Equipment & Tech

LAS VEGAS — It was just a coincidence that fighter jets out of Nellis Air Force Base were occasionally buzzing the Las Vegas Motor Speedway in the early evening hours of September 27. But the incidental military flyovers fit right into the sense of fanfare down on the track’s infield, where Kenworth had booked the speedway to hold a grand unveiling event for its latest model, the W990, before an invited crowd of customers, dealers and trucking media. Before eight of the new W990s made a choreographed, group entrance accompanied by theatrical lighting and rock music and were then parked for the crowd to inspect and admire, Kenworth officials talked about the new tractor and why this debut was special to them. “The new Kenworth W990 is a reflection of the Kenworth brand, which represents the quality, engineering excellence and both customer and driver focus that goes into every Kenworth we build,” said Mike Dozier, Kenworth general manager and PACCAR vice president. “The Kenworth W990 represents the pride, image and freedom of trucking, and captures the spirit of what trucking is all about.” It also represents the next evolutionary step in the long-hood conventional W900 series, “The Driver’s Truck” as Kenworth likes to refer to it, which has been a high-profile part of the Kenworth line since 1961. “We’re celebrating the legacy of the W900 and the introduction of the next generation of the 900, the W990,” Dozier said, but he was quick to clarify that the 990 isn’t so much the successor to the 900 as it is a branching off of the 900’s lineage. “W900Ls aren’t going anywhere,” Dozier said, “but we’re planning for the future,” the thought being that the market will determine the direction of the 900 series. The challenge in designing the W990 was to create something that represented a step forward aesthetically and technologically while honoring its predecessors. That challenge fell largely on Kenworth Design Director Jonathan Duncan as his team. Duncan called the task of combining past and present, form and function a “once-in-a-lifetime opportunity.” “For this truck, it was all about the ‘wow factor,’” Duncan said. It was about making a statement that was original but unmistakably Kenworth. The most prominent visual features on the W990 are the hood and the grille. With a bumper-to-back-of cab measurement of 131.5-inches, the W990 is only 1.5 inches longer than the W900L, but it appears longer. There’s less downward slope on the 990’s hood, and the wind split – the center crease that runs down the length of the hood – not only accentuates the familiar Kenworth “cathedral” shape but combined with a lower windshield also improves driver visibility. “Behind the wheel, the driver’s view over the hood is a huge part of the appeal of the W990,” Duncan said. “It’s really one of the keys to the success of this design.” The side air intakes wrap over the top of the hood so that they are visible from the driver’s seat, which has a strong visual impact from behind the wheel, Duncan said. They made it a point, he added, that all the “shiny metal parts” were stainless steel. That also goes for the grille, the “face of the new W990,” Duncan said “Incorporating stainless steel was important. The grill is a real statement. It had to be pure Kenworth and it needed to be instantly recognizable as the top-of-the-line. We maintained the traditional cathedral shape to the grille and the inset surfaces at the top to give it a refined, tailored look. That powerful center spear signifies this is part of the new generation of Kenworth trucks and the tapered grille spears are there for a classic touch.” Despite the “monumental” appearance of the W990’s front end, it is actually 67 percent more aerodynamic than the W900, Duncan said. It wasn’t a consideration as they were designing it, he said, but they’ll take it. While much attention was paid to the 990’s looks, it’s what’s inside that counts. Components under the hood have been reconfigured for easier serviceability, Duncan said, and the fenders are bolted on for easier replacement. The W990 comes with the Paccar Powertrain consisting of the Paccar MX-13 engine rated up to 510-hp and 1,850 lb.-feet of torque, a 12-speed Paccar automated transmission and Paccar 40K tandem rear axles. Kenworth TruckTech+ remote diagnostics system comes standard. Kenworth NAV+HD seven-inch, color in-dash display provides access to valuable features such as truck-specific navigation, roadside assistance, vehicle data, hands-free calling, audio controls, blind-spot camera inputs and the internet. Bendix’ Wingman Fusion system is optional. The W990 is available in day cab, 40-inch flat top, and 52-inch and 76-inch mid-roof sleeper configurations, and is built on a 2.1-meter cab platform. In keeping with the theme of being ‘the driver’s truck,’ the W990’s cab and sleeper areas have also been designed to be a show of appreciation to those who drive it. In particular, there is a Limited Edition cab option and a W990 Driver’s Studio package of premium options that give the truck a sense of luxury. The Limited Edition interior comes in midnight black with glossy Ravenwood door and dash trim accents. The interior features rich black leather seats, door pads and steering wheel with royal blue double-stitching. The Driver’s Studio offers a 180-degree swivel passenger seat and rotating table for two people, a swivel TV mount, drawer-style refrigerator and premium audio system. There’s a full-size wardrobe space for hanging clothes, and ample storage space. The 1800-watt inverter includes a shore power connection and four standard 120-volt sleeper outlets to power a range of electrical devices. LED lighting provides ample interior light throughout the sleeper. “Finding truckers nowadays is harder than ever,” Dozier said, but he added that being able to offer a truck like this would give fleets an advantage over the competition. Or a carrier could use it as an incentive to their top drivers. “The Kenworth W990’s excellent performance, classical styling, premium finishes and lifestyle amenities underscore a sense of driver achievement and pride,” Dozier said. “We are passionate about our products, our customers that depend on them, and the drivers that operate them.” Just before the trucks made their appearance, Kenworth presented a promotional video for the W990. That video is now available for viewing at www.youtube.com/KenworthTruckCo.

SANTA ANA, Calif. — Yokohama Tire Corp. (YTC) has officially opened its new tire research and development facility – the Yokohama Development Center America (YDCA) – in Cornelius, North Carolina. Local officials joined Yokohama executives for the ribbon-cutting festivities. The high- tech, 25,000 square foot building in Mecklenburg County replaces the temporary R&D office Yokohama has utilized in Concord, North Carolina since 2016. “In 1969 – almost 50 years ago – Yokohama entered the U.S. market and since then our name has been associated with quality, technology and innovation,” said Shinichi Takimoto, president & CEO of Yokohama Tire Corporation of North America (YCNA), and chairman & CEO of YTC. “This will continue with YDCA, which represents another major milestone for Yokohama in the United States. “The opening of YDCA is another example of our continued investment in North America,” said Tetsuya Kuze, executive vice president of YCNA.  “We are committed to developing new products for this market across multiple segments.” The Cornelius facility will consolidate separate R&D staffs currently operating at a number of locations throughout the U.S. and will be led by Shoichiro (Sho) Matsuda, YCNA vice president of corporate technical. “Our primary focus here will be tire development,” Matsuda said. “We will also support other technical groups such as quality assurance and technical services.” Thomas Kenny, director of consumer tire development, Dan Steltmann, director of commercial tire development, and Jeremy Kahrs, director of technical service, will all be based out of the company’s new location. Kuze said the U.S. Development Center is Yokohama’s largest overseas R&D center in both functions and number of employees. “Consolidating our R&D activities will strengthen our R&D structure and further accelerate our ability to deliver new products that meet the demands of the market. Cornelius is a great fit for our company,” Kuze said. “The proximity to the airport and the skilled workforce is going to make this facility very successful.” “Yokohama’s expansion in Cornelius is a great win for our community,” said Cornelius Mayor Woody Washam. “This is an excellent example of how the town has worked to add additional tax base and high-quality jobs.” Yokohama Tire Corp. is the North American manufacturing and marketing arm of Tokyo, Japan-based The Yokohama Rubber Co., Ltd., a global manufacturing and sales company of premium tires since 1917. For more information on Yokohama’s broad product line, visit www.yokohamatire.com.  

