Piece of a Puzzle

Paramount Freight Systems jumps into the small carrier scene in award-winning fashion

By James Jaillet

A trucking company with no trucks is an apt description of the former intermediary, now nearly completely independent-contractor Paramount Freight Systems.

Its situation hasn’t held it back, though, and the all-owner-operator model has allowed it to make bids and acquire new customers, says company director Trent Dye, who’s been developing the small carrier since its 2008 start.

Its structure also hasn’t stopped the firm from meeting driver needs and expectations — the Truckload Carriers Association named Paramount the Best Fleet to Drive For in the owner-operator category.

R+L Carriers spawned Paramount as a means to run terminal to terminal, Dye says, but the upstart grew, started looking for teams and eventually “just splintered off and started finding our own customers,” he says.

“There was a niche for us with some other customers and with their needs,” Dye says, referring to full truckload needs rather than R+L’s less-than-truckload freight.

Paramount has 90 tractors leased to it and more than 130 operators, 38 of which run team. All of its drivers are double hazmat certified and the carrier pulls many hazmat loads, Dye says. The carrier hauls mostly dry freight and an occasional load of refrigerated goods in the U.S. and into Ontario and Quebec in Canada.

“We started small,” Dye says. “We had a small office in Bloomington, Ohio, where R+L is based, and we started running ads and billboards for owner-operators. Now we’ve got over 20 office employees and over 130 drivers.”

Dye says the company’s owner-operator model has allowed it to win business with companies such as Coke, UPS and Tropicana. “Our customers usually only require a power unit, and that’s what we provide,” he says. “We can take these bids and recruit quickly in different regions around the country.”

They still tie in to R+L network freight, too, helping it secure return loads on one-way hauls. “It’s been a fun puzzle to put together,” Dye says.

Paramount solo drivers average about 2,800 miles per week, Dye says, and teams drive about 6,000. “For 98 percent of them, it’s a Monday through Friday type operation,” he says. “They get paid on all miles, not just miles with a load, and a fuel surcharge that’s close to the national average each week.”

Drivers have access to Paramount’s terminals, but also the R+L terminals, some of which have cafeterias and all of which have sleeping rooms, showers, washers and dryers, Internet access and TVs.

The carrier has its headquarters and a terminal in Jeffersonville, Ohio, as well as terminals in Dade City, Fla.; Fort Meyers, Fla.; and Denver.

Paramount Freight Systems

Location: Jeffersonville, Ohio

Founded: 2008

Primary freight: Dry goods

Number of drivers: 130+

Number of trucks: 90

Areas of operation: U.S.; eastern Canada

Contact: http://www.drivepfs.com

TCA names latest Highway Angel

The Truckload Carriers Association named Gyslain “Juice” Lemelin, a driver for N. Yanke Transfer of Saskatoon, Saskatchewan, its latest Highway Angel.

On Oct. 23, 2011, Lemelin was heading west on the Trans-Canada Highway outside of Virden, Manitoba, Canada, when two people and their two dogs passed him in their pickup truck. They were on their way home from a wedding and were towing a camper filled with belongings.

Lemelin says he smelled burning transmission fluid coming from the truck. By the time he pulled over, flames had spread all over the pickup’s hood, the battery was melting, and the ground underneath the vehicle was on fire. Lemelin used his fire extinguisher to put out the flames while the couple removed their dogs and valuables from the vehicle. When the fire was out, he let the couple use his cell phone to call for assistance.

Southeastern Freight Lines earns award

Southeastern Freight Lines, a provider of regional less-than-truckload transportation services, was recognized as an LTL Carrier of the Year by Schneider Logistics Inc. for the second consecutive year. Southeastern was one of 16 carriers to earn this award for 2011.

Schneider Logistics, a wholly owned subsidiary of Schneider National Inc., has contract relationships with more than 11,000 transportation providers including Southeastern Freight Lines.

Criteria to determine award winners include carrier scorecards (service, communication and claims), multiple account support, overall volume and safety.

Maverick announces 350-unit truck order

Maverick Transportation LLC recently announced that it is taking delivery on 350 new trucks beginning in the first quarter of this year. The new equipment will be 2012 and 2013 Freightliner Cascadias equipped with electronic onboard recorders, auxiliary power units and the latest in safety technology, including collision avoidance and roll stability control. Trucks will also contain the latest Daimler engine technology and Eaton electronic shift transmissions.

Among the new trucks, 190 units will be replacements, and the remaining 160 grow Maverick’s total number of units.

Crete, Shaffer give million-mile awards

Crete Carrier and Shaffer Trucking announced that 105 drivers have received a million-mile award for fiscal year 2011. Ninety-four of the 105 drivers received their first million-mile award with the company while 11 received a 2-million mile award. The miles associated with the awards are actual miles driven while at Crete Carrier and Shaffer Trucking.

The awards, based on the accumulation of years of driving with no preventable accidents, are presented at the annual safety awards banquet and holiday party. Awards are issued in million-mile increments. Recipients of mileage awards receive an engraved plaque, belt buckle and pin.

What does this season hold for stock car racing?

Welcome to the new Sprint Cup season, race fans. I don’t know about you, but I’m almost afraid for the engines to crank in this month. I mean, how can it be better than last year?

The 2011 championship chase went down to the last race and still had to be decided by a tiebreaker. The No. 48 stranglehold was broken. We had a lot of new and different winners. And we veteran fans saw some of our favorite drivers return to victory lane (yes, I’m talking about the No. 24).

But as good as 2011 was, there are plenty of questions going into this season. Let’s see if we can come up with at least educated guesses, if not definitive answers.

Q Will the Chase for the Championship be as exciting?

A I hope so. As long-time readers know, I’m not a fan of this playoff format, but if things work out again as they did in 2011, I’ll quit complaining (so much and so loudly).

The tweaked points system definitely helped last year, though I still find it crazy that Tony Stewart won five of the 10 chase races and still barely claimed the title. And let’s be honest, Jimmie Johnson and Chad Knaus had their share of problems last year.

But maybe now that their air of invincibility is gone, we’ll continue to have more competitive seasons. If last year’s five first-time winners and eight broken winless streaks are any indication, there are a lot of teams ready to rumble into the winner’s circle.

Q Will the crew chief carousel keep spinning?

A Yes. The most shocking change was Darian Grubb being let go by Stewart-Haas Racing despite leading Tony Stewart to his third cup championship. He landed at Tony’s old haunt, Joe Gibbs Racing, as Denny Hamlin’s team leader.

Grubb isn’t alone in getting acclimated to a new garage. We’ll start 2012 with new men also sitting atop pit boxes for Penske, Childress, Earnhardt-Ganassi and Michael Waltrip Racing. And every crew chief better keep his bags packed. Whenever a team stumbles, we all know who’ll be the first to go.

