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INDUSTRY NEWS
PETERBILT’S DENTON PLANT
Peterbilt’s Denton, Texas, manufacturing plant celebrates
its 40th year of operation. Since its beginnings in August
1980, Peterbilt’s Denton plant has become the main
manufacturing facility for the brand. The plant began
operation as a 435,000-sq-ft facility with 81 employees on
80 acres of land. Today it sits on 238 acres, employs over
2,500 people, and has over 700,000-sq-ft of space spread
over multiple buildings. Of those original 81 employees
Peterbilt congratulates Susan Bishop and Ken Montgomery
who are still working at the plant today.
“During the past forty years Peterbilt has built over
629,000 trucks in the Denton plant,” says Leon Handt,
Peterbilt assistant general manager operations. “We’re
constantly investing and implementing new technologies
and processes to improve our quality and efficiency for
the future. The past five years alone have seen investments
in automated overhead parts storage and retrieval,
automated guided vehicle assembly lines, additional
emissions reduction equipment, a brand new test
building as well as numerous enhancements throughout
the plant.” Additionally, Peterbilt added The Peterbilt
Experience inside the plant for customers to see glimpses
of Peterbilt’s past, present, and future. For more, visit
www.peterbilt.com.
Octillion Power Systems, provider of advanced lithium-ion
storage systems for electric mobility, announced a new
demonstrator program for battery leasing. The program
allows fleet customers to lease batteries when they
purchase vehicles. Participating fleet operators can source
batteries through a five-year “lease-to-own” program, with
no up-front payment. Access to the program will be on a
first-come, first-served basis. Leasing is a critical leverage
tool to drive the adoption of electric commercial vehicles.
Leasing allows fleets to realize the benefits associated with
operating electric vehicles versus those powered by internal
combustion engines (ICE). For more, visit www.octillion.us.
FOOTPRINT WITH OPENING OF
Mack Trucks dealer Vanguard Truck Centers recently opened
a new facility in Georgetown, Texas. This expands the Centers’
sales and service support for the rapidly growing region north
of Austin, Texas. The 19,288-sq-ft facility rests on six acres at
2144 Interstate 35 Frontage Road, offering easy access from
the highway. The Vanguard facility is the eighth Vanguard
Truck Centers location in Texas and the 19th site overall for the
group. It will initially offer $500,000 in parts inventory with
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INDUSTRY NEWS
plans to increase the amount at a later date. The facility has 12
drive-through service bays, taking up about 11,400 sq ft of the
dealership footprint. Another 5,300 sq ft is dedicated to parts.
The new Georgetown dealership opened on April 1. It has 16
full-time employees, with three master service technicians, one
mobile service technician, and two master service advisors. For
more, visit www.macktrucks.com.
In 2018, Michelin created its Services and Solutions division
addressing business challenges and providing innovative
solutions for sustainable connected mobility. In support,
Michelin introduces its cloud-based platform—MAESTRO—
creating a stronger, more effective relationship between
service providers, fleets, and Michelin. MAESTRO provides
real-time digitization that reduces billing errors and improves
timeliness and service turnaround time. MAESTRO’s easy-to-
use scheduling and real-time communication features also
maximize productivity for servicing vehicles and planning
for future loads. This platform creates an ideal experience
for customers while also driving simplification and efficiency
within their internal business processes. Additionally, Michelin
designed MAESTRO to deliver precise accuracy, enhanced
efficiency, and insightful intelligence in service event and sales
order management. For more, visit www.michelinman.com.
WORKSPORT ANNOUNCES LAUNCH
Worksport Ltd announces the global launch of its
TerraVis
™
System. The add-on solar accessory will electrify
conventional trucks and provide a meaningful charge for
electric pickups and other light trucks. TerraVis is a fusion
of solar engineering, technology, and design for pickup
trucks, the top-selling vehicles in North America. TerraVis
will provide users with a customized user experience.
It allows the ability to do more with the truck while
providing a meaningful energy source with no carbon
footprint. Worksport has developed and refined this new
technological breakthrough for many years. It has also
applied for the appropriate patents to preserve and secure
its intellectual property.
Along with the TerraVis, Worksport also launched a
website that contains photos, videos, and technical materials
(such as installation instructions and warranty information).
In the near future, the new Worksport site will also use
a proprietary revenue-centric backend system where
Worksport customers can place and manage orders, as well
as track shipments, and pay account balances. Additionally,
this technology will place Worksport in a key position as an
advanced vertically integrated, connected, and accessible
manufacturing brand. For more, visit www.goterravis.com.
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INDUSTRY INSIGHT
Are you one who waits
until the last minute to
prepare your vehicles for the
winter? Do you find yourself
pouring in antifreeze and
new oils the night before
or the morning of the first
freezing temperatures of the
season? Do you find yourself
having to replace certain
parts because you didn’t
prepare them properly? If
you fall into those categories,
listen up. Dan Holdmeyer of
Chevron Lubricants is here to
help ready your fleet for the
cold months ahead.
DAN HOLDMEYER
Get Your Fleet
Ready for
Winter with
these Tips
LET CHEVRON LUBRICANTS’ INDUSTRIAL SECTOR
MANAGER CLUE YOU IN
HELD THE POSITION?
For the past six years
my role has been the Chevron North
American Lubricants Industrial
Sector Manager. As the Industrial
Sector Manager I am responsible
for industrial segments that include
construction, mining, agriculture,
and waste haulers. My duties include
making certain we have the right fluids
(which includes coolants, greases, and
oils) for each segment and support
them with appropriate services and
programs to help our customers
achieve “Best in Class” performance.
PREPARING FLEETS FOR COLD
WITH US?
Since a portion of my
portfolio includes engine coolants,
many people easily think of checking
their antifreeze, and that is critical.
It is good to monitor your coolant
system year round. To prepare for
winter, one should check the coolant
for the proper antifreeze concentration
for freeze protection, generally 50%
glycol and 50% water provides freeze
protection down to -34 degrees F or
for extremely cold conditions 60%
glycol and 40% water provides freeze
protection down to -62 degrees F.
The thermostat should be checked for
proper operation. Check hoses and
connections for leaks and correct any
issues. Another important check is your
battery for its power, which will be
required to start the engine in extreme
cold, and check to make sure the
terminals are clean and the cables are
in good condition.
Synthetic lubricants do
provide improved low temperature
fluidity allowing for easier starting
and better fuel economy during the
winter. Besides your engine oil, the
transmission fluids and gear oils should
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13
be checked and possibly changed
to synthetics. If your truck has a
centralized grease system, a lower NLGI
grade grease should be considered to
enable the system to pump the grease
to lubrication points in extreme cold.
IN TOP SHAPE IN
THE WINTER?
With increased biodiesel
use, fuel additives and fuel maintenance
is even more important. Biodiesel fuel
will gel at higher temperatures than
conventional diesel fuel, so avoid fuel
pump and injector failures. DEF (Diesel
Exhaust Fluid) heaters also should be
checked. Now is a good time to change
wiper blades to enhance vision during
winter storms and avoid windshield
damage from broken wiper blades.
Another trick to improve winter driving
vision is to clean headlights with a
polishing kit. This prevents snow and
slush from sticking easily, allowing
headlights to shine brighter.
OWNERS TO PREP THEIR FLEETS FOR
THE WINTER?
Instead of explaining the
importance, let me give a examples of
some of the consequences that could
come for fleets who don’t prepare
for winter.
• Belts, hoses, and wipers are more
likely to fail or malfunction due to
extreme winter conditions
• Roadside breakdowns with expensive
repairs including towing and lost
revenue
• Frozen fingers
• Cold and brittle parts
• Seals become less supple; leaks occur
• Water in vehicle’s fluids cause
corrosion and prevent lubrication;
forms ice
• Linkage and hinges become finicky in
the cold
• Salt and snow makes a brake job
more difficult
• In winter, everything takes longer.
Thaw things first, clean out snow,
salt, etc. because it doesn’t taste
so good and stings your eyes if you
have to crawl under your truck
during winter.
ADDITIONAL THOUGHTS?
Following the
above tips can really help fleet
owners looking to winter-proof
their fleet. In addition to these
tips, Chevron offers a Kool
Tools Maintenance Kit to help
develop a “Best in Class” coolant
maintenance program.