LISLE, Ill. — Symbolizing Navistar’s commitment to customer uptime, technicians from Florida, West Virginia and Arizona took home first place in the three categories of the 2018 Technician Rodeo, a competition hosted at the company’s Woodridge, Illinois, facility to test the skills and speed of service professionals from throughout its dealer networks. Michael Irvin of Sun State International in Florida took home the Top Service Technician Award for truck and Ben Bird of Worldwide Equipment in West Virginia earned the same recognition for bus in the 12th iteration of the events, which feature Navistar’s top American and Canadian commercial truck and bus technicians. New this year, the company also brought its Global Technician Competition into the same event, which brings all the regional winners throughout the world together to compete for top bragging rights. In the third iteration of the global event, Nathan Reed of RWC Group in Arizona earned first place. “Michael, Ben and Nathan are all highly skilled technicians that reflect the best traditions of our company’s commitment to technical excellence and providing the best customer uptime in the industry,” said John Pfennig, director, global development, Navistar. “We’re very proud of this year’s winners, and frankly all of its competitors, who are among the very best truck technicians there are.” This year’s competition showcased 20 top service technicians from International and IC Bus dealers across the world, the largest amount yet for the event. The technicians competed head-to-head in a series of stations designed to simulate service areas truck components and engines. The technicians were scored on how quickly and effectively they navigated their way through the stations, diagnosing and fixing the simulated problems. All of the participants are Diamond certified through Navistar’s official certification program for its service technicians. In addition, all the technicians from the U.S. and Canada are all either Automotive Service Excellence or Canadian Provincial certified. “Our rodeo competitions are just one way that Navistar personalizes the value of service technicians and continues to invest in the development of highly trained and skilled individuals capable of servicing our trucks and buses around the globe,” Pfennig. “As a truck and bus manufacturer committed to leading the industry in uptime, we’re honored to recognize these professionals who perform the important work of repairing our customer’s vehicles.” This year’s Truck and Bus Rodeo participants were selected from an overall group of the top 900 technicians at International and IC Bus dealers. From there, the group was narrowed to 16 participants through online testing, with the highest-scoring technicians in each region of the U.S. and Canada invited to compete at Woodridge. “Participants in this competition have completed all the required and optional trainings and are at the top of their game,” said Pfennig. “They represent our 9,500 plus service technicians from International and IC Bus dealerships, the highest number of any medium/heavy commercial-truck and bus manufacturer.” Navistar works closely with its dealers to train technicians on all vehicle systems. With training centers in the United States, Canada, Mexico and Latin America — as well as web-based training — the International and IC Bus dealer channel can assure customers they are getting the fastest and most accurate service in the industry. “With the largest dealer network in the industry, International and IC Bus dealers service vehicles nearly anywhere, anytime,” Pfennig said. “The ability of International and IC Bus dealers to repair vehicles right the first time and get customers back on the road is a key business advantage.”

LAS VEGAS — Kenworth continued its tradition of driver-focused product development with the introduction of its new long-hood conventional – the Kenworth W990 – Thursday night during a major unveiling event at the Las Vegas Motor Speedway. A large audience of customers, dealers and media gathered to celebrate the launch of the new W990 with its traditional design. “The new Kenworth W990 is a reflection of the Kenworth brand, which represents the quality, engineering excellence and both customer and driver focus that goes into every Kenworth we build,” said Mike Dozier, Kenworth general manager and PACCAR vice president. “We are passionate about our products, our customers that depend on them, and the drivers that operate them. We know that there are many customers and drivers out there who share our passion. The Kenworth W990 represents the pride, image and freedom of trucking, and captures the spirit of what trucking is all about.” The Kenworth W990 sets a powerful new industry standard, and is designed to maximize performance in line haul, pickup and delivery, regional haul and heavy haul operations, Dozier said, adding that at 131.5 inches from bumper to back-of-cab, the W990 establishes a bold presence among conventional trucks. Available in day cab, 40-inch flat top, and 52-inch and 76-inch mid-roof sleeper configurations, the W990 is standard with the proprietary Paccar Powertrain consisting of the Paccar MX-13 engine rated up to 510-hp and 1,850 lb-ft of torque, a 12-speed Paccar automated transmission and Paccar 40K tandem rear axles. Built on the proven and popular 2.1-meter cab platform – used in the Kenworth T680 and T880 – the Kenworth W990 features driver comfort and amenities that are second to none, Dozier said. Special comfort and style options include the Limited Edition cab and sleeper interior, and the W990 Driver’s Studio package of premium options that create a luxurious home on the road living experience, he noted. The W990 Limited Edition interior comes in midnight black with glossy Ravenwood door and dash trim accents. The special interior features rich black leather, embroidered W990 logo, Royal Blue double-stitched diamond door pads, black leather wrapped steering wheel with Royal Blue stitching, and driver and passenger seats with suede charcoal inserts and perforated leather with Royal Blue backing. The W990 Driver’s Studio offers a 180-degree swivel passenger seat and rotating table for two people, drawer-style refrigerator, and convenient space ideal for a microwave. Entertainment is provided by Kenworth’s premium audio package with 320-watt amp, 10-inch subwoofer and eight speakers; swivel TV mount for up to a 28-inch flat screen TV; and optional EpicVue pre-wire for satellite TV. There’s a full-size wardrobe space for hanging clothes, multiple storage drawers, and large storage space under the lower bunk. The 1800-watt inverter includes a shore power connection and four standard 120-volt sleeper outlets to power a range of electrical devices. Convenient LED lighting provides ample interior light throughout the sleeper. Dozier said the W990 builds upon Kenworth’s long tradition of combining cutting-edge technology with exceptional craftsmanship, performance and quality. The W990 is standard with Kenworth TruckTech+ remote diagnostics system. Kenworth NAV+HD seven-inch, color in-dash display provides access to valuable features such as truck-specific navigation, roadside assistance, vehicle data, hands-free calling, audio controls, blind-spot camera inputs and the Internet. “The Kenworth W990’s excellent performance, classical styling, premium finishes and lifestyle amenities underscore a sense of driver achievement and pride,” Dozier said. “We are driven to provide the best equipment in the industry to get the job done.”   PHOTO CAPTION Special comfort and style options in the new Kenworth 990 include the Limited Edition cab and sleeper interior, and the W990 Driver’s Studio package of premium options that create a luxurious home on the road living experience, a Kenworth official said. (Courtesy: KENWORTH TRUCK CO.)  

