Stemco Stengthens Capabilities of Wheel End Division

Aftermarket parts manufacturer Stemco is strengthening the support, engineering and training capabilities of its Wheel End division through the creation of three new area manager positions, the company has announced.

The new managers will be responsible for bolstering the division with technical training and sales support at the fleet, distributor and OEM levels as well as via marketing and engineering initiatives through field-testing and user interactions.

Steve Robinson, Randy Puls, and Mike Codling were named to these new roles and bring with them a combined 85 years of experience in wheel-end product development and sales.

Robinson will be supporting Eastern Canada, the Northeast and part of the Southeast region. He spent the past five years as a suspension area manager and 10 years as a district sales manager. Robinson was also with SKF as a territory manager for 15 years.

Puls is supporting the central part of the Southeastern region after spending the last 26 years as a district sales manager. While with Stemco, he has trained other district sales managers on best practices for selling, maintaining, diagnosing, and servicing wheel ends.

Codling will be supporting the Western Region and Western Canada. He has spent the last 15 years as the district sales manager for territory 240, which include the states of Oregon and Washington. Prior to coming to Stemco, Codling spent almost 20 years in various sales and management roles at an International dealer in Portland, Ore.

For more information on Stemco, click here.

Related: New Initiatives to Improve Parts and Service Offerings

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Truck Tonnage Hits Lowest Level in 9 Months

Source: ATA

Truck tonnage in July hit its lowest level since October 2015, according to the most recent American Trucking Associations' advanced seasonally adjusted For-Hire Truck Tonnage Index.

Falling 2.1% for the month, July's performance marks the second straight month of truck tonnage declines and the fourth decline in the past five months. The index equaled 134.3, down from 137.1 in June and from the all-time high of 144 recorded in February.

“On a monthly basis, tonnage has decreased in four of the last five months and stood at the lowest level since October during July,” said Bob Costello, ATA chief economist. “This prolonged softness is consistent with a supply chain that is clearing out elevated inventories.”

The not-seasonally adjusted index, which represents the change in tonnage actually hauled by fleets before seasonal adjustment, came in at 138.2, down 2.7% from June's reading of 142.

“Looking ahead, expect a softer and uneven truck freight environment until the inventory correction is complete,” said Costello. “With moderate economic growth expected, truck freight will improve the further along the inventory cycle we progress.”

Related: Truckload Linehaul, Intermodal Rates Continue Falling

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UPS speeds up delivery for Maritimes, Quebec

Total wheel-end package from Bendix now available on International trucks

Crane LET2 Crew Cab Seats 4

The cab sits low and well forward of the steer axle. One step and the driver and his helpers are inside and ready to go after trash – after a packer body's installed, of course.

Photo: Tom Berg

Not all trash trucks are born alike. The one you see here is from Crane Carrier Co., better known as Crane and badged “CCC.” It was built in New Philadelphia, in eastern Ohio, and is a model LET2 CC, meaning low-entry tilt, second generation, crew cab. It's rather roomy in a world where most refuse trucks seat two, or three in a pinch.

Crane now belongs to Hines Corp., a holding company that also owns Kimble Mixer, which serves the concrete industry. Following Hines' acquisition of Crane a couple of years ago, Kimble's plant in New Philly made room for CCC production formerly done in Tulsa, Okla. In a way, this grass-green truck is returning to its ancestral roots, for the buyer is the sanitation department in Ponca City, Okla.

The cab is exceptionally roomy because about half of it sits ahead of the engine. This leaves room for a full-width floor and two-man seat in the center, plus individual seats for the driver and a third helper. This is the configuration for operators that employ manpower to “tip” customers' trash cans into the body's bin, eliminating complex automated loading apparatus. While on the way to a route or the landfill, the entire crew can be safely seated.

I sampled this vehicle during a visit to the plant where staffers briefed me on it. Soon I fired up its Cummins ISL9 diesel, punched the Allison automatic into D and headed out to the gate and onto nearby streets. The truck was easy to drive, though without a body it accelerated quicker than normal and its ride was a little stiff.

I did some Y-turns and complete circles and found the turning radius was short enough for easy maneuvering on tight city streets, where the truck will spend much of its life. Turning was smooth, too, because the chassis had a single drive axle with a lifted tag axle. Visibility in all directions was excellent. It was a kick to drive, and all I needed were some companions in the cab and a packer body behind, and I'd have gone to work.

Related: Kenworth T680 Shows off Lightweight Specs

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Optronics announces new family of directional warning lights

Refrigeration Unit Runs off of a Vehicle Alternator

Carrier Transicold's Neos 100S electric refrigeration unit uses a vehicle's alternator to electrically power the system allowing for constant cooling or heating capacity regardless of engine speed.

The refrigeration unit is designed to keep cargo fresh or frozen while in transit suited to florists, grocers and other business that use small refrigerated trucks and delivery vans.

“Road-proven for more than six years in Europe, where it was first introduced, the Neos 100S unit's ability to deliver constant refrigeration capacity provides a significant advantage for vehicles driven in congested urban environments,” said Tina Hickman, truck product manager, Carrier Transicold.

With its compressor housed inside the condenser unit, the Neos 100S unit does not need to run lengthy refrigerant lines between the vehicle's engine and condenser. This decreases the number of fittings, reduces the amount of refrigerant needed.

The main condenser assembly can be nose-mounted to the front of a truck box or mounted to the roof of a delivery van. As a split system the Neos 100S design places the evaporator on the ceiling of the cargo area.

The Neos 100S unit is rated to provide 3,600 Btu of cooling at a setpoint of 35 degrees Fahrenheit and 100 degrees Fahrenheit ambient and produces the same capacity in standby mode. Use of the optional electric-standby module enables the unit to be plugged into a 230-volt electric power source when parked, removing the need to idle the truck to maintain refrigeration.

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