This is the second of two parts.

Last year, Dept. of Transportation (DOT) inspectors conducted an audit of Highway Transporters, Knoxville, Tenn. Auditors didn't ask for GPS records from the company -- all of whose 184 chemical units are equipped with the satellite gear -- but they left the door open.Says company president Greg Watkins, "They didn't ask for the GPS records, but indicated that they could in the future."

The Federal Highway Administration (FHWA) issued a policy to regional directors August 15 -- Policy on the Use of Advanced Information Technology -- that would allow auditors to require carriers to provide electronic records to support driver logbook claims when showing compliance with hours-of-service rules.

Like others in the trucking industry, Watkins is not only concerned about the inevitable discrepancies that are bound to show up when you compare records kept by drivers and those collected by satellite; he is concerned about driver morale. "We have already told our drivers that we're not going to use the GPS logs to audit them." Many drivers were concerned that they would be second-guessed by the satellite data and held to an impossible standard.

Watkins notes, however, that if DOT said companies could use satellite logs instead of driver logs, that would be okay. "If my drivers didn't have to keep any records because DOT would accept satellite records, that would be fine," he says. "It's the slight discrepancies between driver and GPS records, and how DOT will use them, that concern us and the drivers."

Don Orr, president of Roberson Transportation, Champaign, Ill., is worried about losing quality drivers because of the government's new policy. His drivers tell him that having GPS records compared to their written records is tantamount to having 'Big Brother' constantly looking over their shoulders. Orr says that he will lose good, safe drivers who want the personal responsibility of keeping records, but don't want to worry about a computer amplifying every minor difference. "It's the antithesis of how they want to be treated," he adds.

Sixty days after the policy decision was made public, the American Trucking Assns. (ATA) filed a lawsuit. According to General Counsel Dan Barney, ATA believes that FHWA didn't use the proper rulemaking procedures, i.e., a notice and comment period, and that the policy itself is arbitrary and capricious. Because it is in litigation, FHWA officials would not comment.

Barney says that ATA has no problems with the government obtaining records on individual trucks involved in accidents, but does not think such incidents should give the right to obtain information on all trucks in a fleet. "We don't think fishing expeditions are fair."

The Federal Appeals Court in Washington, D.C., will set a briefing schedule on ATA's petition, but probably not before September. No decision is expected until the end of the year, says Barney.

"The suit is the small part, a secondary issue," says Cliff Harvison, president of National Tank Truck. "The big question is: To what extent does the government have to right to obtain information developed between private companies?

"I'd like to see a public process opened. Let's establish a set of ground rules about what information the government can demand," he says.

Harvison may get his wish if a trucking firm is willing to step forward. "If a carrier tells us about some problem with how the government used its electronic data, then we can go to court," says Dan Barney. This would need to be a substantive case about the matter, instead of the technicality-based case that ATA is currently pursuing.

Right now, however, most trucking firms are keeping a low profile -- watching from the sidelines, figuring out what to do next.

"It's a very sensitive issue, and we've had several meetings about it," says Watkins. "I think we need more information about how the government is going to use electronic records, but it certainly puts a damper on wanting to use the newest technology."

This point has not been lost on FHWA. Its policy statement noted that while advanced technology systems offer significant safety management advantages, FHWA's demands for electronic records can result in "implicit discouragement of the use" of this technology.

Although the comparison is not perfect, the trucking industry and FHWA could look to the airline industry for guidance on the use of electronic data. When the FAA first proposed cockpit voice recorders and flight data recorders, pilots were concerned that airline and FAA officials would eavesdrop on their private conversations. After lengthy negotiations, however, an agreement was reached: flight data recorders would hold information for 25 hours; cockpit voice recorders would hold conversations for 30 minutes; and if no incident was reported, both would be erased.

Radar positioning information, held by ground facilities, is erased after 20 days. It is only looked at in cases of reported incidents or for statistical purposes. There are complicated and precise federal laws regarding conditions under which all of these data can be used or accessed.

The most important ongoing electronic record kept by airlines is ACARS (Aircraft Communications, Addressing and Reporting System), which is based on data transmitted by pilots to company ground facilities before, during, and after flights. This system relies on humans, not machines, as its primary source of information.

The daily, over-the-road miles being logged by the two tractor-trailer combinations involved in the Truck Technology Demonstration Consortium project launched in 1996 are already pointing up some of the technology's promises and problems, according to consortium members speaking at the recent SAE Truck & Bus Meeting in Cleveland.

The truck demonstration project is designed to foster the development, evaluation, and deployment of intelligent vehicle communications and power enhancement systems for heavy trucks, and to promote industry-government cooperation in these efforts.

The Freightliner tractor/Utility reefer combination operated by Certified Transports has logged 100,000 miles, while the Domino's Pizza fleet's Volvo VNG10 tractor with a Wabash National trailer has put on 25,000 miles, according to Jim Crowell, a senior systems engineer for Delco Electronics, which is serving as the program's overall manager.

