(The following entry is contributed by Scott MacDougall, Sales Engineer at Cadec.)
Having been with Cadec for over 14 years in the capacity of either field engineer or customer support I have had the opportunity to work with our customers extensively to improve their understanding our products. Earlier this year I took a position as Sales Engineer. My responsibilities now are to travel with the sales team on their appointments to demonstrate the products we have, answer technical questions and assist with showing the customers how Cadec will increase their efficiency and decrease their costs.
This new role has opened my eyes to some interesting points with regards to the Cadec systems:
Our product is a great driver coaching product. From the Driver’s Available Hours report to our patented ETOG application, data showing stops, delays, routing, vehicle data, account information and a drivers habits can all be reviewed to measure driver behavior. With over 90 build in reports you can assist your drivers in meeting company standards for idling, RPM, speeding and route standards. From my previous experience I had known this and worked with customers with analyzing data, but the value is much more obvious now as I work with potential customers who have nothing in their vehicles to collect data. These companies are going to see a fast and overwhelming increase in driver efficiency and vehicle performance with Cadec installed.
Sharing driver, vehicle and delivery data across the supply chain. With our canned reports you can find out almost anything about a driver, trip, account and vehicle information. While I was in customer support I would always be helping customers understand reports and increase performance. Now, I see where the detailed information gathered can be exported and interfaced with other systems. The data can be used for payroll, routing, account servicing and many other aspects, not only improving automation but increasing the visibility into delivery operations and performance.
Going legal. Some people think they cannot realize a profit by adhering to the DOT rules. NOW is the time to start closing that gap instead of waiting for a mandate that OBCs will be required. The first step is gathering data. Without any system installed a company has little understanding of how their drivers, vehicles and routes are working. With an installed system there is clear, concise data to make decisions and improvements. I remember installing a system for a customer. On my follow-up call reviewing driver activity reports with them we found a driver who was on an on-duty delay every Tuesday at 11:00 AM for an hour. Asking the driver about this he told us the dock was closed from 11:00 AM – Noon. He never told anyone and was making money while reading the paper. Most drivers are not out to take advantage of their companies, but if you add up all these small indiscretions, you are starting to close the gap. What is the cost of a driver, vehicle and an hour of idling? (Oh, don’t forget to multiply times 52 for this one example…)
Driver coaching, interfacing data and closing the gap. Since moving from post sales, to presales I have been able to recognize additional cost savings and company improvements you can have in time, fuel, increased driver retention and cheaper vehicle maintenance costs to name a few by leveraging the Cadec fleet management system.
Friday, August 15, 2008
Wednesday, July 30, 2008
Trucking companies save millions in fuel costs
Trucking companies can take steps to save money on fuel by focusing on their drivers. Fleet Owner Magazine and Truckload Carriers Association are hosting a webinar next week on this very topic entitled: Strategies and technologies for coping with the high cost of fuel.
The concept is not new, but is gaining a lot more attention this year due to the high cost of fuel in the US. By measuring and then altering driver behavior, trucking companies can dramatically reduce their fuel consumption. In the past, these tactics were used in an effort to improve safety, identify & retain strong drivers and increase customer service. Measurements were commonly focused on speeding incidents, rapid decelerations, unknown stops and on-time arrivals. Today’s measurements are now more focused on idle time, MPG and out of route miles.
“Through monitoring with Cadec, we were able to increase MPGs by a half-mile per gallon, saving $500,000 in fuel in the first year alone.” Northwest Food Products Transportation
"Engine idling once averaged 40% of the time engines were turned on but has dropped to 3%. Speeding events averaged about 16,000 per month but now have fallen to 200 per month.” Nicholas & Co.
“Monitoring drivers through Cadec and associated remedial training can help us save $750,000 in one year.” Morning Star
“Poland Spring achieved a 41 percent reduction in idle time and will save about $21,000 in fuel in 2008 with Cadec.” Poland Spring
“Our savings will be close to $300,000 per year. Cadec will be the key to reducing our transportation costs while improving service to our customers.” G&C Foods
Driver scorecards and key performance indicator dashboards are now a critical component of fleet management systems to gain executive-level visibility into transportation operations. For more information, check out these useful links:
www.cadec.com/resources
www.blueskytech.com
The concept is not new, but is gaining a lot more attention this year due to the high cost of fuel in the US. By measuring and then altering driver behavior, trucking companies can dramatically reduce their fuel consumption. In the past, these tactics were used in an effort to improve safety, identify & retain strong drivers and increase customer service. Measurements were commonly focused on speeding incidents, rapid decelerations, unknown stops and on-time arrivals. Today’s measurements are now more focused on idle time, MPG and out of route miles.
“Through monitoring with Cadec, we were able to increase MPGs by a half-mile per gallon, saving $500,000 in fuel in the first year alone.” Northwest Food Products Transportation
"Engine idling once averaged 40% of the time engines were turned on but has dropped to 3%. Speeding events averaged about 16,000 per month but now have fallen to 200 per month.” Nicholas & Co.
“Monitoring drivers through Cadec and associated remedial training can help us save $750,000 in one year.” Morning Star
“Poland Spring achieved a 41 percent reduction in idle time and will save about $21,000 in fuel in 2008 with Cadec.” Poland Spring
“Our savings will be close to $300,000 per year. Cadec will be the key to reducing our transportation costs while improving service to our customers.” G&C Foods
Driver scorecards and key performance indicator dashboards are now a critical component of fleet management systems to gain executive-level visibility into transportation operations. For more information, check out these useful links:
www.cadec.com/resources
www.blueskytech.com
Wednesday, July 16, 2008
Smart in the Office/Smart in the Truck – Doing more to perfect data collection and positively impact performance through in cab technology
While a few system providers have offered onboard fleet management tools for several years that include computing power, memory, touchscreens, and even a database in the cab of the truck, there has certainly been an uptick recently of more vendors joining that club. Clearly the industry sees benefit in doing more on board. There is no shortage of good reasons for this.
Customers have discussed with me an array of results they will achieve by leveraging technology in the cab, and even beyond the cab with handheld devices, sensors, etc. Eliminating paperwork not only makes life easier for the driver and for administrative personnel…it also drives accuracy. Reduced errors mean better customer service and a direct path to better results at the bottom line.
Efficiency increases by accurately capturing and communicating in a timely and actionable way the events that occur in the field. One industry veteran told me that, “the best data is data captured as close as possible to the point at which it happens.” With the right onboard tool, the quantity and quality of actionable data improves. No averages…no gaps. The beauty of the newer technology on board is not only the capture of this information, often in an automated or minimal keystroke way, but also the ability to manage the communication of that data so that it gets to the right place at the right time….IN A WAY THAT MAKES FINANCIAL SENSE.
Sorry to yell there, but it is an important point. Recognizing the value of doing more on board is one thing. Pulling it off in a cost effective manner is something else. This is where the focus comes off of the onboard device, and on to the applications and overall system architecture. Without this part being right, the value of the onboard device cannot be optimized.