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LIGHT-DUTY WORKTRUCK SHOWCASELIGHT-DUTY WORKTRUCK SHOWCASE
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HOW DID THEY FARE IN MICHIGAN’S UPPER PENINSULA
By Jade Brasher
Silverado HD
Snow Day with
BOSS Snow Plow
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K
nown for their toughness
and ability to work long and
strenuous hours, a snowplow
driver’s job is to keep the roads
safe so the rest of us can go about
our daily routine. As simple as the
job may sound, it's definitely a
challenge, and I got to experience
it firsthand. Back in February of this
year, Chevrolet and BOSS Snowplow
hosted a crew of journalists to
experience a day in the life of
a snowplow operator, and I’m
here to report.
We were flown into Marquette
County, Michigan—a place the
National Weather Association
deems as one of the snowiest
places in the United States with
an average snowfall of 141 inches
per season.
The journalists were split into
groups of two, and Chevrolet
loaned each group a Silverado
HD to drive to the event. Just as
luck would have it, it snowed the
morning of our plow activity. Being
from the South, I had never driven
in the snow. When it snows where
I’m from, we all just stay home.
However, I was feeling very up to
the challenge—especially in the
Silverado HD.
BUILT TO PLEASE
Thankfully my driving partner was
from New York and was able to
give me pointers on driving in the
snow. But even with my lack of
experience, the drive was easy, and
I attribute that to the machine I was
driving. Even though I was behind
the wheel of a vehicle that is
thousands of pounds heavier than
my everyday vehicle, I didn’t feel
panicked by the snow on the roads
as the truck handled very well. I
enjoyed my driving experience in
snowy Marquette country.
But in reality, I’m sure what
constitutes the Silverado HD as a
pleasure to drive depends on who’s
driving and why they’re driving. I
can’t help but to think that when
a snowplow operator is in the cab
long hours of the day in inclement
weather, perhaps they’ll most
appreciate the Silverado HD’s large,
comfortable interior. The HD Crew
Cab adds about 3 inches in length,
which gives the driver and the back
seat passenger more legroom.
Drivers are also seated at a higher
position in the HD, giving them a
better view of the plow and the
road ahead.
Features that I personally
appreciate in the Silverado HD are
its wide uses of technology. The
trucks are equipped with Apple
CarPlay and Android Auto with
built-in 4G LTE Wi-Fi. They also
feature eight available cameras
that give drivers 15 different views
(including transparent trailer view
and Surround Vision).
With the Silverado HD’s use of
helpful technology (and a little bit
of patience with an inexperienced
snow driver) my partner and I safely
made it to our destination to try
our hand at plowing snow.
BUILT TO WORK
This trip to plow snow in Michigan’s
Upper Peninsula wasn’t my first
time imitating work in the Silverado
HD. I guess you could say I’ve been
around the truck a bit. Last year,
I towed heavy equipment around
Mt. Bachelor near Bend, Oregon,
with the truck. I was also at the
Silverado HD reveal in Michigan
back in February 2019. Each time
I get behind the wheel, I’ll admit, I
do get a little excited. When sitting
in the driver’s seat of the Silverado
HD, work feels a little less like work
(hence, the “imitating work” above)
and more like pleasure.
The Silverado HD truly adds a
sort of “effortless power” to work
truck operations. When hauling
LIGHT-DUTY WORKTRUCK SHOWCASE
THE SILVERADO HD FEATURES
AN INTEGRATED BLOCK HEATER
OUTLET CONVENIENTLY LOCATED
FOR EASY ACCESS EVEN WITH A
SNOWPLOW INSTALLED. NO MORE
DANGLING CORDS!
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UPFIX
T
hose who don’t employ snowplows in their fleets might not
realize how specialized the snowplow industry is. It’s an
industry that requires round the clock work with long and
sometimes odd hours. It’s an industry that remains a mystery
among many in regions with little to no snowfall. It’s an industry
whose trials and hard work might largely go unrecognized, but
that doesn’t make the job any less important.
If you’re in the business of plowing snow or salting roads
and you’re getting your fleet ready for the upcoming season,
look no further than these pages to get a head start on your
equipment search. From complete truck packages to specific
equipment to lighting, let Modern WorkTruck Solutions
help you find the perfect addition to your snowplow or salt
spreader fleet.
Searching for Snowplow
Equipment?
BONNELL
Bonnell Industries Inc., has manufactured road and truck equipment
in its hometown of Dixon, Illinois, for 60 years. Family owned, the
company was started by J.L Bonnell in 1960 when he saw the need for
a mobile welding service in the local community. Bonnell is now in third
generation ownership and proudly manufacturers five main product
lines. This truck was built for one of its municipal customers located in
the Chicagoland area. The upfit includes a Bonnell Commander truck
body with top screens, Aero tarp roller, lighting package, Force America
hydraulics, Bonnell underbody scraper, and Bonnell front mounted
plow.
www.bonnell.com
VIKING CIVES
Viking Cives presents the Tennessee Department of Transportation (TDOT) Winter
Truck Package. This Western Style, cross-memberless dump body design is a
staple for Viking Cives. The durable quarter-inch Hardox steel body is corrosion
resistant and is perfect for the harsh terrain of snow and ice applications. This
Tennessee Department of Transportation design features fully enclosed, trapezoid-
style long sills and a removable double-acting, high-lift tailgate. Viking’s stainless
steel dual auger spreader, 10-ft underbody scraper, and MW30R10 plow with a
Corten moldboard has proven to meet any challenge a snowy winter can muster.
www.vikingcives.com
WE’VE GOT YOU COVERED
MEYER
www.meyerproducts.com
The commercial-grade Meyer Super Blade plow is bigger and stronger than any other adjustable
plow on the market. With the press of a button, it can expand from 8 ft to 10.5 ft and back again or
anywhere in between. The wings extend as a pair or independently at your command. The Super
Blade is 32-inches high in the center of the moldboard, while the outer adjustable wings measure
36-inches high, giving unprecedented plowing efficiency. Other features include:
• Five-year warranty
• Standard Nite Saber LED lights for better sight
• Industry-leading ground clearance means less chance of bottoming out
and allows higher stacking capability
• A pistol grip controller with self-diagnostics reduces downtime
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bought specifically for this trip—and
headed out to the fleet of Silverado
2500 and 3500 HDs.
SNOWPLOW BOSS
What’s the point in having a great
snowplow if your truck is no good? On
the flipside, what’s the point in having
a Silverado HD that’s built to plow
when your snowplow is, well, less than
spectacular? Before we went out into
the snow, the folks at BOSS gave us a
rundown of the snowplow industry:
what contractors expect from their
plow and plow manufacturers, typical
applications for plowing, plows used,
and ice control equipment. Turns out
from BOSS’ research, snowfighters
want an easy-to-operate, reliable
product from a manufacturer that is
there when help is needed and stands
behind their product. BOSS strives to
meet all of those expectations.
If you’re unfamiliar with the
industry (as I am being from Alabama),
you’d be surprised at the work,
equipment, and possible headache
that goes into being a snowplow
contractor. Think: Long shifts that
begin at any hour of the day and end
only when the job is done; specialty
equipment that is right for the job;
and keeping watch for homeowners
getting in your path while clearing
their driveways and vehicles passing
you while plowing.
Due to the stressful nature of
the job, it’s important that at the
very least, a snowplow should be
capable. When running the grounds
of the Sawyer International Airport,
I realized what a long, difficult job
snowfighting can be without proper
equipment, which, thankfully we had.
Each Silverado HD was equipped with
BOSS snowplows of all kinds: straight,
expandable, and V plows. BOSS touts
itself as being the number one brand
of truck plows in the United States,
and after plowing for a bit myself, I
could see why these plows could be
considered the boss.
FOR THE JOB
One thing I’d like to note about
BOSS snowplows is their operating
controllers. These devices can
be hand held, dash mounted or
floorboard mounted—whichever you
find increases efficiency. We used a
hand-held controller in our truck. The
controller had an on/off switch at the
top and five, large buttons, which was
great for inexperienced snowfighters
like myself, but it’s also great for guys
and gals who plow long hours during
the winter. Having only five buttons
simplifies operations and gives crews
one less hassle to juggle. The backlit
buttons were simple to read and even
easier to use, so I could focus on the
task at hand—pushing that snow.
