Heavy Duty Trucking

SEP 2014

The Fleet Business Authority

Issue link: https://heavydutytrucking.epubxp.com/i/382090

Contents of this Issue

Navigation

Page 115 of 135

112 HDT • SEPTEMBER 2014 www.truckinginfo.com tracking devices capable of monitor- ing and controlling the refrigerated engine status, remotely monitor and set the correct temperature setting, and note door open and close loca- tions and duration. Recordkeeping requirements will vary from food to food, but Thomas says the ability for carriers to associate temperature and environmental con- ditions for specific loads and shippers will be critical. As a result, some fleets are deploy- ing remote monitoring technologies now, according to Gayatri Abbot, director, smart products and telemat- ics at Thermo King. "Rather than remain unaware of cargo traceability practices or wonder if temperatures are properly maintained during the journey, companies are investing in remote temperature and asset moni- toring technologies now to generate proof of delivery reports and get ahead of upcoming regulations," she says. A key element of meeting the expect- ed guidelines will be close integration between the trailer tracking device, the reefer unit's microprocessor, the truck's telematics system and a carrier's trans- portation management software. An integrated system can deliver more benefits than a stand-alone system. Trailers "While connected to the tractor, the trailer tracking device can report through the in-cab mobile comput- ing platform," says Jim Sassen, senior product marketing manager, Omni- tracs. This means more frequent re- porting intervals at a lower cost. Plus, using the vehicle's telematics system to report status won't drain the trailer tracking device's battery. Carriers have options when deploy- ing systems to track and monitor refrigerated and other food loads. If product temperature monitoring is Carrier Transicold's refrigeration units, such as the X4 Model 7500, are capable of interfacing with a wide variety of telematics equipment for trailers, intermodal containers and rail cars. Software in the unit allows microprocessor information to be extracted via a vehicle's telematics system. PHOTO COURTESY OF CARRIER TRANSICOLD required, temperature probes that feed data into the refrigeration unit's data recorder or to the vehicle's telematics system can be used. Frag- nito says another option for monitor- ing the product temperature would include portable, stand-alone data loggers attached to the cargo packag- ing. These devices would stay with the load from the point of origin to its final destination. Orbcomm's MacDonald notes that "the technology keeps getting better. From a sheer food safety perspec- tive, the technology has come a long way" to include multiple temperature probes, the availability to multiple temperature readings and a variety of sensors that monitor reefer unit fuel level, trailer door openings, and trailer tire pressure monitoring. With a final rule still at least two years away, carriers who have not deployed these technologies have time to do their homework. n Cooling it down with liquid nitrogen Reflect Scientific, based in Orem, Utah, believes it has developed the future of transport refrigera- tion. The 30-year-old-company been developing and marketing proprietary technologies in cryo- genic cooling for the biotechnology, pharmaceuti- cal, and medical industries. Recently, through its Cryometrix division, it entered the transportation market with its CB-40 transport refrigeration unit. According to the company, the unit made history last April by delivering its first commercial load of frozen foods using a new pollution-free refrigera- tion technology. A 53-foot reefer trailer loaded with frozen ravioli, lasagna, and corn dogs, as well as ice cream and popsicles, made the 525 miles in 24 hours, maintaining a temperature of 15 below zero the entire trip — without the use of diesel. The CB-40 uses a patented liquid-nitrogen cool- ing system to achieve consistent temperature con- trol with almost no moving parts and what's claimed to be greater reliability. A closed, self-contained refrigeration system ensures nothing but fresh cold air enters the trailer or touches the food. The unit is a direct replacement for current diesel systems and is easily retrofitted into an existing trailer. Not only is there no diesel engine, but there's also no compressor. It has few moving parts, which contributes to what is said to be a "dramatically reduced" maintenance requirement. According to the company, the system weight is comparable to diesel systems.

Articles in this issue

Links on this page

Archives of this issue

view archives of Heavy Duty Trucking - SEP 2014