Q Will Kyle Busch be fired like his older brother was?

A No. Give me a minute here. I’m still trying to wrap my mind around Kurt Busch, not Kyle, getting the boot at the end of last season. I never imagined that the elder Busch brother, who lost his seat at Penske Racing, would be out of a ride before his hot-headed sibling.

But Rowdy will be fine, at least when it comes to collecting a regular paycheck, for two reasons. First, Joe Gibbs is a patient man who prides himself on being able to defuse difficult situations and nurture problematic personalities. More importantly, Kyle is a better driver than Kurt.

Winning can compensate for a lot. And I suspect (hope) having seen such harsh consequences hit so close to home, Kyle will reassess his own actions and behave more like a grown-up on the track.

Q Will more teams follow Roush Fenway Racing in downsizing?

A I hope not. In an ideal NASCAR world, team ownership would be spread around more. But it’s not. And when one of the big dogs has to cut cars from both its Nationwide and Sprint operations — and lay off around 100 employees — because of sponsorship difficulties, that doesn’t bode well for other teams or the sport.

On a personal level, I’ve enjoyed the competitiveness of the Cat in the Hat’s teams. Plus, Roush deserves kudos for all the technological and safety advances he’s helped make standard in NASCAR.

Q Will Danica Patrick’s performance come anywhere close to her hype?

A I doubt it. The woman racer who’s going to give her boss, Dale Earnhardt Jr., a run for the most popular driver title is going to get plenty of attention as she jumps into the Sprint Cup for a dozen or so races, as well as a full season in the Nationwide Series.

How much of the spotlight will be for simply finishing a race or finishing better than she’d done before, even when it’s at the middle or back of the pack? Danica devotees say that when she competes exclusively in NASCAR, we’ll see just what a talent she is and what she can really do with a stock car. I’ll believe it when I see it.

Q Will the switch from carburetors to fuel-injection systems make a difference?

A From a competitive standpoint, it shouldn’t. From a technical standpoint, it should make the cars more fuel-efficient. Hopefully, that’ll cut down on those anticlimactic fuel-mileage finishes.

And at least NASCAR drivers, who haven’t driven true stock cars in decades, will finally be piloting cars that are a little more like the Chevys, Fords, Dodges and Toyotas you and I drive. Until this season, the only vehicles left with carburetors were in NASCAR and Cuba.

Kay Bell is an Austin, Texas-based writer. When she’s not yelling at her television during NASCAR races, she writes about financial topics and blogs about taxes at Don’t Mess With Taxes (www.dontmesswithtaxes.typepad.com).

LOOSE LUGNUTS

| Force fixed up | Funny Car legend John Force is spending part of his offseason recovering from the knee surgery he underwent in late November. The 62-year-old is expected to begin the new drag racing campaign at the O’Reilly Winternationals at Pomona, Calif., in February with all systems go.

Force went under the knife to repair the torn anterior cruciate ligament in his right knee — his throttle leg. He originally hurt the leg playing high school football and reinjured it during a dramatic 2007 crash in Texas.

The injury never really affected his driving, Force explained, but was becoming a nuisance in his everyday life, especially when he exercised. His surgery was performed by the same doctors who worked on Los Angeles Lakers star Kobe Bryant’s knee in summer 2010.

| Return to the Rock | The bad news for the Camping World Trucks Series is that its 2012 schedule contains only 22 races, down from the 24 it staged in 2011. But the good news is the series will feature a visit to Rockingham Speedway in North Carolina, and I’m really pleased to see the venerable track regain a bit of its racing heritage. This race will be the trucks’ debut at the Rock, and it marks the first race of any national NASCAR series there since 2004. The abrasive 1.017-mile oval was a popular stop for the Sprint Cup and Nationwide Series for almost four decades, and it has been a popular site for short-track testing sessions in recent years.

Iowa earned a second race for 2012, and Nashville, New Hampshire and Indianapolis were dropped from this year’s schedule, which will open as usual at Daytona in late February.

| Crash course | The Lotus Renault team welcomes former world champion Kimi Raikkonen back into the Formula 1 fold this year, and within a week of the announcement of his return last fall, the colorful Finnish driver made his own headlines by crashing a snowmobile in a race in Austria. He didn’t suffer any serious damage, but experienced some pain in his left wrist and sat out the rest of the weekend. Raikkonen is returning to Formula 1 after spending the past two seasons in the World Rally Championship. In his previous F1 stints with Sauber, McLaren and Ferrari from 2001 through 2007, he captured the 2007 championship, won 18 races and earned 62 podium finishes.

2012 International ProStar+ with MaxxForce 15-liter shines during editor’s test

The light and space of the Texas prairie around Dallas can zap a trucker’s brain — especially on a crisp fall morning at the end of a months-long drought. The landscape is a dull, bleached-out tan every way you look.

If I throw a glance over to my right-hand rear-view mirror, I can see the Dallas skyline hovering in the distance behind me. I’m heading south now, on Interstate 45, straight into the famous Texas hill country to put my new rig through its paces and find out if the Big Bore 15-liter pounding away in front of me will deliver the goods. So far, this new MaxxForce 15 diesel is performing as advertised as it powers my 77,000-pound gross with relative ease.

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Truckers News Executive Editor Jack Roberts puts the ProStar+ and 15-liter MaxxForce engine through their paces.

A lot of people in those cars are checking out my tractor when they roll past. It is one sharp-looking truck with a gleaming orange-and-charcoal paint scheme.

To most of the four-wheelers, the ProStar+ is simply what passes for a conventional style tractor these days. Truckers with a more practiced eye will note immediately that this is an extremely “slippery” design. True, it pays definite homage to the great International conventionals from years gone by. But the sharp edges and flat surfaces that defined many of those older designs have been replaced by smooth, curved fenders, grille and hood. In fact, all the edges across the front and sides of the tractor have been aerodynamically optimized, giving the ProStar+ a distinct aerodynamic boost.

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

The Prostar + boasts plenty of storage space both in the front of the cab (shown here) and the sleeper compartment.

During the pretrip, a quick unfastening of the fender latches and a gentle tug on the handgrip integrated into the top of the chrome grille is all that is needed to open the hood and check out the 15-liter MaxxForce. This is the engine naysayers said International couldn’t pull off: a 15-liter beast forged in the company’s Huntsville, Ala., engine plant, combining the lower components, such as the block and camshaft, from Caterpillar’s C-Series family of diesel engines with International’s high-pressure fuel injection system and sophisticated electronic engine control systems. This is an exhaust gas recirculation-only engine — meaning there is no diesel exhaust fluid tank or exhaust aftertreatment system. International uses “heavy EGR” to burn off NOx particulate matter during the combustion process by recirculating exhaust gases back into the combustion chamber. Access to all the major engine systems — antifreeze, power steering fluid, engine oil and so on — is a snap.