The kind of plow you’ll use really
depends on the job. Our truck was
equipped with a straight plow, so
there were areas of the Sawyer airport
course we weren’t able to drive in
without several passes with the V
plows first. I’m told V plows are great
for breaking up snowbanks whereas
the straight plow is best for plowing
The Chevrolet Silverado HD above, featuring the Alaskan Snow Plow package, is equipped with a
BOSS spreader.
Journalists and media professionals grouped off
into each truck to try their hand at plowing the snow.
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lots and driveways. However, just
because you’re pushing snow without
breaking snowbanks doesn’t mean the
job isn’t tough. It took several passes
in the same area for the crew in my
truck to clear a safe path, and we
also tried a little snowbank-breaking
action of our own. “You’re not going
to hurt the plow,” said Mark Klossner,
VP of marketing at BOSS, as we cut
into the sides of the bank. He was the
designated snow plow expert for the
crew of journalists in my group.
TOUGH ENOUGH
Perhaps he said we wouldn’t hurt
the plow because of our hesitation
to get too close to the snowbank.
Once we started hitting the bank, the
noise from the plow-to-snow collision
shifted our casual conversation to a
nonconfrontational screaming session.
In addition to the noise, the truck
jarred and jolted as the plow tore
through the sides of the bank. I was
nervous we would do some serious
damage to the plow or the truck, but
they both held tight, proving their
capability and then some. After the
V plows trudged through the more
difficult part of the course that was
deemed too dangerous for the straight
plow, Mark was able to get us into the
trenched area.
Looking into the trench, I could
tell it had been passed by snowplows
several times over the past hour. Yet
when we got in to plow through it,
it seemed as though we were the
first ones to make a pass. Rough
would be an understatement. I will
say, however, the whole experience
was one of the most exhilarating of
my career. Not only was it a thrill
to cut through the snowbanks and
give the plows a beating, it was also
quite fun seeing all the journalists
in other trucks ramming into
snowbanks and bouncing through
the trenches themselves.
If this trip taught me one thing,
it would be to show mad respect to
all the snowfighters who run plows
for hours on end. I don’t know if I’d
be tough enough to endure on a
daily basis the noise and the jarring I
experienced from just a few hours—
and this was on a closed course.
I can’t imagine what it’s like for
snowfighters in the public who must
maintain constant awareness of other
vehicles and pedestrians crossing their
plow’s path.
BE THE BOSS
It didn’t take long for the other
journalists and me to understand just
how tough a snowplow must be to get
the job done. And the same goes for
the truck that’s pushing it. At the end
of the day, many factors determine
whether it’s a good or a bad day of
snowplowing. But the one thing you
don’t want to have to worry about is
the capability of your truck and your
equipment. With a Silverado HD and
a BOSS snowplow, along with the
customer and dealer support from
both brands, you’ll have two fewer
things to worry about on your shift as
a snowfighter.
ABOUT THE AUTHOR
Jade Brasher is the editor of
Modern WorkTruck Soluons
magazine. A graduate of The
University of Alabama, Jade resides
in Tuscaloosa, Alabama, and enjoys
of course, work trucks. Reach her
at jade@mwsmag.com. Find out
more about BOSS snowplows, visit
www.bossplow.com.
The Silverado HD above, paired with a BOSS plow, was the truck used
by Jade and other journalists in her group.
The freezing temperatures ensured tightly packed snow that was tough
to cut through, but the BOSS plows cut through it easily.
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5 Steps to a
Better Health
Care Plan
IMPROVE DRIVER HEALTH,
REDUCE SPENDING BY
FOLLOWING THESE FIVE STEPS
By Donnie Marcontell
C
rises remind us of the important
purpose those in the trucking
industry serve. During COVID-19,
it’s delivering personal protective
equipment, medical supplies, and
hand sanitizer. After 9/11, it was
mail when the US Postal Service
decided it wanted to ship by ground
rather than air.
In 2001, Bancroft and Sons
Transportation LLC, a Fort Worth and
Arlington, Texas-based federal motor
carrier, answered this call by shifting
its entire fleet to carry mail instead of
commercial products. Six years later, it
had 130 trucks moving mail all across
the country, and now nearly 20 years
later, Bancroft’s business still booms.
In 2017, the company decided to
make bold changes to the health
plan they offered employees, which
is one of the reasons they’ve been
able to navigate changing business
conditions. Bancroft and Sons had
a higher turnover rate and often
struggled to attract and retain
qualified drivers. This was partly
due to providing a traditional, yet
expensive health benefits plan, which
rendered minimal control of annual
rising costs.
Bancroft and Sons now offers a
higher-quality, lower-cost health plan
to employees, which has resulted in
lower turnover. After the first year, the
company lowered costs by $300,000,
was able to cut deductibles in half,
and slashed their drivers’ premium
contributions by 40%.
So, how did Bancroft and Sons do
it? And more importantly, how can
other trucking companies do the
same? It starts with following these
five steps from Dave Chase, CEO and
co-founder of Health Rosetta, an
organization that aims to accelerate
the adoption of simple, practical,
nonpartisan fixes to the US health
care system.
1
LEARN TO BE LIBERATED
The status quo approach to
health benefits is to provide a health
plan via a brand name insurance
carrier. These are quality carriers with
good intentions, but they often have
misaligned financial incentives due to
market dynamics. A better approach
for many employers is to use a self-
insured health plan. When properly
structured, self-insured plans provide
a better opportunity to control costs,
while still protecting the employer’s
liability. Moving to a self-insured
health plan was the first fundamental
change Bancroft and Sons made.
2
INFRASTRUCTURE
The next step was to
partner with an experienced benefits
advisor. It is critical for leaders to
understand that they don’t have to go
it alone. There are benefits advisors
willing to work transparently, plus
partner the client alongside carrier-
independent third-party administrators
(TPAs) and other vendors with aligned
financial interests.
3
BENEFITS
Many pharmacy benefit
managers (PBMs) are well known for
hidden fees, shell-game pricing,
and taking drug manufacturers’
money to promote specific drugs.
Business owners can gain more
value and savings by partnering with
a transparent PBM. A transparent
PBM returns 100% of manufacturer
rebates to the employer,
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25
contractually agrees the employer owns
their claims data, and is most effective
at managing drug costs and quality.
4
Primary care providers
are the bedrock of the highest-
functioning health systems. But, in
the current high-volume, fee-for-
service reimbursement model,
providers are stressed and find it
difficult to properly diagnose patients.
Therefore, the best investment
an employer can make is to provide
employees access to Direct Primary
Care (DPC) providers. DPC practices
are paid based on their quality of care,
have a much lower volume of patients,
and are thus able to better diagnose
the physical and emotional needs
of patients.
For truck drivers who spend long
hours sitting down and are often
eating at greasy spoons, a value-based
primary care model like DPC can reduce
downstream costs in the form of fewer
long-term medical conditions like heart
problems or chronic back pain. Most
importantly, it’s better for the health
and well-being of employees.
5
EXTRACTING PPO
NETWORKS
The initial idea behind PPO networks
was to trade guaranteed patient
volume for lower costs using a smaller
network. After many years, that’s
no
longer the case. Major carrier networks
are great at selling their “discounts,”
particularly for hospital charges, but
these “discounts” are often 250 to
500% higher when benchmarked
against what Medicare pays.
Bancroft and Sons decided to
rent a PPO network for physicians
and ancillary providers only and use
reference-based pricing and direct
bundled contracts to pay a fair price
to hospitals and facilities. Reference-
based pricing pays hospitals a fair
percentage more than Medicare,
but often significantly less than PPO
network rates.
Thanks to following these five
steps, Bancroft and Sons was able
to save money, better recruit and
retain talent, and recently reach
a monumental step in the family-
owned business’ history: Its 50th
anniversary. There’s nothing stopping
other trucking companies from soon
experiencing the same success.
ABOUT THE AUTHOR
Donnie Marcontell is senior client
he builds health plans using the
www.onedigital.com.
Chain Reaction
A REVOLUTIONARY “TEXTILE” CHAIN
TECHNOLOGY MAKES OPEN-DECK CARGO
SECUREMENT EASIER ON FLATBED, LOWBOY,
DROP-DECK, AND GOOSENECK TRAILERS
A
nyone who’s ever secured cargo
with chains knows that simply
getting the chains in position
to begin securing the payload can be
quite a task. Thirty-ft lengths of half-
inch, 100-grade steel chain can weigh
as much as 85 lbs each, 98 lbs if you
carry the necessary 15-lb load binder
at the same time. Now, multiply that
by the number of chains that may be
needed to adequately secure a load,
and you can be talking about a lot of
cumulative weight.
