry. We live by the mantra that it’s not enough to keep up with change, as leaders we must progress and move it forward; always mindful of ways to improve product design for our customers. Hydraulic Hand Pump \"External-Style\" Bottom Discharge HydraFlo Valve \"Internal-Style\" Bottom Discharge Magnetic Vacuum Breaker Pressure Vacuum Combo Vent Pressure Relief Vent Vapor Recovery Adapter Girard 20\" Manway \"Quick Clean\" Bottom Discharge Mounting Sumps [email protected] www.GirardEquip.com 800-526-4330 All parts produced in our American Foundry. The quality you expect. The service you deserve. 5 YEAR WARRANTY ON ALL PRODUCTS
330-474-3795 office • [email protected] www.macltt.com Contact MAC LTT for more information about your next trailer. MAC LTT 1400 Fairchild, Ave. Kent, OH 44240 MAC LTT 1430 HWY 87 E Billings, MT 59101 MAC LTT Stainless 2107 Enterprise Drive Mt. Pleasant, MI 48858 “For Energy Dispatch, it is the ease of doing business with MAC LTT that makes them the right partner for us. The communication that they have between all of their departments at all levels makes MAC LTT very responsive to any special request or feature that we want on our tank trailers. The drivers love the looks of the trailers with all the T.A.L.K Light features and the T.A.L.K. Arm System is very helpful at night at the stores while dropping fuel.” – Rick Blackburn Energy Dispatch, Fleet Maintenance Manager
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