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Transcript
MANAC WESTERN604-888-4188
Tridem, air tilt, air ramps, fir floor, toolbox, 2 speed land-ing gear, adjustable pintle hitch, 235/75R17.5 radials. Call for further information.
IN STOCK 2015 CROSS COUNTRY TRIDEM TILT
MANAC WESTERN1-877-626-2622
New 2014 Trail King Rolled Side Super Hi-Lite Live Bottom Trailer, 106 cubic yards, aluminum box with 3/16" HMW liner, 12'10" side walls, 48" continuous belt, Intraax 60"-60" tridem suspension, 11R22.5 on aluminum wheels.
NEW 2014 TRAIL KING
EDMONTON TRAILER SALES & LEASING1-866-594-3905
Custom build your own pressure truck with our team of experts on staff!
1-800-663-48021-800-663-4802Our Readers Are Your Buyers
TRUCKPOST.CA
YOUR TRUCK & TRAILER CONNECTION, SINCE 1971WWW.TRUCKPOST.CA OCTOBER 2014
Publications Mail Agreement #40070144
NEW 2014 TRAIL KING
More Truck
Photo AdsPAGE T-14
Page T-2 Your Truck & Trailer Connection, Since 1971 September 2014
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September 2014 Your Truck & Trailer Connection, Since 1971 Page T-3
t
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Page T-4 Your Truck & Trailer Connection, Since 1971 September 2014
Most people want to be successful. They ask what it takes, want ad-vice on what they are do-ing and desire to have the finer things in life: less pressure, more freedom, a return on their effort. However, not everyone is successful. Just as the Rolling Stones sang, “You can’t always get what you want”.
When people ask what it takes to be successful, they are often told many different things. In my line of work I probably get asked that question more than most. An answer can be given in many different ways: what specifically is this person doing wrong or what specific things can they change? It can become a very personal question, not just a gen-eral one. However, the answer for most is usu-ally very similar. Most unsuccessful people are undisciplined. Successful people are usually very
disciplined. Some people know they are (or aren’t) and some don’t.
Being a successful op-erator requires discipline, attention to details and forward planning. In the end there are no excuses that will hold to full scru-tiny in light of discipline.
There are big choices and small choices every day. Each choice aids to success or detracts from it. Failure to choose (pro-crastination) is also a choice. Procrastination is one of the most costly choices people make. Pro-crastination is the arch
enemy of discipline and success.
Successful operators do not have to be rocket scientists. Though I have met operators who are incredibly smart, it’s not a necessity for success. In fact, sometimes their “brilliance” hinders their success. I’ve seen dull minds be much more successful than brighter minds. It may not seem fair; it may be offensive to some, but it’s reality.
Being an operator is about performing with an acceptable level of service in a predictable, precise and structured format. Truck driving is highly repetitive work. Attention to detail keeps the truck safe and the load on time.
There are many “smart” people who sim-
Page T-4
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September 2014 Your Truck & Trailer Connection, Since 1971 Page T-5
Fleets are trying adapt to an emerging driver shortage environment by experimenting with new human resource tactics to attract and retain drivers.
Pay increases, switching to more dedicated opera-tions, surveying drivers on their wants and need are just some efforts being undertak-en by fleets to try and find ways to solve the ongoing driver shortage, Fleet Owner magazine reports.
One truck driver survey issued by logistics conglom-erate National Retail System seeks to identify roadblocks in the truck driver recruiting and retention process. The survey concluded that the biggest impediments to pur-suing a truck driving career remain pay, home time, and benefits.
A spokesman for NRS said recruiting for local truck driver jobs isn’t ex-actly easy, just less chal-lenging than long-haul po-sitions where home time is less frequent.
Kevin Knight, Chair-man and CEO for TL carrier Knight Transportation noted in the company’s second quarter earnings release that developing and retaining high quality driving associ-ates remains a significant
challenge to the industry.“Despite a strong freight
environment, the current driver supply situation has been a headwind for add-ing additional capacity,” he said. “[Thus] our driver development and training programs remain a primary focus area for our manage-ment team.”
Swift Transportation recently rolled out a new multi-pronged effort to im-prove its driver recruiting and retention efforts that includes pay raises and the development of more dedi-cated operations.
“We are instituting a large driver pay increase in the third quarter [and] if current driver shortages continue, driver wages may continue to increase, but probably not to the extent of the increase we are giving this year to our drivers,” said Jerry Moyes, Swift’s Found-er and CEO, during the carri-er’s second quarter earnings conference call with analysts and reporters.