“We use a different amount of chain
for each load depending on the load
weight and available securement points,”
says Ace Carter, engineer for Northwest
Logistics Heavy Haul, an Oklahoma-
based heavy-haul service provider doing
business throughout the US and Canada.
“A theoretical load requiring 14 30-ft,
half-inch 100-grade steel chains and
binders with a 15,000-lb working load
limit (WLL), would add up to about 1,372
lbs of securement. Simply deploying this
is a long and strenuous task for even a
two-man crew.”
OPERATIONS
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DOLECO
®
’S
REVOLUTIONARY
DONOVA
®
POWERLASH
TEXTILE LASHING
CHAIN AND TIE
DOWN SYSTEM IS
MADE OF HIGH-
PERFORMANCE
DYNEEMA
®
FIBER.
heavy-duty feature
AUGUST 2020
WWW.MWSMAG.COM
MODERN WORKTRUCK SOLUTIONS
SHACKLED
Once the chains are situated around
a trailer and its cargo, the real work
begins. Some cargo items have
engineered
anchor points that enable
workers to connect load securement
devices directly to the cargo. This is
known as “direct” securement. Other
cargo articles have nothing to attach
to, so the securement has to pass
through, over, or around the article.
This is known as “indirect” securement.
Carter says that on larger loads like
tanks, a team of two would generally
be used to secure the load. One
person usually throws a guide rope,
attached to the chain, over the tank
to a second person on the opposite
side of the trailer, who then pulls
the chain up and over the vessel as
the first helps guide it. “Either way,”
Carter begins, “steel chains take time
to set and secure, and it’s physically
demanding work.”
Steel chains aren’t just heavy, they
can also be abrasive. When using
them, Northwest often had to use
carpet, rubber, fire hose, and other
liners to protect their cargo’s finish
from damage. The process sometimes
required climbing ladders and the use
of manlifts or forklift baskets. This led
to more materials to buy, transport,
store, and maintain. More care was also
required when handling, orienting, and
securing heavy chains to avoid damage
to payloads that could ultimately result
in customer dissatisfaction.
THE MISSING LINKS
In 2018, Carter and Northwest
began exploring a cargo securement
technology from Doleco USA that
promised to alleviate some issues
surrounding the use of steel chains
for cargo securement. Doleco’s new
product had the potential to completely
change Northwest’s approach to load
securement with steel chains.
Doleco’s DoNova® PowerLash Textile
Lashing Chain and Tie Down System is
made of high-performance Dyneema®
fiber. Dyneema’s ultra-high-molecular-
weight polyethylene (UHMWPE)
material is 15 times stronger than steel
by weight, and when made into chain,
up to 85% lighter—so lightweight, in
fact, that it floats on water.
“The DoNova PowerLash Textile
Lashing Chain has extremely low
moisture absorption, is self-lubricating,
is highly resistant to corrosive chemicals,
and is 15% more resistant to abrasion
than carbon steel,” says Ralph Abato,
president and managing director
of Doleco USA. “The textile chain is
available with a WLL as high as 22,000
lbs, more than that of half-inch steel
chain and just under the 22,600-lb WLL
of 5/8-inch steel chain.”
Northwest’s crews needed only 10
DoNova PowerLash Tiedowns to do the
job of 14 steel chains. Coupled with
other tangible benefits, Northwest
decided to give the DoNova product
a try.
“Less weight means easier handling,
less fatigue, and a lower potential for
injury,” Carter says.
Carter notes that now his folks can
toss the guide rope over and pull
the lightweight DoNova PowerLash
Textile Lashing Chain over a tank and
secure both sides without worrying
about scratching the tank’s finish.
He believes that DoNova chains save
time and effort while reducing worker
fatigue and risk of injury.
“Now we have less effort required for
securement, less risk of personal injury,
less gross weight to haul and permit,
fewer securement devices required on
some loads, and the 10-metric-ton-
capacity matches securement points
on many of our European trailers,”
Carter says.
CHAIN-GING THE GAME
Securing cargo on an open-deck trailer
can be daunting at times. Construction
materials and equipment in particular
present challenges. Those securing cargo
and vehicle operators must be familiar
with federal regulations and must have a
working knowledge of the physics of how
cargo behaves once it’s in motion.
DONOVA
®
POWERLASH
TEXTILE LASHING CHAIN
IS LIGHTWEIGHT AND
EASIER TO HANDLE
AND MANIPULATE THAN
STEEL CHAIN.
27
MODERN WORKTRUCK SOLUTIONS
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AUGUST 202028
Depending on the type of load and
the requisite securement method called
for, those doing the securing have a
number of decisions to make. Some
cargo types are simpler than others.
Some are downright complicated,
requiring significant physical effort.
Some loads may be heavy, have sharp
edges, or be prone to shifting. Climbing
into, onto, and around items in order to
attach restraints can expose workers to
a host of hazards.
“Maybe your heavy-haul drop deck
or lowboy trailer is carrying large or
articulating equipment to and from an
off-highway worksite,” Abato says. “If
so, you have to know that any and all
hydraulic arms need to be secured, and
that any dirt and rocks left on the deck
may be considered ‘unsecured cargo’ by
the authorities.”
The extremely low weight and
flexibility of DoNova PowerLash chain
promotes easier handling of heavy-
duty load securing devices. It can be
easily thrown over large loads or guided
around complex cargo geometries
without damaging them or their finish.
With DoNova, individual workers can
handle long lashing chains of more than
60 ft all by themselves.
The textile chains can also be
shortened very quickly since all hooks of
the tensioning device can be attached
directly to the flexible chain links. This
chain is particularly well suited for heavy
use since it is extremely resistant to
abrasion, chemicals, and even seawater.
TANGIBLE CONTRAST
Doleco also developed load binders
for the DoNova Textile Chain. At just
three quarters as long as a standard
load binder, the DoRa® Ratcheting Load
Binder fits into spaces but expands to
enable users to reach twice as far as any
other. The compact size and extra length
of the DoRa save users time and trouble
because they don’t have to detach
and reattach chains when periodically
retensioning cargo.
“Doleco’s DoRa Ratcheting Load
Binder is 20% shorter than others,
extends to twice their length, and
makes chain retensioning a breeze,”
Abato says. “The patented spindle-in-a-
spindle design of the DoRa Ratcheting
Load Binder … is designed specifically to
work as a system with Doleco’s DoNova
PowerLash Textile Lashing Chain.”
With its WLL of 22,000 lbs, the
DoNova PowerLash 25/8 may be used
with the lashing strap as a tensioning
element. Doleco’s Heavy Duty 2-inch
Ratchet with Gear Drive features
webbing made with Dyneema and
special eye hooks and coupling links that
can substitute for standard load binders.
It also gives the system an increased
tensioning range at a reduced weight.
The WLL of the tensioning elements
employed (straight pull or loop) are
easily matched to the WLL of the textile
chain and hooks effortlessly into their
respective chain elements.
DoNova can also be used as a head
sling. If a load has no fastening points,
it can be secured with a sling that runs
over and/or around the cargo.
Few new products offer the quantity
of dramatic advantages delivered
by Doleco’s advanced textile chain
technology. The contrast between steel
chain and the DoNova PowerLash Textile
Chain is quite tangible.
“All I have to do is let folks hold a steel
chain in their bare hand and a DoNova
Textile Chain in the other,” Abato says.
“People immediately understand that
this is an advancement in material
engineering and industrial design that
will have implications that extend far
beyond cargo securement—there’s
almost always a slight look of awe on
their face.”
FOR MORE INFORMATION
Find out more about Doleco USA
Chains, visit www.doleco-usa.com.
NORTHWEST
ALSO USES DONOVA
POWERLASH
TEXTILE CHAINS
TO SECURE LARGE
DEMETHANIZER
VESSELS FOR
TRANSPORT.
NORTHWEST LOGISTICS
HEAVY HAUL USES DOLECO’S
DONOVA POWERLASH TEXTILE
CHAINS TO SECURE LARGE
PAYLOADS WITHOUT MARRING
THEIR FINISH.
