Cash-minus:

Also called “cents off”, this is the most straight-forward type of discount. Whatever the retail/cash-price is, your price is a few cents off the price at the pump.

Cost-Plus:

The cost-plus discount is based on the cost of the fuel to the truck stop plus a few cents. This is one of the more common types of discounts for larger trucking companies. When the retail mark-up on fuel goes up or the wholesale price of fuel drops, the discounts per gallon increase.

Cost-Minus:

This program is very similar to the cost-plus program, except instead of adding a few cents to the cost price, one or more cents is subtracted. Cost-minus provides excellent discounts and is typically restricted to only the very largest trucking companies.

Rebates:

These are usually a set amount, typically ranging from 1 to 5 cents per gallon, which are given back to the purchaser after a period of time. This requires tracking of how many gallons were purchased over a time-frame to accurately calculate the amount of the rebate.

Between the seven discount truck stop chains on Apex’s fuel discount program, all these types of discounts can be found. Because fuel prices change daily, sometimes multiple times per day, it’s important for Apex fuel card holders to continually check the Fuel Finder to obtain the best priced fuel on every route, every day.

Trucking industry professionals should be aware of exactly how their discounts are calculated and tracked to ensure accuracy and protect themselves. Using Apex’s fuel card, all of the gallons and discounts are automatically calculated and tracked for you. This information can be accessed easily online. While it is possible for POS discounts to be missed, this is extremely rare. Accordingly, we encourage clients to always make certain their POS discounts have been posted.

At the close of each month, Apex verifies all rebate information against EFS’ discount information to be sure everything is calculated correctly. Since the very beginning of the Apex fuel card program, Apex has verified discount information this way. Apex clients can rest assured they are getting their full discount every time.

Trucking firms pay relatively high wages and trust drivers with expensive equipment, so they have a number of expectations. Most of these companies require job applicants to have high school diplomas and commercial licenses. They also check driving records and perform drug tests. Trucking companies want to hire responsible people with adequate training and excellent driving skills. They generally prefer applicants who have at least two years of relevant experience. One way to gain this qualification is to drive a delivery truck. Technology skills are also desirable. Some employers have computerized their driving logs, and many expect drivers to operate GPS devices.

Trucking firms use employment applications, background checks and interviews to determine if drivers meet their expectations. Some applicants make serious mistakes during this process. For example, a driver may choose to lie about his or her past. The reality is that employers can easily find data on auto accidents and criminal convictions, so it’s better to remain honest. Other drivers fail to adequately prepare for interviews. They assume that their work experience speaks for itself. However, most employers expect a competent answer to each question. It is a good idea to research trucking interview questions and learn some facts about the company.

Trucking firms usually interview drivers who submit detailed resumes and accurate applications. A confident, well-dressed individual will leave a good impression on the interviewer. Most of the other expectations prove less important. Thanks to the driver shortage and an increasing demand for truckers, it’s easier to obtain a job than it was in the past. Some companies are willing to train promising drivers with little experience. A few firms even help people acquire commercial licenses. Nonetheless, a business will only make this sort of investment in a trustworthy, competent individual. It is crucial to demonstrate these qualities throughout the hiring process.

About PureFlow AirDog

PureFlow AirDog began developing fuel systems in 1990, and the first Fuel Preporator was finished in 1993. Since then, Fuel Preporators have been used in several industries, including commercial trucking, agriculture, mining and the armed forces. These devices employ the best available technology for conditioning fuel so that diesel motors can operate at peak efficiency.

PureFlow AirDog is part of Shares Inc., a unique, nonprofit corporation focused on training developmentally disabled adults. Proceeds from the sale of AirDog Fuel Preporators are funneled directly into the corporation’s training programs.

Features of the AirDog II

The AirDog II Fuel Preporator can help trucks run efficiently through a patented air and vapor removal system that maintains the timing of fuel injectors, prevents disruption in injector spray patterns and ensures that all of the fuel is burned in the engine’s cylinders. These three traits lead to a number of benefits, including all of the following:

• Greater fuel economy
• Increase in torque and power
• Improvement in modulation
• Extension in injector life
• Reduction in harmful emissions

How it Works

The AirDog II is a compact system that measures 7 inches by 10 inches by 3.2 inches, and it comes with a complete installation kit. In addition, the installation manual is very easy to follow, and the system works with nearly all domestic pickup trucks.