“The dedicated business is much more driver friend-ly,” he added. “It’s more consistent, predictable and generally allows for more regular home time. All of these are desirable in a dif-ficult driver retention mar-
ket like that which we are facing today. [That’s why] we are currently talking to our customers about the need to get more money in the hands of our drivers.”
NRS’s Saville noted that his company is working to try and develop more “flexible” schedules to enable truck drivers to be home more of-ten at times they desire, while also casting a broader net through different communi-cation mediums to find new and willing recruits.
“Recruitment in the year 2014 is not like how it was 20 years ago where one newspaper ad would suf-fice to hire your operation’s needs,” he explained. “To-day’s recruitment efforts are a full-out campaign, which includes hiring fairs, flyers, banners, multiple recruitment sites, blogging, a social media presence, targeted emails, and mo-bile application optimiza-tion to name a few.”
Saville added that indus-try leaders are well aware that without a revolving door of drivers, carriers cannot meet customer de-mands, which ultimately affects consumers who will feel the impact when they go to the store and see aisles of empty shelves. b
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Page T-6 Your Truck & Trailer Connection, Since 1971 September 2014
ply think too much. They operate assuming they possess too many ex-ceptions, too many new plans and new options. They seem to constantly chase some imaginary pot of gold at the end of the rainbow, trying to “hit it big” in the industry.
Please understand that there is no pot of gold, there are only pen-nies. The encouraging thing is there are lots of pennies. The discourag-ing thing (for some) is that each penny has to be consciously picked up, almost one at a time. This requires discipline, patience, structure and a vigilant eye for the next penny.
There are many suc-cessful operators, and every one focuses on the
productive use of their time, consistently pick-ing up each penny as it appears. Unfortunately, not everyone enjoys the tedious nature of penny picking. Impatience, greed and shortcuts seduce a lot of people away from the discipline of making money.
Just the simple setting of the cruise is a reflec-tion of an operator’s im-patience, greed or arro-gance. How aggressive an operator accelerates their truck to highway speed, navigates traffic and plans their day reflects their dis-cipline to making or los-ing money.
Success is almost al-ways the accumulation of a whole bunch of small decisions rather than the big ones. The hard work-ing operator who pays
attention to details will make each small decision count as a benefit.
Choosing a trucking company may be consid-ered a “big decision”, but it will often times make little difference to the operator’s bottom line in comparison to the benefits or nega-tive paybacks of the small choices. b
Robert D Scheper operates an accounting and consult-ing firm in Steinbach, Man-itoba. He has a Masters Degree in Business Admin-istration and is the author of the Book “Making Your Miles Count: taxes, taxes, taxes” (now available on CD). You can find him at www.thrconsulting.ca and thrconsulting.blogspot.com or at 1-877-987-9787. You can e-mail him at [email protected].
2008 HINO 185, 175 HP, ALLISON AUTO. 18K GVW, CAB CHASSIS, LP19.5s, AIR, PW, PL, AIR SEAT, NEW TIRES, BRAKES & 16' FLATDECK, 115K KM.
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Continued from page T-4
September 2014 Your Truck & Trailer Connection, Since 1971 Page T-7
Hendrickson Vehicle Suspension Institute (HVSI) scheduled its next session of hands-on technical suspen-sion training for the heavy-duty transportation industry.
Two sessions will be held, September 9 and Sep-tember 10, 2014, in Edmon-ton, Canada at the North-ern Alberta Institute of Technology (NAIT) located in the province of Alberta, Canada. Each full-day ses-sion includes classroom and hands-on training. The training is conducted by Hendrickson’s regional field service managers and topics include both truck and trailer suspension sys-tems, trailer axle wheel-ends and brakes.
The HVSI program pro-vides technicians, as well as parts and service per-sonnel, with a basic orien-tation and hands-on experi-ence for the recommended installation, service, main-tenance and repair proce-dures for all Hendrickson suspension systems.
Hundreds of technicians from independent repair
facilities, fleets, OE service dealerships and parts dis-tributors have participated in the past sessions.