At a glance, there’s not much going on visually to tell you there’s a MaxxForce 15 under the hood of this ProStar+. True, there’s a chrome badge on both sides of the engine cowl, but it’s understated. But if you look right in front of the A Pillar, you’ll see a 3-inch-long body insert with a faux air vent inserted between the engine compartment and cab. This filler is necessary because the 15 is 3 inches longer than the MaxxForce 13 engine: This is your strongest visual clue that the ProStar+ passing you on the left has a big bore engine under its hood.

Two-stepping through Texas

Up in the tractor and out on the road, the ProStar+ continues to impress. This model features International’s deluxe trim package, so the rich smells of plush leather seats waft over you as you slide behind the driver’s seat. The warm tones of wood panels and trim accent the well-lighted switches on the instrument panel, Itself highlighted by the middle console, which features International’s top-of-the-line stereo and GPS navigation system. Everything is within easy reach for the driver. And the stereo/GPS system is intuitive and quickly mastered.

International’s engineers have done a great job making the driver feel like he’s integrated into the overall design of the vehicle. And everything, from the instrumentation, switch placement, views over the hood and to the sides to the tight, responsive way the truck handles rolling down the road reinforces this feeling.

Another strong positive is the sound insulation in the cab. It’s clear that International designers worked hard to create an integrated, complimentary sound-dampening system that isolates both vibration coming up through the vehicle frame as well as wind, engine and highway noise. Of course, it doesn’t hurt that the MaxxForce 15 is an inherently quiet engine to start with, thanks to its compacted graphite iron design — lighter, stronger and quieter than conventional cast iron used in engine blocks.

The MaxxForce 15-liter engine uses “heavy” exhaust gas recirculation technology with no liquid aftertreatments to burn off NOx particulate matter.

This particular MaxxForce 15 is mated to an Eaton 13-speed manual gearbox — and believe me, that big engine gets the rig going fast: But once at cruise speeds, the MaxxForce 15 settles in at around 1,200 rpm and stays there. Even the occasional long climb up a deceptively shallow-looking Texas grade didn’t rile it up: In this environment, downshifting becomes optional for drivers: You can grab a lower gear if you want. But there’s really no need. The MaxxForce 15 might lose 4 or 5 mph starting up the rise, but by the time you’re halfway up the slope you’ll be right back on your target speed. And by the time you reach the top, you might find you’ve even gained a few mph, depending on how steep the grade is.

That won’t hold true in more extreme terrain, of course. But it’s solid evidence that this engine has the on-demand power to make a driver’s life a lot easier if the countryside will allow it.

After some incredible beef brisket at a truckstop north of Buffalo, it was time to turn the big ProStar+ back toward Big D and wrap up the test drive. My main takeaway for the day was a true appreciation for the overall MaxxForce 15/ProStar+ package. This is a truly integrated design, and the solid feel behind the wheel is a direct result.

International would be the first to admit that a 15-liter diesel isn’t for everybody. But if your application demands one, they’ve certainly got an engine that fits the bill. It’s got plenty of power when you need it but cruises as quiet as a kitten when brute force isn’t required. It’s a solid engine mounted under the hood of a solid tractor.

ProStar+ with MaxxForce 15 specifications

Model: PROSTAR+ 125 6×4

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

Engine compression brake: MaxxForce for MaxxForce 15 engines

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

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

Driveline: Dana Spicer SPL250XL plus SPL170XL inter-axle shaft

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

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

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

Front wheels (optional): Alcoa Durabright XBR aluminum disc front wheels, with vendor-applied treatment

Rear wheels (optional): Alcoa Durabright XBR aluminum disc rear wheels, with vendor-applied treatment

Fuel tanks: (two) Top Draw; polished aluminum, 26-inch diameter, 140-gallon capacity with dual supply and return lines

Fifth wheel: Fontaine SL4LWO775012 12-inch slide, 7.75 inches above top of frame, left side release

Color: International Chassis Code 08 (orange/metallic black)

Miscellaneous: Improved sound insulation package and thermal value for sleeper compartment under hood for sound abatement; National Seating HP model driver’s seat with air suspension, high back, two-arm rest, isolator, 8.5-inch adjuster, three-chamber air lumbar

Carolyn Magner is not a professional therapist, shrink or even a very nice person. Her advice is meant to entertain you, not solve your terrible, desperate problems. Email Carolyn at cmagner@randallreilly.com.

Making up for last year’s mistake

Dear Carolyn,

Valentine’s Day is my least favorite day of the year. My wife expects me to go all out and I never quite live up to her expectations. Last year I told her we were not exchanging gifts and she agreed. That did not work out very well for me at all. This year, I’m resigned to the fact that I’ll have to do something romantic, expensive, thoughtful and surprising.

Any suggestions?

Terry

Dear Terry,

Oh dear. The no-gift thing didn’t work out? And you thought it would? Clearly you don’t read this advice column on a regular basis. However, it appears you are still together and you want to do better this year. I suggest you buy her a nice sparkly piece of jewelry, a box of her favorite candy and write a sweet mushy card telling her how wonderful she is. Then, wrap a small box holding another little sparkly and say it’s for last year.

I’m just say’n.

Girlfriend too compliant with mother’s wishes

Dear Carolyn,

My girlfriend and I are planning to get married this summer, and everything is going well. We are perfect together and have a great relationship. The only thing that I’m worried about is the fact that her mother is a real piece of work. She’s always in our business and is the most self-absorbed person I’ve even met. I have no idea how to handle her. Truthfully, I loathe the woman. My girlfriend is completely under her thumb and does whatever her mother tells her do.

Is there anything I can do about this situation?

Billy

Dear Billy,

Here’s how I see it. You plan to marry a woman who allows her mother to control her. This is important information. She is not likely to change just because you get married. In fact, Mommy Dearest may tighten the noose. If her mother realizes you don’t like her, things may further deteriorate.  I suggest you and your girlfriend have a frank talk. Put all your cards on the table. Tell her that you don’t intend to include your future mother-in-law’s opinion in your decision making. Consider going to counseling together where a professional can help unravel the reasons why she’s still under her mother’s thumb. There is always the chance her mother will let go of the strings after her daughter is married. Sort of like how there’s always the chance that the government will butt out of regulating trucking.

I’m just say’n.