GREENSBORO, N.C. — As part of an innovative partnership between the Volvo Group, California’s South Coast Air Quality Management District (SCAQMD), and industry leaders in transportation and electrical charging infrastructure, Volvo Trucks will introduce all-electric Class 8 truck demonstrators in California next year, and commercialize them in North America in 2020. The California Air Resources Board (CARB) has preliminarily awarded $44.8 million to SCAQMD for the Volvo LIGHTS (Low Impact Green Heavy Transport Solutions) project. The Volvo LIGHTS project will involve 16 partners, and transform freight operations at the facilities of two of the United States’ top trucking fleets. Volvo LIGHTS is part of California Climate Investments, a statewide initiative that puts billions of Cap-and-Trade dollars to work reducing greenhouse gas emissions, strengthening the economy and improving public health and the environment – particularly in disadvantaged communities. “This is yet another important step towards our vision zero emissions. We are convinced that electrified truck transport will be a key driver of sustainable transports, and we’re proud to contribute the Volvo Group’s expertise to this innovative public-private partnership,” said Claes Nilsson, president of Volvo Trucks. The demonstration units will be based on the technology currently being used in the Volvo FE Electric, which Volvo Trucks presented in May and will begin selling in Europe in 2019. “This is an excellent opportunity to show the end-to-end potential of electrification,” said Peter Voorhoeve, president of Volvo Trucks North America.  “From solar energy harvesting at our customer locations, to electric vehicle uptime services, to potential second uses for batteries, this project will provide invaluable experience and data for the whole value chain.” A variety of smart technologies will be used – including remote diagnostics, geofencing and the company’s web-based service management platform – to monitor all truck performance aspects of the project and maximize vehicle uptime. The Volvo LIGHTS project is an example of the new forms of public-private partnerships that electrification of truck transport will allow, as regions target improved air quality, reduced traffic noise, and reduced congestion during peak hours – because operations can be carried out quietly and without tail-pipe exhaust emissions early in the morning or late at night. Here are some facts about the announcement: Volvo Trucks will deploy eight multi-configuration battery Class 8 electric demonstration units (GVW +15 tons), and an additional 15 precommercial and commercial units, throughout California’s South Coast Air Basin. The project will also integrate non-truck battery-electric equipment, non-proprietary chargers, and solar energy production equipment. The project will reduce an estimated 3.57 tons of criteria pollutants (defined air pollutants) and 3,020 tons of greenhouse gases annually. For more information, visit https://www.volvotrucks.com/en-en/about-us/electromobility.html. PHOTO CAPTION Courtesy: VOLVO TRUCKS Claes Nilsson, president of Volvo Trucks, said Volvo is convinced that electrified truck transport will be a key driver of sustainable transports.

GREENSBORO, N.C. — The Volvo Trucks design team recently received the Industrial Designers Society of America (IDSA) Silver International Design Excellence Awards (IDEA) for its work designing the new Volvo VNL series. The annual IDEA competition is the world’s most prestigious and rigorous design competition. “Our first goal with our design was to bring value to customers. To receive accolades from the design community as well makes our journey even more satisfying,” said Brian Balicki, head of design for Volvo Trucks North America. “I’m very proud of the truly cross-functional team effort that brought the VNL to life, striking the right balance between form and function.” In the development of the new Volvo VNL, the design team combined elements of Volvo’s design language with dynamic new exterior features. Swept back headlights include signature Volvo daytime running lights and frame a bold new Volvo grille and hood. Redesigned and repositioned engine air intakes allow for less turbulent intake air delivery. Airflow up and around the cab has also been optimized with new chassis and roof fairings. Balicki said true to Volvo’s heritage, safety was a core element of the new VNL series design. The cab is built with high-strength steel and exceeds both the Volvo Swedish Cab Safety Test and ECE R-29 rollover requirements. The industry’s only standard driver’s side airbag is now joined by an optional integrated, seat-mounted rollover airbag on the driver’s side. “We wanted the new VNL series to make a statement on the road, but it must also make a statement to our customers’ bottom lines,” Balicki said. “The design elements we’ve brought together give the new VNL an athletic look that also delivers value for the customer. Whether it’s the enhanced aerodynamics or the new three-piece bumper that provides greater repairability, every design change we’ve made has a purpose.” To maximize functionality, the Volvo Trucks team gathered feedback from nearly 2,000 driver interviews, so changes aligned with drivers’ needs for a comfortable and productive environment, Balicki said. The end result was an an all-new dashboard that puts often-used controls within the driver’s reach. Centered in the gauge cluster is a configurable, five-inch color driver information display that provides trip and diagnostic data. The driver information display is customizable, ensuring that critical information is always available to the driver at a quick glance. Volvo’s smart steering wheel puts controls for nearly all of the driver interface functions right at the driver’s fingertips and Volvo’s Position Perfect air-assisted, infinitely adjustable steering column, enables drivers not only to tilt and telescope the steering column, but also tilt the steering wheel relative to the steering column. This lets drivers of all statures find the perfect steering wheel position and easily view the driver information display. Balicki said the focus on comfort extends to the four sleeper cab configurations, designed to provide drivers a comfortable place to rest after a long day on the road, the sleeper options are packed with a number of space-saving, comfort-boosting innovations. “The IDEA – a high honor in the design world – highlights the value of industrial design to the quality of life and the strength of the economy,” Balicki said. “Past winners of this award have generated billions of dollars of sales, saved lives and dramatically changed the way people live, work and play.” IDSA judges designs by a variety of criteria, including innovation, benefit to user, benefit to client, design research and design strategy. CAPTION Courtesy: VOLVO TRUCKS NORTH AMERICA Volvo Trucks’ design team recently received a Silver Design Excellence Award from the Industrial Designers Society of America (IDSA), recognizing their work on the new Volvo VNL series, during IDSA’s annual International Design Excellence Awards, the world’s most prestigious and rigorous design competition.

