Designers integrate ProStar+ with MaxxForce 15-liter for strong, quiet ride.

I’m heading south from Dallas on I-15 into Texas hill country. It’s not the Rockies, but it’s the best chance I’ll have to put this 2012 International ProStar+ through its paces and find out if its Big Bore 15-liter will deliver the goods. So far, this new MaxxForce 15 diesel is powering my 77,000-pound gross with relative ease.

Overdrive Executive Editor Jacks Roberts puts the ProStar+ and 15-liter MaxxForce through the paces.

A lot of motorists check out my gleaming orange-and-charcoal ProStar+. Truckers with a more practiced eye know it’s an aerodynamically styled truck, paying homage to the great International conventionals but without the sharp edges and flat surfaces.

“Our drivers like the ride and how quiet the truck is,” says Aaron Tennant, president and CEO of Tennant Truck Lines of Orion, Ill. His company runs ProStar+ tractors as its standard spec vehicle. “They also give it very high marks for the interior styling, comfort and room. I like them for their fuel economy. We’ve tested them against other trucks and found that the ProStar+ delivers about three-tenths of a mile per gallon better fuel economy than other models.”

When aerodynamic, performance and interior changes were made to the ProStar for the 2010 model year, the + designation was added to recognize those upgrades. Now any ProStar ordered in the United States and Canada is a ProStar+.

During the pretrip, a quick unfastening of the fender latches and a gentle tug on the handgrip easily opens the hood to reveal the 15-liter MaxxForce. Forged in the company’s Huntsville, Ala., plant, the engine combines the lower components, such as the block and camshaft, from Caterpillar’s C-Series of diesel engines with International’s high-pressure fuel injection system and sophisticated electronic engine control systems.

This is an exhaust gas recirculation-only engine – meaning there is no diesel exhaust fluid tank or exhaust aftertreatment system. International uses “heavy EGR” to burn off NOx particulate matter by recirculating exhaust into the combustion chamber.

You don’t just climb into this truck. It feels more like putting on a pair of jeans. And everything – from the instrumentation, switch placement, views over the hood and to the sides, to the responsive way the truck handles – reinforces that easy feeling.

This model features International’s deluxe trim package, including plush leather seats. The warm tones of wood panels and trim accent the well-lighted switches on the instrument panel. It’s highlighted by the middle console featuring International’s top-of-the-line stereo and GPS navigation systems, which are quickly mastered.

I was expecting a lot more noise in the cab from the big 15-liter, but an integrated, sound-dampening system isolates vibration from the vehicle frame as well as wind, engine and highway noise. It doesn’t hurt that the MaxxForce 15 is an inherently quiet engine, thanks to its compacted graphite iron design. CGI makes the engine lighter, stronger and quieter than engines with conventional block cast iron.

This MaxxForce 15, mated to an Eaton 13-speed manual gearbox, quickly accelerates the rig. But once at cruise speeds, the MaxxForce settles in around 1,200 rpm and stays there. Even the occasional long climb on mild grades didn’t rile it up. Downshifting becomes optional. The MaxxForce 15 might lose 4 or 5 mph at first, but by the time you’re halfway you’ll be back at target speed.

This design is truly integrated, and the solid feel behind the wheel reflects it. A 15-liter diesel isn’t for everybody, but if your application demands one, this engine fits the bill. It’s got plenty of power, but cruises as quiet as a kitten when brute force isn’t required.

2012 ProStar+ with MaxxForce 15

ENGINE: MaxxForce 15, 450 horsepower, 1,550/1,750 lb.-ft. torque at 1,000 rpm

ENGINE COMPRESSION BRAKE: MaxxForce for MaxxForce 15 engines

TRANSMISSION: Fuller RTLO-18913A 13-speed manual with double overdrive and internal lube oil pump

CLUTCH: Eaton Fuller Solo Advantage self-adjusting, two-plate, cast angle spring; ceramic, 15.5-inch diameter, soft rate damper, 1,860 lb.-ft. torque capacity with hydraulic actuation with air assist

DRIVELINE: Dana Spicer SPL250XL plus SPL170XL inter-axle shaft

Thanks to careful design of the hood and engine, access to all major engine systems — antifreeze, power steering fluid, engine oil — is a snap.

BRAKES: Bendix Antilock Brake System, full vehicle wheel control system (four-channel) with automatic traction control

FRONT AXLE: Meritor MFS-13-143A wide track, I-beam type, 13,200-pound capacity

REAR AXLE: Meritor MT-40-14X-3CFR single reduction, 40,000-pound capacity, Amboid gearing in rear drive axle

The release of the new hours of service final rule by the Federal Motor Carrier Safety Administration raises questions about operational efficiency and adds more complexity in certain situations.

Overnight parking at truck stops could get more crowded after July 1, 2013, when 34-hour restarts must include two 1 a.m. to 5 a.m. periods.

Perhaps the most controversial change, and one that could limit productivity the most, has to do with restrictions on the 34-hour restart. The final rule restricts use of the restart to once per week, and it must include two 1 a.m. to 5 a.m. periods. FMCSA acknowledges this is an attempt to reduce fatigue by pushing schedules more toward conformity with circadian body rhythms. Under the current rule, the restart can be used as often as desired, and the 34 hours can begin at any time.

The new rule requires a 30-minute off-duty break after any eight-hour driving period. The agency kept the 11th hour of driving. That surprised some, as FMCSA had indicated it favored a reduction to 10 hours.

Among changes mostly favorable to owner-operators were minor adjustments to the definition of on-duty time, which provide clarity for team drivers and daycab operators resting in parked trucks. The new regs make it legal to log two hours of off-duty time in the passenger seat before or after eight hours in the sleeper. It is now also legal to rest off-duty in a parked truck and log it as such, whether you’re in a sleeper berth or not.

Ruan Transport driver Shawn Hubbard sees the imposition of the restart’s mandatory early morning rest periods as costing him a potential $200 a week. He has a six-night-a-week graveyard shift schedule, driving usually within a 100-mile radius of his home in Southern California.

To continue the six-day schedule, he notes, he’d have to take two days off to satisfy the night-period restart requirements. Working six days on, two off – an eight-day cycle – would not mesh with his weekly dedicated operation, delivering to Target stores, or his schedule of classes he’s taking toward a bachelor’s degree.

“I can do up to $300 worth on a good night, but $200 a night is average,” Hubbard says. “If I had to give up one day a week, every week, that would eliminate $800 a month from my check.

“The people making the rules have no idea. They’ve never sat in a truck or lived in a truck,” Hubbard says. “They’ve never seen the realities of the road and the reality of shipper and receiver locations.”

That sentiment is echoed by independent Mike Crawford, Overdrive’s 2010 Trucker of the Year, who runs long-haul on a dedicated contract with Prime Inc.’s logistics arm. Drivers “always get the same answer from regulators: ‘You just have to plan better,’ ” he says. “But we can’t always plan around shippers, manufacturers, carriers and these other entities.”

Limiting the restart to one per week will also disrupt other operations. The current restart for cross-country haulers is less a tool for maximizing hours and more one that provides great operational flexibility, says Jay Thompson, president of Transportation Business Associates. “They run across the country and often reset on either end, whether [they’re] close on hours limits or not,” he says.

Restarting around shipper/receiver delays ensures the driver will be able to get back across the nation without a delay on the return trip, he notes. Without that flexibility, restart changes “could have a big impact on the most productive truckers,” those running above 2,300 miles a week, he adds.

The impact of restart changes on weekly drive time for operators at flatbed fleet Long Haul Trucking will be minimal, says Safety Director Mark Theis, “unless it is more of a dedicated run.” Even so, he says he still understands the exasperation of so many. “The government spends all this money on battling and this is what they come up with?” he says. It could cost “an average-size company with a system that scans their logs about $10,000” in software and systems modifications and driver retraining.  

Crawford doesn’t see the changes impacting his productivity, given his ability to adjust operations. “I’ll just have to learn to live with the new restart the way it is,” he says. “I’ll have to do some more planning.”

Industry down on new rule

The Federal Motor Carrier Safety Administration once again has left many groups unhappy with an hours of service revision.

The Owner-Operator Independent Drivers Association charged that the new provisions will have no impact on highway safety but plenty on the “lives and livelihoods of small-business truckers,” said Executive Vice President Todd Spencer. “The changes are unnecessary and unwelcome.”

Spencer called for more flexibility for drivers to truly improve highway safety. “Compliance with any regulation is already a challenge because everyone else in the supply chain is free to waste the driver’s time loading or unloading with no accountability,” he said. “The hours of service regulations should instead be more flexible to allow drivers to sleep when tired and to work when rested and not penalize them for doing so. It’s the only way to reach significant gains in highway safety and reduce non-compliance.”