A major portion of the demonstration is concerned with how best to convey trailer ABS status and other information from trailer to tractor. And Jerry Thrift, equipment evaluation manager for Ryder Systems, says that corrosion problems -- "something we have always had, and still have" -- seem to be a problem in this area, too.

Contact corrosion on some of the demo tractor-trailer interface connectors has caused disruption of the weak signals on both the J1587 and the newer J1939 data buses, says Thrift, and "as we demand more from these connectors we have to work to improve them." The Maintenance Council of ATA is already working on the problem, he says, adding that the consortium has now enlisted the help of some real corrosion experts, the U.S. Navy.

Thrift, speaking as one greatly interested in the maintenance of "intelligent vehicle" communications systems, views PLC (power line carrier) technology as offering the most promise, because any power and ground path can also serve as a communications circuit. This, he says, could eliminate or at least minimize wiring. "I've never really met a good wire," he says.

Looking at PLC technology from a maintenance aspect, Thrift says, "If there is an electrical power line failure, you'll know that you've fixed it when the trailer lights are all on. In fixing that, you'll have also fixed any communications problems you might have had due to corrosion."

Thrift also urges development of data-bus communication devices that fail safe. If we don't, he cautions, we had better think very hard before implementing systems such as brake-by-wire and steer-by-wire.

New on-board systems shortly to be added to the demonstration vehicles include a "chatter box" -- a means of monitoring all the data buses on a vehicle to ensure that signals being transmitted along a bus are actually being received. According to Delco Electronics' Crowell, these boxes -- one on the tractor and one on the trailer -- will transmit a known message or messages over a data bus every second or so and will keep count of how many times the message is received. This will provide a quantitative measure of how the data buses are performing and an idea of how much data is being lost. Computers could easily do the job, he notes, but would be too expensive.

The question of what to do with all the demo vehicle data being recorded and with the data recorded by the "intelligent vehicles" that grow out of this entire project is being addressed by Qualcomm Inc.

In cooperation with Fleetnet, a new consortium member, Qualcomm is working on a way of downloading the data to a remote site via satellite, says John Shapiro, senior software product manager, so the information is available and already analyzed for use when a vehicle pulls in.

The Truck Technology Demonstration project is scheduled for completion in the third quarter of 1998, at which time a written evaluation will be prepared to guide the trucking industry as to which communications systems really work.

Pay phone challenge Trucking organizations have joined a coalition calling on the FCC to lower a new 28.4 cents fee that local phone companies can charge for each toll-free call made from their pay phones. ATA estimates that the new fee could cost the trucking industry as much as $70 million per year.

Funding delay okayed President Clinton has signed into law a measure providing short-term funding for the nation's highway program. The temporary spending, which provides funding through the spring, was needed after Congress failed to move a multi-year transportation program last year.

Accessible dockets DOT has launched a Web site that offers detailed information about its dockets. The Docket Management System can be found at http://dms.dot.gov and is searchable by docket number or key words. The retrieved docket will include excerpts from the Federal Register, DOT-produced documents, related research, and other proceedings. A docket is a collection of proposed and final regulations, public comments, notices, legal pleadings, administrative law judge rulings, and rulemakings concerning a specific issue.

A healthy fit The feds, in concert with ATA, are studying the link between diet, exercise and driver health. The study will evaluate truck drivers' acceptance of Rolling Strong Gyms, a network of exercise facilities located along major trucking routes and geared specifically for the drivers.

Safety exemption extension In an effort to get more carriers to participate in a demonstration program that would exempt light- and medium-duty operations from certain safety regulations, FHWA has extended to June 30 the deadline for submitting an application. The feds said the delay was intended to clear up confusion.

Eight new business units sharpen OEM's marketing focus

Navistar International Corp. has reorganized its truck group into six distinct operations: four "vehicle centers" -- heavy, medium, and severe-service truck, and school bus -- and two business centers, parts and international.

In addition, eight functional groups have been created to deliver operational support across the new businesses: manufacturing; sales and distribution; engineering, reliability and quality; purchasing; branding; information systems; financing and planning; and human resources.

The six new businesses and their respective general managers are: Heavy Truck Vehicle Center, J. Steven Keate (formerly Navistar vp & controller); Medium Truck Vehicle Center, David J. Johanneson (formerly group vp-truck businesses); Severe Service Truck Vehicle center, Jordan H. Feiger (formerly Navistar financial vp-operations); School Bus Vehicle Center, Thomas R. Cellitti (formerly vp-bus business); Counterparts Business Center, Steve P. Koch (formerly vp & gm-parts operations); and International Business Center, Dennis Webb (formerly group vp-international operations).

The new functional groups and their leaders include: sales & distribution, James T. O'Dare, group vp-sales & distribution; manufacturing, Anthony L. Hines, vp-manufacturing; and engineering, reliability & quality, R. Gary Diaz, group vp & chief technical officer.

"The benefits of this reorganization include greater accountability for our people in running their businesses, faster decision-making, and increased flexibility and agility in responding to customer needs," said Don DeFosset, Navistar executive vp and truck group president.