ATHENS, Ga. — The new ComfortPro electric auxiliary power unit from Carrier Transicold provides quiet, emissions-free truck cab cooling while delivering one of the longest run-times in a battery-powered APU, the company said in releasing the product. The ComfortPro electric APU is powered by four Group 31 AGM (absorbent glass mat) batteries that are charged by the truck’s alternator. Thanks to innovative power management technology that maximizes efficiency, the ComfortPro APU provides 7,500 Btu/h of air conditioning for up to 11 hours. “Since it is an engineless system, the ComfortPro electric APU provides air conditioning comfort without fuel consumption, idling noise and related emissions,” said Ryan Rubly, product manager, alternative power, Carrier Transicold. “The ComfortPro electric APU also uniquely locates the refrigerant compressor outside the truck cab, which contributes to extremely quiet operation.” With a simpler design than engine-driven APU systems and only a few moving parts, there is less to service with a ComfortPro electric APU – there is no engine-related maintenance such as oil, fuel or air filter changes, Rubly said. As an air conditioning system, the ComfortPro electric model offers an economical path to APU ownership and is relatively easy to install. Carrier Transicold offers several options to expand capabilities for heating, power for hotel loads, shore power connectivity and truck engine preheating, allowing users to customize the unit to meet individual needs. When providing cab climate control and other functions, APUs reduce truck engine idling, helping drivers comply with local and regional anti-idling regulations while saving fuel and reducing wear and tear on their truck engines, Rubly said. adding that the emissions-free performance offered by electric APUs in particular can help drivers and fleets in California, where additional exhaust treatment is generally required for diesel-powered APU applications. Assembled by Carrier Transicold in Athens, Georgia, the new ComfortPro electric APUs are installed and supported by Carrier Transicold’s extensive dealer network. Additional details on ComfortPro electric APUs can be found in a new 12-page brochure, available online from Carrier Transicold at www.carrier.com/comfortpro-electric. For more information, or to schedule an installation, turn to the experts in Carrier Transicold’s North America dealer network. Carrier Transicold is a part of UTC Climate, Controls & Security, a unit of United Technologies Corp.  8  

HOUSTON — Trimble has made enhancements to its TruETA solution for improved route planning. While estimated time of arrivals (ETAs) are not new to the trucking industry, the application adds a new dynamic to the solution — driver intent. The announcement was made at Trimble’s third annual in.sight user conference + expo. Most TMS systems allow for visibility of a route’s speed limits, traffic delays and weather factors, among other things. But, along with the enhancements to the solution, Trimble is offering two additional add-on modules for one of the most accurate ETAs — driver trip planning and out-of-route/out-of-corridor. The driver trip planning module, which is a supplemental module to TruETA for TMW.Suite and TMWSuite, allow dispatchers to view how drivers are planning their trip, including rest locations they choose and durations of each stop, according to Ray West, senior vice president and general manager of TMS solutions, Trimble Transportation Enterprise. The tool, which runs as a module within TMWGo!, enables drivers to take into account their hours of service, and it recommends stops based off remaining drivable time, he said, adding that by knowing where a driver will stop, for how long they will stop and how their Hours of Service are affected, the driver trip planning module calculates one of the most accurate ETAs from dispatch to delivery. “We believe the fact that we are now able to capture this information will substantially improve the quality of service that our customers will be able to provide,” West said. “Every system prior to this was limited to predicting ETAs based solely off driving conditions with no input from the driver. Now, we are able to give precise ETAs with the added information of how drivers plan their trip, including how they plan around hours of service regulations.” The added benefits of these enhancements goes beyond just increased trip planning accuracy, West said. Because drivers can pre-plan their trips down to the location and length of stops while abiding by hours of service regulations and meeting deadlines, they can better avoid service failures, abstain from planning while driving and maximize their hours of service, and will be more likely to retain their jobs. West said one of the best benefits for drivers is the ability to choose rest locations based off amenities that they are looking for. This in turn creates happier drivers and dispatchers who have an agreed upon, transparent schedule. ”Hitting the customer’s delivery window is no longer an aspirational goal for carriers – it’s imperative from a customer service score and financial standpoint,” West said. “TruETA helps eliminate much of the guesswork and manual data that comes with the trip planning process to help fleets reduce the risk of a dissatisfied customer.” He said another benefit of the TruETA solution is a new add-on for out-of-route and out-of-corridor for TMW.Suite, TMWSuite and TruckMate. Out-of-route and out-of-corridor enables carriers to see when drivers take an alternate route that wasn’t part of the original plan. The carrier can see how long a trip may be extended in terms of distance, time, or both. The carrier can also alert the driver that they have diverged from the planned route and proceed back to the correct road. With out-of-route miles being so costly, along with potential late fees, this added module can help with driver route compliance and help carriers better manage margins. Out-of-corridor alerts can also help carriers better track their high-value loads or know when a shipment of hazardous material is not on the correct road. The alert acts as a geofence that can notify dispatchers whenever the driver is a certain distance away from the intended route. This can enable the company to avoid costly fines whenever a shipment of hazardous material is on a road that it’s not supposed to be. With TruETA, Trimble’s transportation customers have the automated, cloud-based software needed to stay ahead of potential service failures, and they can avoid the added costs of hosting on-premise servers. The TruETA solution now benefits both the back office and in-cab driver environments by allowing users to take advantage of ALK’s full suite of Trip Management services. Services include PC*MILER industry standard routing, which takes into account traffic and driver-selected, route-specific hours of service breaks, as well as ALK Maps visualization of live traffic flow and current weather conditions, including radar, cloud cover, weather alerts, road surface conditions and geofence alerting capabilities. For more information about Trimble visit www.trimble.com.  