The Truck Safety Coalition calls the 11th hour of driving “one of the most unsafe provisions of the former rule,” accusing FMCSA of bowing to industry interests by retaining it. The coalition also calls for eliminating the 34-hour restart altogether.

The American Trucking Associations called the rule’s new provisions “unsurprising. What is surprising and new to us,” said ATA President and CEO Bill Graves, “is that for the first time in the agency’s history, FMCSA has chosen to eschew a stream of positive safety data and cave in to a vocal anti-truck minority and issue a rule that will have no positive impact on safety.”

ATA has said it is researching potential legal options, though industry watcher Jay Thompson bets challenges come from other quarters first. Safety advocacy groups, he says, are most likely to issue any challenges.

Interpreting the new rule can be challenging

Interpreting all the nuances of the hours of service final rule isn’t always easy, says Rich Wilson of Trans Products/Trans Services, a safety services company. That’s no surprise, considering the document is 212 pages long.

Wilson gives as an example the change in definition of on duty time to exclude time resting in a parked truck. The rigidity of the 14-hour clock remains in place with few exceptions, but Wilson charged that FMCSA hadn’t directly addressed practical questions about how parked rest might relate to it. “If I write on my log, ‘Parked,’ does that stretch my 14-hour clock out? Do I pick up all this time because I’m resting?” he asked.

In FMCSA’s justification of the rule, the agency spells out a scenario that addresses this question, and the answer is no: “With the 14-hour limit, it is unlikely that either the carrier or driver will want the driver to spend extended periods off duty in a parked truck during the duty day because all of the time counts against the 14-hour period.”

But on other questions, Wilson said in early January, “I’m just waiting to get some definitive confirmation on what is right or wrong because I can’t even go out and teach this rule right now.”

The challenge in understanding the rule’s implications is just as great for owner-operators. Overdrive 2007 Trucker of the Year Henry Albert read the explanation of the occasional inability at roadside to verify driver compliance with the limitation of one restart every 168 hours (seven days), included in the rule. He asked himself: If drivers are required to keep in the truck seven past days of logs, plus the current day, what exactly is the problem with enforcement?

Albert and others then questioned the intent of the restart, and whether it was truly limited to “once every 168 hours.” If a driver begins a 34-hour restart period at 11 p.m. on Friday, would he be able to begin another one as early as 11 p.m. on the following Friday — 168 hours after beginning the restart? Or would he have to wait until 9 a.m. Sunday morning — 168 hours after concluding the restart?

FMCSA points out that an answer’s spelled out in the rule to allow for another restart when “168 or more consecutive hours have passed since the beginning of the last such off duty period.” That answer, of course, is buried in the language of the regulatory code in the Federal Register, not exactly easy to find.

Then there are areas where the rule can be clear, while failing to address certain situations. For example, Linda Caffee, who hauls team with her husband, Bob, notes that the requirement for a 30-minute break after eight hours of driving holds the potential to disrupt operations on certain high security loads.

“Many loads require dual driver protection, and this requires one driver to be on duty at all times watching the freight,” she says. “In order to take the half-hour break, the other driver would have to come on duty, which would start their clock,” if the driver could even legally do so.

Regarding that break, the new rule allows only haulers of certain classes of explosives to “count on-duty time spent attending the CMV, but doing no other on-duty work, toward the break.” However, explosives do not constitute the only freight where the carrier or shipper requires on-duty driver attendance of the load, Caffee notes.

“The only way on these loads is to go into a safe haven and hand over the control of the load to an observer,” she says. Safe havens, typically a carrier yard or other secure facility, will typically have “a fence and a full-time guard.”  

Will the 30-minute breaks thus create a market for safe havens on the highways? Caffee asks. “Who is going to pay for the extra miles, the extra time” to get to the safe havens? “If there comes to be a market for this, there will also be a fee associated.”

HOURS CHANGES AT A GLANCE

Current rule

Daily driving limit –11 hours

Breaks within drive time –None mandated

34-hour restart driving –No restrictions

34-hour restart frequency –Can be taken as often as needed

On-duty time –Includes any time in truck except sleeper berth

Penalties –Definition of “egregious” violations not specified

Final rule

Daily driving limit –11 hours

Breaks within drive time –Minimum 30-minute mandatory off-duty time after every eight hours on duty

34-hour restart timing –Must include two 1 a.m. to 5 a.m. periods

43-hour restart requency –Limitation to one per week

On-duty time –Does not include any time resting in a parked truck. For team drivers, two hours in passenger seat of a moving truck immediately before or after eight consecutive hours in the sleeper berth is allowed off duty.

Penalties — “Egregious” violation defined as driving three or more hours beyond limits; maximum civil penalties can be levied on drivers and carriers (if proved complicit) for such a violation.

The alternator connects the engine and the electrical system. It converts rotating power from the crankshaft to 14-volt current to charge the batteries and operate all lighting, gauges, the engine ECM and the electronic portion of the injection system. The starter plays the reverse role, converting the battery’s stored electricity into cranking power.

Wiring like the large, red, positive connection to the starter on the back of this alternator is just as important as the alternator, starter and batteries. Connections must be clean and tight. Cables must have low resistance.

While the alternator is fairly trouble-free, its function and long life depend on battery maintenance and the maintenance of all the wiring and ground systems that ensure low-resistance electrical circuits. A certain electrical system symptom can signal a problem in one or more areas, so maintenance and troubleshooting should not be restricted to one or two components.

Battery maintenance

Alternator maintenance is more about maintaining the batteries than the alternator itself. A good alternator lasts almost forever, but only if it doesn’t overheat. One good way to prevent such overheating is to keep the batteries working efficiently.

Battery grime should be cleaned periodically. Corroded connectors need to be cleaned with an abrasive material or special battery post cleaning tool. Resistance in these connections will reduce cranking power as well as prevent the batteries from being quickly charged after a cold start.

The alternator’s main job is to handle the vehicle’s electrical load, calling on 75 percent or more of its output. New batteries and good wiring reduce battery charging needs, making life a breeze for the alternator. As batteries and cables develop resistance, the alternator works harder and longer to replace what’s used for starting or supplying overnight shutdown loads.

Testing batteries once a year, preferably just before the weather gets cold, is critical.

Testing reliable start power

1.  Disconnect the cables to isolate the batteries.

2.  Use a carbon pile load tester – a big electrical resistance – to put half the rated load on each.

3.  Check the output voltage for 20 seconds of continuous loading with a voltmeter. If the voltage stays at or above 9.5 volts for more than 20 seconds, the battery will get you started.

Use a special, circular wire brush to clean battery posts. Some can be chucked into a drill to speed the process and do a more thorough job.

Voltage on a battery that is close to failing will fall off by the end of 20 seconds. If any battery fails this test, replace the entire set to ensure long life. You can inexpensively have this test done at a dealer or repair shop if you can’t do it yourself.

While this test will help ensure reliable starts, it’s harder to determine whether batteries are gradually starting to tax the alternator by losing their reserve capacity, notes Bruce Purkey, president of Purkey’s Fleet Electric. He suggests two ways you can check on this:

Testing reserve capacity

1.  Establish a baseline for good batteries by testing them when new.

• Turn off the engine. Measure battery voltage.

A hydrometer can be used to measure charge by indicating the density of the electrolyte in the cells of conventional batteries. When fully charged, the colored balls float, as shown here.

• Turn on headlights and let them drain the batteries for 30 minutes. Retest the output voltage and record the reading.

• After a year or two, you can repeat the test. After 30 minutes, if voltage drops more than when new, it shows a reduction in reserve capacity.

2 Carefully monitor battery performance while shut down overnight if you have an inverter with a low-voltage cutoff. If your typical overnight load is fairly constant, note how long it takes to get a low-voltage warning or cutoff. When that interval becomes significantly shorter, it’s time to replace the batteries.

Conventional batteries require regular addition of distilled water. Keep the cells filled for maximum performance and life, doing so once a month. When doing your monthly check of electrolyte level, carefully wipe off the top of every battery. Do this for maintenance-free batteries, too. Keeping batteries clean reduces the loss of charge during shutdowns.

Conventional batteries have the advantage that the density of the electrolyte liquid in the cells can easily be tested with a hydrometer. Remove the cap from each cell, draw a sample of electrolyte into the hydrometer, and watch what the indicator balls do. If they rise to the top of the fluid, the cell is charged. If they sink, the cell is bad, and the battery should be replaced. Always return the electrolyte to the cell once tested. Testing every six months is an excellent way to anticipate battery trouble.