Woman dating new guy still friends with her ex

Dear Carolyn,

I’m dating a great guy I’ll call “Tom.” Tom and I are both in trucking, though he’s long-haul and I’m local. We have a lot in common but there’s one problem: I’m still seeing my ex-boyfriend. He and I are just friends now, but Tom would be devastated to know we still get together. I feel guilty, but I don’t want to give up my friendship with the ex. He was the one to break it off with me so I feel like it helps my self-esteem to have him still in my life.

What should I do?

Jessie

Dear Jessie,

Oh, by all means, let’s work on your self-esteem. Because you feel “guilty” about how devastated Tom would be, I am assuming you want me to tell you it’s OK?

Nope. Not going to do it. You are dating a great guy who thinks you are having an exclusive relationship. If you are hiding the casual friendship with your ex, you are lying to Tom. The answer is simple. Do the right thing. Tell the ex you are involved with someone else and then walk away and don’t look back.

I’m just say’n.

To read Carolyn’s blog on your smartphone, scan this tag. Search “QR code reader” in your phone’s app store to find a decoder.

Cobra 29 LX

Cobra Electronics has unveiled the 29 LX, which features a selectable LCD color display in red, green, blue or amber to complement the interior of any cab. The display also has customizable night and day settings to enhance readability in both bright and dark conditions.

In addition, Cobra’s latest CB radio features a new clock and timer combination that enables drivers to track their on-duty driving hours. The combo also functions as an alarm clock.

Visit http://www.cobra.com for more information.

K40 Trucker Antenna

This antenna offers 7,000 watts of AM power handling capability, a 26-30 MHz frequency range and 1.6 MHz bandwidth.

The product is designed for CB and 10-meter radios and weather band reception. It can be used as a single antenna or co-phased for dual antennas. It comes with a 10-inch shaft length with 3/8 inch by 24 thread, 8-gauge silver-plated wire and 49-inch stainless steel 17-7 tapered whip. The sealed housing eliminates water corrosion.

Visit http://www.dasinc.com for more information.

Firestik II FS

Series antenna

This new antenna from Firestik has all the features of the KW series antennas plus a tuning mechanism that allows bare-hands tuning capability.

The design broadens the antenna’s bandwidth to keep standing wave ratio lower over more channels. The upper coil extension also increases the antenna’s power handling capability.

The antenna has a custom blended, glass fiber-reinforced shaft. Each is wound with heavy insulated copper wire to prevent oxidation and shorted windings.

Visit http://www.firestik.com for more information.

Wilson 2000 Series

This stainless steel center-loaded coil mobile CB antenna features a 52-inch stainless steel whip rated at 3,500 watts, standard 3/8 inch by 24 thread chromed brass ferrule and larger coil housing that allows for increased power handling.

It also offers a wound coil design, 10-gauge silver plated wire, high-impact-engineering thermoplastic coil, a 26-30 MHz frequency range and a static-reducing weather cap.

Visit http://www.wilsonantenna.com for more information.

Monkey Made MM-9

The Monkey Made MM-9 antenna comes in short, medium and long versions with 3-inch diameter, 49-inch stinger length and ranging up to 6 feet total in length.

The MM-9 products offer 30,000-watt capacity and heavy-duty ferrule and stinger for durability.

Visit http://www.monkeymade.com for more information.

Hustler SCB

Trucker antenna

Hustler’s SCB antenna includes a large-diameter, high-efficiency coil that is computer designed to maximize length to diameter ratio. The coil is capable of covering 120 channels at 1,000-watt power levels.

The SCB’s lower half is constructed from 3/8-inch solid stainless steel rod. A stainless steel spring is mounted on the top of the coil to reduce shock absorption.

Visit http://www.new-tronics.com/main/index.html for more information.

Midland Model 9001z

Midland Radio Corp.’s Model 9001z features the company’s Guardian Alert technology. The alert function can help drivers remain alert while on the road by emitting a warning siren at set intervals. The device’s other features include Weather Scan technology, Delta Tune, which clarifies the reception of incoming calls, and XR technology, a noise filter that boosts communication range.

Visit http://www.midlandradio.com for more information.

Francis Antennas ground kit

The Francis Antennas ground kit offers improved antenna performance and signal communications.

The kit includes three threaded 3.5 inch radials and a base that attaches between the antenna and a standard antenna mount. It’s designed for 3/8-inch by 24 threaded antennas.

Antenna mirror mounts are available for Freightliner, Mack and GM mirrors and Volvo bar mounts.

Visit http://www.francisantennaonline.com for more information.

Intermodal temp control

The Heat King 430 provides temperature control for both rail and trailer applications. Its freeze-protection control is based on solid-state technology to avoid use of moving parts, and its controller is inside the unit enclosure for protection. A controller automatically starts the unit when coolant drops below 30 degrees. Return and supply air temperature sensors provide built-in redundancy. The Heat King features flash-load programming and a diagnostics system for troubleshooting.

THERMO KING

thermoking.com

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Stereo upgrade

The new Alliance replacement stereo has an AM/FM receiver, MP3-capable CD player, remote control and auxiliary input for MP3 players and portable satellite radios. The display shows track info read from MP3 tag information, and the unit has 18 station memory presets. It’s compatible with any truck that has an ISO harness.

ALLIANCE TRUCK PARTS

alliancetruckparts.com

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Winter cooling sealant

The Carbon Fiber Block Seal Head Gasket & Cooling Sealant is made to seal coolant leaks in radiators, heater cores, freeze plugs, gaskets, intake manifolds, cylinder heads and engine blocks. It is antifreeze compatible and doesn’t need to be removed after a repair. The formula combines liquid glass with aramid and refractory fibers reinforced with carbon fiber to bridge larger leaks and create a seal.

BAR’S LEAKS

barsproducts.com | (800) 521-7475

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Aluminum dump trailer

The 39-foot Alumatech half-round dump has seamless floor and side sheets and a redesigned nose, sub-frame, tailgate and draft arm connections. Alumatech plans to expand its line to frameless, quarter-frame, frame-type and straight truck dump body options.

TRAVIS BODY & TRAILER

travistrailers.com | (800) 535-4372

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All-electric APU

The Idle Free APU provides heat and air conditioning needs and requires no idling. It runs on alternating current and doesn’t use the truck’s batteries for power. It pulls energy from the engine’s alternator and stores it in an independent AGM battery bank.

IDLE FREE SYSTEMS

idlefreesystems.com

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PlastiKote Hi-Temp Paint

Formulated to resist intermittent temperatures of up to 1,300 degrees Fahrenheit, the Hi-Temp Paint is suited for engines, exhaust manifolds and headers. It’s available in red, aluminum, orange, blue and cast gray. The salt spray-resistant paint dries in 60 minutes and produces a silicone resin that resists chips and peeling.