Editor’s note: The Bendix Tech Tips series addresses common commercial vehicle maintenance questions and issues concerning the total range of components found within foundation and air brake systems, as well as advanced safety systems. ELYRIA, Ohio — Even as air disc brakes become increasingly popular in North American commercial vehicle fleets, concerns of brake system balance —the amount of work handled by each brake in a system — may arise when they are installed in combination with drum brakes. While these hybrid braking setups deliver advantages in stopping power and uptime, it’s important to understand the role that brake balance plays in determining system performance and friction life. As part of the Bendix Tech Tips Series, Bendix has taken a look into combination disc/drum braking systems, including what to expect on the road and in the shop, as well as advice for introducing air disc brakes to a fleet. The Fade Factor As a drum brake heats up, particularly during heavy braking, it’s prone to brake fade — a reduction in performance because of expansion of the drum away from the brake shoe friction. In contrast, the design of an air disc brake virtually eliminates brake fade. “One of the things Bendix continues to make fleets and drivers aware of is how that fading affects the brake balance on a vehicle, particularly tractor-trailer combos,” said Joey Campbell, product manager of air disc brakes at Bendix Spicer Foundation Brake LLC (BSFB). “Different vehicle configurations and operating conditions, including how the truck is used, will push the workload to different axles, which makes a difference not just to the driver, but in maintenance planning and determining total cost of ownership (TCO).” Under typical braking conditions, in a properly balanced air brake system, each wheel-end brake on a vehicle is going to handle an appropriate amount of work based on weight – regardless of whether it’s a disc or a drum, or whether it’s on the tractor or trailer. Under heavy brake conditions where the brakes generate a lot of heat – situations associated with higher speed stops, higher GCWs, and/or extended downhill stretches – as the entire brake system works harder, the drum brakes will begin to fade. This has the effect of pushing the work they’re no longer handling onto the air disc brakes. “You’ll still get the stopping performance, but you could see decreased pad life on the air disc brakes (ADB) as they compensate for the extra work done during drum brake fade,” Campbell said. “This has led to questions about deliberately imbalancing an air brake system to compensate for the drum brake fading and keeping that extra work from shifting to the ADB wheel-ends in order to prolong the disc friction life.” Bendix, he noted, strongly advises against this, since brake fade generally occurs in temporary situations that account for only a small percentage of a vehicle’s operating time. Since most brake applications occur under normal conditions, these stops would now be taking place using an imbalanced system, hampering the normal brake performance for the sake of optimizing the small slice of time that brake fade situations represent. Discs and Dollies Introducing disc brakes to a fleet through most standard tractor-trailer combinations is a straightforward proposition, and it generally doesn’t matter whether a fleet or driver begins with discs on a tractor or the trailer. When multiple trailers (for example, doubles, triples, etc.) come into play, though, dollies introduce a wrinkle worth addressing. Bendix testing has shown that on an all-drum-braked tractor and double trailer, equipping the connecting dolly between the trailers with air disc brakes will likely lead to accelerated pad wear until fleet population of disc brakes increases. “If you’re putting air discs on only one axle out of six or more axles, the air disc brakes on the single axle are going to see an increase in temperature as they take on the extra work when the drum brakes fade,” Campbell said. “Disc brakes can handle the heat, but the friction wear will be accelerated since the work balance is shifting towards the ADB dolly. And again, we tested this – increasing the crack pressure on the dolly and delaying the disc brake application so that the drum-braked axles would take more of the work – but it didn’t make a meaningful difference, so we don’t recommend it.” For those reasons, he noted, Bendix recommends introducing discs first to tractors or trailers, and utilizing disc-braked dollies only in combination with other disc-braked equipment. Talking TCO One of the most common questions from fleets and drivers considering air disc brakes is “How much longer is the pad life?” It’s an understandable one, since the cost of replacing brake friction is a key component of measuring the return on investment in ADB technology. And equipment spec’ing matters. Other components also contribute to the deceleration of a vehicle outside of the foundation brakes. While their original intent is not to help with braking, their contribution to overall deceleration is somewhat a byproduct. Take, for instance, vehicles that are spec’ed without some of the aerodynamic devices – such as side skirts and aero bumpers – that help air flow around the vehicle. Vehicles without these devices have a higher aerodynamic drag, which contributes to deceleration, mostly at higher speeds. Other components – like tire rolling resistance, as well as the impact of transmission downshifting – can, and will, play a role in deceleration. When some of these things are included, they can have an added impact on the life of a vehicle’s friction by taking some of the workload off of the brakes. One often overlooked consideration is an engine brake, also known as an engine retarder. Under normal deceleration (5-feet per second squared, or about .15 g), an 80,000-pound vehicle uses about 1,000 horsepower to stop from 60 mph. An engine retarder typically handles about 50 percent of that work, leaving just under half the work to the foundation brakes, with the remainder absorbed by aerodynamic drag and rolling resistance. How a driver regularly handles stops affects brake pad life in a few ways. “Take that same 80,000-pound vehicle: Stopping it from 60 mph using hard deceleration (10-feet per second squared, or about .3 g) requires double the horsepower,” noted Campbell. “An engine retarder maintains the same level of assistance as under normal deceleration – about 500 horsepower worth – but since the overall need is now 2,000 horsepower, the foundation brakes on that system are taking about triple the load they’re handling under normal deceleration. And again – the more work they do, the faster those pads will wear. Just think what that would be without the engine retarder.” “We’ve seen some fleets adopt air disc brakes, but then figure they didn’t need an engine retarder because of the higher performance of the ADBs,” Campbell said. “The problem is that while ADBs are more than capable of exceeding today’s stopping distance standards unassisted, that extra workload with every stop is going to have a huge impact on the life of their friction. As a result, it is not a true apples-to-apples comparison if you compare the friction life of a drum brake paired with an engine retarder to an ADB without one.” Campbell also stressed the importance of OEM-quality replacement drum brake friction when relining. An aftermarket drum brake friction with a higher propensity to fade won’t just impact performance – it will pass that impact along to ADBs by transferring even more work to them. ADB friction is also important as OEM friction is designed to provide stopping performance while also managing wear. Information in the Bendix Tech Tips series can be found in the Bendix multimedia center at www.knowledge-dock.com. Further instructional videos and interactive training on foundation drum brakes and friction are available at the Bendix On-Line Brake School, www.brake-school.com. For more information on wheel-end and air dryer maintenance, contact the Bendix Tech Team at 1-800-AIR-BRAKE. GRAPHIC CAPTION Courtesy: BENDIX COMMERCIAL VEHICLE SYSTEMS Many factors go into how much power is needed from the foundation brakes, including whether the vehicle is equipped with an engine retarder and the quickness of the stop.