Maintenance-free batteries have an indicator that changes color when they deteriorate. Check your owner’s manual for a description of how the indicator should look. When its color changes, have the battery checked and, if necessary, replaced.

More battery PM tips

• Clean and tighten connections. Twice a year, disconnect all the battery connectors and use a powered brush to clean both the inside diameter of each connector and the post. Reconnect all connections securely and then protect them with di-electric grease or a spray protectant. Note that typical, soft lead connectors continually stretch. Tighten the fastening bolts once a month to ensure maximum conductivity, or get plated brass connectors that are much harder.

• Beware cold temps. Cold weather affects a battery’s ability to give up stored power and to allow recharging. “A battery will lose 35 percent of its cold cranking amps at 0 degrees Fahrenheit,” Purkey says, “so you need a full battery charge to ensure reliable starting. Also keep in mind that a jumpstart may not be enough to get the truck ready for a shutdown even a few hours later. At cold temperatures, it can take as long as two days for batteries to become fully charged.”

This means connecting the truck to a battery charger is the best way to get the truck back to reliable operation, says Tim Ruth of Warehouse Battery Outlet. “To bring a discharged battery to its full 12.6-volt charge, charge it at a low rate for 18-24 hours, not just 2 or 3 hours,” he says.

Wiring maintenance

Purkey says many a battery cable has been the real culprit when truck owners believe they have a charging or battery problem. So when checking your batteries before cold weather, inspect the cables, as well. The Technology and Maintenance Council’s Recommended Practice 129 calls for a voltage drop of 0.5 volts or less at 500 amps of current flow. If the voltage drop is greater than this, the cable needs to be replaced.

However, you can’t tell much by just putting a voltmeter on connections because resistance doesn’t show up until there is high current. So Purkey recommends having a professional test each cable with a special instrument that uses electronics to measure resistance. In four seconds a technician can tell whether a cable needs replacement.

Alternators and heat

As the wiring inside the alternator heats up, resistance increases, reducing the unit’s output. The windings inside have insulation and soldered connections that are sensitive to heat. As loads increase beyond what the unit was designed for, it can fail. An unusual load can have the same effect as inefficient batteries, producing a snowballing effect that means long hours at maximum loads, overtaxing the alternator.

You could also do this yourself. Measure voltage at the starter positive connector while the engine is being cranked by someone else. Then take a similar measurement at the battery positive terminal and subtract the first reading from the second. “It makes a lot more sense to replace a $4 battery cable than an $80 battery when the cable is actually the problem,” Purkey says.

He also recommends checking wiring quarterly, or whenever you see corrosion starting to develop. “If you can see green, there is more of it from corrosion that is still invisible,” he says.

More wiring PM tips

• Starter and alternator positive and ground connections and any ground wires on the chassis need to be checked to ensure connections are clean and tight. Inspect and, as necessary, clean any wiring connections, whether voltage or ground. You can clean the contacting surfaces with an abrasive like sand paper. Then reinstall fasteners tightly, replacing them if corroded.

• Inspect all wiring for cracked or frayed insulation or rubbing against other parts. Repair bad wiring and protect it by using ties to keep it away from surrounding surfaces.

Alternator cooling system and belt maintenance

This Volvo D16 has a typical serpentine belt setup. To remove the belt, turn the tensioner, which is behind the alternator, counter-clockwise. Small cracks in belt grooves indicate a need for replacement.

Your alternator has a cooling system – a fan that forces air through passages in the windings. This airflow keeps resistance low enough for good output, and protects perishable insulation and internal connections unless threatened by dirty fan blades or clogged passages, Purkey says. The problem with the alternator’s location is that small oil leaks are common in the engine compartment. The dust sticks to the layer of oil, eventually coating the fan blades and possibly clogging the cooling passages.

If you see oil on the alternator, trace it back to the source and fix the leak. Then carefully clean the fan blades and air inlets in the body of the alternator with a clean rag to restore airflow.

Since the diesel is the truck’s ultimate source of power, it’s important to keep the belt system that spins the alternator in tip-top condition. Since belts depend on tension for the friction that makes them effective, check the tensioning mechanism and the alternator’s mounting system.

Testing belts and mounting system

1.  Put a wrench on each alternator mounting bolt and on any adjustable bolts that allow belt tension to be adjusted to make sure every bolt is snug. Also, look at the alignment of the pulleys to make sure the alternator and any tensioner or crankshaft pulley grooves are straight across from one another. If the back of the belt bends sideways in either direction as it comes out of the pulley groove, either the accessory itself or some other part of the system is loose or has a bent bracket or one of incorrect design. Distorted or incorrect brackets need to be replaced, as do missing bolts.

2.  Inspect each belt, looking for cracks on either the outside band or inside where the belt rides in the groove. Look carefully at the friction surface on either side of the V-shaped area. If there is any sign of cracks, or if these two surfaces are smooth from slippage, known as “glazing,” the belt should be replaced. Where serpentine belts that run around several accessories are used, check for the same kinds of cracks and glazing, plus for fraying that starts at the outside edges and works its way toward the center. Also, check to see the belt is clean and dry. If it is oil-soaked, replace it and fix the oil leak. Replace pulleys that are so old they have grooves in them where the belts ride.

3.  Test the tension of all belts that are manually adjustable with a tension gauge. You can look up required tension in your owner’s manual. Experienced do-it-yourself technicians can test tension with a thumb. You should be able to depress the belt a half-inch to three-quarters of an inch for each 10-inch span between pulleys. The belt should be snug, but slightly springy – not rock solid. Adjust the tension if necessary by loosening mounting and adjusting bolts, rotating the accessory with a socket drive to get the right tension, then retightening the bolts.

4.  If the accessories are driven by a serpentine belt, the system will have an automatic tensioner. Check to make sure the tensioner’s indicator line sits between the two lines nearby on the block. If the indicator is outside the other two lines, then either the tensioner is weak or the wrong-size belt has been installed. Either condition makes it impossible for the tensioner to do its job. If there is some tension on the belt but the indicator is not where it should be, replace the belt with one of the correct length.

5.  To check the tensioner itself, turn it away from the belt with a socket drive to remove tension, then disconnect the belt. Now use the drive to slowly rotate the tensioner from its neutral position all the way inward. If you feel any roughness or excessive friction, the tensioner’s damper is worn and the unit should be replaced. Replace the belt and start the engine. If the tensioner is working properly, the belt will operate smoothly. If the belt vibrates and the tensioner does not remain in a relatively stable position, this is another sign the tensioner’s damper is worn and should be replaced.

File under ‘don’t try at home’

It wasn’t a bad injector or cracked cylinder head that put this truck out of operation. Rather, the 2011 Mack Titan was the truck of choice for part of the 2011 World’s Strongest Man competition, held in Charlotte, N.C. Competitors acted as if roadside assistance was not available and pulled all 22,000 pounds of the Titan – a truck Mack calls the “most powerful” it’s ever built – for almost 30 yards. The contest was won by Hapfor Julius Bjornsson of Iceland.

Six tons of potato pride

Set on a trailer and pulled by a Kenworth T660, this 6-ton, 28-foot-long potato was unveiled at the Dec. 17 Famous Idaho Potato Bowl. This spud stud has since set off on a national, yearlong tour in honor of the Idaho Potato Commission’s 75th anniversary. To learn more about the tour, go to bigidahopotato.com.

Better health

Burn extra calories, reduce intake

• Drinking ice water with your meal helps you feel fuller and eat less food. Order extra ice with your drink and you will burn more calories as your body expends energy heating up the water.

• Chew each bite 40 times instead of the usual 15 most people average. Extra chewing may result in eating fewer calories per meal. The chewing motion helps fight hunger by reducing your appetite.

• Pack your daily snacks before you hit the road to avoid the need to spring for unhealthy convenience items. Put in reusable Ziplock bags and keep handy for snack attacks.

The above tips are part of our sister magazine Truckers News’ Daily Health Tip offering. Get them delivered daily via truckersnews.com/healthtips.

GAUGES

A weak second half

After a strong start in 2011, the economy continued to sputter and rates fell during the second half.

Forecast: Rising rates

Last year through November, contract rates rose an average 6.5 percent compared to year-ago figures, while spot market rates increased 7.4 percent, load matching service TransCore says. Spot market rates rose unevenly in 2011, especially for vans, says TransCore analyst Mark Montague.

Rates are likely to climb as carriers’ costs increase, and especially if the economy improves. “Expect rates to head up as soon as mid-March,” Montague says.

Monthly truck loan payment

The highest owner-operator truck note was $3,575 in a recent study done by the Mack-Blackwell Rural Transportation Center at the University of Arkansas.