A powerful onboard computer whose cost to use is unaffordable does not get the desired result. Think about the possibilities…..handheld POD….temperature, tire pressure, weight, rollover sensor and other monitoring…..cameras….fatigue detection….onboard navigation…driver entertainment and training! The capabilities and their potential impact are remarkable. Happier, retained, safer drivers…attracted from the younger pool of people in the workplace is an example. This technology migration is a meaningful, positive trend for the industry which, when done right, creates a big win for everyone in the supply chain, as a friend in the food distribution industry puts it….from “farm-to-fork.”
Customers have discussed with me an array of results they will achieve by leveraging technology in the cab, and even beyond the cab with handheld devices, sensors, etc. Eliminating paperwork not only makes life easier for the driver and for administrative personnel…it also drives accuracy. Reduced errors mean better customer service and a direct path to better results at the bottom line.
Efficiency increases by accurately capturing and communicating in a timely and actionable way the events that occur in the field. One industry veteran told me that, “the best data is data captured as close as possible to the point at which it happens.” With the right onboard tool, the quantity and quality of actionable data improves. No averages…no gaps. The beauty of the newer technology on board is not only the capture of this information, often in an automated or minimal keystroke way, but also the ability to manage the communication of that data so that it gets to the right place at the right time….IN A WAY THAT MAKES FINANCIAL SENSE.
Sorry to yell there, but it is an important point. Recognizing the value of doing more on board is one thing. Pulling it off in a cost effective manner is something else. This is where the focus comes off of the onboard device, and on to the applications and overall system architecture. Without this part being right, the value of the onboard device cannot be optimized.
A powerful onboard computer whose cost to use is unaffordable does not get the desired result. Think about the possibilities…..handheld POD….temperature, tire pressure, weight, rollover sensor and other monitoring…..cameras….fatigue detection….onboard navigation…driver entertainment and training! The capabilities and their potential impact are remarkable. Happier, retained, safer drivers…attracted from the younger pool of people in the workplace is an example. This technology migration is a meaningful, positive trend for the industry which, when done right, creates a big win for everyone in the supply chain, as a friend in the food distribution industry puts it….from “farm-to-fork.”
Tuesday, July 15, 2008
Driver Scorecards Help Manage Employees
In a recent “Trucks at Work” blog posting, Sean Kilcarr discussed Dealing with the Bad – highlighting different methods and techniques for dealing with bad employees. See his post here.
Another method for dealing with bad drivers in the trucking industry that is growing more common is driver score cards. Many private fleets have adopted this practice to help their safety initiatives, fuel conservation, incentive-based pay and driver retention. Scorecards are a very powerful means of behavior modification. There are some businesses that post their driver scorecards every week in their driver's break room for all to see. The exposure gives credit to the strong drivers, and puts pressure on those that need improvement (peer pressure and management pressure). Driver scorecards and KPI (key performance indicator) dashboards are available as stand-alone products, as part of consulting services and in some fleet management solutions.
Information on Cadec’s GYR Driver Scorecard can be found at http://www.cadec.com/solutions/fleetSafety.php#anchorOne
You can also check out how some companies are using the Cadec Driver Scorecard in the Resource section at www.cadec.com.
Author: Frank Moreno
Another method for dealing with bad drivers in the trucking industry that is growing more common is driver score cards. Many private fleets have adopted this practice to help their safety initiatives, fuel conservation, incentive-based pay and driver retention. Scorecards are a very powerful means of behavior modification. There are some businesses that post their driver scorecards every week in their driver's break room for all to see. The exposure gives credit to the strong drivers, and puts pressure on those that need improvement (peer pressure and management pressure). Driver scorecards and KPI (key performance indicator) dashboards are available as stand-alone products, as part of consulting services and in some fleet management solutions.
Information on Cadec’s GYR Driver Scorecard can be found at http://www.cadec.com/solutions/fleetSafety.php#anchorOne
You can also check out how some companies are using the Cadec Driver Scorecard in the Resource section at www.cadec.com.
Author: Frank Moreno
Thursday, July 10, 2008
The “Perfect” Foodservice Delivery
Is there such a thing as the “Perfect” delivery in the food service industry? There are so many variables that impact delivery costs. Let’s review some of these common issues and what they tend to result in:
Routing – out of route miles not only have a have dramatic impact on fuel consumption, the resulting delays can have a negative impact on customer service with late arrivals and missed delivery windows. Additionally, when drivers select or are assigned routes that will exceed their available hours of service, the company is at risk of facing non-compliant fees.
Paperwork errors – if you’re in the delivery industry, the amount of paperwork you process is unfortunately very familiar. Manifests, driver logs, inspection reports, invoices, delivery routes, credits/returns, physical assets (pallets, bins, crates, etc.) are manually processed on a daily basis.
Shrinkage – no, this is not a reference to a great 80’s sitcom. What this refers to is lost profit based on not getting paid for things allocated in your operating plan. In addition to spoilage, and OSD (overs, shorts and damages) a common contributor to shrinkage is theft – disappearing inventory from the delivery truck. It’s always funny when the items that are reported “missing” from the drivers are the cases of T-bone steaks, and never the broccoli.
These are just a sample of the types of issues that plague foodservice delivery. The question is, are these problems accepted and commonly written off? Or, is there an alternative with best practices and technology to help improve customer service, reduce costs and increase business productivity? Is the perfect delivery attainable?
Well, today’s new technology addresses many of the challenges facing the delivery process. The combination of fleet management, wireless communications, on-board/in cab computing and handheld computers/scanners with mobile delivery applications provide new levels of visibility and automation beyond the warehouse, into the delivery vehicle and onto the loading docks of customers.
Routing systems can track each driver and their available hours, and assign routes that fit within their availability based on known drive times. On-board computing systems can not only provide GPS tracking for real-time route validation, many systems can alert when drivers go out of route, track & calculate out of route miles, identify unknown stops and measure the time between stops. Additionally these systems can provide instant messaging to drivers, verify delivery locations and run in-cab, turn-by-turn navigation applications. There is now more visibility than ever before into routing and driver performance to optimize delivery routes, and with web-based applications and standard interfaces such as XML and web services, these once-disparate systems can now integrate seamlessly to automate many processes, improve customer service and reduce fuel consumption.
In many companies, deliveries create unless amounts of paperwork. Forms and documents constantly require manual, human data input, which businesses base their entire operations on. These labor-intensive administrative processes are subject to error in nearly every step they touch – particularly in item counts. Inaccurate counts can impact inventory, customer service, forecasts and ultimately profits. Unfortunately, paper-based processes are often “counted” or have data inputs multiple times, further increasing the chance for errors. The adoption and integration of handheld computers, bar code scanners, mobile delivery applications and soon RFID alleviates many of these error-laden processes, and automates data capture.