OPERATIONS
Anti-Idling Regulations
for Utility Work Trucks
Expected to Intensify
After COVID-19
CITY RESIDENTS ARE LIKELY TO DEMAND CLEANER
AIR GOING FORWARD. HOW WILL UTILITIES RESPOND?
By Jack Johnson
A
s countries around the world
continue moving toward stricter
environmental regulations,
the pressure to double-down on
vehicle anti-idling laws may intensify
soon. People living in densely-
populated areas experienced a stark
improvement in air quality in the
wake of the COVID-19 pandemic and
subsequent shelter-in-place orders
with fewer cars on the roads.
A study published by IQAir in late
April 2020 analyzed the levels of what
they call "the world's deadliest air
pollutant," fine particulate matter
(also known as PM 2.5) in 10 major
global cities that enacted wide-
spread quarantines and stay-at-
home measures in response to the
COVID-19 pandemic.
The study showed a reduction in air
pollution particulate levels by 31% in
Los Angeles and 25% in New York City
compared to the same period in 2019.
Compared to the average particulate
level over the previous four years, LA's
air pollution dropped by 51%, while
NYC's dropped by 29%. Of the 10 cities
that IQAir collected and analyzed, nine
of 10 had reduced air pollution levels
compared to the same period the
previous year by up to 60%.
In an effort to help countries set
goals for reducing pollution, the
World Health Organization (WHO)
created a set of standard targets
for reducing ambient, or outdoor,
air pollution. During California's
statewide lockdown, not only did
LA meet WHO target air quality
guidelines for the longest time period
since the guidelines were created,
but it also had the cleanest air quality
month ever recorded for the city.
Photographs of large American cities
over the last several decades contrast
greatly with ones taken during stay-
at-home orders and
quarantines,
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TECHNOLOGY
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31
and innumerous first-hand anecdotal
accounts about the decreased pollution
levels show a clear preference of city
residents for the cleaner air.
POLLUTION’S IMPACT
While we're still learning about the
impacts of COVID-19 on the body,
John Hopkins reports that lasting lung
damage appears to be a collective
experience for those most afflicted.
This damage worsens when patients
experience secondary respiratory
ailments like pneumonia, sepsis, or
lung failure while fighting or recovering
from the virus, and data from the
BBC show that air pollution may
have an impact on COVID-19 patient
recovery. Dr. Panagis Galiatsatos of
Johns Hopkins Bayview Medical Center
estimates that it could take patients'
lungs from three months to over a
year to return to pre-COVID normal
function, leaving them more vulnerable
to lung issues in the meantime.
Besides those experiencing or
recovering from COVID-19, city
residents suffering from ailments
like asthma, COPD, lung cancer, and
other pulmonary diseases reap the
benefits of reduced air pollution. This
respite and the desire to maintain the
newfound cleaner air could increase
pressure from the general public to
minimize future air pollution.
UTILITY SERVICE IMPACT
According to the US Department of
Energy, the elimination of vehicle idling
would equate to removing 5 million
vehicles from the road. For many cities
and states, the elimination or reduction
of vehicle idling may be a step toward
permanently reducing air pollution. The
Green Car Congress concludes that more
than half of US states already have some
form of anti-idling or idle-reduction
legislation, but a survey of 48 US transit
agencies in 2015 named "the nature
of fleet operations" as their greatest
barrier to aligning operations with idle-
reduction regulations. With so much
precedent across the country, it may not
be long before other states follow suit
and take a simple step toward cleaner air.
While eliminating idling is
environmentally important, access to
idle-free vehicles remains limited by
high prices and low availability. Market
and scale pressures continue to prevent
production of EVs that would meet
requirements of the work truck world.
Plus, the initial price of the vehicle
doesn't include the cost of implementing
charging infrastructure on-site and
the additional electricity necessary to
charge them. Depending on current
infrastructure, the logistics of integrating
those changes can be more complicated
than initially meets the eye. Additionally,
according to research completed by UPS
in collaboration with GreenBiz, "A fleet
of 200 to 300 electric trucks ... requires
up to four times the power needed for a
facility designed for diesel trucks."
Many facilities aren't equipped for the
electrical output required to integrate
an electric fleet, necessitating additional
infrastructure upgrades before they
could even begin using electric work
vehicles. Due to the legislations already
in place, organizations that rely upon
specialty work vehicles and utility trucks
are scrambling to find an alternative to
the standard vehicles used for years. A
possible solution, however, is closer to
their grasp than they may realize.
HYBRID AUXILIARY POWER
Although some fleets may not view
fully electric trucks as affordable for
their commercial, municipal, or utility
operations, there's another option for
economically reducing work vehicle
idling: hybrid auxiliary power systems.
A hybrid auxiliary power system is
exactly what it says: a power system
for vehicles that's separate from the
vehicle's main power system. They can
be used to run heavy power tools, power
lift buckets, run cabin A/C, and more
without idling the engine. There are big
cost savings in eliminating engine idling,
too. According to Volta Power Systems,
Fleets could save nearly $15,000
per truck per year in fuel, vehicle
maintenance, and depreciation costs.
Fleet managers can opt for these
systems in newly-purchased work trucks
or, if they aren't interested in fully
replacing their current fleet, can retrofit
them on existing vehicles. Some systems,
like the ones developed by Volta Power
Systems and currently in operation with
Oklahoma Gas & Electric, are capable of
charging with an alternator while driving,
eliminating the need for expensive
charging infrastructure. Hybrid systems
offer a scalability that isn't possible
with full-EV solutions and don't place a
limit on range. Systems that integrate
into nearly any chassis can retrofit a
full mix of fleet vehicles, maximizing
existing investments and ensuring
standardization for new vehicles.
The ability to economically and
efficiently create an idle-free fleet
is the first step toward meeting new
and upcoming emissions regulations
while maintaining adequate power
levels to complete necessary work. As
the global shift toward environmental
consciousness continues, the ability
to easily integrate technologies that
prioritize protecting public health in a
financially responsible way will lead the
way into the future.
ABOUT THE AUTHOR
Jack Johnson is the founder and
CEO of Volta Power Systems.
Jack has 16 years’ experience
with Johnson Controls providing
leadership in advanced material
science, new technology launches,
and structured turn arounds on an
was asked to lead the launch of
where he was responsible for
$250M capital development for the
lithium-ion plant. In 2014 Johnson
decided to use the lessons learned
in advance lithium-ion and start his
smaller OEMs in advance energy
deployment. Find out more, visit
www.voltapowersystems.com.
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TECHNOLOGYTECHNOLOGY
D
uring the period from 2009
to 2018 (the latest figures
available), fatalities in collisions
involving large trucks have been on
an upward trajectory, rising from
3,147 to 4,136 according to the
Insurance Institute for Highway
Safety. Both the human and financial
costs of these crashes demand that
we act. Fortunately, technological
developments give fleet managers
a range of effective tools to develop
the safety programs we need to
make roads safer and the trucking
industry stronger.
TELEMATICS
Telematics: You’ve likely heard
the term before, but do you
know where it got its name?
Telematics is a combination of
the words telecommunications
and informatics and refers to the
transmission of information over
long distances. It is now almost
exclusively used to refer to vehicle
telematics—communicating vehicle
information over long distances. The
growth of telematics was the result of
several breakthroughs.
Although telematics in and of itself
is not a safety technology, it can help
turn other technologies into more
effective safety tools.
FMS
The main purpose of a fleet
management system (FMS) is, as it
says in the name, to help manage your
fleet. These systems digitize much of
the juggling work necessary to run a
fleet. An FMS, which can work from
a central server, coordinates vehicle
and driver schedules, maintenance
schedules and costs, fuel costs,
among other functions. You can think
of it as a database optimized for
use with fleets.
At a very basic level, an FMS can
play a role in fleet safety—making
sure drivers are on proper schedules,
which can cut down on drivers’
“wasted time” when they are waiting
around not on the clock and not
resting. In addition, maintenance
scheduling and engine monitoring
help prevent mid-trip equipment
failures that can lead to dangerous
situations. However, with the addition
Rising
Fatalities in
Truck-related
Collisions
Technological developments
give fleet managers a range
of effective tools to develop
fleet safety programs.
WHAT CAN TECHNOLOGY DO?
AUGUST 2020
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33
of telematics, these systems can make
further contributions to fleet safety.