* Percentages do not add to 100 percent due to rounding

Jan. 9, 2012 diesel price averages

FUEL SURCHARGE INDEX (www.FuelSurchargeIndex.org) prices are collected daily from more than 5,500 truck stops and averaged along specific routes.

Creature Comforts

Fifth-generation driver Ronnie Graves has put his own stamp on his family’s trucking tradition ever since he first sat in a truck cab as an infant in his father’s lap. Graves, a native of Sumter County, Fla., lost his left leg as a youth, but the loss served as a challenge, not a detriment, to work hard and help those in need, such as 9,700 animals in the last two years alone.

In 2011, Ronnie Graves was honored with the top responder award from Florida’s Agricultural Response Team for using his trucking resources in volunteer animal rescue efforts.

He was a long-haul trucker until 1979, when he became a full-time prosthetist and orthotist, though he kept his CDL. In 1998, after a series of devastating wildfires in Florida, he was enlisted to haul animals for the first time. He and 15 friends built compounds to house the rescued animals, and soon the State Agriculture Department and the Humane Society become involved. Graves and his wife started the Sumter Disaster Animal Response Team in 2004 after rescuing animals in Punta Corda, Fla., in Hurricane Charley’s wake.

“I had a garage full of Ford Mustangs and sold all but one,” he says, to finance the rescue equipment, including two tractor-trailers. One 53-foot trailer has 84 stainless steel kennels, four heating and cooling units, oxygen monitors, carbon dioxide monitors, living quarters for a handler and other custom features.

Graves’ rescues include dogs and cats after Hurricane Katrina and pelicans following the BP oil spill. “I transported 232 rabbits once,” he says. “Thank goodness they were all fixed.”

Those interested in being a part of the operation can find information at sumterdart.org. — Elizabeth Manning

TRUCK GALLERY

Make a wish

Leola, Pa., resident Lamar Buckwalter, former flatbed hauler and now dispatcher for JRC Transportation, uses his 2000 Peterbilt 379 in Make-a-Wish Foundation events, including a Mother’s Day convoy in Lancaster County each year. Buckwalter worked the truck full-time before retiring two years ago. The truck is powered by a 500-hp Caterpillar and an 18-speed transmission.

Port Orange special

This 1990 Peterbilt 379 hauls produce and seafood weekly between Florida and New York. The pride of owner-operator David Adorno Jr. of Port Orange, Fla., it’s equipped with a 400-hp Cummins and a 15-speed transmission. Adorno’s rig also has a pair of train horns, installed by its previous owner. Accordingly, it boasts the tag “Gone Like a Freight Train” on the back of the sleeper.

Hot Wheels

“I just wanted something different,” Midwest flatbed hauler Rich Carlson says of his 2005 Peterbilt 379’s aftermarket touches. “I wanted to make the job a little more fun.” Carlson, of Bolingbrook, Ill., has added 7-inch stacks, a 22-inch flip bumper, flamed fenders and lowered the truck’s suspension. It’s powered by a 475-hp Caterpillar and an 18-speed transmission.

SUBMIT YOUR PHOTO To display your truck online and have it considered for Overdrive’s Truck Gallery, go to the Reader Truck Gallery at www.OverdriveOnline.com.

CHANNEL 19

Reactions to news of the handheld cell phone use ban ranged from muted support to the most common theme – that the safety problem handheld phones represent might be better addressed via an act of Congress aimed at all drivers. Nabisco company driver Buddy Wenners resorted to satire in the form of a dare. He urged regulators to impose an outright ban on truck driving. Sound absurd? Well, be thankful, Wenners says, that he waited till he got home from a long run to cool down before he wrote his proposal and posted it to Overdrive‘s Facebook page. “Otherwise it would have been longer and a little ‘crazier,’ ” he says. Check out his truck ban proposal on the Dec. 9 Channel 19 blog entry, plus responses it spawned from readers in the entries for Dec. 12 and Dec. 15.

Who got occupied at the ports?

The Occupy Wall Street movement claimed solidarity with West Coast port owner-operators in early December during protests blockading ports. But some news reports told a different story, with truckers voicing frustration with the blockade at Oakland, where a reported 600 protestors converged Dec. 12. One independent noted occupiers “should be targeting the offices of corporations and politicians, not blocking independent truckers such as himself from doing business at the port,” wrote Jeff Shuttleworth of Bay City News. For links to Shuttleworth’s reporting, the open letter and more, check out the Dec. 13 entry on the Channel 19 blog.

Trucking’s top troubadour

Leland Martin’s “Workin’ Class” record, inspired in part by the owner-operator and his rig, pictured on the cover, is available for order via lelandmartin.com.

Among today’s trucking songwriters, Leland Martin brings a lifetime of guitar picking, with no shortage of truck driving, to boot. His new “Workin’ Class” record is inspired in part by specialized owner-operator Colin Stuart’s “Working Class” work and show rig. Stuart and Martin met at the 2010 Walcott Truckers Jamboree and have been talking since – many of the “Workin’ Class” songs are direct descendants of those conversations. For links to a longer feature about the record, visit the Jan. 5 entry on the blog, where you’ll also find the title track’s video, shot at the Iowa 80 Truck Stop in Walcott. Smartphone users, scan the QR here to pull up the video.

For more of the interesting and odd parts of trucking, visit Senior Editor Todd Dills’ Channel 19 blog at OverdriveOnline.com/channel19.

CALENDAR

MARCH 6-8: THE WORK TRUCK SHOW, Indiana Convention Center, Indianapolis, www.ntea.com, (800) 441-6832.

MARCH 11: DAYLIGHT SAVING TIME BEGINS, Move clocks forward one hour.

MARCH 22-24: MID-AMERICA TRUCKING SHOW, Kentucky Exposition Center, Louisville, www.truckingshow.com, (502) 899-3892.

APRIL 13-14: ATHS CHAPTERS SOUTHEAST REGIONAL TRUCK SHOW, I-40 exits 392 or 394, Knoxville, Tenn., (865) 789-7771.

APRIL 27-29: 75 CHROME SHOP ANNUAL TRUCK SHOW, I-75 exit 329, Wildwood, Fla., www.75chromeshop.com, (866) 255-6206.

APRIL 27-29: TRUCK SHOW & BBQ ATHS Central California Chapter, Kirkland Ranch, Plymouth, Calif., Dennis Chan, (916) 381-6063.

APRIL 28: ATHS NORTHWEST CHAPTER ANTIQUE TRUCK SHOW, Harold E. LeMay Marymount Museum, Spanaway, Wash., Roy Friis, (360) 866-7716.

MAY 4-5: MIDWEST PRIDE IN YOUR RIDE TRUCK/TRACTOR SHOW, Tri-State Raceway, Earlville, Iowa, Eldon Jaeger, (560) 580-8200.

MAY 6: ATHS SOUTHERN CALIFORNIA CHAPTER ANTIQUE TRUCK SHOW, Orange Empire Rail Museum, Perris, Calif., Ken Lund, (909) 790-7707.

MAY 19: ATHS SHENANDOAH VALLEY CHAPTER TRUCK SHOW, Lawn Party Grounds, Green Street, I-81 exit 240, Bridgewater, Va., (540) 478-4389, http://www.oldtrux4me@yahoo.com.

JUNE 10: ATHS METRO JERSEY CHAPTER, Automatic Switch Co., Florham Park, N.J., (973) 726-4586, http://www.thomasmulligan@msn.com.

JUNE 14-16: GREAT WEST TRUCK SHOW, Custom Rigs Pride & Polish, Las Vegas Sands Expo & Convention Center, (888) 349-4287, www.greatwesttruckshow.com.

JULY 12-13: WALCOTT TRUCKERS JAMBOREE, Iowa 80 Truck Stop, I-80 Exit 284, Walcott, Iowa, www.iowa80truckstop.com.

AUG. 11: BROCKWAY TRUCKS 100th ANNIVERSARY, Cortland, N.Y., www.brockwaytrucks.org.

AUG. 23-25: GREAT AMERICAN TRUCKING SHOW, Dallas Convention Center, Dallas, www.gatsonline.com.

Bill Hall’s True Blue was renovated as a tribute to the Dallas Cowboys football team.

“Cool looking… However, a 379 Pete, if driven 120,000 miles per year at legal interstate speeds, will consume over an additional $25,000 to $28,000 in fuel compared to an aero dyne style cab and chassis. And there is no way, so far, to get the fuel consumption down to profitable levels. If fuel continues to climb in price, these numbers increase dramatically.”

— Mike Dyster, of Chandler, Ariz., commenting on Bill Hall Jr. Trucking’s renovated 2011 Peterbilt on YouTube at http://www.bit.ly/z2Gnwz.