Controlling inventory and asset loss is a critical step towards increasing profits in delivery operations. Electronic manifests combined with scanned inventories for each delivery provide an accurate count of every item on a specific truck and details on where those items need to go. With mobile delivery applications, every item on a vehicle must be accounted for at all times. This helps to avoid incorrect items at a site, incorrect item quantities at a site, items delivered to the wrong site, items that don’t belong on a truck, items that are manually picked at the delivery site and items that are missing from the truck. By having every item electronically scanned and accounted for, the opportunity and potential for theft is reduced if not eliminated and the cost of shrinkage is avoided.
While the Perfect Delivery may still be a challenge, it is more attainable than ever before. The implementation of these integrated systems and efficiencies may not yield errorless delivery operations, the impact on productivity and cost savings is clearly compelling enough for any private fleet, LTL or TL for-hire fleet.
Please comment on your thoughts on whether the "Perfect Delivery" is possible and why.
Author: Frank Moreno
Routing – out of route miles not only have a have dramatic impact on fuel consumption, the resulting delays can have a negative impact on customer service with late arrivals and missed delivery windows. Additionally, when drivers select or are assigned routes that will exceed their available hours of service, the company is at risk of facing non-compliant fees.
Paperwork errors – if you’re in the delivery industry, the amount of paperwork you process is unfortunately very familiar. Manifests, driver logs, inspection reports, invoices, delivery routes, credits/returns, physical assets (pallets, bins, crates, etc.) are manually processed on a daily basis.
Shrinkage – no, this is not a reference to a great 80’s sitcom. What this refers to is lost profit based on not getting paid for things allocated in your operating plan. In addition to spoilage, and OSD (overs, shorts and damages) a common contributor to shrinkage is theft – disappearing inventory from the delivery truck. It’s always funny when the items that are reported “missing” from the drivers are the cases of T-bone steaks, and never the broccoli.
These are just a sample of the types of issues that plague foodservice delivery. The question is, are these problems accepted and commonly written off? Or, is there an alternative with best practices and technology to help improve customer service, reduce costs and increase business productivity? Is the perfect delivery attainable?
Well, today’s new technology addresses many of the challenges facing the delivery process. The combination of fleet management, wireless communications, on-board/in cab computing and handheld computers/scanners with mobile delivery applications provide new levels of visibility and automation beyond the warehouse, into the delivery vehicle and onto the loading docks of customers.
Routing systems can track each driver and their available hours, and assign routes that fit within their availability based on known drive times. On-board computing systems can not only provide GPS tracking for real-time route validation, many systems can alert when drivers go out of route, track & calculate out of route miles, identify unknown stops and measure the time between stops. Additionally these systems can provide instant messaging to drivers, verify delivery locations and run in-cab, turn-by-turn navigation applications. There is now more visibility than ever before into routing and driver performance to optimize delivery routes, and with web-based applications and standard interfaces such as XML and web services, these once-disparate systems can now integrate seamlessly to automate many processes, improve customer service and reduce fuel consumption.
In many companies, deliveries create unless amounts of paperwork. Forms and documents constantly require manual, human data input, which businesses base their entire operations on. These labor-intensive administrative processes are subject to error in nearly every step they touch – particularly in item counts. Inaccurate counts can impact inventory, customer service, forecasts and ultimately profits. Unfortunately, paper-based processes are often “counted” or have data inputs multiple times, further increasing the chance for errors. The adoption and integration of handheld computers, bar code scanners, mobile delivery applications and soon RFID alleviates many of these error-laden processes, and automates data capture.
Controlling inventory and asset loss is a critical step towards increasing profits in delivery operations. Electronic manifests combined with scanned inventories for each delivery provide an accurate count of every item on a specific truck and details on where those items need to go. With mobile delivery applications, every item on a vehicle must be accounted for at all times. This helps to avoid incorrect items at a site, incorrect item quantities at a site, items delivered to the wrong site, items that don’t belong on a truck, items that are manually picked at the delivery site and items that are missing from the truck. By having every item electronically scanned and accounted for, the opportunity and potential for theft is reduced if not eliminated and the cost of shrinkage is avoided.
While the Perfect Delivery may still be a challenge, it is more attainable than ever before. The implementation of these integrated systems and efficiencies may not yield errorless delivery operations, the impact on productivity and cost savings is clearly compelling enough for any private fleet, LTL or TL for-hire fleet.
Please comment on your thoughts on whether the "Perfect Delivery" is possible and why.
Author: Frank Moreno
Wednesday, June 4, 2008
ITLC Conference Highlights Trends and Issues in Technology for the Trucking Industry
I spent the past two days attending the Information Technology Logistics Council (ITLC) Conference in Chicago. This three day event boasted a very strong agenda and was all attended by fleets, vendors and industry/government officials. Here are a few observations from the event:
EOBRs in the Industry – It was AMAZING to see just how many fleets are not using ANY type of onboard computers/recorders in their vehicles. While most of the attendees seemed to be in the For Hire (truckload and LTL) market segments, it is still mind boggling to me that the efficiencies gained by EOBRs are not more embraced by these fleets. This session highlighted the upcoming ruling by the FMCSA on probable EOBR mandates and what that will mean for the industry. It was clear that most fleets were investigating this technology and are anticipating some type of requirement for onboard recorders. It was also clear that while the ruling will only focus on HOS information, there is significant value in today’s systems far beyond electronic logs. Telematics data, driver performance, fuel conservation and turn by turn navigation are just a few of the benefits of today’s more advanced systems.
Eye Opener – the reliance on EDI amongst these companies was astounding. Having spent time with software vendors aimed at the financial services industry, the use of XML-based web services has been prevalent for five if not ten years. It was extremely disappointing to hear the “Web Applications in the Supply Chain” session highlight the importance of integrations using EDI. In 2008, any transportation company executive considering an IT investment in web applications fir their fleet management, transportation management system or any supply chain component would be essentially throwing money away if their systems were not leveraging web services and SOA integration. Today’s leading supply chain and transportation systems from vendors like TMW Systems, ALK, Manhattan Associates and many others are leveraging service oriented architecture and web services to facilite standards-based web application integration. Why? This ensures that the integrations are sustainable (not impacted by change) and are flexible enough to integrate with any system.
This is just a sample of articles that review the evolution of EDI with XML and SOA:
http://www.ebizq.net/topics/soa/features/8206.html
http://blogs.zdnet.com/service-oriented/?p=208
http://soa.sys-con.com/read/563225.htm
Exciting topic – Wireless Roadside Inspection (WRI). This was very cool. While it is still in pilot phase, the idea of a vehicle driving by an inspection station and instantly uploading HOS data to an inspector’s laptop, without stopping was very exciting. Keep your eyes open for more details on this.