HANOVER, Germany — Power management company Eaton says it is developing an exhaust gas recirculation (EGR) pump designed to save fuel while meeting new stringent global emission regulations for heavy-duty diesel engines. The product was displayed at the recent 67th IAA Commercial Vehicles Show in Hanover. Eaton’s positive-displacement TVS EGR pump enables the use of a high efficiency turbo to lower engine pumping losses and increase fuel economy, according to Karl Sievertsen, vice president and general manager, engine air management, Eaton Vehicle Group.. The TVS EGR pump is driven by a 48-volt electric motor, making it completely independent from engine speed and significantly more controllable than competitive pump-less EGR systems. “Eaton has a long history of helping our commercial diesel customers optimize through advanced materials and lowering friction. Now we are adapting several passenger car-derived technologies to enable next-generation advances in efficiency,” Sievertsen said. “In the EGR pump example, we are leveraging the precision air control of our twin-vortices (TVS) pump technology to allow a high volume of exhaust gas recirculation to dilute air mixture with low pumping loss, while also lowering in-cylinder temperatures. This allows an improvement in fuel economy, while at the same time lowering harmful NOx emissions. Using known technologies, we are bullish on efficient diesel power as central pillar to drive true ‘well-to-wheel’ environmental improvements.” Sievertsen said Eaton leveraged its experience with superchargers and positive displacement pumps when developing its TVS EGR pump. While the two are similar, he said a supercharger generates a high boost with average pressure ratios of 2.0 to 3.0 for many applications; an EGR pump uses a shorter rotor assembly and lower twist to produce flow just slightly above the intake pressure, or a pressure ratio of 1.05 to 1.50. The setup allows the turbocharger to be optimized for maximum efficiency boosting without being compromised by the need to drive the EGR, which allows customers to utilize a highly efficient and lower-cost fixed geometry turbo (FGT) in place of variable geometry turbocharger (VGT) technology. In an engine designed with an efficient FGT, pumping work is decreased, enabling better fuel economy. In addition, the pump allows engine manufacturers to eliminate a number of expensive components, including the turbocharger’s variable geometry turbine and actuator, the EGR valve, and potentially the EGR flow meter. Because the pump is a positive-displacement device, the engine controller can use the pump speed signal as well as other Controller Area Network (CAN) sensor data to accurately calculate EGR mass flow rate. The pump’s fast response and independence from engine speed and load enable a wide range of EGR calibration over the entire engine operating map and can provide more precise flow rate control, especially during engine transients. With TVS EGR pump’s full-authority flow rate control, engine manufacturers will be able to meet new emissions regulations with fewer compromises to fuel economy. Sievertsen said additionally, because the pump can maintain any desired EGR flow rate, it can play an important role in emerging diesel engine efficiency strategies such as Miller Cycle operation, which leverages late intake valve closing for added fuel efficiency, and other key operating functions. For more information, visit www.Eaton.com.

CHAMBLY, Quebec, Canada — The Drivewyze PreClear weigh station bypass service, which supports over 700 weigh stations and inspection sites across the United States and Alberta, is now integrated into ISAAC’s solution. With this service, drivers receive an alert on their mobile ISAAC tablet that indicates whether they can bypass participating weigh stations. Using the application yields several benefits, according to Drivewyze President and CEO Brian Heath. Drivers can avoid losing time at weigh stations, he said, and depending on their safety record, carriers may reach a bypass rate of more than 90 percent in some locations. Considering transportation’s low profit margins, saved time is valuable and translates into increased profitability. “Integrating the Drivewyze service is in line with our mission at ISAAC. We connect people and information by providing innovative turnkey solutions to drive truck fleet performance. Thanks to Drivewyze, our customers can increase the efficiency of their fleet and the productivity of their drivers,” said Jacques DeLarochellière, president of ISAAC Instruments. “It’s exciting to be partnering with an ELD provider with a strong customer base of Canadian carriers, including some of the largest carriers in the Canadian Top 100,” Heath said. “This partnership will make it easier for safe Canadian commercial vehicle operators to access the largest electronic prescreening and clearance services network in Canada and the United States without the need to install additional equipment in their trucks,” he concluded. DeLarochellière said Drivewyze also enhances fleet safety by informing drivers of upcoming sites, allowing them to prepare for a pull-in by changing lanes if necessary. And thanks to the messages displayed on the ISAAC tablet, drivers are also less likely to accidentally bypass a site. Carriers thus improve their Compliance, Safety, and Accountability (CSA) score.

PRINCETON, N.J. — ALK Technologies, a global provider of transportation technology and mobility solutions, has released PC*MILER 32, the latest version of its PC*MILER truck routing, mileage and mapping software. “The trucking industry is evolving, and we’re excited to be able to expand PC*MILER’s capabilities to help customers achieve higher efficiency and productivity,” said Dan Popkin, senior vice president, Enterprise Solutions, ALK Technologies. “The introduction of companion web tools with PC*MILER 32 improves workflow, provides collaboration and continuity, and allows streamlined connectivity with all of ALK’s transportation solutions.” ALK Content Tools, a new cloud-based web tool for creating, managing and sharing custom location and route management content. Creation and management of two of our most popular features, Places and Route Modifiers, has moved from within PC*MILER to ALK Content Tools. Users can continue to save and quickly access frequently geocoded business or stop locations when route planning, as well as modify routing preferences by avoiding or favoring road segments. With migration of these management features to the web, this content no longer needs to be manually backed up or moved locally between versions.  In addition, it can be more seamlessly shared across multiple users on a company account. A Site Manager feature that better defines locations with truck entry and exit gates for improved last mile routing and directions, precise mileage, and accurate drive times. Located in ALK Content Tools, customers can enhance their custom Places by drawing a boundary polygon around a site perimeter and adding truck entry and exit gates. As variance between street addresses and actual entry and exit locations may differ greatly, Site Manager can dramatically improve the accuracy of mile and cost calculations, directly affecting rates, billing, and driver pay. Equally important, a defined site provides more granular turn-by-turn directions to help keep drivers safe and alleviate stress when approaching and departing a destination. ALK’s cloud-based ecosystem of web tools allows users to create, manage and share custom location and route management content across licensed ALK products, including CoPilot Truck in cab navigation, for improved operational consistency from the back office to the vehicle. Faster route insight with enhanced workflow features for efficiency and productivity. Now, customers can more quickly generate PC*MILER’s popular Mileage report for trip leg and overall miles and immediately view the additional distance impact when inserting a stop along a route. Additionally, customers can more easily create or modify a route by quickly inserting multiple stops at once using the new Quick Add Stop Entry feature. With each release, ALK’s team of map data experts add new highways and local roads along with commercial vehicle restrictions and allowances, as well as new construction projects. Also, specialized Pcontent laces, including distribution centers, truck stops, and rest areas are added to ensure safe and efficient routing while getting the most precise mileage. PC*MILER runs on Microsoft Windows, IBM AS/400 (iSeries), and mainframe computers, is also available as a web-based application, and can be seamlessly integrated with transportation and supply chain management systems. Some services mentioned may require additional licensing. For more information on PC*MILER visit www.pcmiler.com.  