After it is installed and working properly, the AirDog II creates a vacuum between itself and the fuel tank. As fuel passes into the system, particulates are removed and air and other vapors are separated from the liquid. The vapors are then discharged, and the conditioned fuel is measured and delivered to the engine.

Final Thoughts

The AirDog II Fuel Preporator can pay for itself in a single year. After several years, drivers will be amazed at how much they saved in fuel and reduced wear. The best part, however, is the increase in power and performance, which can come in handy in stressful work environments. To learn more and see the product in action, visit their website here.

A Brief History of EOBRs

The debate over the use of EOBRs began in February 1990 when the National Transportation Safety Board (NTSB) recommended that they be required in all heavy-duty trucks. This was followed in 2000 by a proposed reform to the hours-of-service regulation by the FMCSA that would include the use of EOBRs, but the reform was blocked by a court order in 2004.

In 2007, the FMCSA proposed a new rule that would require EOBRs to be used by carriers with a history of violations, and the rule went into effect in 2010 with a clause for full compliance by 2012. The OOIDA issued a legal challenge to the rule only two months after it went into effect, but this did not stop the FMCSA from continuing to pursue a full mandate for all commercial drivers.

In response to the suit brought on by the OOIDA, the U.S. Court of Appeals forced the FMCSA to abandon the rule requiring EOBRs, but in January 2012, the administration began new efforts to promote EOBRs. The OOIDA then brought a cease-and-desist order before the court, but it was subsequently denied.

Recent News Concerning EOBRs

Today, the issue of EOBRs continues to be debated, but the focus of the debate has shifted to an analysis of the costs and benefits of EOBR use. While many carriers argue that the implementation of these devices is cost prohibitive, other organizations say that their use will increase carrier profits over the long run. An analysis conducted by the FMCSA states that the net benefit to carriers could be as much as $747 million.

The average cost of implementing EOBRs is estimated at $1,675 per vehicle, but this cost could be mitigated through the use of mobile technology. An EOBR application designed for mobile phones by Xata Turnpike would only cost $35 per vehicle per month. The FMCSA has accepted that mobile applications could be used as EOBRs, which would result in a quicker realization of benefits by carriers, but the OOIDA has yet to loosen its stance on the issue.

Who Must Comply With HOS Regulations?

According to the FMCSA, drivers of vehicles that meet at least one of the following conditions must comply with HOS Regulations:

• Weighs over 10,000 pounds or has a gross weight rating of over 10,000 pounds
• Designed to transport 16 or more passengers
• Designed to transport 9 more paying passengers
• Transports hazardous materials and is required to display safety placards

Summary of the Final Rule

Drivers of property-carrying CMVs must meet the following requirements:

• Drivers may drive only 11 hours after 10 consecutive, off-duty hours.
• Drivers may not drive after the 14th consecutive hour after going on duty regardless of intermittent off-duty time.
• Drivers may not drive longer than 60 hours in seven consecutive days or 70 hours in eight consecutive days, and a new period may only begin after at least 34 consecutive off-duty hours.
• Drivers using a sleeper berth must spend eight consecutive hours in the sleeper berth and two additional hours off duty.

Changes to the HOS Regulations

As of February 27, 2012, the following changes to the HOS regulations went into effect:

• On-duty time does not include any time in a parked vehicle.
• Driving three hours or longer after the limit may result in the maximum civil penalty.
• Waiting time at oilfields must be logged as off-duty time.

In addition to the above changes, two other changes have a compliance date of July 1, 2013. The first of these is that the 34 consecutive hours of off-duty time must include two periods between 1:00 a.m. and 5:00 a.m., and a 34-hour restart may only be used once per week. The second change is that drivers may only drive if a maximum of eight hours has passed since the last off-duty period of 30 minutes or longer.

Drivers State HOS Regulations to Blame for Rise in Deaths

In December 2012, the National Highway Traffic Safety Administration (NHTSA) reported that overall highway deaths had fallen, but truck-occupant deaths rose from 530 in 2010 to 635 in 2011. Drivers interviewed about this phenomenon cited two primary factors that could be responsible: a greater number of new, inexperienced drivers and the rigidity of the 14-hour HOS regulation.