Overall this was a very good conference and should be closely watched and considered next year. It would be very interesting to see more private fleets represented next year to highlight how their technology adoption is more mature than those for hire fleets. The advancements in supply chain optimization and technology adoption is far more prevalent in the private fleet sector and would be a valuable addition to next year’s event.
Author: Frank Moreno
EOBRs in the Industry – It was AMAZING to see just how many fleets are not using ANY type of onboard computers/recorders in their vehicles. While most of the attendees seemed to be in the For Hire (truckload and LTL) market segments, it is still mind boggling to me that the efficiencies gained by EOBRs are not more embraced by these fleets. This session highlighted the upcoming ruling by the FMCSA on probable EOBR mandates and what that will mean for the industry. It was clear that most fleets were investigating this technology and are anticipating some type of requirement for onboard recorders. It was also clear that while the ruling will only focus on HOS information, there is significant value in today’s systems far beyond electronic logs. Telematics data, driver performance, fuel conservation and turn by turn navigation are just a few of the benefits of today’s more advanced systems.
Eye Opener – the reliance on EDI amongst these companies was astounding. Having spent time with software vendors aimed at the financial services industry, the use of XML-based web services has been prevalent for five if not ten years. It was extremely disappointing to hear the “Web Applications in the Supply Chain” session highlight the importance of integrations using EDI. In 2008, any transportation company executive considering an IT investment in web applications fir their fleet management, transportation management system or any supply chain component would be essentially throwing money away if their systems were not leveraging web services and SOA integration. Today’s leading supply chain and transportation systems from vendors like TMW Systems, ALK, Manhattan Associates and many others are leveraging service oriented architecture and web services to facilite standards-based web application integration. Why? This ensures that the integrations are sustainable (not impacted by change) and are flexible enough to integrate with any system.
This is just a sample of articles that review the evolution of EDI with XML and SOA:
http://www.ebizq.net/topics/soa/features/8206.html
http://blogs.zdnet.com/service-oriented/?p=208
http://soa.sys-con.com/read/563225.htm
Exciting topic – Wireless Roadside Inspection (WRI). This was very cool. While it is still in pilot phase, the idea of a vehicle driving by an inspection station and instantly uploading HOS data to an inspector’s laptop, without stopping was very exciting. Keep your eyes open for more details on this.
Overall this was a very good conference and should be closely watched and considered next year. It would be very interesting to see more private fleets represented next year to highlight how their technology adoption is more mature than those for hire fleets. The advancements in supply chain optimization and technology adoption is far more prevalent in the private fleet sector and would be a valuable addition to next year’s event.
Author: Frank Moreno
Tuesday, June 3, 2008
Private Fleets Fighting Back – Saving Thousands with Fleet Management
Northwest Food Products Transportation increases fuel economy, saves $500,000 in fuel in first year with Cadec. “One of the greatest cost savings achieved from our Cadec investment has been in the area of fuel economy. With our Cadec software, we were able to monitor their use of progressive shifting, a driving technique that can help save fuel by ensuring that trucks are running at lower RPMs. Increasing fuel efficiency by just one-tenth of a mile saves NFPT $100,000 annually. Through monitoring with Cadec, we were able to increase MPGs by a half-mile per gallon, saving $500,000 in fuel in the first year alone. That savings alone more than paid for our investment in Cadec. Maintenance costs also went down by 4.5 cents a mile. By reducing sudden decels and increasing use of progressive shifting, we had far fewer brake jobs on our hands.” Roger Nordtvedt, General Manager; Northwest Food Products Transportation
Automation helps CN Brown ensure timely delivery, improve safety and reduce operating costs in their fuel transportation business. “Cadec enables us to monitor and reduce idle time.That directly impacts the amount of fuel our fleet uses. Even with increases in fuel and operations costs and an additional 90,000 miles on the road in 2007, C.N. Brown was able to cut its overall fleet cost by three cents per mile as compared to 2006 – resulting in a total savings of $57,000. “Cadec’s software played a significant role in that,” Ken Cannell, Transportation Manager; CN Brown
G&C Foods Takes Control of Rising Transportation Costs, anticipating $300,000 savings in first year. “Within one week, we saw drastic reductions in both speeding and excessive idling. Our reports went from 80 percent red to just a few drivers in the red, and over time we’ve seen more improvements. Our ability to track this behavior with Cadec had a major impact on driver behavior... Penalties for Hours of Service violations are dramatic, and no matter how meticulous you think you are, paper logs are subject to basic human error. Cadec automates the whole process for us, recording hours of service, pickups, dropoffs… everything that we used to record by hand. Drivers don’t even need to think about it. Cadec ensures our records are accurate and complete.” Larry Clark, Transportation Manager; G&C Foods
“Our overall transportation expenses for 2008 will be about $6 million. If Cadec helps reduce that by just three percent, that’s $180,000 in savings. But when we consider all the areas Cadec can contribute to – reduced fuel consumption, safety improvements, better logging compliance, better return tracking, and improving our ability to collect on invoices – we think our savings will be closer to $300,000 per year. Cadec will be the key to reducing our transportation costs while improving service to our customers.” David LePage, President; G&C Foods
Morning Star anticipates cutting repair and maintenance costs in half “Most years we spend about $1.5 million on repair and maintenance, including accidents. A rollover, for instance, costs about $80,000, and even a minor incident can cost $10,000. We think that monitoring for safety through Cadec, and associated remedial training, can help us cut that $1.5 million in half.” Paul Pimmetel; Morning Star Foods
To read the complete case studies on each of these companies visit http://www.cadec.com/resources.php
Author: Frank Moreno
Automation helps CN Brown ensure timely delivery, improve safety and reduce operating costs in their fuel transportation business. “Cadec enables us to monitor and reduce idle time.That directly impacts the amount of fuel our fleet uses. Even with increases in fuel and operations costs and an additional 90,000 miles on the road in 2007, C.N. Brown was able to cut its overall fleet cost by three cents per mile as compared to 2006 – resulting in a total savings of $57,000. “Cadec’s software played a significant role in that,” Ken Cannell, Transportation Manager; CN Brown
G&C Foods Takes Control of Rising Transportation Costs, anticipating $300,000 savings in first year. “Within one week, we saw drastic reductions in both speeding and excessive idling. Our reports went from 80 percent red to just a few drivers in the red, and over time we’ve seen more improvements. Our ability to track this behavior with Cadec had a major impact on driver behavior... Penalties for Hours of Service violations are dramatic, and no matter how meticulous you think you are, paper logs are subject to basic human error. Cadec automates the whole process for us, recording hours of service, pickups, dropoffs… everything that we used to record by hand. Drivers don’t even need to think about it. Cadec ensures our records are accurate and complete.” Larry Clark, Transportation Manager; G&C Foods
“Our overall transportation expenses for 2008 will be about $6 million. If Cadec helps reduce that by just three percent, that’s $180,000 in savings. But when we consider all the areas Cadec can contribute to – reduced fuel consumption, safety improvements, better logging compliance, better return tracking, and improving our ability to collect on invoices – we think our savings will be closer to $300,000 per year. Cadec will be the key to reducing our transportation costs while improving service to our customers.” David LePage, President; G&C Foods
Morning Star anticipates cutting repair and maintenance costs in half “Most years we spend about $1.5 million on repair and maintenance, including accidents. A rollover, for instance, costs about $80,000, and even a minor incident can cost $10,000. We think that monitoring for safety through Cadec, and associated remedial training, can help us cut that $1.5 million in half.” Paul Pimmetel; Morning Star Foods
To read the complete case studies on each of these companies visit http://www.cadec.com/resources.php
Author: Frank Moreno
Wednesday, May 21, 2008
The 100% Wireless Coverage Fantasy for Fleet Management
Going back a few years to when the earth was still cooling, dinosaurs ruled, and I first entered the wireless industry working for Motorola, we were taught a mantra for setting customer's coverage expectations...."90% of the places, 90% of the time." Even with the advent of GEO and now LEO satellite communications, it may be reasonable to bump up the percentage a bit....but the mantra holds true. There are just too many variables, even with combined satellite and terrestrial communications, to make the 100% claim. Buildings, trees, valleys and other physical blockages, atmospheric conditions, sunspots, and more all factor in.