These telematics systems can
identify speeding and use g-sensors
to track when and where vehicles
are braking, accelerating, and
cornering harshly—all behaviors often
associated with poor driving habits.
Harsh braking can indicate tailgating,
harsh cornering indicates either
speeding or not adjusting to road
conditions, and harsh accelerating
indicates aggressive driving.
Telematics can also pinpoint where
these incidents occurred, which can
provide important context; if a wide
variety of drivers are cornering harshly
at a particular location, maybe it’s the
location and not the driver.
CONTEXT CLUES
Of course, there is the issue of context.
On a blog post, Chris Hemedinger,
manager of SAS Communities, once
compared driver evaluations based on
this type of data to judging someone’s
driving while sitting in their car with
your eyes closed, “with your eyes shut,
you're denied important information
such as your location, traffic conditions,
speed limits and traffic signals, and
weather conditions. Sightless, your only
source of data comes from your sense
of motion as the vehicle accelerates,
slows down, and turns.”
In order to get this context, you
need to sit down with drivers and go
over their routes in detail, discussing
any out-of-the-ordinary incidents.
These evaluations are important as
not only do you get the context you
need, drivers understand that they
are monitored. Of course, there is a
fine line between keeping employees
attentive and an oppressive “Big
Brother” atmosphere.
VER
Video Event Recorders (VER),
popularly known as dashcams, are
classified as “safety equipment” but
how often do fleets use them as
such? For many fleet managers they
are simply devices to prove fault in
case of collision, but they can, in
fact, be an important part of a fleet
safety program.
By pairing VER with a telematics
device, fleets can isolate incidents
of harsh braking, accelerating, and
cornering and view the footage to
get the context of the situation.
This information can then be used
as the basis for further driver
coaching and training.
Another aspect of VER is the
possibility of adding an in-cab camera
to monitor drivers. This provides a
powerful incentive for drivers to follow
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TECHNOLOGY
the rules, as most of us do when we
know we’re watched. It can also be
further proof, in case of collision,
that the driver was not engaging in
dangerous behavior. Of course, many
drivers feel these cameras are an
intrusion into their privacy, a feeling
many people would share if they were
filmed all day at work.
CAS
Collision Avoidance Systems (CAS)
monitor the road, scanning for
potential collisions and warning drivers
in time to either avoid or mitigate a
collision. Given that the NHTSA has
determined that nearly 80% of crashes
involve driver inattention within three
seconds of an event, these warnings
can be a powerful tool in a fleet
safety program.
A robust CAS should include:
• Headway monitoring to warn
drivers if they are too close to the
vehicle ahead.
• Forward collision warnings to
warn drivers of an imminent
collision with either a vehicle,
pedestrian, or cyclists ahead.
• Lane departure warning to warn
drivers if they leave their lane
unintentionally.
In addition to helping drivers avoid
collisions with these alerts, there is
also evidence that CAS actually help
train drivers while they’re on the job.
It seems that drivers naturally try to
avoid triggering warnings by driving
more safely. A University of Missouri
study showed after driving with
collision avoidance systems, drivers
showed a 43% drop in lane departure
warnings, 71% drop in warnings
for following too closely (headway
monitoring), and a 57% drop in
forward collision warnings.
As with VER, combining CAS with
telematics can significantly boost
its potential for safety training.
Using this combination of CAS and
telematics, fleet and safety managers
can determine how often and where
drivers trigger alerts.
While lacking the visual context
provided by VER, CAS in many ways
can provide a more comprehensive
picture of driver behavior. For
instance, CAS can track instances of
tailgating, lane drift, and speeding,
even if the incident does not lead
to harsh braking, accelerating, or
cornering. Fleets can also use this alert
information to map out potentially
dangerous areas, for example an
area where drivers trigger numerous
pedestrian collision warnings may
indicate a lot of foot traffic; possibly a
place for fleets to avoid.
TECHNOLOGY FOR SAFETY
Fleets are currently challenged
by increasing fatalities in crashes
involving trucks. Fleets themselves
need to evolve more effective
safety programs to stem this tide.
For maximum effectiveness, these
programs must start taking advantage
of the untapped potential provided
by the cutting-edge technologies
available to them today.
FOR MORE INFORMATION
visit www.mobileye.com/
us.
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SAFETY
W
hile many businesses put a
halt to their operations during
the pandemic, construction
businesses remain resilient. Self-
service innovations are a staple
in keeping essential construction
operations going. Software and
automation technology can create a
virtually touchless supply chain and
reduce the need for truck drivers to
engage directly with other quarry,
plant, and jobsite personnel.
Automation devices and objects with
built-in sensors are connected to an IoT
platform. A platform can integrate data
from each connected device and apply
analytics to share the most valuable
information with applications built to
address specific needs. These powerful
platforms can pinpoint useful information
or data as well as use the data to detect
patterns and problems before they occur.
Touchless data can be used in nearly
every link in the construction supply
chain, starting with sales.
TOUCHLESS SALES
The first step is a mobile app that your
sales team can download, enabling
them to generate and send quotes
directly from the device and then have
it sent back to dispatch as a confirmed
order. This keeps sales guys in the field
and can eliminate inaccuracies while
quoting customers. But touchless
supply chain extends beyond sales,
even venturing into worksites.
AT THE QUARRY
Once orders are ready for pickup, there
are many technology solutions that can
be implemented at the quarry to enable
touchless processes. A scale ticketing
system eliminates the common issues of
handwritten errors, misplaced tickets,
Save Money, Expedite
Operations with a
Touchless Construction
Supply Chain
NEARLY EVERY LINK IN THE CONSTRUCTION
SUPPLY CHAIN CAN BE “TOUCHLESS”
By Tom Rice
AUGUST 2020
WWW.MWSMAG.COM
MODERN WORKTRUCK SOLUTIONS
37
and handwriting recognition challenges.
Point-of-sale modules interface
directly with the quoting, dispatch,
transportation management, and back-
office modules to ensure timely and
accurate information flow.
An Automatic License Plate
Recognition camera further expedites
the process for customers by
streamlining the entire process, starting
with checking in to weighing out with a
load ticket. Once on-site, the vehicle is
identified in the ticketing system once
it passes the check-in ALPR camera.
This is confirmed by displaying a “green
light” to direct the driver to proceed
toward the material loading zones.
A driver can confirm his assignment
with the scale operator through radio
contact or using an auto check-in
lane if repeating previously ticketed
job and product information. Once
verified, the system will capture the
tare weight and communicate the
customer ID and target weights to the
entire loadout system. The system will
update remote displays for the scale
operator as well as each customer
service loader allowing the view of
ticketing information, the required
material, and time-in-yard metrics.
The loader operator can use a
Wireless Loader program to view all
vehicles on-site to be loaded. The
program provides all the information
needed to load the vehicles from a
portable tablet mounted inside the cab
of the customer service loaders. After
being loaded, the customer’s vehicle
proceeds toward the outbound scale
where the vehicle’s license plate is
reread. The system captures the gross
weight and initiates a “green light” for
the driver, signaling the load ticket is
printing to the remote printer kiosk for
their retrieval.
AT THE PLANT
Studies show that the construction
industry generates over one million
paper tickets per day in the US alone
at the cost of over $1 billion per year.
Four to five-part tickets are handed
out to various departments and
individuals on the jobsite. For example,
the seller wants a signature on his
ticket while the delivery manager will
take the ticket as proof of delivery.
The buyer receives a part of the ticket
and sends it to accounts payable for
paying invoices. By the
end of the day, one paper
ticket has been
handled by five or
six people—and
these same people
handle a large
number of tickets
each day.
With digitized processes
at the ready mix plant,
businesses can proactively
manage project timelines
and costs. With digital
processes, reconciling with
invoices is quick, easy, and accurate.
Even when a delivery is made after
hours, the information can still be
captured. Without waiting until the end
of the day to enter material receipts,
batch operators can focus on plant
activities instead of managing materials.
Employees can enter data directly
into a mobile phone, tablet, or laptop
out in the field or when on the jobsite,
sending the data directly to business
systems in real time. Drivers can
receive electronic signatures and use
electronic proof of delivery screens.
Truck drivers can electronically
deliver their information as soon as
the materials are delivered, which
means invoices can be sent directly to
suppliers for quicker payment.
Ticket information is displayed
instantly on a driver’s mobile device.