“HVSI uses a hands-on and a classroom training environment as part of the Hendrickson technical train-ing program. Feedback has been extremely positive and the training has proven to benefit participants who are working the challenges every day. Participants get to interact with our train-ers and obtain the ability to experience real time repair procedures. We want our end users, technicians and parts specialist to have a great experience with learn-ing about and maintaining our Hendrickson suspension systems. HVSI enables that experience,” said David Mc-Cleave, Marketing and Af-termarket Director for Hen-drickson Truck Commercial Vehicle Systems.
For additional informa-tion about HVSI and how to sign up for upcoming sessions, please visit Hen-drickson/HVSI website at www.hvsi.info. b
Hendrickson Announces HVSI Training Program In Edmonton
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Page T-8 Your Truck & Trailer Connection, Since 1971 September 2014
Highlighting Mack’s focus on developing qual-ity training programs to encourage better service for its customers, Mack Trucks Academy recently received Continuing Auto-motive Service Education (CASE) accreditation from the National Institute for Automotive Service Excel-lence (ASE). The accredita-tion acknowledges Mack’s focus on quality and of-fering customers supe-rior after-purchase support and service. Mack Trucks Academy was evaluated against established indus-try standards to ensure that continuing education train-ing meets best practices.
“Receiving CASE ac-creditation spotlights the high-quality training pro-grams offered through Mack Trucks Academy,” said Stephen Roy, Presi-dent of Mack Trucks North American Sales and Mar-keting. “Meeting CASE standards shows Mack’s commitment to developing exceptional training pro-
grams to help increase the service and support for our customers while continu-ing to support our dealers.”
Training programs play an integral part in Mack’s customer support strategy and prepare dealer techni-cians and service personnel to support customers in each area of Mack’s Pedigree Uptime Protection service and support suite – service management, maintenance plans and vehicle diagnos-tics. Mack Trucks Academy provides extensive training for 14 different dealership job roles, including sales, parts, service and techni-cian, as well as training for drivers. Courses are avail-able through e-learning and instructor-led classes con-ducted at seven locations in the U.S. and Canada.
ASE is a non-profit or-ganization established to improve the competence of automotive technicians through voluntary testing and certification. ASE estab-lished CASE Accreditation as a voluntary program af-
ter perceiving the need for ongoing training of experi-enced service technicians to keep up with increasingly complex technology.
Mack Trucks received a 2013 Excellence in Learn-ing Award from the Bran-don Hall Group, a preemi-nent research and analyst organization focused on driving organizational per-formance. Mack Trucks Academy received a Gold Award, the highest hon-our, for its comprehensive curriculum and certifica-tion program that helps Mack technicians progress through training as they work toward becoming master technicians.
Mack’s ongoing invest-ment in technician train-ing also includes a part-nership with WyoTech, a premier technical school. WyoTech offers degree and diploma programs in the fields of automotive, diesel, collision/refinish-ing, motorcycle, marine and construction trades. WyoTech students en-rolled in the Diesel Ad-vanced Technology Edu-cation program receive specialized training on Mack engines, electronics, emissions, powertrain and chassis components. b
Mack Trucks Academy Receives CASE Accreditation
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#14-126 | 2005 GMC W5500 HD, 4 cyl turbo diesel, automatic trans, hydraulic brakes, heavy GVW with capacity of 19,500 lbs. 20’ long box 96” wide x 96” tall, has steel rail gate and low kms with 150,000 km.
#14-093 | 2006 Isuzu Crew Cab NQR, 4 cyl turbo diesel, automatic trans., hydraulic brakes, 146,000 miles, 3 ton with 17,950 lbs GVW. 14’ long box 96” wide x 84” tall roll up rear door, fully serviced and ready to roll with new CVI.
#14-058 | 2007 Hino Reefer truck with J08 6 cyl diesel, Allison automatic, hydraulic brakes, 29,000 lbs GVW 315,640 miles, 24’ insulated reefer box 93 1/2” wide inside x 98” tall inside, has aluminum fl oor and Kemlite lining, Big TK MD 300 with 13,607 hrs. Truck and reefer have both been serviced with new CVI. Truck is priced to sell.
#12-230 | 2007 Hino Wreck Tow Truck, 4 cyl turbo diesel, 5 spd standard, hydraulic brakes, hot shift PTO wrecker body has extending boom, wheel lift and dollies.Truck has been fully serviced and has recent CVI With all new brakes all the way round truck is in great shape. Ready to go to work today!
#14-084 | 2008 Hino 268 fl at deck 6 cyl turbo diesel, 221,000 miles, Allison automatic, hydraulic brakes, 29,000 lbs GVW, 26’ long fl at deck 102” wide, Dual fuel tanks, fully serviced and recently CVI’d. Visit our website for more Pictures and Specs.