I still hear that 100% expectation in the course of doing business though - now in the fleet management space. No question it is a noble goal, but that's all. In my opinion, any vendor that promises, implies or suggests to a customer the possibility of 100% wireless coverage should be met with high scrutiny regarding any of the other "commitments" they may be making.
Author: Steve Katz
I still hear that 100% expectation in the course of doing business though - now in the fleet management space. No question it is a noble goal, but that's all. In my opinion, any vendor that promises, implies or suggests to a customer the possibility of 100% wireless coverage should be met with high scrutiny regarding any of the other "commitments" they may be making.
Author: Steve Katz
Tuesday, May 20, 2008
More Truck Crashes Highlight Importance of EOBR/OBCs and FMCSA’s upcoming Ruling
Yesterday’s accident in Illinois was another example of the critical role that electronic on-board recorders (EOBR) and on-board computers (OBC) have in the transportation business and a fleet management strategy. A trailer hauling 14 tons of Oreo cookies overturned on I-80 at around 4am, 50 miles southwest of Chicago.
The driver allegedly fell asleep at the wheel and slammed into the median. The trailer was owned by a leading, national for-hire trucking company.
While it is not known whether the vehicle was using any type of on-board system, any time a driver falls asleep at the wheel, hours of service (HOS) compliance comes into question. To address this issue the FMCSA will release a final EOBR rule this fall, potentially involving incentives and/or mandates for the use of EOBRs .
Not only would HOS violations be identified and potentially avoided, excessive speed audible warnings could also aid in helping prevent some accidents.
Author: Frank Moreno
The driver allegedly fell asleep at the wheel and slammed into the median. The trailer was owned by a leading, national for-hire trucking company.
While it is not known whether the vehicle was using any type of on-board system, any time a driver falls asleep at the wheel, hours of service (HOS) compliance comes into question. To address this issue the FMCSA will release a final EOBR rule this fall, potentially involving incentives and/or mandates for the use of EOBRs .
Not only would HOS violations be identified and potentially avoided, excessive speed audible warnings could also aid in helping prevent some accidents.
Author: Frank Moreno
Friday, April 25, 2008
$2/gallon gas lures truckers
As diesel fuel costs reach unprecedented heights, Fleet management vendors have been extremely vocal lately on how their systems can help reduce fuel consumption for trucking companies. Reduced idle times, route tracking & optimization and reduced speeding are just some of the ways to combat fuel expenses. However, more and more we are hearing that smaller fleets are really being hit hard, and are now losing money and at risk of going out of business because of diesel costs. Here’s an example of how one fleet is fighting back… leveraging $2/gallon prices in Mexico. This may not be the ideal solution and not an option for everyone, but definitely worth sharing… Take a look at this video from CNN: $2/gallon gas lures truckers
Author: Frank Moreno
Author: Frank Moreno
Friday, April 18, 2008
Fleet Management System with E-logs, On-board Computer & GPS Satellite Tracking Saves $250,000 Annually for Houston Company
Recently, both Traffic World Magazine and the Houston Business Journal profiled Cadec’s customer Grey Wolf, Inc., and the success they have seen as a result of their implementation of Mobius TTS. The Cadec system has enabled Grey Wolf to move to paperless, electronic DOT logs – eliminating countless hours of paperwork for their drivers. Grey Wolf is also using Cadec for their fuel tax reporting, vehicle location with GPS satellite tracking, and fuel savings by reducing idle time.
Cadec has recently published numerous customer success stories and online resources highlighting the benefits of fleet management systems, including an e-report on the Top 10 ways to Go Paperless with Fleet Management.
Author: Frank Moreno
Cadec has recently published numerous customer success stories and online resources highlighting the benefits of fleet management systems, including an e-report on the Top 10 ways to Go Paperless with Fleet Management.
Author: Frank Moreno
Monday, March 24, 2008
Improving Customer Service with Fleet Management Solutions
A new webinar featuring Cadec Global and Motorola explores how the combination of on-board computers and fleet management software with handheld scanners and mobile computing devices can improve delivery processes and customer service.
Attendees will learn best practices for optimizing their delivery processes to provide them with real time data in order to make informed decisions that impact key areas of the supply chain. Cadec's DeliveryTracker software with Mobius TTS supports the widest variety of handheld systems including Motorola's Symbol MC70.
To register for this event visit:
https://event.on24.com/eventRegistration/EventLobbyServlet?target=registration.jsp&eventid=103138&sessionid=1&key=F5EFD5A7C8D1D93EB27FAF7425275509&sourcepage=register
Author: Frank Moreno
Attendees will learn best practices for optimizing their delivery processes to provide them with real time data in order to make informed decisions that impact key areas of the supply chain. Cadec's DeliveryTracker software with Mobius TTS supports the widest variety of handheld systems including Motorola's Symbol MC70.
To register for this event visit:
https://event.on24.com/eventRegistration/EventLobbyServlet?target=registration.jsp&eventid=103138&sessionid=1&key=F5EFD5A7C8D1D93EB27FAF7425275509&sourcepage=register
Author: Frank Moreno
Monday, February 25, 2008
Are you losing money with Activity-Based Compensation?
Activity-based compensation has been touted as a way for fleet managers to increase delivery and driver productivity while managing labor costs. Private fleets are particularly embracive of this model as a means of reducing overall operations costs. See Gary Petty’s article from the National Private Truck Council (NPTC) and Fleet Owner magazine. But how can you ensure that the activities you have defined are accurately measured? Do you know what the cost variance is between one activity’s compensation rate and another?