Drivers have all the information they
need to perform their jobs without
having to reach out to dispatch or
managers, causing delays in the
delivery process. Drivers can pull up
their next ticket so they are prepared
for their next job.
ON THE JOBSITE
Digital ticketing data enables users to
see ticket data in real time, throughout
the ticket’s life cycle. Digitalized
documentation keeps your guys in the
field instead of chasing paper tickets,
allowing office personnel to no longer
be buried in paperwork and tedious
reconciliation processes.
With digital ticket data flowing
seamlessly from suppliers to contractors
and owners through a Collaboration
Platform, the jobsite stays in sync.
Having information in one place allows
the user to browse orders scheduled for
the day and upcoming orders for future
days, monitor real-time truck locations
and load-level summaries of completed
and future orders, receive notifications
when a load is on the way, view records
of load status times, and automatically
match incoming delivery tickets with
hauler pay sheets and invoices.
ABOUT THE AUTHOR
Tom Rice is a business consultant
and assists with the contractor
team at Command Alkon. Tom
spent eight years working for
Peter Kiewit and Sons in both
management roles—from heavy
oil, chemical, and gas industrial
management and value engineering
and design. Find out more, visit
www.commandalkon.com.
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SAFETY
I
n the second part of the series
regarding how the commercial
transportation industry adapts to
the COVID-19 pandemic, we focused
on eliminating visual, physical, and
cognitive distractions for drivers inside
the cab. As we continue to navigate
the “new normal,” it’s important we
tap technology to ensure maximum
safety and efficiency.
Before COVID-19, drivers were
used to clogged highways, stopped
vehicles, and rush hour traffic around
big cities. Now, with many people
working from home, there are less
commuters and far less vehicles on
the road that commercial drivers
must deal with during commuter rush
hours. But, as states begin to reopen
and traffic begins to approach pre-
pandemic levels, commercial drivers
will need to continue to use caution
on emptier streets.
However, it’s important to note
that less traffic doesn’t necessarily
mean safer roads. For instance,
the California Highway Patrol has seen
a drastic increase in speeding, and as
a result, issued more tickets. In a one-
month period when the stay-at-home
order started, officers issued 87%
more citations to drivers suspected
of going more than 100 mph than
during the same time period last year.
The spike also coincides with a 35%
decline in traffic volume on state
roads compared to 2019.
LEVERAGE ADAS
Speeding often leads to serious
injuries and significantly increases
the chance of death in an event of a
collision. One way to combat unsafe
driving habits is with an Advanced
Driver-Assistance System (ADAS).
Designed to identify, combat some
of the most dangerous driving risks,
and intervene with drivers before
a collision occurs, ADAS uses a
computer vision-enhanced camera to
enable real-time driver risk mitigation
for following too closely to another
vehicle, forward collision, lane
departure, and speeding.
With less traffic on the roadways,
drivers operating at higher speeds,
and increased opportunities for
collisions, it’s important to know
the following:
• If a driver is at high risk of getting
into a collision with other vehicles
Putting
the Power
of ADAS to
Work for
Your Fleet
OPERATING IN THE
NEW NORMAL: PART 3
AUGUST 2020
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MODERN WORKTRUCK SOLUTIONS
39
• If a vehicle unintentionally drifts
from its lane
• If the distance from the vehicle
ahead is less than 1.5 seconds, i.e.
following too closely
ADAS provides critical in-
cab alerts to help drivers avoid
collisions. Because of these
progressive audio and visual alerts—
delivered based on moderate or
severe identified risk—drivers
receive timely feedback that can
lead to self-improvement. Safety
managers are able to intervene when
necessary, which ultimately leads to a
reduction in collisions.
By helping drivers become more
aware of their surroundings and
driving habits now while there are less
drivers on the road, it’s more likely
a collision can be avoided once the
“new normal” returns—whatever that
may look like.
ADAS uses a computer vision-enhanced camera
to enable real-time driver risk mitigation for
following too closely to another vehicle, forward
collision, lane departure, and speeding.
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SAFETY
W
e’re all in this together. How
often have we heard this refrain
over the last few months? The
implication is that we all should look
out for one another. But for essential
workers and those now rejoining the
workforce, the shortage of adequate
personal protective equipment (PPE) has
been a constant source of frustration.
For those working in remote
locations away from modern plumbing,
the problem can be exacerbated. Not
only is PPE in short supply, but try
finding hand sanitizer, sanitizing wipes,
or even baby wipes these days.
The president’s Coronavirus
Guidelines for America lists hand-
washing first under its guidelines for
practicing good hygiene. However until
now, it has been difficult for vehicle
operators, work crews, and others
functioning in isolated conditions to
observe what the Centers for Disease
Control and Prevention (CDC) calls
“one of the most important steps
we can take to avoid getting sick and
spreading germs to others.”
People working with their hands are
advised to be cautious. Particularly
those sharing tools, manipulating
materials that others have been in
contact with, or simply touching
surfaces that have a good chance of
potential contamination. Unfortunately,
even though “we’re all in this
together,” when we’re working away
from civilization, or at least civilized
plumbing, we’re kind of on our own.
CLEAN UP OUR ACT
Business owners and managers who
have either continued to work through
the pandemic or are just now putting
their folks back in the field have to
Hand-washing Station
Makes Hygiene
Compliance Mobile
NATIONAL FLEET PRODUCTS IMPROVES DRIVER HYGIENE
MODERN WORKTRUCK SOLUTIONS
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AUGUST 202040
AUGUST 2020
WWW.MWSMAG.COM
MODERN WORKTRUCK SOLUTIONS
41
think long and hard about how they
will protect workers from the virus
and from contaminating each other.
Regular hand-washing in the field has
been one of the hardest regimens to
adhere to, even for the most ardent
supporter of hygiene compliance.
National Fleet Products just
announced the introduction of
new portable and vehicle-mounted
hand-washing stations. The rugged,
purpose-built product design allows
water and hand sanitizer to be
dispensed virtually anywhere,
and application-specific hardware
enables units to stand on their own
or to be mounted to a wide variety
of vehicles.
“Our versatile mobile hygiene
station will be a game changer, making
hand-washing more accessible and
convenient and helping to reduce the
spread of COVID-19,” Steven Peterson,
president of National Fleet Products,
says. “These cleansing stations are
totally versatile and will now enable
all sorts of businesses to protect their
workers and their customers from
transmitting disease.”
These days, organizations accepting
cargo may be wary of those manning
vehicles. They don’t know what
hygiene methods are observed by
operators and crews and may be
generally concerned.
“We’ve installed National Fleet
Products’ vehicle-mounted hand-
washing stations on two of our work
trucks,” says Mark Barfield, president
of Houston-based Expedite!, Inc.
“Using the hand-washing stations
when we arrive for a delivery shows
our customers that we care about their
safety and our workers’ health, and it
also demonstrates that we’re organized
and have our own protocols in place.”
Barfield noted that many of his
customers have made positive
comments about the hand-washing
stations. “I’ve had lots of appreciative
comments about the hand-washing
measures we’re taking and about the
professionalism it projects about our
business and the way we run our fleet.”
WASHING STATION
The black or translucent white water-
dispensing tanks come in 6.5 gallon
and 10 gallon sizes and are made of
durable, virgin polypropylene with an
additive that makes them resistant
to UV rays. An integrated removable
soap dispenser serves as the cap
to the filling port. A separate cap is
also available for those who want
to provide other forms of soap or
cleansing agents.
“These units are extremely rugged,
easy to clean, and built to last,”
Peterson says. “They can survive
quite successfully on the outside
of a vehicle, on a worksite, and in
just about any environment you
throw at them.”
Spring-toggle water spigots are
easy to operate, and because they
automatically stop water flow when
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AUGUST 202042
SAFETY
no longer depressed, they eliminate
recontamination because there is no
need to touch them again once hands are
clean. The spigots are recessed and side
mounted to protect them from damage.
“We wanted to minimize the need
to touch the unit after washing,”
Peterson says. “The spigots also
reduce water usage and the potential
for waste due to someone leaving the
water on during washing or forgetting
to turn the water off after finishing.”
RIGHT PLACE RIGHT TIME
Portable units are available with sturdy,
powder-coated steel frame stands
that can be outfitted with additional
accessories such as paper towel
dispensers, graphic signage, and more.