PLASTIKOTE

plastikote.com | (866) 222-8714

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Engine leak dye

The Dye-Lite TP-3100 fluorescent dye helps pinpoint leaking engine oil, hydraulic fluid, lubrication fluid, compressor oil and gearbox oil. Dye added to and circulated in the system for several minutes allows leaks to be seen with an ultraviolet or blue light lamp. The dye glows a bright yellow to show leak locations. Dye can stay in system until oil is changed.

TRACERLINE

tracerline.com | (800) 641-1133

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SleepDog’s Big Dawg

Memory Foam Truck Mattress

The Big Dawg Memory Foam mattress from SleepDog conforms to your body for a soft and supportive feel, which can help reduce aches and pains, the company says. The American-made mattress is 10 inches thick and has a 2-inch bamboo-fabric pillowtop.

SLEEPDOG

sleepdogmattress.com | (866) 953-1019

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Lightweight landing gear

The AlumiLightX and UL500, two new lightweight landing gears with internal gearboxes, work to reduce trailer weight. The AlumiLightX’s lower leg is made from polyester-coated steel to protect against corrosion, and its upper leg is made of extruded aluminum and features a heavy-duty reinforced strap. The UL500 is made of a re-engineered lift nut and high-strength, low-alloy steel. Each leg uses a grease tube for reduced maintenance.

JOST

jostinternational.com

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New hours regs could cut into solo night drivers’ incomes with new 34-hour reset restrictions

By Todd Dills

In the aftermath of the pre-Christmas holiday announcement of the hours of service final rule by the Federal Motor Carrier Safety Administration, truck driver concern was palpable at Truckers News’ and Overdrive’s websites. Some drivers called for nationwide shutdowns and other protests, but most reflected the broader industry’s exasperation at further changes to a rule that has undergone several rounds of revisions over the last decade.

FMCSA has left opposing parties unhappy with the new hours of service rule — the American Trucking Associations has said it is researching potential legal challenges, though industry watcher Jay Thompson is betting challenges may come from other quarters first.

There was a sigh of relief in the agency’s keeping the 11th hour of driving, as the potential costs of such a change outweighed any safety benefit FMCSA could determine. Among other changes mostly favorable to drivers were tweaks to on-duty time in favor of flexibility for team drivers and daycab operators resting in parked trucks. The new rules make it legal to log two hours of off-duty time in the passenger seat before or after eight in the sleeper. At once, new mandated 30-minute rest breaks every eight hours of driving, perceived largely as favorable by most solo drivers, could complicate teams hauling sensitive loads requiring dual driver protection — or constant monitoring.

Also included was definition of driving three hours beyond limits as an “egregious” violation, with maximum civil penalties possible for drivers committing such a sin — as well as their employing or leasing motor carriers, if complicity could be proven.

Perhaps the most controversial, potentially productivity-limiting change has to do with the 34-hour restart and restrictions on its use. As proposed, the final rule limits a driver to use of the restart once per week — and must include two 1 a.m. to 5 a.m. periods. This is FMCSA’s acknowledged attempt to force drivers to consider conforming to circadian body rhythms with a goal of reducing fatigue.

Ruan Transport driver Shawn Hubbard, driving mostly local within a 100-mile radius of his home base in Southern California, sees the change as costing him a potential $200 a week, given his regular six-nights-a-week graveyard-shift schedule. “The way we are paid is by the load — I can do up to $300 worth on a good night, but $200 a night is average,” Hubbard says. “If I had to give up one day a week, every week, that would eliminate $800 a month from my check,” or nearly $10,000 a year.

Hubbard’s quick to note that working six days on, two off, is just not practical given the weekly realities of his dedicated operation. “The people making the rules have no idea — they’ve never sat in a truck or lived in a truck. They’ve never seen the realities of the road and the reality of shipper and receiver locations.”

That sentiment is echoed by independent owner-operator Mike Crawford, Overdrive’s 2009 Trucker of the Year running long-haul on a dedicated contract with Prime Inc. Crawford urged lawmakers to put themselves in the shoes of the driver. Drivers “always get the same answer from regulators: ‘you just have to plan better,’” he says. “But we can’t always plan around shippers, manufacturers, carriers and these other entities that are involved. The Dallas Cowboys planned on beating the New York Giants, but it didn’t happen — their plans didn’t work out. When are some of these people out here — these bureaucrats, company owners, and such — going to plan better and not throw everything on the company drivers. It gets frustrating for these guys out here.”

Industry consultant Jay Thompson, president of Transportation Business Associates, characterizes the restart as it is used among cross-country haulers less as a tool for maximizing hours but one that provides great operational flexibility. “They run across the country and often reset on either end, whether you’re close on your hours limits or not.”

Restarting around shipper/receiver delays ensures the driver will be able to expeditiously get back across the nation without a delay on the return trip, he notes. “It’s a flexibility tool that a lot of people have planned around. [Restart changes] could be a big impact on the most productive truckers,” those running above the industry majors’ average of around 2,300 miles a week per truck, he adds.

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

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

Crawford is approaching 4 million accident-free miles in October and sees operational flexibility as the key to on-highway safety: “Drivers are not computers and machines that can be turned off and on. You have guys sitting out here. If they don’t hit the restart exactly right, now they’re going to have to take an extra day off. Put yourself in that driver’s shoes. He’s got to feed a family — and wages are not going up in a manner consistent with the costs of everything else … Now his paycheck’s going to be $200 less this week because he could not do his restart by 1 a.m. instead of midnight?”

HOURS CHANGES AT A GLANCE

FYI

| Trucking adds 5,100 jobs | The for-hire trucking industry added 5,100 new payroll employees in December — the most in one month since March, according to preliminary numbers released Jan. 6 by the Bureau of Labor Statistics. Compared with December 2010, trucking employment is up by 40,100 jobs, or 3.2 percent.

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

| Former FMCSA official sentenced | James H. Wood, 45, of Delevan, N.Y., former supervisor of the Buffalo office of the FMCSA, has been sentenced to 18 months in prison for accepting bribes from trucking companies. According to court documents, he postponed safety audits, provided lists of Canadian companies scheduled for FMCSA inspections and initiated favorable audits for those carriers and unfriendly audits for their competitors.

| NAFTA trade up in October | Surface transportation trade between the United States and Canada and Mexico rose 12 percent in October over a year earlier to $79 billion, according to the Bureau of Transportation Statistics of the U.S. Department of Transportation. U.S.-Canada trade increased 14.1 percent year-over-year to $46.4 billion, while U.S.-Mexico gained 9.1 percent to $32.6 billion, BTS said.

| Class 8 Orders Increase | Preliminary North America Class 8 truck net orders increased in December, research firms ACT Research Co. and FTR Associates said. The final number will approach up to 30,000 units. December orders were up 46 percent month over month, with a year-over-year increase of 11 percent, FTR said. Class 8 orders for the final three months of 2011 annualize to 312,000 units.