#14-099 | 2008 International 4300, DT 466 225 hp, Allison automatic, hydraulic brakes, 245,000 kms, heavy axles with 33,000 lbs GVW, Insulated box with aluminum fl oor and Kemlite lining. Box dimensions 24’ long 97” wide inside x 98” tall inside. TK TS300 reefer with electric stand bye, Maxon aluminum tuck away gate with insulated roll up door and side door.
#14-071 | 2009 GMC C6500, 6HK Isuzu diesel, Allison automatic, hydraulic brakes, 142,500 miles, 29,000 lbs. GVW, 16’ van body with rear barn doors. Great running truck with brand new DPF fi lter. Truck is fully serviced and CVI’d. Visit our website for more pictures and specs!
#14-066 | 24’ insulated van body 102” x 102” with an inside width of 8’1”, TK TS 200 reefer with electric stand by, steel checker plate fl oor with ply wood walls, 3,000 lbs. rail gate can be delivered or installed on your truck for additional cost. Visit our website for more pictures and specs.
#14-066 | 2006 Maxon GPTLR 3,000 lbs. aluminum tuck away tail gate. 68” deep x 73” wide platform. Fantastic gate in immaculate condition. Looking for a different gate, we have all types of gates whether it be steel or aluminum, Tuck away or rail gate, give us a call. Price does not include install.
#14-123 | 2005 supreme insulated van body with TK MD 200 reefer, reefer has 9,840 hours with electric stand by. Box has aluminum fl oor and is Kemlite lined with one row of e track and roll up insulated door. Box dimensions 88” wide x 86” tall. Please visit our website for more pictures and specs of this van and many others.
#13-141 | 2006 u-built advertising trailer, 14’ long all plexi glass windows, great for showing off product or print ads you want to keep hands off or out of the elements.
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#14-072 | 2008 Kenworth T300, Cummins ISB diesel engine, 6 speed standard, hydraulic brakes, 210,000 miles, engine brake, power windows, air ride seat, A/C, 16’ long fl at deck, truck has been fully serviced and is ready to roll with recent CVI.
#14-148 | 2003 FREIGHTLINER FL70 cat diesel engine with 3000 series Allison automatic transmission,Air Brakes, 341,000 miles, 30,000 lbs. GVW with 26’ box, 102” wide x 108” tall, hardwood oak fl oor with 3 rows of E-Track. 2,500 lbs, steel tuck away tail gate. Truck is fully serviced and new CVI. This truck wont last long.. Call Today! More pictures and specs available on our website.
September 2014 Your Truck & Trailer Connection, Since 1971 Page T-9
Freightliner Trucks re-cently announced that the Cummins Westport ISX12 G heavy-duty natural gas engine will be available as a factory-installed option for the Freightliner 114SD severe duty truck model in 2015.
The 114SD-ISX12 G combination will be ideal for the demanding jobs that the 114SD is designed for, such as mixer, crane and sewer vac. The 12-li-ter ISX12 G heavy-duty natural gas engine features ratings of up to 400 hp and 1,450-lb-ft torque, and operates on Compressed
Natural Gas (CNG) or Liq-uefied Natural Gas (LNG). Factory-installed back-of-cab mounted CNG tanks are available in 60 and 75 Diesel Gallon Equivalent (DGE) configurations.
The 114SD has been available with natural gas with the 9-liter Cummins Westport ISL G engine since 2011. With the up-coming availability of the ISX12 G, fleets can get the horsepower and torque rat-ings they need to meet the toughest of applications.
“The 114SD, when paired with the Cummins Westport ISX12 G heavy-duty natu-
ral gas engine, will provide our vocational customers with another green option for their toughest jobs,” said Mary Aufdemberg, Direc-tor of Product Marketing for Freightliner Trucks. “Our entire natural gas product line – from the 114SD to the M2 112 and Cascadia 113 – is not only environmentally-friendly, but durable, pro-ductive and powerful.”
Built on Freightliner’s severe duty platform and designed for a variety of applications, the versatile 114SD features a chassis engineered for ease of body upfit and is available with a wide range of vocational rear suspensions and frame options up to 4.4 million RBM. A heavy-duty frame, steel reinforced aluminum cab and flexible specs make the 114SD ideal for the toughest jobs.