“Positive guidance signage that
reminds people to wash hands
frequently can easily be applied to the
frames,” Peterson says. “The tanks can
also accommodate special decal material
and other customization of accessories
can be explored on an individual basis.”
Vehicle-mounted units are available
with frame- and body-mounting
hardware that is compatible with virtually
any type of truck, including heavy-,
medium- and light-duty pickups, work
trucks, box vans, ag and construction
equipment, trailers, and more.
“Mounting the hand-washing
stations
on our vehicles was fast and
easy,” Barfield says. “Everything we
needed was in the kit from National
Fleet Products.”
Now workers who share tools and
equipment can regularly clean their
hands to reduce cross contamination
with colleagues. The new units meet
OSHA requirements for hand-washing
stations at construction sites and can
easily be positioned and repositioned as
the need arises.
KEEP IT CLEAN
The vehicle-mounted hygiene station
enables drivers and crews to sanitize
their hands before reentering the
vehicle. The system also allows workers
and others to avoid unnecessary
exposure to hand-washing fixtures in
public restrooms, often recognized
as key vectors for disease exposure
and transmission.
“My drivers and crews are thrilled to
be able to wash their hands right after
fueling their vehicles and without having
to enter the gas station or interact with
others,” Barfield says. “We have exterior
truck-mounted toolboxes as well and
keep them stocked with paper towels for
hand drying after washing.”
Most fleets are attached to physical
facilities of some type, and the vehicles
are simply and extension of the way that
facility is run. Not only can the portable
and vehicle-mounted hand-washing
stations augment sanitation around a
physical plant, it allows the fleet to show
workers that good hygiene habits don’t
stop when they drive off the lot.
“I had one municipal solid waste
fleet tell me that they are excited to
have such a versatile sanitizing solution
because they want to keep their people
working, but they want to keep them
safe in the process,” Peterson says. “Our
new portable and vehicle-mounted
hand-washing stations help establish
new behaviors and reinforce better,
more health-conscious habits.
“Responding to the new normal is
something we all face, so we really are
all in it together,” Peterson continues.
“With our new portable and vehicle-
mounted hand-washing stations, we
hope to give individuals, businesses,
and municipalities the freedom to stay
mobile while also staying safe.”
National Fleet Products’ new portable
hand-washing stations can be located
at warehouse shipping and receiving
doorways, at manufacturing and
commercial building points of entry, near
fixed and portable restroom facilities,
adjacent to food production stands,
on construction project sites, and at
agriculture production and processing
facilities.
The vehicle-mounted hand-
washing stations can go anywhere the
vehicle goes.
FOR MORE INFORMATION
Find out more, visit
THE UNITS MEET OSHA
REQUIREMENTS FOR HAND-WASHING
STATIONS AND CAN EASILY
BE REPOSITIONED.
THE DESIGN ALLOWS WATER AND HAND
SANITIZER TO BE DISPENSED VIRTUALLY
ANYWHERE. APPLICATION-SPECIFIC
HARDWARE ENABLES UNITS TO STAND ON
THEIR OWN OR MOUNTED TO VEHICLES.
MODERN WORKTRUCK SOLUTIONS
WWW.MWSMAG.COM
AUGUST 202044
WORK TRUCK PRODUCTS
BOSCH REXROTH
Bosch Rexroth’s Compu-Spread System provides closed-loop ground speed
related control of multiple actuators used in material spreading. The system
is highly configurable. In addition to the drop-down menus used to set up the
spreader system according to the vehicle requirements, the joystick console is
modular, allowing the selection of various joystick and switch configurations.
Full data transmission can be done live with the built-in WiFi feature. Reliable
connection to valves and sensors is guaranteed by the purpose-designed junction
block, engineered for harsh environments.
SNOWEX
The new SnowEx® RDV™ V-plow is specifically designed for half-ton trucks. The
RDV V-plow is stronger and lighter than conventional steel and configures to
varying vehicle heights for optimum performance on some of the most popular
truck models. Available with either powder-coated or stainless steel blades,
the RDV V-plow is 7-ft-6-inches wide as a straight blade or 6-ft-9-inches wide in
V mode. Double-acting angle cylinders allow the operator to adjust the wings
independently or to lock them together for efficient straight-blade operation
and clean back-dragging. Trip edges are included to protect the equipment and
operators if an unseen obstacle is struck.
www.snowexproducts.com
FISHER
The all-new FISHER® EZ-V® v-plow with trip-edge design is purpose-built to
provide industry-leading features, performance, and efficiency, just like the
other v-plows in Fisher’s lineup, but in a lightweight design that’s ideal for
businesses and homeowners using half-ton trucks. Available in powder-coated
or stainless steel, the EZ-V v-plow features InstaLock double-acting cylinders
and is constructed of high-strength, low alloy steel that makes it stronger and
lighter than conventional steel, and the ideal weight for half-ton trucks.
www.fisherplows.com
WESTERN
The WESTERN® Striker™ 0.7-cu-yd stainless steel hopper spreader offers
the features and accessories that give you the performance, capabilities,
and efficiency of larger WESTERN Striker hopper spreaders, but in a more
compact size that’s better suited to handle smaller spaces and jobs. Purpose-
built for half-ton and light-duty trucks, WESTERN designed this spreader to
provide excellent material flow and delivery to the spinner. Dual variable-
speed control allows operators to easily control salt and sand spread and
precisely match material delivery and spread patterns to conditions.
www.westernplows.com
PARK NEUTRAL DRIVE
INFORM THE INDUSTRY OF
YOUR STATUS DURING THIS PANDEMIC
The work truck industry has questions:
Can you ship products and equipment today? Do you have new safety measures in place?
Modern WorkTruck Solutions
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of decision makers’ minds.
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HOW READING KEPT TRUCKING
IN A SAFE, EFFICIENT WAY
What do you do when a global pandemic forces manufacturers across the
nation to shutter, but you’re considered an essential business? How do you
keep production moving and employees safe when certainty is thrown out
the window? Can you stop the virus from clocking in with your employees
at the next shift? Jim Brodie, Reading Truck’s vice president of operations,
lockdown and which practices large companies can use going forward.
BRODIE:
Our leadership was actually in the middle of
discussing how we would react in the event of a COVID-19
case at one of our facilities when there was a false alarm
at our Maryland facility. It happened before states started
going into lockdown and before it was officially declared
a pandemic. It turned out not to be COVID, but that was
a really critical moment for us. Everyone in leadership
realized that we couldn’t wait for a case to hit and then
react. That incident started a process of trying to anticipate
what could happen and planning out our responses, which
ultimately developed into our internal COVID-19 task force.
BRODIE: Failing to plan is planning to fail. Beyond planning
ahead, having a dedicated task force is critical. A task force
centralizes decision-making and the flow of information
so there’s clarity and accountability. For a manufacturing
company, a good COVID-19 task force should include
site leads, human resources, and health and safety
departments. Our task force includes about 40 people from
across departments, and we decided early on that meeting
every morning during the work week was essential.
Conditions on the ground change frequently, and guidance
from health care authorities like CDC, OSHA, and state
health departments changes almost daily. You have to meet
often to respond to rapidly changing conditions. At a typical
task force meeting, we go over changes in guidelines, review
potential cases and test results, and talk about employees
who need to be tested. It’s really an extension of the daily
management techniques that many manufacturers (including
Reading) use in their regular business operations.
PREPARE FOR A POTENTIAL INFECTION?
BRODIE: The practices have helped avoid transmission at
our 13 facilities across the US so far. But we had to be ready
for the possibility of transmission, so we turned to the lean
manufacturing principles we use in our plants for help.
The task force created a set of standardized practices that
can be implemented in the event of a potential exposure
or incident. This “decision tree” gives the site leads a very
simple playbook that tells them how to react appropriately
no matter where an incident happens, who is on shift, or
whether an executive is available. That standard has been in
place across the company since March, and we’ve made eight
iterations of it as guidance as regulations have changed.
COMING UP
Next month we’ll wrap up our interview with Jim Brodie
as he answers questions on physical changes in Reading’s
operations, additional measures to address the pandemic,
and using technology to slow the spread.
Floor markers and guide paths to ensure social distancing at Reading Truck
Group's facilities.
Facial and mask recognition and temperature screening solutions with Real
Time Network technology is used at entrances to Reading Truck Group’s corporate
office, with plans to roll-out to additional locations.
Talk soon!
Jade