Many Cadec customers are using their Mobius TTS and Series 100 on-board computers (OBCs) to aid in their ABC program. Yes, on-board computers are commonly implemented to improve safety or increase fleet and driver productivity. However, driver safety can also be calculated into a compensation plan. Speeding, excessive idle, HOS violations are negatives that can be built into the ABC.
ABC rewards efficiency, which is often very difficult to measure accurately. On-board computers provide a level of accuracy that simply cannot be obtained by manual processes. Mr. Petty agrees in his article, stating “Using on-board technology is critical. Managers analyzed data on 3,000 trips to and from their stores to set the standards for the ABC program.”
Without accurate data, your ABC program may be costing you more than you think. For example, one Cadec fleet management customer incorporated a driver incentive program that would measure the time from arrival to departure at each delivery stop. The goal was simple; improve efficiency to allow for more stops in a day. Drivers were incented to make their deliveries within a certain amount of time. Originally, the driver would call their dispatcher when they were leaving the site. When the customer began using the on-board computer’s GPS and geofencing technology, they found that drivers were often calling in 1-3 minutes before they actually left the site in order to hit their incentive window. By eliminating these inaccurate incentive payments, this customer was able to reduce payroll by over $800,000 across 450 drivers.
The geofencing features can also help identify if/when a driver has reached a pickup/delivery location, but may still be in drive mode, waiting in line for their load. Accurate identification of when a vehicle enters and exits a site is essential when implementing ABC programs, and while some drivers will look for ways to cheat the system, once implemented, drivers embrace the use of on-board systems and use them to their advantage to improve their overall productivity.
Author: Gerry Kirouac
Many Cadec customers are using their Mobius TTS and Series 100 on-board computers (OBCs) to aid in their ABC program. Yes, on-board computers are commonly implemented to improve safety or increase fleet and driver productivity. However, driver safety can also be calculated into a compensation plan. Speeding, excessive idle, HOS violations are negatives that can be built into the ABC.
ABC rewards efficiency, which is often very difficult to measure accurately. On-board computers provide a level of accuracy that simply cannot be obtained by manual processes. Mr. Petty agrees in his article, stating “Using on-board technology is critical. Managers analyzed data on 3,000 trips to and from their stores to set the standards for the ABC program.”
Without accurate data, your ABC program may be costing you more than you think. For example, one Cadec fleet management customer incorporated a driver incentive program that would measure the time from arrival to departure at each delivery stop. The goal was simple; improve efficiency to allow for more stops in a day. Drivers were incented to make their deliveries within a certain amount of time. Originally, the driver would call their dispatcher when they were leaving the site. When the customer began using the on-board computer’s GPS and geofencing technology, they found that drivers were often calling in 1-3 minutes before they actually left the site in order to hit their incentive window. By eliminating these inaccurate incentive payments, this customer was able to reduce payroll by over $800,000 across 450 drivers.
The geofencing features can also help identify if/when a driver has reached a pickup/delivery location, but may still be in drive mode, waiting in line for their load. Accurate identification of when a vehicle enters and exits a site is essential when implementing ABC programs, and while some drivers will look for ways to cheat the system, once implemented, drivers embrace the use of on-board systems and use them to their advantage to improve their overall productivity.
Author: Gerry Kirouac
Monday, February 18, 2008
Protect Against Lawsuits with On-board Computers
Ours has become a very litigious society. Some of the lawsuits we hear about have merit, others range from the dubious to the downright outrageous. Unfortunately, for each of these suits that is settled, there is a winner and a loser, and often the settlement sums are also outrageous. There are even people in our midst who derive their income from the mishaps that give rise to these suits. These people are… lawyers. A recent lap around the internet has shown that a target has been placed smack dab in the middle of the chest of the trucking industry. If this sounds inflammatory or paranoid, then read the words for yourself:
From http://www.truckingaccidentattorneyblog.com
“Winning Truck Accident Cases--The Key is to Find Violations of Federal Motor Carrier Regulations
Tractor trailer accidents involve complex issues and require knowledge of Federal Regulations applicable to trucking companies. In order to win you need to prove that the truck driver or trucking company was negligent. Negligence is defined as the truck driver's failure to use reasonable care that a careful and prudent truck driver would use in the same or similar circumstances.
Trucks that carry goods between states are regulated by the Federal Motor Carrier Safety Administration which promulgates regulations that truck drivers and trucking companies are required to follow. You can make a convincing case of negligence to a jury if you can prove not only that the truck driver was negligent in the manner her drove his the truck, but also if he violated one of the many federal regulations governing the conduct of truck drivers.
One of the most common violations what is known as the hours of service regulations. The hours of service regulations only apply to property carriers and drivers.
More from the same site:
One of the key to winning any case tried to a jury is to get the jury to side with your client. If you can show not only that the truck driver was negligent in the operation of his truck but also that he falsified his log book and his employer knew it, the jury is more likely to award a large verdict, or the insurance company will pay more to settle the case. That is why you are involved in a trucking accident, you should hire an experienced trucking accident lawyer like Jeff Lowe of the Lowe Law Firm. We work on a contingency basis and only charge you a fee if we recover for you. We also advance all expenses and only recover them if we win for you.
From http://www.ocinjury.com/html/auto.html
Semi Truck Accidents
A semi truck accident is, with respect to a victim's lawsuit, somewhat different from a typical auto accident. In a normal auto accident, the driver at fault is often the only party legally liable for damages; if this driver is uninsured, or if damages exceed his or her insurance policy's limits, the victim may have no means of acquiring just compensation. When a semi truck is involved in the accident, though, other entities may be held responsible for the collision. Many semi trucks are owned and operated by large companies for whom the drivers work as employees. If these companies fail to hire safe, competent people to operate their trucks, they may be considered at fault in any accidents caused by their workers. Good legal representation is crucial in the trying to bring those responsible to account, and California semi truck accident lawyer Sean M. Burke can help.
An important legal concept in semi truck accident litigation is “joint and several liability.” In a nutshell, this doctrine ensures that victims receive compensation for economic damages from someone responsible, regardless of whether the guilty parties can each pay their share. Thus, if the driver in a semi truck accident is deemed most at fault, but is very poor, and his employer is deemed only partially at fault, but has more money, the employer will have to cover whatever damages the driver cannot. After the fact, the employer can seek restitution from the driver via separate legal action that does not involve the victim. This system (which does not apply to non-economic damages such as pain and suffering) ensures that victims of personal injury are compensated and not forced to suffer through endless legal battles involving every party responsible for their harms. Determining who is responsible and bringing them to court requires the expertise of a skilled attorney. Contact Southern California semi truck accident lawyer Sean M. Burke for help with your case today.
From http://www.alabamaaccidentinfocenter.com/CM/Custom/Truck-Accident-FAQ.asp
What Should I Do If I Have Been in a Truck Accident?
· Render first aid and summon medical professionals.