Freightliner’s commit-ment to green technolo-gies is part of parent com-pany Daimler AG’s global “Shaping Future Trans-portation” initiative. Since 2008, Freightliner Trucks has sold more 3,500 natu-ral gas-powered trucks and tractors.
For more information, go to www.Freightliner-Trucks.com. b
Contact Tom Klausen or Raj Singh at 800-663-0721www.FVF.ca
ProvidingFactoring andA/R Financing
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Freightliner Trucks Adds To Natural Gas Product Options
2006 INTERNATIONAL, DT466, CENTURY 10,000 LBS, 21" CARRIER
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Page T-10 Your Truck & Trailer Connection, Since 1971 September 2014
As the performance benefits of air disc brake technology continue to gain the confidence of the commercial vehicle indus-try, fleets and drivers that have already adopted air disc brakes are seeing first-hand the long-term service advantages. As part of the Bendix Tech Tips series, Bendix offers a step-by-step look at replacing air disc brake friction, along with preventive maintenance tips easily undertaken dur-ing the process.
“Air disc brakes offer quick and easy pad chang-es – about 15 minutes once the wheel is removed – and don’t require regular lubri-cation,” said Kevin Pfost, Technical Services Coordi-nator, Bendix Spicer Foun-dation Brake LLC (BSFB). “Faster service times equal greater vehicle uptime, as do the longer life cycles of air disc brakes.” Out with the Old
Prepping for an air disc brake pad change is simple in that the brakes are the same whether they are equipped on a steer, drive, or trailer axle.
If the parking brake is on, it will need to be re-leased or caged so that the axle rotates freely.
Once the wheel is off, exposing the wheel-end, find and remove the cap covering the shear adapter on the brake caliper. Using a 10 mm socket wrench or
a ratcheting box wrench on the adapter, turn the adjuster counterclockwise – a clicking noise indicates that the tappets are “back-ing off,” or loosening the pads’ grip on the brake ro-tor – until it stops. A chain connects the pair of tappets to extend and retract them simultaneously.
“It’s important never to turn the adjuster with-out the shear adapter in-stalled,” Pfost noted. “The shear adapter is designed to fail in the event of over-tightening, preventing damage to the adjustment mechanism itself. The ad-justment mechanism is not replaceable, so if it goes bad, the entire caliper will need to be replaced.”
Once the shear adapter is fully backed off, the brake pads can be freed for removal. A retaining bar across the top of the brake pads holds them in place: use a small pair of pliers to remove the spring clip from the pin fastening the retaining bar, then re-move the washer from the pin as well. Push down on the retaining bar, pull out the pin, and remove the pad retaining bar. The two brake pads can now be lift-ed out from either side of the rotor.
Take a quick look at the pads: The minimum friction thickness is about 2 mm – roughly the thick-ness of a nickel. Compare
that with the thickness of new pads to see just how much usage you get out of air disc brake friction. Boots, Pins, Bushings, and Seals
Before installing the new pads, take some time for a preventive mainte-nance inspection: • Using the shear adapter,
extend the tappets and inspect the tappet boots to make sure they are not damaged or contaminat-ed with dirt, which can cause them to bind.
• Inspect the guide pin boots: Push the caliper all the way inboard to open up the boots and check them for damage and contamination.
• Look over the tappets, seals, and bushings. If components are dam-
aged, service with a genu-ine Bendix service kit. Use the brake manufac-turer’s service data sheet to determine the right kit, which should include the components as well as any special tools to ensure that new bushings are set at the proper depth. The free Bendix On-Line Brake School courses at www.brake-school.com include a video on replacing these components.
Note that slide pin lubri-cation is not required: Air disc brakes are lubricated for life and do not need grease fittings or oil spray as long as the components remain uncontaminated. In with the New
When the inspection and any component re-placements are complete, make sure the tappets are
A Bendix Guide To Replacing Air Disc Brake Friction
Continued on page T-11
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September 2014 Your Truck & Trailer Connection, Since 1971 Page T-11
fully backed off so they are flush, and slide the new brake pads down into posi-tion. They will go in only one way: with the friction facing the rotor and the pad springs at the top.
In addition to the new pads, Bendix brake pad replacement kits include pad springs, pad retain-ing bars, and retaining bar pins, clips, and washers. Once the new friction is in-stalled, replace the pad re-taining bar and fasten it in place with the pin, washer, and clip.
