Study Group Information Reports

Knowledge of TMC and its body of work varies greatly among fleets and service providers, depending upon their involvement in the Council. A systematic process for leveraging TMC's Recommended Practices (RPs) would benefit maintenance operations for commercial motor vehicles. This Information Report provides a basis for selection and implementation of TMC RPs that are relevant to a particular operation and for measurement of the return to that organization by giving examples of methods used successfully by members of TMC.

Issued: February 2020

ABSTRACT Fifty-four TMC member fleet and service provider members responded to TMC’s “Fleet & Service Provider Average Standard Repair Times Survey,” which was administered in the first quarter of 2019. The purpose of the study was to aid in establishing baseline repair times that will improve shop productivity and profitability. The survey was based on Vehicle Maintenance Reporting Standards (VMRS) making it easier to aggregate repair times.

PIT Group of FPInnovations was approached by The Technology & Maintenance Council of American Trucking Associations (TMC) to validate TMC Recommended Practice RP 1118, Fuel Savings Calculator for Aerodynamic Devices, utilizing the working model of a proposed revision to the original calculator developedin 2018 by TMC’s S.11 Sustainability & Environmental Technologies Study Group. TMC RP 1118, developed and first published in May 2016, provides equipment operators with an interactive mathematical tool to evaluate the potential fuel and economic savings of an aerodynamic device t

This information report presents the results of the Professional Technical Development Com- mittee’s (PTDC) Task Force on Determining Necessary Entry Level Technician Skills. The charge of this Task Force was to examine means of determining these essential skill sets tobecome a qualified applicant for technician positions in the industry.

TMC’s “EPA 2007/2010 Engine Report Card” results were based on data from 23 fleets representing 157,541 power units of the U.S. trucking industry. Of these Class 7 and 8 power units, 24 percent were equipped with EPA 2010 engines, 29 percent were equipped with EPA 2007 engines, and 30 percent were equipped with EPA 2004 engines. The survey was administered in November and December 2011 and sent to more than 600 fleets whose representatives held membership in TMC as Fleet Executive level members.

A Class 1-6 commercial motor vehicle (CMV) powered solely by electricity is much different than a CMV powered by an internal combustion engine (ICE) or by hybrid electric vehicle (HEV) design. A battery electric vehicle (BEV) design includes storage only for its onboard battery capacity, not fossil fuel. The battery capacity has a direct impact on vehicle range and powered features. The electrical propulsion system requires a high voltage supply andsignificant current draw that dictates the capability and therefore the battery capacity.

Natural gas fuels can be a suitable alternative to diesel fuel for commercial vehicles in certain environments and applications. However, it is best to understand all facets of the operation, discuss them both internally and with local vendors (where applicable), and to establish re- alistic return-on-investment targets up front. Taking the time to build a proper business case and understand all the variables that come into play will pay dividends in terms of ensuringa successful natural gas vehicles deployment that meets corporate financial, reliability andacceptance expectations.

The purpose of this Recommended Practice (RP) is to provide information for judging the performance of aftermarket brake linings on air-actuated foundation brakes, including testing in accordance with the dynamometer test procedure in Federal Motor Vehicle Safety Standard (FMVSS) 121 and lining supplierqualification information. Such information will assist fleet operators in choosing aftermarket brake liningsthat will perform adequately on typical combination (tractor/trailer) vehicles and single trucks.

Issued: June 2014

Equipment users have reported to TMC experiences of mirror obscuration during inclementweather. Testing has confirmed cab and mirror design contributes to the concentrated flow of air that can contain water borne dirt. Large windshield wipers sweep significant fluid off the windshield and into the air flow path of the mirror heads, resulting in dirt deposits on the mirror surface. TMC has determined that a generic field fix cannot be developed since the causal factors are different for each manufacturer’s vehicle design.