ORLANDO, Fla. — The American Trucking Associations’ Technology & Maintenance Council and FleetNet America, an ArcBest company, released the executive summary of their Truckload Vertical Benchmarking Study from the second quarter, which showed an increase in tire issues, but an overall decline in unscheduled roadside repairs. “The industry has always known that tire costs spike in warmer weather, but does it have to spike so much? For the first time, the truckload vertical has an idea of how many miles they could be running between tire failures based on the results of the best-in-class fleet,” said Jim Buell, executive vice president of sales and marketing for FleetNet America. “As we get more information in the Benchmarkit data warehouse, we are able to get a better view of some of the maintenance challenges facing the industry.” Details of study were shared with program participants here during TMC’s 2018 Fall Meeting and National Technician Skills Competitions. During the quarter, the miles that participating fleets ran between roadside breakdowns increased 12 percent, indicating fleets were experiencing fewer unscheduled roadside repairs, the study found. However, mostly due to hot weather during the quarter, the frequency of tire repairs also increased by 25 percent compared to the first quarter of 2018. A handful of Vehicle Maintenance Reporting Standard systems accounted for 69 percent of all repairs in the second quarter of 2018, up from 58 percent in the first quarter of 2018 — largely due to the observed increase in tire and wheel repairs. For comparison, these top five systems — tires, lighting, brakes, wheels/rims/hubs/bearings, and exhaust systems — represented only 37 percent of repairs in the fourth quarter of 2017. “TMC exists to help our members run better, more profitable maintenance operations. Peer-to-peer benchmarking is an exciting step toward helping fleets do just that,” said Robert Braswell, executive director, TMC. “The next step is to share the best practices fleets employ to become best-in-class in a particular system. This is a great aspect of TMC membership, which supports maintenance leaders working together to make our industry even more efficient.” The TMC/FleetNet Vertical Benchmarking Program is a new benefit for TMC members. In addition to the executive summary, which is available to TMC members, fleets that participate by sharing their data are provided an analytic tool that allows them to drill into their data, comparing it to the industry average. The program is a strategic collaboration between TMC/ATA and FleetNet America and is open to TMC fleet executive level members and FleetNet America customers. The analytics provided via the program will be cumulative and non-fleet specific. For information about the TMC/FleetNet Vertical Benchmarking Program, visit http://benchmarkit.fleetnetamerica.com.  

COLUMBUS, Ind. — ACT Research’s preliminary estimate for August 2018 net trailer orders is 38,200 units, a hefty increase from July and an even more hefty increase from one year ago.. “Fleets continued to invest at a torrid pace in August, following a robust July,” said Frank Maly, ACT director of CV transportation analysis and research. “Industry net orders of 38,200 trailers were up more than 30 percent from July and over 140 percent better than this time last year. The summer has shown amazing strength, reflecting commercial fleets’ positive outlook in response to solid freight rates, volumes, and capacity challenges. After seeing the strongest July volume in industry history, August followed suit, surpassing the previous record of August 1994 by more than 11,000 orders.” Seasonally adjusted, August’s net orders were nearly 50,000, which converts to a 595,000 SAAR. Continuing the recent pattern, dry vans and reefers provided the majority of support for the total industry results; both categories were up more than 40 percent versus July. Dry vans were up almost 90 percent versus last August, while reefers were up over 240 percent versus last year. “Year-to-date net orders of more than 238,000 trailers are greater than 40 percent versus last year. Eight of the 10 trailer categories are in the black year-over-year, with seven of those posting double-digit or better gains,” Maly said. “Year-to-date performance is led by reefers, with net orders up 110 percent versus last year.”

Volvo Trucks is now presenting a new transport solution consisting of autonomous electric commercial vehicles that can contribute to more efficient, safer and cleaner transportation, the OEM said in a statement released today. “The long-term goal is to offer companies that need continuous transport services between fixed hubs a complement to today’s offerings,” spokesmen said. “Growing world population and increasing urbanization are leading to significant challenges to solve environmental issues such as congestion, pollution and noise. Rising consumption, the fast growth of e-commerce and the widespread shortage of drivers put higher demands on efficient transport solutions. “The full potential of the transport industry is yet to be seen. Everything suggests that the global need for transportation will continue to significantly increase in the coming decade. If we are to meet this demand in a sustainable and efficient way, we must find new solutions. In order to secure a smoothly functioning goods flow system we also need to exploit existing infrastructure better than currently. The transport system we are developing can be an important complement to today’s solutions and can help meet many of the challenges faced by society, transport companies and transport buyers,” Claes Nilsson, president Volvo Trucks, said. Volvo Trucks’ future transport solution is intended to be used for regular and repetitive tasks characterized by relatively short distances, large volumes of goods and high delivery precision, spokesmen said. Transports between logistic hubs are typical examples. “Our system can be seen as an extension of the advanced logistics solutions that many industries already apply today. Since we use autonomous vehicles with no exhaust emissions and low noise, their operation can take place at any time of day or night. The solution utilizes existing road infrastructure and load carriers, making it easier to recoup costs and allowing for integration with existing operations,” said Mikael Karlsson, vice president of autonomous solutions. The operation is handled by autonomous electric vehicles linked to a cloud service and a transport control center. The vehicles are equipped with sophisticated systems for autonomous driving. They are designed to locate their current position to within centimeters, monitor in detail and analyze what is happening with other road users, and then respond with high accuracy, according to the news release. The transport control center continuously monitors the progress of the transport and keeps an accurate watch of each vehicle’s position, the batteries’ charge, load content, service requirements and a number of other parameters. As with an industrial production process, speed and progress are tailored to avoid unnecessary waiting and to increase delivery precision. In this way it will be possible to minimize waste in the form of buffer stocks, and increase availability. Vehicles that operate on the same route cooperate to create optimal flow. In the near future, Volvo Trucks’ transport solution will be further developed together with selected customers in prioritized applications: Volvo Trucks is developing a new type of transport solution for repetitive transports involving high precision between fixed hubs. The transport solution consists of autonomous, connected, electric vehicles and a transport control center. The vehicles are used as tractor units and are compatible with existing load carriers/trailers. The propulsion is entirely electric with zero exhaust emissions and low noise levels. The driveline and battery pack are of the same type that are used in Volvo Trucks’ electric trucks.

BURLINGAME, Calif. — Aperia Technologies, a supplier of tire inflation technologies that are designed to improve the safety and efficiency of commercial vehicle tractors and trailers, today announced the release of a new chrome cover for the Halo Tire Inflator. “Our drivers take tremendous pride in their trucks, and it’s the details that matter when it comes to recruiting and retaining drivers,” said Jon Andrus, vice president of fleet administration at Doug Andrus. “Every touch point we have to improve driver retention matters to our company, and how a truck looks as well as how it operates is a factor in keeping our drivers on the road.” While the chrome adds personality and practicality to accessorize the Halo Tire Inflator, it also plays a role in improving business for fleets, from driver retention to company pride, according to Josh Carter, CEO of Aperia Technologies. He said according to the American Trucking Association it takes 3.5 million truck drivers to haul more than 10.5 billion tons of freight across the U.S. annually. Driver shortages are forcing fleets to be more selective in the loads they take on, raise wages, and charge customers more to haul their loads, Carter said.. “Solutions such as lowering driver eligibility requirements, including age, are being considered to help address the driver shortage, but including new features that drivers want on trucks is another opportunity to engage and retain drivers,” Carter said. He said Aperia’s Halo Tire Inflator is a robust, easy-to-use solution that automatically keeps tires from falling below their target pressure range, allowing fleets to maximize tire life, reduce fuel consumption, and slash operating costs. The chrome cover snaps into place in seconds and is retrofittable and compatible with all models of the Halo Tire Inflation Systems. Used extensively in heavy-duty trucks since 2015, Carter said Aperia’s Halo Tire Inflator is North America’s leading automatic tire inflation solution for tractors and has become the tire inflation solution of choice for more than 350 fleet customers. “Aperia Technologies engineers innovation to make transportation more efficient, safer, and better for the environment,” Carter said, adding that the company’s Halo Tire Inflator and related products improve fuel economy and road safety while reducing tire expenditures, downtime, and maintenance costs for commercial fleets. For more information, visit www.aperiatech.com. PHOTO CAPTION: A company official said Aperia’s Halo Tire Inflator is a robust, easy-to-use solution that automatically keeps tires from falling below their target pressure range, allowing fleets to maximize tire life, reduce fuel consumption, and slash operating costs. (Courtesy: APERIA TECHNOLOGIES)