Fatigued? Send a text, for the record

By following a few guidelines, drivers who are harassed by zealous dispatchers in the era of electronic onboard recorders can still get a good night’s sleep. I’ve spoken to truckers who were fatigued because of dispatchers’ calls requesting that the trucker drive another 50 miles. Others have told me that Qualcomm drives them crazy with messages requesting their whereabouts.

If you don’t have a Qualcomm system tracking you, send text messages to dispatch via cell phone, which keeps a permanent record, instead of voice messages. If you’re tired, text your dispatcher that it’s dangerous to drive until you feel better. Also, federal law requires parking until you feel safe to drive.

Carriers that push their drivers beyond the point of safety are ones to avoid. They may threaten to take away your load, but unless it’s for just-in-time delivery, that threat often goes unenforced.

Carriers interested only in the bottom line are also the ones that don’t maintain their equipment. Such practices are even more important with CSA 2010 now in effect and penalizing the driver for poorly maintained trucks.

Use of EOBRs won’t prevent truckers from bad driving practices. But if U.S. Transportation Secretary Ray LaHood or someone from the American Trucking Associations can tell me how EOBRs will make highways safer, I’m listening.

GORDON ALKIRE | Riley, Kan.

How will the new hours of service rule requiring two 1 – 5 a.m. rest periods during the 34-hour restart affect you?

“They do cause problems for oversized carriers because of certain rules we have to follow, like driving during daylight.”

ROBERT CURTIS | Owner-operator leased to Lone Star Transportation

Grand Prairie, Texas

“They are trying to cut us down to the point where we can’t make any money because of the hours.”

CARLOS WALKER | Blair Logistics Inc. company driver | West Point, Miss.

“It doesn’t bother me; safety is important. The brokers will cut back our time, but that will make the freight go up, so I don’t think it will hurt us too badly.”

JOHN GREENE | Owner-operator leased to General Transport

Columbia, S.C.

“The regulations are horrible, as is anything to do with the government. They make it impossible for owner-operators.”

Jim Williams | Owner-operator leased to Williams Farms | Geraldine, Ala.

“It’s going to hurt drivers. I drive Monday through Friday, but now I can’t work the same hours, so I won’t get paid as much.”

Steve Mullins | Owner-operator leased to Tryon Trucking | Hillsboro, Ohio

“The regulations are going to hurt the industry as a whole. Drivers will be stranded in different areas because they have to abide by the regulations’ rest periods.”

Kevin Merrick | Volume Transportation company driver | Atlanta

SHARE WITH OVERDRIVE

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The mire of micromanagement

By Max Heine, mheine@rrpub.com

I feel sorry for the regulators who spent countless on-duty, non-driving hours producing the new hours of service rule. They must know better than anyone how hard it is to satisfy all constituencies, confront their endless lawsuits, accommodate the schedules of highly diverse trucking operations, and account for individuals’ varied sleep patterns. Not to mention improve safety, too.

Our coverage by Senior Editor Todd Dills (Page 20) points out a few examples of the regulators’ challenge – hard cases that don’t seem to be addressed by the new rule, interpretations that are difficult, if not impossible, to find. No doubt there are more.

Drivers better feel like working when the rule says it’s time to work, and they better be tired when the rule says it’s time

The ability of electronic onboard recorders to handle such odd scenarios and to accurately incorporate all the new changes could accelerate their adoption. However, even if they go a long way toward keeping logs legit, EOBRs won’t fix all problems with a one-size-fits-all rule that micromanages driver schedules.

Ideally, drivers should work when they’re rested and rest when they’re tired. Instead, they better feel like working when the rule says it’s time to work, and they better be tired when the rule says it’s time to rest.

When feds are telling professional drivers not to drive a minute over eight hours without stopping for a 30-minute break, or putting odd timing restrictions on a break that lasts 34 hours, it resembles instructions to kindergarten students from a teacher who’s lost control of the class.

Perhaps regulators need to produce a simpler hours rule, and balance that change with enforcement based on safety data. Carriers who push drivers too much on hours or who otherwise don’t manage them responsibly get shut down. Drivers with bad safety records lose their CDLs. The safety data is more available than ever, thanks to the Compliance, Safety, Accountability program, which already aims to toss out the industry’s bad apples.

Another route might be to offer alternative regs to encourage alternative compensation models, such as paying hourly. Or to offer carriers and drivers scheduling flexibility that increases in proportion to safety records. If an owner-operator has been a model of safety for more than 20 years, could he not be trusted to manage his own rest needs?

Indeed, there are flaws in those approaches. It would require a lot to work through them. But the system needs something that restores freedom to those who make the free market tick, and quickly removes those who would sacrifice safety to rape the free market.

With the deeper incursions into driver scheduling that have accompanied new versions of the rule, conflicts with operational realities and individual rest cycles become more glaring. It’s time for steps in another direction.

Donnie Parsons gives the same attention to his business and customers that he does to keeping his antique restoration in tip-top shape for the road.

By James Jaillet

Dreama Parsons first saw the 1971 Peterbilt 359 parked in a field not far from her Knoxville, Tenn., home in the mid-1990s. She and her husband, Donnie, a seasoned owner-operator, had stopped to look at the old rig a few times, too, but when it showed up in her driveway, she fretted.

Dreama Parsons first saw the 1971 Peterbilt 359 parked in a field not far from her Knoxville, Tenn., home in the mid-1990s. She and her husband, Donnie, a seasoned owner-operator, had stopped to look at the old rig a few times, too, but when it showed up in her driveway, she fretted.

“I thought ‘Oh, no,’ on this project,” she says of her worry that Donnie wouldn’t be able to do what he wanted with it – turn it into a full-time working rig for his nationwide flatbed operation with Mason and Dixon Lines.

But when he finished the two-year project in 1998 (while still running his 1982 Peterbilt 359 he bought brand new), the antique beauty turned into a testament of his mechanical abilities.

“He could visualize it,” Dreama says. “I couldn’t. But he’s always done things like that. He’s just got a talent for it.”

Donnie’s since made a hobby out of tinkering with the old truck, many times out of necessity more than anything else. He has run the truck as he intended for nearly 15 years.

“I work on it when I get home and keep everything working and up to date,” he says. “I’ve rebuilt the motor twice and just fool with it all the time to keep it up.”

In 1982, he bought his first truck, the one he owned and used until buying his ’71 359, after cutting his teeth hauling coal for a mining company for five years in Kentucky near where he grew up.

Parsons leased to Mason and Dixon Lines 25 years ago. He hauls steel coils and aluminum, and most of his runs are to California and back, he says. He and Dreama team up on accounting, and he has an accountant help him once a year.

Parsons picked up his mechanical prowess in the Army, where he worked as a helicopter mechanic stationed in Fort Benning, Ga., in the late 1960s. Doing nearly all maintenance and repair work himself has contributed in large part to his business’s success, he says.

He grossed roughly $110,000 in 2010 and says he takes home leftovers, about $30,000 a year, after all business expenses. He also topped the 2 million safe-mile mark last year.

“I do my own work,” he says. “I don’t take it to the shop, and I think that’s where my success has been. That and just trying to work well with people and making shippers and receivers happy.”

Dreama, whom Donnie met at Mason and Dixon in 1993 when she worked as a dispatcher, says her husband’s time and care put into the rebuild are the same traits he’s used to build his one-truck operation.

“It’s a profession for him, and he acts the part,” she says. “He’s been successful because he takes it seriously and makes sure when he accepts a load that he does exactly what he says he’s going to do.”

Wally Schnellenburger, a load agent for Mason and Dixon, has worked with Parsons since 1986, and echoes that his professionalism and customer service are part of his success. “We’ve never had any problems at all with Donnie on delivery or timing or anything else,” Schnellenburger says. “He’s one of the best.”

Rags to riches: the restoration of Parsons’ 359

The narrow-window style of the 1971 Peterbilt 359 is what originally caught Donnie Parson’s eye in 1996. The truck sat in a nearby neighbor’s yard, and Parsons says he was ready to pounce as soon as its owner put it up for sale.

“It had 1.5 million [miles] on it. It wasn’t totaled out or anything — it just needed updating and painting and restored,” Parsons said.

So he tore the truck down to the frame, sandblasted it and starting building from there. He pulled a 1985 engine out of a truck at a local junkyard to rebuild and fit into his.

He also added a newer transmission, updated the truck’s lighting, added cruise control and electric windows and put it back on the road in 1998.

“I’ve had some issues with it, but I’ve never had to get a tow truck for it,” he says. “I always make it back home.”

He’s put 700,000 miles on it in the 14 years he’s driven it.

Water retreats

Five years ago, Donnie Parsons and his wife Dreama spec’d and ordered an 80-foot houseboat that’s since been parked on Cherokee Lake in northeast Tennessee, about an hour from their home.