· Contact an attorney as soon as possible. He will send investigators to the site, advise you of your rights, and recommend steps to take.
· DON'T GIVE STATEMENTS to police, an insurance adjuster, the other driver(s), or bystanders. Any admission of fault can reduce your ability to recover damages.
· If possible, take photos of damage to both vehicles, debris, your visible injuries, and the general scene.
· Get contact information from any witnesses before they leave the scene (let your attorney get their statements).
· Record the truck driver's name and driver's license, license plate numbers of the cab and trailer.
· Exchange personal information (including insurance information) with all drivers involved.
· See a doctor as soon as possible. Seemingly minor injuries can turn out to be serious — brain trauma, fractured bones, soft tissue injury. Carefully document your injuries, your treatment, and your recovery over the next weeks and months.
· Report the accident to your insurance agent, but stick to basic facts (where it occurred, when, vehicles involved). DO NOT SIGN ANYTHING without talking to your attorney.
· Make sure that your vehicle and the truck are inspected before any repairs are made. Your attorney can arrange this.
Who Can Be Sued in a Truck Accident?
Truck accidents often involve multiple vehicles. Your attorney should be experienced in complex litigation involving multiple parties and the insurance issues that often arise. If the truck driver was at fault, you can sue the driver personally and usually the trucker's employer. The owners of the tractor-trailer cab, the trailer, and the freight may all be liable in part, as well as the truck's manufacturer or a third-party maintenance company. If a third driver caused the accident, you can sue for damages under their auto liability policy.
What If I Was Partly at Fault?
Alabama is a contributory negligence state. Under a strict reading of the law, you cannot recover damages if you are found to be even 1 percent at fault. As a practical matter, however, you may be able to collect if you share some of the blame but the truck driver or trucking company was predominantly at fault. DO NOT DISCUSS fault with anyone other than your attorney.
All of these websites, which were visited on the 14th and 15th of February 2008 are setting their sights squarely on the trucking industry. Some of the entities cited here may not be happy with the attention that is being called to their words, but this information is directly from their sites and is complete and contextual, look at the sites for yourselves. The surest way to avoid the threat of litigation is to run 100% incident free. Since that cannot be expected, hiring quality drivers, running safe legal trucks and complying with federal regs will all help to shrink that target. Installing Electronic On-board Computers such as Cadec’s Series 100 system (for both PowerVue and Mobius TTS) is a reliable method for collecting and storing DOT logs and tracking compliance, vehicle ECM and GPS data. It will help to shrink the target even more. Automatic on-board recording devices (AOBRDs) also show your organizations commitment to safety and efficiency as well as your readiness to defend yourself and your drivers. A closing thought which drives this point home as succinctly as any extra words here is this paragraph, which all but says that companies which choose not to use AOBRDs are leaving themselves wide open.
From the site http://orlando.injuryboard.com/auto-accidents/electronic-logs-can-stop-truck-accidents.php
There are alternatives. One such device is an electronic log mounted on the truck. These logs automatically record when, where and how much the truck has been driven. Although the Federal Trucking Regulations in the United States do not require electronic logs, the individual companies that hire the truckers can voluntarily place the logs in trucks they hire. If a company knowingly hires drivers that fudge the log books then action should be taken to hold them accountable for injuries and deaths to innocent motorists from car accidents caused by interstate trucks. The simple solution of electronic logs is one that a jury should evaluate when deciding whether trucking companies are deliberately choosing to ignore safety and profit by looking the other way while truck drivers violate the safety regulations designed to stop truck accidents.
Author: Karl Olson
From http://www.truckingaccidentattorneyblog.com
“Winning Truck Accident Cases--The Key is to Find Violations of Federal Motor Carrier Regulations
Tractor trailer accidents involve complex issues and require knowledge of Federal Regulations applicable to trucking companies. In order to win you need to prove that the truck driver or trucking company was negligent. Negligence is defined as the truck driver's failure to use reasonable care that a careful and prudent truck driver would use in the same or similar circumstances.
Trucks that carry goods between states are regulated by the Federal Motor Carrier Safety Administration which promulgates regulations that truck drivers and trucking companies are required to follow. You can make a convincing case of negligence to a jury if you can prove not only that the truck driver was negligent in the manner her drove his the truck, but also if he violated one of the many federal regulations governing the conduct of truck drivers.
One of the most common violations what is known as the hours of service regulations. The hours of service regulations only apply to property carriers and drivers.
More from the same site:
One of the key to winning any case tried to a jury is to get the jury to side with your client. If you can show not only that the truck driver was negligent in the operation of his truck but also that he falsified his log book and his employer knew it, the jury is more likely to award a large verdict, or the insurance company will pay more to settle the case. That is why you are involved in a trucking accident, you should hire an experienced trucking accident lawyer like Jeff Lowe of the Lowe Law Firm. We work on a contingency basis and only charge you a fee if we recover for you. We also advance all expenses and only recover them if we win for you.
From http://www.ocinjury.com/html/auto.html
Semi Truck Accidents
A semi truck accident is, with respect to a victim's lawsuit, somewhat different from a typical auto accident. In a normal auto accident, the driver at fault is often the only party legally liable for damages; if this driver is uninsured, or if damages exceed his or her insurance policy's limits, the victim may have no means of acquiring just compensation. When a semi truck is involved in the accident, though, other entities may be held responsible for the collision. Many semi trucks are owned and operated by large companies for whom the drivers work as employees. If these companies fail to hire safe, competent people to operate their trucks, they may be considered at fault in any accidents caused by their workers. Good legal representation is crucial in the trying to bring those responsible to account, and California semi truck accident lawyer Sean M. Burke can help.
An important legal concept in semi truck accident litigation is “joint and several liability.” In a nutshell, this doctrine ensures that victims receive compensation for economic damages from someone responsible, regardless of whether the guilty parties can each pay their share. Thus, if the driver in a semi truck accident is deemed most at fault, but is very poor, and his employer is deemed only partially at fault, but has more money, the employer will have to cover whatever damages the driver cannot. After the fact, the employer can seek restitution from the driver via separate legal action that does not involve the victim. This system (which does not apply to non-economic damages such as pain and suffering) ensures that victims of personal injury are compensated and not forced to suffer through endless legal battles involving every party responsible for their harms. Determining who is responsible and bringing them to court requires the expertise of a skilled attorney. Contact Southern California semi truck accident lawyer Sean M. Burke for help with your case today.
From http://www.alabamaaccidentinfocenter.com/CM/Custom/Truck-Accident-FAQ.asp
What Should I Do If I Have Been in a Truck Accident?
· Render first aid and summon medical professionals.
· Contact an attorney as soon as possible. He will send investigators to the site, advise you of your rights, and recommend steps to take.
· DON'T GIVE STATEMENTS to police, an insurance adjuster, the other driver(s), or bystanders. Any admission of fault can reduce your ability to recover damages.