With the 10 mm socket wrench or ratcheting box wrench, turn the shear adapter clockwise to adjust the tappets until the new pads make enough con-tact with the rotor to stop it from free-wheeling, then back it off – counterclock-wise – three clicks. Replace the cap that covers the shear adapter, and the pad replacement is complete.
“We recommend replac-ing the pads on the entire axle at the same time, which is why Bendix pad kits include all the parts necessary for a complete axle pad change,” Pfost
said. “A fresh set of fric-tion across the board will ensure that each brake shares an equal part of the stopping workload, which is crucial for optimal safety and performance.”
The Bendix ADB22X air disc brake is avail-able through all six major truck original equipment manufacturers, including Peterbilt, Kenworth, Daim-ler Trucks North America (DTNA), Mack, Volvo, and International. The brake has been standard equip-ment on the steer axle of all Peterbilt Motors Company Class 8 tractors since 2011, and on Kenworth tractors since 2013.
Bendix provides com-mercial fleets, technicians, and drivers with the tools they need to ensure safe operation through assess-ment, maintenance, and repair. The Bendix On-Line Brake School at www.brake-school.com provides access to the company’s knowledge database and technical resources on all aspects of electronics and air brake maintenance and product education. The Bendix Brake Training School, one of the indus-
try’s longest-running train-ing programs, has educated more than 250,000 students since its founding more than 50 years ago. Among other tools, the company offers field-tested sales and service professionals; a 100 percent ASE-certified field technical support team; and the Bendix Tech Team (at 1-800-AIR-BRAKE), an expert technical support group providing service advice, brake system trou-bleshooting, and product training.About the Bendix Tech Tips Series
Bendix, the North American leader in the development and manu-facture of leading-edge active safety and brak-ing system technologies, is committed to helping keep commercial vehicles on the road and in good working condition. The Bendix Tech Tips series addresses common com-mercial vehicle main-tenance questions and issues concerning the to-tal range of components found within foundation and air brake systems, as well as advanced safety systems. b
Continued from page T-10
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Page T-12 Your Truck & Trailer Connection, Since 1971 September 2014
TNT Crane & Rigging, Inc. is pleased to an-nounce that it has signed a definitive agreement to acquire Stampede Crane & Rigging Inc., Stampede Crane & Rigging Ltd., Ea-gle West Truck & Crane Inc., Eagle West Precast Ltd., and certain assets of J&B Trucking, collectively “Stampede/Eagle West”. The transaction is expect-ed to close in September 2014.
Stampede/Eagle West is a full service provider of crane and rigging ser-vices to customers in British Columbia and Al-berta, Canada. This acqui-sition provides a strong entrance into the rapidly growing energy end-mar-kets in Western Canada. Stampede/Eagle West will serve as a platform for TNT’s anticipated future growth in Canada both or-ganically and through fur-ther acquisitions. Terms of the transaction were not disclosed.
Stampede/Eagle West and TNT’s shared focus on energy and energy-related end-markets is an excep-tional strategic fit that will enable TNT to capitalize on new opportunities and extend its presence into a new geography. Stam-pede/Eagle West operates an integrated network of nine branches and 78 cranes strategically locat-ed across Alberta and Brit-ish Columbia that delivers a solid tactical footprint in the region. Customers will benefit from a more diver-sified fleet, continued in-vestment in new fleet and the combined experience and expertise to execute larger and more complex projects. Upon completion of the Stampede/Eagle West transaction, TNT’s fleet will grow to over 580 cranes ranging in size from 8 to 1300 tons op-erating throughout North America.
Bob Fairbank, Presi-dent of Stampede/Eagle
West, commented, “Our employees couldn’t be happier to be joining forc-es with a company like TNT. We are well posi-tioned to compete for the burgeoning projects and maintenance activities in Western Canada with our combined track record, depth of resources and wealth of management expertise.”
Michael Appling Jr., CEO of TNT stated, “The acquisition of Stampede/Eagle West provides in-creased geographic di-versification and gives TNT a superb platform for entry into the rapidly growing Canadian en-ergy end-markets. Their longstanding history in Alberta and British Co-lumbia, coupled with TNT’s capabilities, will provide our combined customer base tremen-dous benefits. We are excited to welcome our new partners/employees to the TNT family and
look forward to our fu-ture growth together.”