In an effort to strengthen its ability to meet customer needs globally, Eaton Corp. has reorganized its Truck Components Operations business. Beginning January 1 of this year, there will be six product divisions, each organized as a worldwide business unit: Heavy Duty Transmission Div., headquartered in Galesburg, Mich.; Light/Medium Duty Transmission Div., headquartered in Europe; Clutch Div., headquartered in Auburn, Ind.; Automated Products Div., headquartered in Galesburg; Axle and Brake Div., headquartered in Galesburg (The sale of this business to Dana Corp. is currently awaiting government approval.); and Trucking Information Services Div. (TISD), headquartered in Galesburg.

With the exception of TISD, the divisions will report to Alan E. Best, operations vp, Truck Components Operations - Worldwide. Headquartered in Europe, Best will report to Thomas W. O'Boyle, senior vp-Truck Components. TISD will report directly to O'Boyle.

Sales and marketing activities for all divisions, which report to O'Boyle, are located in the U.S. and Europe. Joaquin Zuza and Dave Renz have worldwide responsibility for sales and marketing.

Zuza is director, sales and marketing for Eastern and Western Europe, Korea, and Japan. Renz is director, sales and marketing for North and South America, South Africa, Australia, and the rest of the Asian markets. Kenneth F. Davis is appointed marketing manager - North America.

Tractor-trailers are not the only vehicles that stand to reap fuel economy benefits from the use of aerodynamic devices.

"What is often overlooked," says Heinz W. Snizek, president of Airglide Inc., a manufacturer of cab-mounted air deflectors," is that aerodynamic drag has important effects on fuel usage at lower speeds for straight trucks -- about 30 mph -- than for tractor-trailers, where aerodynamic drag becomes a concern at speeds of about 50 mph."

To demonstrate, Snizek ran a limited number of TMC Type IV test runs with Class 2, 3, and 5 vehicles (two Ford Econolines, two Hino FEs, and two Isuzu NPRs) with and without Airglide EZ Mount air deflectors.

As reported at the recent SAE Truck & Bus Meeting in Cleveland (Technical Paper 973275), the tests indicate that fuel economy can be improved as much as 15% for medium-duties and 19% for light-duties by use of air deflectors.

In addition, Snizek notes, some users of these classes of vehicles have claimed that the improvements in handling attributable to air deflectors are even more important, especially where inexperienced drivers are involved, than the fuel economy benefits.

Chevron is launching a "knowledge campaign" to inform operators of diesel engines about the ramifications of the new API heavy-duty oil classification due for release next month. Once the new category -- CH-4 -- is officially approved, oil suppliers will have to wait one year before they can affix the designation within the API "donut."

However, according to a top Chevron engineer, oils that meet the CH-4 standards may be available when the 1998 diesels they were designed for enter fleet service early next year. "Choosing a high-performance crankcase oil today is different than what fleet managers have grown to expect," contends Jim McGeehan, Chevron engine oils technology manager. Thanks to changes driven by emissions regulations, he says meeting lube requirements has become more stringent -- "so only a select number of oils are capable of achieving the higher level of performance."

Chevron's oil-awareness program is focused on helping fleets apply "knowledgeable" maintenance practices to the selection of motor oils. The information will be available through several channels, including a toll-free information line, 1-888-PC7-7855, and at Chevron's Web site, www.chevron.com/PC7.

Marking the two-year anniversary of the Clinton Administration's announcement that it was delaying the cross-border trucking provisions of the North American Free Trade Agreement (NAFTA), trucking leaders have called on the Administration to find a solution to the ongoing trade dispute.

In addition to expanding the access of Mexican trucks to all points in Arizona, California, New Mexico, and Texas, NAFTA would provide reciprocal access to U.S. trucking companies operating in Mexico. Trucks move more than 85% of U.S.-Mexican trade.

"The continued imposition of this freeze has denied the U.S. trucking industry, and the shippers and consumers we serve, the great economic benefit promised by efficient cross-border trucking services," wrote ATA chairman Ed Trout in a December 12 letter to the President. "This logjam has stymied any progress on small-package-carrier deliberations in Mexico -- another critical unfulfilled NAFTA obligation.

"The freight movement system we have in place today is inefficient and creates a serious enforcement hazard," Trout added.

The ATA leader linked a cross-border trucking agreement to Clinton's effort to reduce crime and increase illegal drug interdiction. In support of that goal, Trout drew attention to a recent U.S. Customs Service report to Congress.

That report blamed the "high congestion of truck traffic entering the United States" in part on the restrictions imposed by both the U.S. and Mexico on cross-border operations. Over 50% of commercial trucks enter the U.S. empty, contributing to border congestion and increasing the inspection burden for border agencies.

At the same time, ATA urged Congress to revise a 1996 immigration law, scheduled to take effect next year, to keep from seriously impeding cross-border trade between the U.S. and Canada and Mexico. The Illegal Immigration Reform and Immigrant Responsibility Act mandates that all people who are not U.S. citizens be processed by an additional, automated entry/exit control system at each U.S. port of entry.