· If possible, take photos of damage to both vehicles, debris, your visible injuries, and the general scene.
· Get contact information from any witnesses before they leave the scene (let your attorney get their statements).
· Record the truck driver's name and driver's license, license plate numbers of the cab and trailer.
· Exchange personal information (including insurance information) with all drivers involved.
· See a doctor as soon as possible. Seemingly minor injuries can turn out to be serious — brain trauma, fractured bones, soft tissue injury. Carefully document your injuries, your treatment, and your recovery over the next weeks and months.
· Report the accident to your insurance agent, but stick to basic facts (where it occurred, when, vehicles involved). DO NOT SIGN ANYTHING without talking to your attorney.
· Make sure that your vehicle and the truck are inspected before any repairs are made. Your attorney can arrange this.
Who Can Be Sued in a Truck Accident?
Truck accidents often involve multiple vehicles. Your attorney should be experienced in complex litigation involving multiple parties and the insurance issues that often arise. If the truck driver was at fault, you can sue the driver personally and usually the trucker's employer. The owners of the tractor-trailer cab, the trailer, and the freight may all be liable in part, as well as the truck's manufacturer or a third-party maintenance company. If a third driver caused the accident, you can sue for damages under their auto liability policy.
What If I Was Partly at Fault?
Alabama is a contributory negligence state. Under a strict reading of the law, you cannot recover damages if you are found to be even 1 percent at fault. As a practical matter, however, you may be able to collect if you share some of the blame but the truck driver or trucking company was predominantly at fault. DO NOT DISCUSS fault with anyone other than your attorney.
All of these websites, which were visited on the 14th and 15th of February 2008 are setting their sights squarely on the trucking industry. Some of the entities cited here may not be happy with the attention that is being called to their words, but this information is directly from their sites and is complete and contextual, look at the sites for yourselves. The surest way to avoid the threat of litigation is to run 100% incident free. Since that cannot be expected, hiring quality drivers, running safe legal trucks and complying with federal regs will all help to shrink that target. Installing Electronic On-board Computers such as Cadec’s Series 100 system (for both PowerVue and Mobius TTS) is a reliable method for collecting and storing DOT logs and tracking compliance, vehicle ECM and GPS data. It will help to shrink the target even more. Automatic on-board recording devices (AOBRDs) also show your organizations commitment to safety and efficiency as well as your readiness to defend yourself and your drivers. A closing thought which drives this point home as succinctly as any extra words here is this paragraph, which all but says that companies which choose not to use AOBRDs are leaving themselves wide open.
From the site http://orlando.injuryboard.com/auto-accidents/electronic-logs-can-stop-truck-accidents.php
There are alternatives. One such device is an electronic log mounted on the truck. These logs automatically record when, where and how much the truck has been driven. Although the Federal Trucking Regulations in the United States do not require electronic logs, the individual companies that hire the truckers can voluntarily place the logs in trucks they hire. If a company knowingly hires drivers that fudge the log books then action should be taken to hold them accountable for injuries and deaths to innocent motorists from car accidents caused by interstate trucks. The simple solution of electronic logs is one that a jury should evaluate when deciding whether trucking companies are deliberately choosing to ignore safety and profit by looking the other way while truck drivers violate the safety regulations designed to stop truck accidents.
Author: Karl Olson
Friday, January 4, 2008
State Idling Laws Help Reduce Fuel Consumption
As “Going Green” continues to be a hot topic for the transportation industry, many states have been actively adding and enforcing idling regulations. Fuel conservation is clearly one of the best and easiest ways for fleets to not only reduce their impact on the environment, but also reduce costs. Aside from moving to alternative fuels, reduced idling will have a dramatic reduction in fuel consumption. Details on the laws in many states can be found here: http://www.atri-online.org/research/idling/2007_atri_idlingcompendium_secure.pdf
To learn more ways to Go Green with your fleet, check out the recent webcast by SmartWay and Cadec – Top Five Ways to Go Green With Fleet Management.
Author: Karl Olson
To learn more ways to Go Green with your fleet, check out the recent webcast by SmartWay and Cadec – Top Five Ways to Go Green With Fleet Management.
Author: Karl Olson
Wednesday, January 2, 2008
Coming soon: Mandatory On-Board Computers/EOBRs?
On December 19,2007 the Senate transportation committee conducted a hearing on the FMCSA Interim final rule concerning Hours of Service. The hearing aired on C-SPAN and can be viewed here:
http://www.c-spanarchives.org/library/index.php?main_page=product_video_info&products_id=203138-1
A couple of points which seem to be worthy of comment: At about the 52nd minute the conversation turns to mandatory use of EOBRs. With all panel members from both sides of the issue speaking in favor of them and Senator Frank Lautenberg calling the decision for mandatory EOBRs a “no-brainer” (his actual words!). He also made reference to an NTSB call for 100% mandatory EOBRs. The NTSB recommendation from December 17, 2007 can be found here: http://www.ntsb.gov/Recs/letters/2007/H07_41_42.pdf
Dave Osiecki of the ATA talks about studies which show that the average 34 hour reset is actually about 49 hours and only 27% of drivers report driving in the 11th hour. He also says that the number of trucks registered in the US is up but the number of miles travelled has remained constant at about 222-223 billion miles/year, indicating that trucks are travelling less.
Byrd (from the Teamsters Union) and Krupski (from OOIDA) agreed that ECMs should be set govern speed to 68 (Cadec EOBRs used with either Mobius or PowerVue can monitor speed to any set level)
And curiously in the entire discussion of big truck fatalities and accidents, no mention was made of whether the fault was with the “tired” driver or if the other driver was at fault.
Author: Karl Olson
http://www.c-spanarchives.org/library/index.php?main_page=product_video_info&products_id=203138-1
A couple of points which seem to be worthy of comment: At about the 52nd minute the conversation turns to mandatory use of EOBRs. With all panel members from both sides of the issue speaking in favor of them and Senator Frank Lautenberg calling the decision for mandatory EOBRs a “no-brainer” (his actual words!). He also made reference to an NTSB call for 100% mandatory EOBRs. The NTSB recommendation from December 17, 2007 can be found here: http://www.ntsb.gov/Recs/letters/2007/H07_41_42.pdf
Dave Osiecki of the ATA talks about studies which show that the average 34 hour reset is actually about 49 hours and only 27% of drivers report driving in the 11th hour. He also says that the number of trucks registered in the US is up but the number of miles travelled has remained constant at about 222-223 billion miles/year, indicating that trucks are travelling less.
Byrd (from the Teamsters Union) and Krupski (from OOIDA) agreed that ECMs should be set govern speed to 68 (Cadec EOBRs used with either Mobius or PowerVue can monitor speed to any set level)
And curiously in the entire discussion of big truck fatalities and accidents, no mention was made of whether the fault was with the “tired” driver or if the other driver was at fault.
Author: Karl Olson
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