Kregg Lunsford, Presi-dent of TNT said, “We are very bullish on the Canadian market funda-mentals and believe that Stampede/Eagle West is the ideal company with which to partner. They not only have outstanding customer relationships in the energy, power, infrastructure, construc-tion and commercial end-markets, but also have employees that take great pride in their work with deep ties to their com-munities. Stampede/Eagle West’s management team coupled with its talented operators will enable us to quickly establish TNT’s presence in this important strategic region. The key managers bring invalu-able expertise and profes-sionalism and we are ex-cited about our prospects for the future.”
Founded in 1985, TNT Crane & Rigging, Inc. is one of the largest crane service providers in North America utilizing hydrau-lic truck, all terrain and crawler cranes with lift-ing capacity up to 1300 tons, plus a comprehen-sive inventory of gantry
jacks, forklifts, rigging equipment, and tractor/trailers. The company has over 1,400 employees working in its strategically positioned 33 branch net-work. TNT delivers lift-ing solutions safely and
efficiently to customers across diverse industries including oil & gas, refin-ing, petrochemical, power and commercial end mar-kets.
For more information visit www.tntcrane.com. b
TNT Crane & Rigging Acquires Stampede Crane & Rigging And Eagle West Cranes
Western Star Truck Sales, Inc. is now offer-ing Neway ADZ Series Heavy-Duty Drive Axle Air Suspensions by SAF-HOLLAND as an option for Western Star 4800, 4900 and 6900 truck models.
The ADZ Series suspen-sions feature a streamlined design that has reduced weight by more than 220 lbs per axle (compared to previous models). The new, more durable suspen-sions are ideal for severe-duty and heavy-duty voca-tional applications and the weight savings can contrib-ute to increased payload and operating efficiencies.
New features such as an Integral Lower Control arm module, which improves
roll stability for high center of gravity load vehicles, will further benefit the superior performance of every West-ern Star 4800, 4900 and 6900 truck model.
“Western Star trucks al-ready are constructed with the strongest components that withstand the harsh-est environments, making the new ADZ Series sus-pensions an ideal match for our trucks,” said Ann Demitruk, Director of Mar-keting for Western Star. “Our vocational customers will appreciate this tough and stable solution.”
The ADZ Series suspen-sions are available in single, tandem and tridem axle configurations, ranging from 23,000 lbs to 78,000 lbs. b
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September 2014 Your Truck & Trailer Connection, Since 1971 Page T-13
Bendix Commercial Vehicle Systems LLC and Knorr-Bremse sister com-pany New York Air Brake LLC, working in conjunc-tion with Rochester Insti-tute of Technology (RIT) have created the Knorr-Bremse North America Me-chatronics Laboratory at RIT’s Kate Gleason College of Engineering in Roches-ter, New York. The labora-tory will open this fall and serve both RIT students and engineers from Bendix and New York Air Brake.
Bendix and Watertown, New York-based New York Air Brake (NYAB) are members of the Knorr-Bremse Group, and togeth-er make up Knorr-Bremse North America (KBNA). Bendix is the North Ameri-can leader in the develop-ment and manufacture of leading-edge active safety and braking system tech-nologies for commercial ve-hicles, while NYAB focuses on braking systems and technologies for the rail in-dustry. Based in Munich, Germany, Knorr-Bremse is the world’s pre-eminent manufacturer of braking systems for rail and com-mercial vehicles.
Bendix and NYAB enjoy a long-standing relation-ship with RIT and helped develop its Mechatronics Engineering Certificate Pro-gram, which allows engi-neers in the mechanical and engineering disciplines
to become stronger contrib-utors to multi-disciplinary design teams. Mechatron-ics is considered the inter-section of electrical and mechanical engineering and is a critical component in advancing many com-mercial vehicle and rail safety technologies.
“Cross-competence and collaboration are absolutely crucial to our teams’ work at Bendix, and at NYAB as well,” said Richard Beyer, Bendix Vice President of En-gineering and R&D. “Mecha-tronics projects require that approach, and we know that RIT also places a high value on cross-disciplinary work between its electrical and mechanical engineering programs. This laboratory emphasizes the importance of that philosophy in a valu-able, real-world setting.”
The nearly 1,000-square-foot laboratory is promi-nently located adjacent to the main lobby in the Kate Gleason College of Engi-neering building on the RIT campus. Inside are five equipment stations that use fully-functional Bendix and NYAB technology to provide hands-on experi-ence covering key aspects of the mechatronics cur-riculum, such as vibration, pneumatic controls, and valve control software. The stations and lab work are designed to expose partici-pants to a full range of me-chatronics equipment and
situations, from pure me-chanics to pure electronics.