Top 3 finalists selected in driver contests

Truckers News and the Truckload Carriers Association have announced the names of the top three finalists in the 2011 Company Driver of the Year competition.

James Coles

The finalists are James Coles of MacKinnon Transport, Inc., Guelph, Ontario; John Moeller of Roehl Transport, Inc., Marshfield, Wisconsin; and Ronald Round of Pottle’s Transportation, Inc., Bangor, Maine.

Truckers News’ sister publication, Overdrive magazine, is TCA’s partner in the 2011 Owner-Operator of the Year contest. The three contractor finalists are Kirby Killgore of O & S Trucking, Inc., Springfield, Missouri; Larry Severson of Dart Transit Company, Eagan, Minnesota; and Bryan Smith of Art Pape Transfer, Inc., Dubuque, Iowa.

John Moeller

The grand prizewinners for each contest will be announced at TCA’s Annual Convention, to be held March 4-7, 2012, at the Gaylord Palms in Kissimmee, Fla.

“We are excited about partnering with TCA on this important program and are pleased to be able to honor these exemplary truckers in the pages of Overdrive and Truckers News,” says Jeff Mason, Randall-Reilly senior vice president, trucking. “And thanks to the generosity of our sponsors – Cummins and Dodge – each winner will receive a Cummins-powered Dodge pickup truck.”

Ronald Round

The overall goal of the contests is to recognize and pay tribute to the outstanding company and owner-operator truck drivers who provide reliable and safe truck transportation in moving the nation’s goods. The top three in each category are selected based on their ability to operate in a safe manner on the public highways, efforts to enhance the public image of the trucking industry, and positive contributions to the communities in which they live.

To be eligible for the contests, driver applicants had to meet certain minimum criteria, such as having driven 1 million consecutive, accident-free miles.

For more information on the Driver of the Year competition, please visit www.truckload.org/Driver-of-the-Year.

California cities and counties dominate the “dirtiest-air” list in the American Lung Association’s 2011 State-of-the-Air report. The dirty air isn’t from big trucks, and I’m not the only one who says so (but I can’t find an authoritative quote — and I know they exist because I’ve read them — to back up that claim, and I have to go pick up a load soon, so I don’t have time to look).

Consider: The ALA’s report says Salinas, Calif., (where Bobby McGee “slipped away”) has some of the nation’s cleanest air; it also has heavy big-truck traffic due to its massive produce market.

The California Air Resources Board’s continued focus on big-truck exhaust is beyond merely misguided; it’s insane. In heavily polluted areas like Los Angeles, the newer trucks actually clean the air: emit cleaner air than they take in. With time, as motor carriers replace older trucks with newer ones, big-truck pollution issues will simply cease to exist. This won’t happen overnight — it can’t — but it is happening.

In other words, Class 8 engine makers have solved the attendant pollution problems; it’s just a matter of time now as motor carriers replace older trucks.

California’s well-documented, severe and health-degrading air-pollution problems are caused by too many cars, too many people and too much industry. But to address these causes, the state would have to just about tear down and rebuild its $1.8 trillion economy and its citizens’ fundamental lifestyles, which are car-based.

In the 1960s pop hit, “Do You Know the Way to San Jose?” Dionne Warwick sang, “LA is a great, big freeway. Put a hundred down and buy a car.”

California has yet to outgrow that outdated and unhealthy mentality. Until it does — and until it becomes willing surrender its high-dollar industry (California is by far the leading military contractor state) in favor of cleaning up its air — I guess its air resources board will continue to psychotically place blame for the state’s hazardous air everywhere and anywhere—leaf blowers, Weed Eaters and lawn mowers? Please! Please! — except where it belongs: on the state’s 30-plus million citizens whose car-based lifestyles and industry-based incomes create massive air pollution.

Andy Haraldson

Boca Raton, Fla.

SOUND OFF

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What are your feelings on the new hours-of-service rule?

| Via Facebook |

Every driver should set a minimum gross and time at home for the year, and if a company cannot meet these minimums then it’s time to find one that will. This puts the ball in the company’s court to make sure that if laws lower available time to work then the company will have to increase pay and/or decrease layover, increase miles or pay for all wait time for drivers. — Lee W.

The non-truck-driving community messed things up yet again. Put these lawmakers behind the wheel with dispatchers that think you should be at the delivery when you just left the shipper. They may just change their minds — Riley M.

Final straw. I’ve been doing this for 20 years and I’m out of here. Without split break, they can kiss my a–. — Joe P.

Truck drivers do what truck drivers do to get the job done that’s expected of truck drivers, within reason, of course. I am not a member of the Hours of Service B—- and Whine Club. Never have been, never will be. The true professionals of this industry are a dying breed. — James J.

That’s just one of the reasons why I retired from trucking. I got tired of being dispatched on loads that were “late right out of the gate” and physically impossible to deliver on time. — Michael O.

FMCSA seems to have very little concern for the way four-wheeler traffic operates around commercial vehicles. New hours-of-service rules will have very little effect on highway safety, if any at all. With more and more traffic on the road every year, they can regulate us all into bankruptcy, and highway safety will not have been changed one little bit. They need a general traffic safety administration, not one that just targets trucks, when trucks aren’t the problem. — Duncan B.

Not really too worried at the moment. I’m sure they will change them a few more times before the final ruling. Not that they will get any better. I’m with the others; put the lawmakers under the same rules and see how they like it. Not that it will happen. — Bruce C.

Trucking is unsafe, period. Always has been and always will be a dangerous job. Educate, don’t regulate! Teach the general public to give us a little space. That would have a greater effect on reducing serious crashes than new hours of service will. — Duncan B.

| Via Twitter |

Disappointed … 11 hours on duty is not about safety. Also, I wanted to see the 5-on/5-off schedule put back for teams. — @TruckerDee

No real feelings on it. The 34 will be harder to obtain. But other than that I don’t see a big deal. @ravin4565

6 tons of potato pride

Trucking news emerged from the Dec. 16 Famous Idaho Potato Bowl like a shoot from a half-pound baker left on the windowsill. Women in Trucking sponsored a salute to the females of our industry during the televised contest — and check out the giant re-creation of one of those half-pound Idaho symbols of pride, set on a trailer and pulled by a Kenworth T660 supplied by the Kenworth Sales Company on a one-year rental contract. Unveiled at the football game (the Ohio Bobcats bested the Utah State Aggies in a last-minute squeaker), the 6-ton, 28-foot-long potato created over the course of a year has since set off on a tour behind the Kenworth T660 pictured in honor of the Idaho Potato Commission’s 75th anniversary. While the eye-catching more-than-a-spud can’t be eaten, it will foster a lot of looks and photos, and that’s exactly what the IPC wants. To learn more about the tour, go to http://www.bigidahopotato.com, or check out the Dec. 28 entry on Truckers News Senior Editor Todd Dills’ Channel 19 blog: http://www.overdriveonline.com/channel19.