Parsons says the couple’s able to visit the lake at least twice a month in the summer and usually once or twice a month other times of year. They also celebrate holidays and other events there.

DONNIE PARSONS

1949: Born May 22

1967-1969: Worked as helicopter mechanic in U.S. Army

1982: Bought first truck, a 1982 Peterbilt 359

1987: Leased to Mason and Dixon Lines

1996: Married Dreama Kessel

Donnie Parsons is a finalist for the 2012 Owner-Operator of the Year award, which is sponsored by Overdrive and the Truckload Carriers Association. The winner will be announced at TCA’s annual convention, March 3-6, 2013, in Las Vegas.

The American Moving and Storage Association named Atlas Van Lines driver Charles Allen the association’s 2011 Special Commodities Super Van Operator. Allen, a specialized transport driver, has logged 3 million miles safely in his 27 years in trucking and received the Atlas Safe Operator Award for 16 consecutive years. The Super Van Operator awards recognize drivers who provide the best in safe, reliable and customer-oriented service.

HONORS

Decker Truck Line Inc., based in Fort Dodge, Iowa, selected Earl Lavine and Jerry Schad, in the flatbed and reefer divisions, respectively, as November Drivers of the Month… Epes Transport System, based in Greensboro, N.C., was named Walmart General Merchandise Gold Carrier of the Year and a top nominee for the Truckload Carriers Association’s Best Fleet to Drive For Award. Epes drivers garnered the following recognitions: Freddy Bell, TCA Driver of the Year Award finalist; Eric Betts, carrier referral contest winner of a Silverado truck; Tim Britt and Donald Washburn, referral contest winners of $5,000 each… Heartland Express Inc., based in North Liberty, Iowa, was named Walmart’s 2011 Sam’s Carrier of the Year.

EXPANSIONS

Decker Truck Line plans to add up to 50 new drivers in conjunction with the opening of its new $2 million, Bessemer, Ala.-based terminal, which will serve 16 Southeastern states for a fleet of nearly 70 primarily flatbed trucks…Monroeville, Ala.-based Hornady Transportation purchased 40 new International ProStar tractors equipped with auxiliary power units and new, 53-foot aluminum flatbed trailers… Kane Is Able Inc., a Scranton, Pa.-based logistics provider, purchased 50 new lightweight, automatic-transmission tractors… U.S. Xpress Enterprises, based in Chattanooga, Tenn., expanded refrigerated team service to 100 trucks and expects to have 250 tractors by yearend.

ISX 12-liter for regional, vocational hauls

The ISX12, built for regional hauls and vocational and specialty applications, uses components of the big-bore ISX15 to offer more power and better fuel economy than its predecessor, the ISX11.9, the company says. An enhanced cooled exhaust gas recirculation system, a single variable-geometry turbocharger, the proprietary XPI fuel system and Cummins aftertreatment system with selective catalytic reduction technology are borrowed from the ISX15. The engine is designed for rigorous duty cycles, including dump and mixer trucks and refuse applications. The engine’s horsepower and torque ratings are appropriate for regional haul and daycab operations in Class 8 trucks.

The engine’s standard horsepower ratings range from 310 to 425. Production will begin in March.

CUMMINS, cummins.com

Plug-in seat warmer

The seat heater plugs in to any Class 6, 7 or 8 truck’s 12-volt outlet and warms to a maximum of 110 degrees. Installation of the heater takes less than five minutes. The product is available at original equipment truck dealers.

SEATS INCORPORATED, seatsinc.com,

(800) 443-0615

Supernova series

Grote Industries’ Supernova lighting series has added integrated flange 4-in. stop, tail, turn and dual-system back-up lamps to its collection. The LED light has a cushioning gasket seal to keep out water and debris, and a lens-to-housing seal that reduces moisture and component corrosion. The flange design mounts directly onto the vehicle, and each lamp features concise potting that holds the lamp’s solid-state circuit board.

GROTE INDUSTRIES, grote.com

Tire pressure monitoring system

The new commercial truck tire pressure monitoring system measures pressure and heat buildup. It is installed inside the wheel to prevent theft. The system records any significant air loss over time caused by leaks in the tire. Drivers can hook up to any trailer without having to register sensors on the tractor.

ESCO, esco.net, (800) 754-1117

Sentinel tracks fuel pressure

The new TURBO3000D Sentinel monitors fuel pressure and provides early warnings on low pressure or abnormal pressure fluctuations to help prevent fuel system breakdowns. The Sentinel is available at Travel Centers of America and Petro Lube stops. The Sentinel is designed to be exclusively used with the Turbo3000d, a fuel/emissions reduction device. The TURBO3000D contains no moving parts. Its maker says it requires no maintenance and has better fuel economy, increased horsepower, quicker throttle response and smoother idle.

TURBO3000d, www.turbo3000d.com, (877) 526-7728

Memory foam mattress

The Big Dawg Memory Foam mattress conforms to your body for a soft and supportive feel. The American-made mattress is 10 inches thick and has a plush 2-in. bamboo-fabric pillowtop.

SLEEPDOG, sleepdogmattress.com, (866) 953-1019

Gloves for truckers

The Panther Driver’s Gloves line now includes leather gloves lined with 40 grams of 3M Thinsulate lining. The gloves come in sizes small through XX-large.

GALETON COMPANY, galeton.com,

(800) 221-0570

The three contenders for the 2011 Owner-Operator of the Year award are Kirby Killgore of O&S Trucking, Larry Severson of Dart Transit Co. and Bryan Smith of Art Pape Transfer.

The 2011 Owner-Operator of the Year will win a Cummins-powered Dodge Ram.

The contest is sponsored by Overdrive and the Truckload Carriers Association. The grand prizewinner will be announced at TCA’s annual convention March 4-7, at the Gaylord Palms in Kissimmee, Fla.

Also announced there will be the 2011 Company Driver of the Year, sponsored by Truckers News and TCA. The three contenders are John Moeller of Roehl Transport, James Coles of MacKinnon Transport, and Ronald Round of Pottle’s Transportation.

The six truckers competing for the honors were among other finalists featured in Overdrive or Truckers News during 2011. 

Kirby Killgore

“We are pleased to be able to honor these exemplary truckers in the pages of Overdrive and Truckers News,” said Jeff Mason, senior vice president of trucking for Randall-Reilly Business Media & Information Co., which publishes Overdrive and Truckers News. “And thanks to the generosity of our sponsors – Cummins and Dodge – each winner will receive a Cummins-powered Dodge pickup truck.”

Bryan Smith

To be eligible for the contests, driver applicants had to meet certain minimum criteria, such as having driven one million consecutive, accident-free miles. Selection of the top three in each category was based on safety record, efforts to enhance the industry’s image and contributions to their communities. For owner operators, judges also reviewed business plans and financial statements.

The 2012 competition is underway. Finalists are being profiled in both magazines this year. The top three in both categories will be named in late 2012 and the grand prizewinners will be recognized at TCA’s 2013 Annual Convention in Las Vegas.

— Staff Reports

SHORT HAULS

NEARLY $1.6 BILLION from the Federal Highway Administration will be available to states and territories to help cover the costs of repairing roads and bridges damaged by natural disasters. Vermont, hit by Hurricane Irene, will receive $125.6 million; North Dakota will receive $89.1 million for damage caused by spring 2011 runoff; and Iowa will receive $37.5 million to repair damage caused by Missouri River flooding.

FREIGHT INCREASED 0.3 percent in November from October, as measured by the American Trucking Associations’ seasonally adjusted For-Hire Truck Tonnage Index. For the year, tonnage was up 5.4 percent over the same period in 2010.

CLASS 8 TRUCK ORDERS for December were 46 percent higher than in November and 11 percent greater than a year earlier, says FTR Associates. Modest growth is expected in 2012.

DAIMLER TRUCKS North America will add a second shift and nearly double production at its Freightliner Truck Manufacturing Plant in Cleveland, N.C., this year. The company plans to hire about 1,100 workers to increase production. The increase in production capacity is designed to reduce a six-month order backlog for Cascadias.

Cross-border program lawsuits advance

A court has consolidated lawsuits opposing the U.S. cross-border program with Mexico. Meanwhile, a second Mexican carrier has gained operating authority under the program. 

The Teamsters union, Public Citizen and Sierra Club petitioned the U.S. Court of Appeals for the 9th Circuit Nov. 15. The court granted the Department of Justice’s request to transfer that case to the District of Columbia’s appellate court, where the Owner-Operator Independent Drivers Association had filed suit July 6, also seeking to block the program from proceeding.