The two organizations that report on commercial vehicle sales in North America both reported all-time record highs in preliminary data released Thursday. ACT Research of Columbus, Indiana, reported that the industry booked 53,100 units in August. FTR of Bloomington, Indiana, 52,400 units booked, surpassing last month’s total by 300 orders. “Preliminary data indicate that during the month of August, North American Class 8 orders rose 0.9 percent month-over-month and 150 percent from August 2017,” said Kenny Vieth, ACT’s president and senior analyst. “Super-strong orders in June and July are likely pulling large fleet orders ahead in the schedule, as truckers race to reserve build slots in a market where demand is running well above capacity.” Orders from June to August were booked at a 700,000 seasonally adjusted annual rate, Vieth said. FTR said Class 8 orders were again exceptionally strong in the U.S. market with most OEM’s racking up great order months. Orders were even month-over-month and up 153 percent year-over-year. Orders continue their hot streak in 2018, according to Don Ake, FTR’s vice president of commercial vehicles, who said six of the top 12 order months ever have occurred in the first eight months of 2018 with North American Class 8 orders for the past 12 months now totaling 477,000 units. Ake said carriers continue to scramble to get enough trucks on the road to handle the robust freight growth. The surging economy and vibrant manufacturing sector are stretching the logistics system to the limit, he said, adding that in some markets, goods are moving slower because of supply chain gridlocks, necessitating even more trucks to deliver goods. “The good news is, it appears the supplier shortage issues that significantly slowed production earlier this year, have been largely abated for now,” Ake said. “However, the supply chain remains tight, and fleets and dealers continue to place large orders to lock down build slots in 2019. Fleets are ordering early and often and orders this plentiful indicate fleets are highly confident the flourishing freight market will persist for a while. Current economic and manufacturing data point to a strong start to 2019. FTR does expect some easing to occur in the second half of next year.” The record order data only compounds the backlog for OEMs with the current build rate meaning trucks order in August won’t be produced until as late as the second quarter of 2019. “While we don’t know the answer to current build levels, the answer has to be ‘higher,” Vieth told The Trucker. “The challenge is for the OEMs to get the entire supply-chain to ramp up as high and as fast as possible to make sure they are not leaving their customers without the equipment they want to buy. Given current rates of unemployment, the supply-chain’s ability to ‘easily’ push production higher is constrained by their ability to find quality workers.” Final August order numbers will be available later in September.

ROSEDALE, Md. — Kenworth Mid Atlantic-Baltimore recently became the newest addition to Kenworth’s dealer network of more than 400 locations in the United States and Canada with its recent opening through a partnership between Tri-State Kenworth and Chesapeake Truck. “We look forward to offering ‘The World’s Best’ trucks and delivering the best parts and service support to fleet and truck operators in the Baltimore metro area. We see a tremendous opportunity because of a great need for Kenworth trucks brought on by significant investments in new distribution centers by Amazon, Under Armour and Tradepoint Atlantic,” said Scott Patrohay, dealer principal of Tri-State Kenworth and CEO of Kenworth Mid Atlantic. “Trucking companies are vying for the best drivers, and Kenworth models such as the T680 and T880 can provide compelling comfort and other benefits to drivers. With our well-equipped full-service dealer location, Kenworth Mid Atlantic-Baltimore also will provide fleets and truck operators with responsive parts and service support, helping drivers get back on the road quickly,” he said. Kenworth Mid Atlantic-Baltimore features 20 service bays, with two-hour truck diagnosis through Kenworth PremierCare ExpressLane. The 26,000-square-foot full-service dealership, located at 8540 Pulaski Highway, near the intersection of U.S. Highway 40, U.S. Interstate 695, and U.S. Interstate 95, also features a 12,850 square-foot parts department. “The addition of Kenworth medium and heavy duty trucks fully complements the array of products and services delivered by Chesapeake Truck aimed at helping commercial clients power their businesses,” said Wendy Nieberlein, president of Kenworth Mid Atlantic. Chesapeake Truck was founded in 1967 by Al Kleeman. Since 2002, the dealership has been run by Al’s son, David (now vice president of Kenworth Mid Atlantic), with the goal of providing high quality 24/7 service to its commercial customers. Tri-State Kenworth operates Kenworth dealerships in Enfield and Milford, Connecticut.

GREENSBORO, N.C. — Gasboy, an industry provider in commercial and industrial fuel and fleet technologies, is pleased to announce the launch of Islander Prime, the next generation fuel management system for commercial fueling. The Islander Prime is a best-in-class home base fuel management controller, an all-in-one standalone pedestal enabling forecourt automation with flexible fueling authorization capabilities, according to Luke Grant, general manager of Gasboy. It features a modern design and an advanced user interface with a high-brightness color LCD payment terminal and a full alphanumeric keypad, he said. Grant said the Islander Prime is highly modular, with various factory-installed and field-upgradeable options, including card reader, printer, HID reader and support for Gasboy’s Fuel Point Plus vehicle identification system.  It supports up to eight mechanical hoses and 64 electronic hoses, as well as all common communication protocols. Designed for quality, the Islander Prime is capable of withstanding the harsh environments and extreme temperatures found on many commercial and industrial fuel sites. It is also available in stainless steel and ADA (Americans with Disabilities ACT) approved versions. “We are excited to continue delivering innovative technologies that support the growing needs of commercial and industrial fleet operators,” Grant said.  “The Islander Prime is a key component within Gasboy’s broad and unmatched offering of fuel dispensers, controllers, automatic vehicle identification systems and industry-leading fuel management software solutions.” To learn more about Gasboy Islander Prime visit www.gasboy.com.  8