How will trucking issues play into this year’s presidential election?

“Pay scales are not reflecting the demands of the industry — it’s a cutthroat industry, a dog-eat-dog industry. All the competition holds down wages. And technology’s great, but drivers are a little overwhelmed with everything — a lot of drivers have information overload at this point. If the government were to do anything to help me, I want equal protection under the law. If I’m not allowed to put a handset to my ear, why are auto drivers allowed to do that?”

James Shellenberger

Roehl Transport

Wisconsin

“New rules and regulations are making it more and more difficult for us to make money … You get penalized for being a truck driver.”

David Powell

J.B. Hunt company driver

Kentucky

We’ve got a man in office now who’s obviously never even sat in a truck. And they want to fine us $2,750 for talking on the phone. We’re an important industry out here — it doesn’t matter what you have, it all comes to you from us.”

James Hunt

Alamo Express company driver

Tennessee

Randy Grider is editor of Truckers News. Write him at rgrider@randallreilly.com.

What’s Wrong with this Picture?

Latest hours rule does nothing to fix the true problem

Imagine you have a house that was built so out of square and the foundation so far off level that wall pictures are hard to hang properly. While not perfect, you finally get your favorite living room masterpiece adjusted to cover up the house’s overall structural problems. In other words, it works for you.

But then every time you have guests over to your house, they attempt to readjust the picture to suit themselves. They tug at the corners, then stand back a few steps and declare the orientation of the picture to be better. While they can offer “evidence” that their repositioning works best, you know that it doesn’t quite do it for you, but you learn to live with it each time it gets changed.

The best solution would be to fix the foundation and bring the house into square, but that’s an expensive project that no one is willing to undertake. So the cycle of subjectively tweaking the picture continues indefinitely.

That’s basically what continues to happen with trucking’s hours of service. No one wants to fix the structural problems. Instead adjust, readjust, re-readjust …

The latest tweaking of the hours-of-service rule came just before Christmas as the Federal Motor Carrier Safety Administration attempted to sneak in the revamped version during the dead news period of the holiday season.

While the new rule is less drastic than many trucking stakeholders thought it might be with the 11 hours of daily driving limit retained — much to the chagrin of some labor organizations and so-called safety advocates — it contained just enough changes to create potential problems for some segments of the trucking industry. Primarily we are talking about the 34-hour reset provision and the long-haul sector.

As ordered, the 34-hour reset can only be used once is a seven-day period and must include two 1 a.m. to 5 a.m. off-duty periods. Another adjustment is drivers are limited to eight hours of consecutive driving before they must take a 30-minute break, though the way it is written shortens the actual drive time if the driver is delayed loading or unloading after coming on duty.

Both adjustments to the rule have the potential to affect productivity and possibly even traffic patterns, which could worsen highway congestion. Both will be costly to the industry in software reprograming and driver training.

Now factor in the costs of the next round of litigation, which could come from either side of the hours issue or both. It leaves us wondering if these adjustments are worth the overall price and time spent.

In the end, we believe continuous tweaking doesn’t fix the problems of a structurally flawed system, which pays by miles and regulates by hours.

We need to either fix our house or quit adjusting the pictures.

DOT turned up the volume on distracted driving in December

Truckers News Senior Editor Todd Dills blogs daily from Nashville, Tenn., via http://www.overdriveonline.com/channel19. To read Todd’s blog on your smartphone, scan this QR code using a decoder, which can be found in your phone’s app store.

In the wake of the U.S. Department of Transportation’s new rule prohibiting use of handheld cell phones by interstate haulers while driving, several readers sounded off. Nabisco company driver Buddy Wenners recommended regulators save all the wasted time and effort writing new rules that chip away at driver discretion: “Just make truck driving illegal!” he wrote.

That prompted Nebraska-based hauler “Big Al” Weekley, the personality behind the Dispatch Me Home Radio Network (http://www.dispatchmehomeradio.com), to follow up with a less sarcastic recommendation to let the regulators deal with the aftermath.

“I truly feel that the best way to accomplish any real change is to just let them pass all the laws and make all the bad decisions they want to,” he wrote. “Once they get all of this out of their system,… they’ll find themselves looking for a pen, a piece of paper, maybe something to eat, or even their toilet paper,” he added. When they “can’t find any, our point will have been made.”

Other reactions ranged from muted support to the most common theme — that the safety problem handheld cell phones represent has long been appreciated by the nation’s haulers. Any outright ban on handheld use might be most effective via an act of Congress aimed at all drivers. Address the widespread problem of inattention among four-wheeled pilots, truckers said. Only 10 states (California, Connecticut, Delaware, Maryland, Nevada, New Jersey, New York, Oregon, Utah and Washington) and Washington, D.C. have banned handheld phone use for all drivers.

Two weeks later the National Transportation Safety Board recommended that all personal electronic devices be banned from use while driving by everyone in all 50 states and D.C. (except in emergency situations and unless they aid the driving task), handheld or not.

Zoomsafer, maker of systems and software for fleets to mitigate against phone use in vehicles, commented on the problem of enforcing such a ban. The company pitched its technology as a solution, but noted these problems: 1) “Bans alone don’t work” (and in some instances may be a detriment to safety as drivers try to use the phone surreptitiously, misplacing attention). 2) “Bans are difficult and expensive to enforce.” 3) “Ignoring bans is easy for drivers to rationalize” especially those addicted to their mobile phones.

And as any smoker who’s tried one of those nicotine-replacement strategies to quit smoking knows, they’re only effective for someone who really wants to break the habit. No single external measure is incentive enough. What it takes is the inner will to stop — a tall order for a nation of 200 million licensed drivers.