On Jan. 6, the court ordered oral arguments in both cases are to be on the same day before the same panel of judges, but no date had been set. The Federal Motor Carrier Safety Administration’s brief was due Feb. 1 and the petitioners’ reply brief Feb. 22.

The agency had granted provisional operating authority to Moises Alvarez Perez of Tijuana, Baja California Dec. 28. The carrier, DBA Distribuidora Marina El Pescador, lists one truck and one driver, according to a Jan. 9 FMCSA report.

Transportes Olympic, which has one truck and two drivers, was the first program participant to deliver beyond the border zone Oct. 21. The carrier, based in Apodaca, Nuevo León, is the only applicant to receive permanent operating authority.

Distribuidora Marina, Transportes Olympic and Grupo Behr of Apodaca, Nuevo León, have cleared Pre-Authority Screening Audits, which the agency conducts on applicants to verify program compliance.

FMCSA had intended to grant Grupo Behr authority, but announced Oct. 14 it would extend review to investigate questions raised by groups on its PASA results.

The agency reported Jan. 9 it had conducted compliance reviews in Mexico on Distribuidora Marina and Transportes Olympic in February 2009 under the previous cross-border program.

PASA results are pending for three additional program applicants.

On Oct. 20, the agency’s Office of Inspector General began its program audit for Congress, in accordance with 2007 law. It will decide if sufficient data exists to determine if the program reduces trucking safety and whether compliance can be assured.

Turnpike rates rise

Turnpike toll rates in Ohio, Pennsylvania and New Jersey increased Jan. 1.

Under the new rates, the cost to travel the entire 241-mile Ohio Turnpike from Indiana to Pennsylvania for five-axle vehicles increases to $44 from $40 for cash customers. The E-ZPass rate for the end-to-end turnpike rises to $35 from $32.

Higher truck rates in New Jersey, Ohio and Pennsylvania were among toll increases implemented in several locations the first of the year.

Rates for travel between one or two interchanges may not change, the Ohio Turnpike Commission said. The new rates were approved by the Ohio Turnpike Commission in March 2009. View 2012 rates at ohioturnpike.org.

Cash tolls on the Pennsylvania Turnpike rose 10 percent on Jan. 1, while E-ZPass rates stayed the same.

For a trucker driving from the Ohio border to the Delaware River Bridge, the five-axle cash rate increased to $185.50 from $168.60. Rates are unchanged for E-ZPass customers, who account for about two-thirds of Turnpike travelers, the Pennsylvania Turnpike Commission said.

The increase is applied to all vehicle classes on all Turnpike sections except the Southern Beltway (Turnpike 576) in Allegheny and Washington counties, where rates are unchanged, the PTC said. For details, go to paturnpike.com.

In New Jersey, cash five-axle rates for the length of the New Jersey Turnpike jumped more than 50 percent to $49.75 from $32.50. E-ZPass tolls increased to $45.45 from $29.70. Garden State Parkway tolls rose 50 percent.

This is the second phase of a two-phase toll increase approved in 2008. Visit www.state.nj.us/turnpike for details.

— Staff reports

— Jill Dunn

SHORT HAULS

A FORMER FEDERAL Motor Carrier Safety Administration official in New York state was sentenced to 18 months in prison for accepting bribes from trucking companies.

James H. Wood, 45, of Delevan, N.Y., former supervisor of the Buffalo office of the Federal Motor Carrier Safety Administration, pled guilty in June to taking bribes from third parties working for Canadian trucking companies. Wood also was ordered to forfeit $41,300.

SURFACE TRANSPORTATION trade between the United States and Canada and Mexico rose 12 percent in October over a year earlier to $79 billion, according to the U.S. Department of Transportation. U.S.-Canada trade increased 14 percent year-over-year, while U.S.-Mexico gained 9 percent. 

Baltimore bridge tolls rising

Tolls on Baltimore Harbor bridges and tunnels were raised Jan. 1, the first of two toll hikes over the next 17 months.

The cash rate for five-axle vehicles on the JFK Highway (I-95) and the Hatem Memorial Bridge (U.S. 40) rose from $30 to $36 and will increase to $48 on July 1, 2013.

For the Fort McHenry Tunnel (I-95 and I-395), Baltimore Harbor Tunnel (I-895) and Francis Scott Key Bridge (I-695), the cash toll for five-axle trucks increased from $12 to $18 on Jan. 1 and will go to $24 on July 1, 2013.

For the Harry W. Nice Bridge (U.S. 301) and William Preston Lane (Bay) Bridge (U.S. 50 and U.S. 301), the cash rate rises from the $15 to $36 by 2013.

— Staff reports

December strong for trucking jobs

The for-hire trucking industry added 5,100 new payroll employees in December, the most in one month since March, according to preliminary numbers the Bureau of Labor Statistics released.

The gain comes on top of small upward adjustments for October and November.

Compared with December 2010, trucking employment is up by 40,100 jobs, or 3.2 percent. The number of trucking jobs, just under 1.3 million, remains 157,200 jobs, or 10.8 percent, below peak employment in January 2007.

The BLS numbers for trucking reflect all payroll employment in for-hire trucking, but they don’t include trucking-related jobs in other industries, such as a truck driver for a private fleet.

— Avery Vise

SHORT HAULS

TRUCKERS FOR TROOPS campaign by Owner-Operator Independent Drivers Association raised $73,560 for care packages for military personnel overseas, primarily in Iraq and Afghanistan. Shell Rotella donated $5,000.

TRAILER NET ORDERS increased in November to 28,393, according to ACT Research. The monthly order volume is the strongest since March 2006.

Safety board urges total cell phone use ban

The National Transportation Safety Board recommended banning all U.S. drivers from using mobile phones or sending text messages, even with headsets or portable speakers, to prevent distracted-driving crashes.

Systems built into cars and global positioning systems wouldn’t be affected nor would passengers. Phones could be used to call 911.

NTSB announced its recommenda-tion during a hearing detailing its investigation into an August 2010 crash in Gray Summit, Mo., in which a 19-year-old pickup driver sent or received 11 text messages in 13 minutes before hitting the rear of a tractor-trailer. Two school buses collided with the stopped trucks. The pickup driver and one bus passenger were killed, and the truck driver and 37 other people were injured.

NTSB’s recommendation would have to be adopted separately by each state since states have authority over driver behavior. States should adopt electronic-device bans and support the laws with aggressive enforcement like they have with seatbelt use and drunk driving, NTSB Chair Deborah Hersman said.

Fatal accidents caused by distracted operators have increased in all modes of transportation, including trucks, planes, trains, boats, buses and private cars and trucks, Hersman said. The use of phones by operators is so prevalent that securing call records and the devices themselves is one of the first steps investigators now take after accidents, she said.

NTSB called for a total ban on mobile phones for truck and bus drivers in September. The Federal Motor Carrier Safety Administration banned handheld cell phones for interstate truck and bus drivers last month and banned texting in January 2010.

— Staff reports

SHORT HAULS

TEN TRUCKER FAMILIES from the United States and Canada received $700 each in this year’s Trucker Charity Christmas Group fundraiser. The 10 families were selected from among 23 nominations. Since the all-volunteer Christmas group was formed in 2008, more than $37,000 has been raised and distributed to 59 needy trucking families. The money is donated by drivers and others in the industry.

Groups want hours lawsuit dismissed

Both sides in the lawsuit that resulted in the new hours of service rule have asked a federal court to dismiss the case.

The Washington, D.C., appellate court had asked both parties on Dec. 7 to file motions to govern further court proceedings. They were given until Jan. 23, when the Advocates for Highway and Auto Safety, Teamsters union, Public Citizen, Truck Safety Coalition and the Federal Motor Carrier Safety Administration filed a joint motion requesting voluntary dismissal of the case.

The court, per the parties’ 2009 settlement agreement, is holding the case in abeyance while the agency undertook a new HOS rulemaking to replace the 2008 HOS rule that prompted the lawsuit.

— Jill Dunn

HIGHWAY HAPPENINGS

FLORIDA. Two I-75 rest areas near Tampa-St. Petersburg that were torn down have been rebuilt. The new rest area on northbound I-75 north of State Road 56 (Exit 275) has 58 truck parking spaces, while the rest area on the southbound freeway south of County Road 54 (Exit 279) has 53 truck parking spaces.

ILLINOIS. Truck speed limits on non-interstate highways in the state increased Jan. 1. Big rig speeds on various four-lane roads rose to 65 mph from 55 mph on more rural roads outside of Chicago, matching the passenger car speed limit.

KENTUCKY. The U.S. 60 Ledbetter Bridge across the Kentucky River is closed to heavy trucks until 2014 as the state builds a new bridge nearby. Truckers face a 120-mile detour on U.S. 60 to U.S. 641.