In addition to opportu-nities for challenging co-op assignments at Bendix and NYAB facilities across North America, the orga-nizations have in place a selective Engineering De-velopment Program (EDP) to ensure their engineers remain at the forefront of technology development. Aimed at new engineering graduates with undergrad-uate or advanced degrees, the EDP program – a potent blend of practical experi-ence, career mentoring, and more – enables the participants to make an im-mediate contribution while fostering their professional development and advance-ment. Bendix and NYAB also incorporate a rigorous Technical Skills Enhance-ment (TSE) program avail-able to their engineering corps, which features RIT’s mechatronics curriculum as a part of the diverse training offerings. Employ-ees seeking mechatronics certification in these pro-grams complete most of their coursework and lab simulation work online, then visit the KBNA Me-chatronics Laboratory for an immersion week to put their learning to the test in a practical environment.
The lab will similarly serve RIT’s mechanical and electrical engineering students pursuing certifica-tion in mechatronics. Ben-dix and NYAB are working with RIT to develop elec-tive mechanical and elec-trical engineering courses that can also make use of the laboratory resources.
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The KBNA Mechatronics Laboratory is expected to open in October for RIT students, and the first round of Knorr-Bremse North America employees will make use of the facility in January 2015.
“Incorporating KBNA-inspired real-world learning experiences for mechanical and electrical engineering
students will allow RIT to continue producing world class engineers that make a world of difference to their employers and communi-ties,” said Edward Hensel, Associate Dean for Re-search and Graduate Stud-ies at RIT.
Bendix and New York Air Brake are also working with RIT to build a curricu-
lum in supply chain man-agement skills within the institute’s industrial and systems engineering pro-gram.
“We are incredibly proud of the ongoing col-laboration and the robust exchange of ideas between Bendix, New York Air Brake, and the faculty and administration at RIT. b
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1994 Ford LTL 9000 4,000 Gallon Water Truck, Cat diesel, 13 spd, PS, A/C, AM/FM, Jake, 14K FA, 40K rears, Hendrickson susp, front sprays, rear sprays, hose reel, cab air controls, ex-government truck, low miles, CLEAN!
2009 International Workstar 7300 w/Mauldin 2000 gal oil distributor, electric heat, cab computer controls, rear spray bars, hand wand, Maxiforce diesel engine, Allison auto AC, PS, CC, AM/FM, air brakes, 35,000#GVW, ex-muni truck, under 13,000 total miles. CALL.
2001 Freightliner FL60 Mechanics Service truck (no CDL), 26,000#GVW Cummins ISB/190 hp diesel engine, Allison auto, PS, AM/FM, air brakes, 5,000# Liftmore crane, Miller Trailblazer 300D diesel welder, new Honda gas 2-stage air compressor, w/reel, ex-power company truck, LOW MILES.
2004 Sterling Actrera w/Hi-Ranger TL50M/58’ material handler squirt boom, 2-man rotating bkt, 2000# jib & winch, 55’ max working height, insulated upper & lower, full utility body, Cat diesel, Allison auto, PS, AC, AM/FM, air brakes, very clean, hard to fi nd.
2003 International 2574 Daycab truck-tractor, Cummins N14/425 hp, 13 spd, PS, C/C, AM/FM, H/M, Jake, 12K FA, 40K rears, Hendrickson air susp., only 77,000 total miles, EX GOVT UNIT.
2000 International 4900 Crewcab, w/HiRanger 46” material handler, 2-man bkt, 4 outriggers, tool circuits, line body, 110V inverter, DT530, auto, PS, AC, AM/FM, CC, air brakes, ex-municipal unit, NICE.
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2003 Freightliner 6 x 6 Dump Truck, w/Frink 12' plow and Swenson sander, Cummins ISM 380, 8LL, Jake, PS, A/C, CC, AM/FM, 20K FA, 40K RA (lockers), Chalmers susp, Heil 15' dump box, trailer equipped, only 31K total miles. EX-POWER CO TRUCK.
2004 International 7500 4 x 4 w/Lift-all 55’ material handler (68’ working) 2-man tub bkt, upper and lower insulated, tool circuits, frt bumper winch/capstan drive, 4 outriggers, line body, DT 570, Allison auto, PS, AC, CC, air brakes, Clean Truck, Low miles & Hours.
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