POSTED

U.S. Air Force Sergeant and convoy commander David Perez of the 70th Medium Truck Detachment walks through the armed forces equivalent of a truckstop Oct. 22, 2011, after completing a successful first leg of a seven-day convoy.

| All quiet | Before the official end of the withdrawal of U.S. combat forces from Iraq in late December, an 1,100-mile convoy for haulers from the Air Force’s 70th Medium Truck Detachment typically consisted of six nights’ worth of hauling on city roads and highways. Every inch of every mile was “possibly hiding a bullet, roadside bomb or rock,” Air Force reps say. And the year ended with plenty of miles. After averaging 11 convoys a month last January, the 70th anticipated as many as 60 missions in December to meet the year-end withdrawal deadline. For a fantastic look at year-end hauling missions, check out the photo gallery in the Dec. 1 entry on the Channel 19 blog: http://www.overdriveonline.com/channel19.

Driving in the dark requires special skills and preparation

You’ve been driving for an extended period of time on an uneventful stretch of road. It’s dark, traffic’s light. You walk into a truckstop and you totter as your body struggles to gain equilibrium.

Driving at night presents many challenges including fatigue, limited visibility and even highway hypnosis.

You’re likely experiencing highway hypnosis, or white-line fever, a state of mind brought about by the monotony of highway driving. To deal with the problem, engineers designed the Indiana Toll Road with curves every couple of miles.

Highway hypnosis is just one of the conditions you may encounter while driving at night. You are more susceptible to fatigue as your body seeks sleep. Your vision is impaired from lack of light. Your equipment may be difficult for other drivers to see, especially in rainy or snowy weather.

You can take precautions to minimize these situations and keep yourself and your rig safe. Plan ahead to get yourself and your equipment ready for night driving, and employ effective scanning and defensive driving techniques to stay on top of highway conditions.

“We concentrate on three factors: vision, glare and fatigue,” says Kimberly Genovese, safety director at Mason-Dixon Intermodal. “We concentrate on driving in the shadows, depth perception and headlights straight on in your face.”

Scanning techniques

A former military pilot for 25 years and now vice president of safety at West Bros. Transportation, Ralph Clemons says he sees parallels between piloting and truck driving. He advocates scanning “outward inward — you start on the horizon and work your way in. That way you get the proper perspective.”

Clemons recommends scanning from 60 degrees to the left to 60 degrees to the right. “As your speed increases, your peripheral vision decreases,” he says. “You have to keep your head and eyes moving in the daytime, but even more so at night.”

Your eyes have it

Have your vision checked regularly. If your physical or your CDL requires corrective lenses, get them and have them handy when driving, says Doug Moat, director of safety at Universal Am-Can. He recommends getting an exam every six months.

Don’t stare at lights from oncoming traffic. Look away from the light or close an eye if you have night vision problems, Clemons recommends. If you focus on taillights long enough, they might appear to be moving when they actually aren’t.

Depth perception is more difficult to gauge at night. Genovese says it’s harder to see vehicles slowing down and stopping at night.

Bright beams are useful tools, but don’t abuse them. Be courteous and dim them for approaching traffic and when following a vehicle.

Throttle it down

Slower speed is essential at night. When you’re on unfamiliar highways, such as two-lane roads, it’s often difficult to see the white lines.

Moat advises establishing a safety zone of at least 7 seconds at 45 mph behind the vehicle in front of you. Increase that by 1 second per 10 mph above 45 mph, he says.

Clemons instructs a following distance of two car lengths for every 10 mph during daylight and three car lengths at night. This will help you from overdriving your headlights.

Know your surroundings

Be cognizant of where you will be driving in limited light. If you’re driving on a Friday or Saturday night, remember that drunk drivers are more plentiful. If you prefer to drive during the day to time a night delivery in an urban area, watch out for pedestrians, Moat says. With limited winter visibility, watch out for children in school zones or residential areas.

Clemons instructs a following distance of two car lengths for every 10 mph during daylight and three car lengths at night.

In rural areas or on highways passing through woods another distraction is wildlife crossing the roadway. If a collision is unavoidable, Genovese says head into the animal rather than swerving to avoid. “They can cause a lot of damage, but flipping over causes more,” she says.

Fighting fatigue

Long hours on the road can wear on you, and your body’s circadian rhythm will seek rest, especially between 2 a.m. and 4 a.m. and 1 p.m. and 3 p.m., the National Sleep Foundation says. “You have to be alert to it, and if you feel sleepy, we encourage drivers to pull the truck over safely and take a 10- to 15-minute power nap,” Clemons says.

Universal Am-Can mandates its drivers to stop every three hours or 150 miles to walk around their flat bed or van. That not only helps you find equipment defects but it helps you wake up and gets the blood circulating. “It changes your perspective and breaks up fatigue,” Moat says. “You can flag those stops in your logbook, so it doesn’t have to be a 15-minute stop.”

Truckstops and rest areas are the preferred places to stop for a brief break. Yet if you’re feeling drowsy and can’t wait for a designated stopping location, pull onto the shoulder, Genovese says. “Be extremely careful on the side of the road,” she says. “People, especially drunk drivers, can run into you, so put out your triangles or cones.”

You can also combat fatigue by listening to audiobooks, or rolling down the window for fresh air. Be aware of the new rule barring commercial drivers frome using handheld cellphones while driving. Instead, use a handsfree device to talk to a friend or family member.

Maintenance diligence

Inspections, both pre-trip and en route, are crucial when night driving. Taking the time to inspect your tires, brakes and lights before you hit the road at night will help head off expensive and time-consuming breakdowns on the road.

Inspecting your truck on the road might catch a defect that emerges, such as a burned out light. Plus, if driving in snow, the accumulation can freeze and obscure lights and reflective tape. Use fuel stops to clean your windshield, headlights and mirrors. Make sure nothing is blocking your radiator.

Check your windshield and mirrors for chips or cracks. “It may not seem like a big deal, but if you head into a cold area or you hit a pothole, that chip may spider into something bigger,” says Doug Moat of Universal Am-Can. If it happens, it could lead to an out-of-service violation and affect your safety rating.

Carry replacement bulbs with you. Make sure you have windshield wiper fluid and rubbing alcohol to clean wiper blades.

Staying alert at night

When you know you’re going to drive at night, prepare yourself physically. Here are some tips to stay alert.

• Get enough sleep to feel refreshed. Fatigue can be a greater problem at night. If you feel drowsy, pull off the road and take a brief nap or walk around your rig to get the blood flowing.

• Cut back on smoking Nicotine and carbon monoxide from smoking can reduce night vision. When you move from darkness to a brightly lit area and back to darkness again, it can take as long as 30 minutes for your eyes to adapt and regain night vision, the National Safety Commission says.

• Eat lighter meals with fruits and vegetables and avoid high-fat foods that can leave you sluggish and sleepy. Try crunchy snack foods such as nuts, carrots, celery or apples to keep you going.

• Get your eyes checked at least once a year. Your eyesight is your most important tool as a trucker, says Doug Moat of Universal Am-Can.