MARYLAND. A state pilot program provides truck parking in select park and ride lots during snowstorms of six inches or more. A new smartphone application also is available to locate parking at 45 locations statewide where park and ride lot snow removal also is provided.

NEVADA. The state banned all drivers from texting and using hand-held cell phones while driving. Hands-free cell phone use is allowed if the device is used throughout the call. The law is a primary offense, meaning law enforcement can stop and cite drivers solely for that offense.

NEW HAMPSHIRE. A new law increases the maximum weight limit by up to 400 pounds for trucks equipped with auxiliary power units. A 2005 federal law allows states to permit trucks to exceed the 80,000-pound limit to encourage use of idling-reduction technology.

OHIO. Construction on I-75 in Dayton will continue until 2017. The first phase involved adding a third I-75 lane in the area of Ohio Route 4, while removing a sharp curve and other work to relieve congestion. Work is ongoing to add lanes in the area of U.S. 35, with the last phase of the project ahead to improve the interstate through downtown Dayton.

OREGON. Under a new law, trucks that aren’t equipped with an auxiliary power unit or other idle-reduction technology are prohibited from idling more than five minutes an hour on property open to the public. Idling is permitted for defrosting, air conditioning and heating when outside temperatures are below 50 degrees and above 75 degrees. Idling up to 30 minutes is allowed while a truck is waiting to load or unload, as well as loading or unloading.

PENNSYLVANIA. Cash tolls on the Pennsylvania Turnpike increased 10 percent on Jan. 1, while E-ZPass rates stayed the same. For a trucker driving from the Ohio border to the Delaware River Bridge, the 5-axle cash rate increased to $185.50 from $168.60. Rates remained the same on the Southern Beltway (Turnpike 576) in Allegheny and Washington counties.

TENNESSEE. A bridge for U.S. Hwy. 41 over the Tennessee River at Nickajack Lake is expected to be complete by February 2014. The existing bridge has been closed. A detour route that adds 1.5 miles to the current route has been posted.

Court sets EOBR deadline for FMCSA

A federal court has given the Federal Motor Carrier Safety Administration until Feb. 6 to answer a cease-and-desist motion regarding truck electronic on-board recorders.

On Jan. 24, U.S. Court of Appeals for the Seventh Circuit issued the deadline for the FMCSA’s response to the Owner-Operator Independent Drivers Association’s motion.

Last August, the association successfully appealed the agency’s 2010 recorder rule. That regulation would have required EOBRs for all trucks used by a carrier with a greater than 10 percent rate of noncompliance with hours-of-service regulations in any single compliance review

The court determined that “the rule cannot stand because the agency failed to consider an issue that it was statutorily required to address.” The Truck and Bus Safety and Regulatory Reform Act of 1988 “requires the agency to ensure that any such device is not used to ‘harass vehicle operators.’”

— Jill Dunn

TCA Highway Angels named

Guy Knudsen, a driver for ABF Freight System of Fort Smith, Ark.; Gyslain “Juice” Lemelin, a driver for N. Yanke Transfer of Saskatoon, Saskatchewan; and W. Paul Lothary, a driver for Tom Joy & Son Trucking of Peshtigo, Wis., have been named Highway Angels by the Truckload Carriers Association.

On Jan. 7, 2011, Knudsen was driving westbound on Interstate 80 east of Reno, Nev., when he came around a blind curve in a narrow canyon. Blocking the road was an upside-down car with no lights. He swerved but could not avoid hitting it.

As Knudsen asked his dispatcher to call 911, another truck hit the vehicle. Together, Knudsen and this truck driver attempted to prevent traffic from further hitting the wreck.

Knudsen figured the driver of the original vehicle must have been ejected from the car prior to the collisions. He injured himself and risked his own life by jumping over a barricade and sliding down a steep embankment to the eastbound lanes. There, he found a dazed and confused woman with a head injury near the edge of the freeway.

Knudsen moved her to safety as the ambulance and police arrived at the scene above. Eventually, Knudsen got the disoriented woman to stay in place while he climbed back up the embankment to notify the authorities where she could be found.

On Oct. 23, Lemelin was heading west on the Trans-Canada Highway near Virden, Manitoba, when he was passed by two people in a pickup truck. As they passed by, Lemelin smelled a burning chemical-like odor coming from the pickup. Just moments later, he saw white smoke in the distance and knew the motorists were in trouble.

By the time Lemelin arrived at the scene, the truck was on fire. He used his fire extinguisher to put out the flames while the motorists removed their dogs and valuables from the vehicle. When the fire was out, he allowed the couple to use his cell phone to call for assistance.

On Nov. 7, Lothary used his truck to block traffic from causing further harm in the aftermath of a serious accident on Highway 41 in Germantown, Wis.

One man was pinned inside his vehicle, his nose was split open and had numerous injuries to his eyes and face. Lothary checked his breathing, placed pressure on his wounds and made him comfortable until authorities arrived.

— Staff reports

Cargo theft rises in 2011

FreightWatch International Jan. 19 said the number of U.S. cargo theft incidents reported last year increased 8.8 percent from the year before.

FreightWatch said 974 cargo theft incidents were recorded last year, with an average value of $319,000 per theft incident. Many cargo thefts aren’t reported.

“While the rate of theft continues to rise, we are pleased to see the average value per incident begin to decline,” said Barry Conlon, chief executive officer of FreightWatch, a global logistics security services provider. “This shows that shippers and the industry as a whole are beginning to secure their high-value cargo more effectively, forcing criminals to target less valuable loads.”

According to the firm, the most commonly targeted freight in 2011 was food and beverage products, electronics and building materials. Specific items most targeted by criminals include televisions, canned food products, cell phones, energy drinks and roofing materials. Those items can be sold easily on the black market.

The top four states for cargo theft were California, Florida, New Jersey and Texas. More than 87 percent of the thefts were full truckload or container thefts.

Thefts targeting electronics continued to decline from previous years, accounting for 17 percent of incidents last year, compared with 38 percent five years ago.

One of the reasons the average theft value dropped was the pharmaceutical theft average loss fell sharply from previous years.

— Staff reports

Embezzler gets 13-year sentence

A Kentucky judge has sentenced a former Mercer Transportation employee to 13 years in prison after she pleaded guilty to embezzling more than $1 million from the company.

On Jan. 11, Jefferson County Circuit Judge Irv Maze sentenced Jennifer Carmichael, 37, of Louisville. Carmichael pleaded guilty to the entire 96-count indictment, according to the Office of Commonwealth Attorney, which had prosecuted the case.

A Louisville Metro Police Financial Crimes Unit investigation indicated the mother of two children had embezzled from the owner-operator truckload carrier over an eight-year period.

— Staff reports

Navistar loses SCR lawsuit

A judge dismissed Navistar’s legal bid to force the U.S. Environmental Protection Agency to recall 2010 model year engines using selective catalytic reduction to cut truck emissions.

Navistar is using in-cylinder exhaust gas recirculation-only technology to meet the current standards in conjunction with banked EPA credits for meeting and beating pre-existing emissions regulations in effect prior to the 2010 regulations.

Navistar alleged in the suit filed July 5 with the U.S. District Court for the District of Columbia that the truck maker, a contractor it hired and the California Air Resources Board all say nitrogen oxide emissions skyrocket when drivers don’t keep diesel exhaust fluid topped off, rendering EPA’s SCR rule “irrelevant” altogether. Furthermore, Navistar accused EPA Director Lisa Jackson of not doing her duty to uphold the Clean Air Act and her agency of not doing its part to protect public health. U.S. District Judge Colleen Kollar-Kotelly dismissed Navistar’s claims.

Navistar said in July the lawsuit was about ensuring a level playing field in the heavy-duty truck market. Testing done by Navistar showed that operators can “defeat” SCR systems by adding water or other substances to the system instead of DEF, allowing the trucks to operate indefinitely, in violation of 2010 emissions regulations. SCR engine manufacturers, however, said the lawsuit was nothing new.

EPA in June had updated its guidance for certification of truck engines using SCR to reduce emissions, calling on SCR engine makers to continue developing warning systems that alert drivers when the truck’s DEF tank is nearly empty or filled with a liquid other than DEF. The June guidance, mostly in response to previous claims made by Navistar that SCR technology can be circumvented, also urged OEMs using SCR to research methods that would inhibit tampering with SCR system operation and incorporate further inducements for drivers to comply.

Navistar previously had sued both EPA and CARB over their acceptance of SCR technology without stronger measures to prevent engine operation without DEF or an operational SCR system. The truck maker in 2010 settled both lawsuits by garnering a commitment for further review.

— Staff reports n