The consensus among experienced drivers is that the average years of experience for all drivers has recently fallen, and it is believed that the average is continuing to drop. At the same time, the HOS regulation is said to be causing severe fatigue problems because it forces drivers to avoid short breaks in order to maximize their available hours.

If you want to read more, here is another article from TruckingInfo.com that describes the HOS changes in more detail.

Common sense dictates that an increase in demand leads to an increase in production, but this is not always the case in the energy market. Between February 2011 and February 2012, production from coal mines decreased by 7.7 percent, and from February 2007 to February 2012, it decreased by 13.6 percent. During these same periods, oil extraction increased by 7.2 percent and 19.4 percent, and natural gas extraction increased by 17.8 percent and 37.6 percent, respectively.

The sharp increase in natural gas production occurred because of two factors: an increase in demand and the implementation of new technology in gas exploration. The increase in natural gas fields is largely responsible for the overall rise in freight volumes. When new drilling sites are discovered, equipment and materials must be hauled to the location while gas and waste must be hauled away from the site.

The trucking industry has responded to the new opportunities presented by the oil and natural gas segments. At least one refrigerated carrier company has taken advantage of the demand by contracting with oil companies to deliver the water required for drilling. Analysts at Frozen Food Express Industries estimated that annual revenue will increase by $40 million per year after signing such a contract.

One trucking company, Quality Distribution Inc., recently expanded its unit dedicated to energy logistics by hauling crude oil and disposal water out of the Eagle Ford Shale in Texas and by hauling fresh water into the region. The company formed this unit in 2011, and it brought in $30.5 million in revenue in only one year.

A large and respected trucking company in Canada, Mullen Group Ltd., has been actively acquiring carriers to service its new contracts with companies operating in the oil sands. In 2011, the company’s oilfield services division reported revenue of more than $889 million, which was an increase of 38.9 percent over the previous year.

Because crude oil prices are still on the rise, exploration and drilling is expected to continue at its current rate or expand, which will directly lead to new opportunities for truckers and trucking companies.

Florida Produce

A freeze that passed through the South on March 4 has affected nearly all of Florida’s produce, and the volume of the unstable citrus crop this year continues to fall. The crops that took the brunt of the freeze were beans and sweet corn. One early report from Palm Beach stated that losses would approach 25 percent. However, soon afterward, that report fell to 20 percent.

Bean shipments from South Florida are usually ready by early spring but have been pushed back to mid-April this year because of an abnormally cold and wet winter. This will coincide with the Georgia bean harvest, so truckers who normally go from Florida beans to Georgia beans will have to choose between the two regions.

Florida citrus is down from last year by millions of cartons, but late-season Valencia oranges will continue to be available through May and into June. South Florida produce is expected to gross approximately $2,700 per load for deliveries to New York.

California Produce

Last year, California experienced a record strawberry crop, and this year, acreage for strawberries increased by 6.5 percent. Although shipments are already available, the Ventura County season will peak in the first weeks of April. Strawberry shipments from other areas of the state should remain strong throughout the spring and summer.

Broccoli, asparagus and lettuce may also be available throughout the month of April. California strawberries are grossing $3,700 per load to Dallas while loads of vegetables are bringing in $5,400 for transport to New York.

Washington Apples and Texas Onions

While the Washington apple harvest has come to an end, a record number of apples remain in storage. In total, 61 million bushels are still available, and loads to New York are grossing $5,700.

The big news from Texas is that crops of sweet onions continue to fall. In 2012, sweet onions declined by 30 percent, and this year, analysts expect another drop of 20 percent. The only saving grace is that the quality of the crop should be better than ever. Onions and other vegetables from Texas are bringing drivers $2,600 for each Atlanta-bound load.

The tunnels, known as the Tom Lantos Tunnels after the late Democratic lawmaker from California, are designed to divert traffic away from a dangerous 1.2-mile stretch of the Pacific Coast Highway approximately 15 miles south of San Francisco. The stretch of roadway has been dubbed Devil’s Slide because it has tended to erode, disintegrate and collapse for decades.

The Tom Lantos Tunnels, located between the municipalities of Montara and Pacifica, will carry motorists through smooth and mountainous terrain instead of along the treacherous coast. Transportation construction workers bored the two tunnels through San Pedro Mountain with the assistance of two roadheaders weighing 120 tons each. A roadheader is a type of excavating equipment designed to bore holes into rock face.

The Tom Lantos Tunnels, which are the first tunnels built in California in more than five decades, are each 4,200 feet long and 30 feet wide. Two bridges carry motorists toward the tunnels. Each bridge is 125 feet high and approximately 1,000 feet long.

The tunnel project has taken more time and more money than originally projected. The project has lasted seven years and cost $439 million. Transportation officials originally envisioned the plan as a five-year project that would have cost $240 million. Federal emergency relief dollars completely paid for the project. The California Department of Transportation, which initially began exploring the idea of the bypass in 1958, oversaw the entire project.

The side-by-side cylindrical Tom Lantos Tunnels will have many innovative technological features. Huge exhaust fans will keep air flowing through the tunnels. Workers have installed carbon monoxide sensors throughout the tunnels to help ensure the safety of drivers and tunnel employees. The two tunnels are connected by 10 fireproof shelters that motorists can use in the event of an emergency. The tunnels also include safety cameras that are monitored 24 hours a day by a staff of 15 employees.

Engineers relied in part on technology developed in Austria in designing the tunnels, which feature elegant rounded ceilings, pristine walls and gleaming pipes.

The new route through the tunnels is expected to improve highway safety as well. The old coastal roadway, which was narrow and filled with twists and hairpin turns, frequently was the site of deadly crashes.

The slight drop in cost indicates that most truck drivers and trucking companies will proceed with business as usual in April. The paltry decrease in the price of diesel is not expected to have a significant effect immediately on the commercial activities of the trucking community.

Truck drivers and transportation firms could see a more substantial break at the diesel pumps after April. The U.S. Energy Information Administration foresees a general downward trend in the price of retail diesel fuel on highways for the remainder of the year. The latest projections for diesel anticipate a price of $4.01 per gallon in May, $3.94 per gallon in June, $3.86 per gallon in July, $3.86 per gallon in August, $3.84 per gallon in September, $3.83 per gallon in October, $3.86 per gallon in November and $3.84 per gallon in December. Retail prices include federal and state taxes. Projections are subject to change. The drop in diesel fuel costs could add up to significant savings for truckers, farmers, ranchers and others who rely on diesel in their business plans.

The projected price of diesel for April 2013 represents a fairly significant drop compared to the price of diesel in the same month of the previous year. Diesel sold for an average of $4.12 per gallon in April 2012. Diesel sold for an average of $4.06 per gallon in April 2011. An early analysis by the U.S. Energy Information Administration predicts that the average price of diesel will settle in at $3.82 per gallon throughout 2014.

Diesel prices are expected to remain higher in New England and on the West Coast than in other regions of the country. The latest calculations from the U.S. Energy Information Administration state that diesel sells for an average of $4.24 per gallon in New England and $4.23 per gallon on the West Coast. The Rocky Mountain region’s price of $4.01 per gallon is the lowest in the nation.

With a long history of quality assurance, it’s no surprise Kinedyne has two new innovations for the market: the Kinedyne load binder and the StrapPak. Kinedyne’s load binder is nothing new, but the product has recently gone through some enhancements. Thanks to a set of standards published by the Web Sling and Tie-Down Association, Kinedyne has upgraded its load binder products to make them fully compliant. While adherence to these standards is voluntary, Kinedyne prides itself on offering the best and safest products to its clientele. The company anticipates that local and federal agencies will respond accordingly, enforcing these standards in the future. Truckers can get an edge on the competition by making this adjustment early.

Kinedyne’s StrapPak is a new ratchet strap accessory that provides easy storage for any loose ratchet strap end. Beyond being convenient, the StrapPak is also inexpensive and can accommodate up to 30′ of strapping. Don’t trust the safety of your rig to flimsy cable ties or duct tape that can wear down over time. The StrapPak is not only a sturdy option; it’s also a more attractive one, which means you can improve your company’s image while you travel. StrapPaks come in orange mesh and can be used on any flatbed or utility trailer. The standard configuration accommodates a 2″ strap, and the total weight of the product averages 6 lbs., making it easy to ship and easy to set up.

Make tying up loose ends a cinch. In an industry where time is money, you need every advantage you can get. For a trusted name in cargo, look to Kinedyne.