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HomeMy WebLinkAbout04-19-84 Zoning Board of Adjustment MeetingC • a C MINUTES OF THE LA PORTE ZONING BOARD OF ADJUSTMENT APRIL 19, 1984 1. The meeting was called to order by chairman Andy Wilson at 7:00 P.M. Members present: Andy Wilson, Lawrence Farias, Sidney Grant, Charlie Young, Ronnie Rowell Members absent: Linda Mains, Robert Swanagan Others present: John Armstrong, David Paulissen, Eddie Gray 2. The Board considered the request of Eddie .Gray, Gray Enter- prises, for a special use permit for a truck terminal and container storage unit and maintenance facility. ° Chief Building Official David Paulissen explained the regu- lations regarding special use permits, the information he ~ had received from Mr. Gray regarding the proposed use of the ~ site and potential problems to be addressed. Mr. Grant spoke to the need of the Board to study in-depth the information needed to make a decision on this request. Chairman Wilson turned the floor over to Mr. Gray. Mr. Gray presented his proposal to the Board, after which questions from the Board were answered by him and Mr. Paulissen. At the request of the Board, Mr. Gray withdrew his request at this time and will resubmit it at a later date requesting a special use permit for a truck terminal facility only. Since the resubmittal will be at the request of the Board, the ap- plication fee was waived. 3. There being no further business to come before the Board, the meeting was duly adjourned. Respectfully submitted: Acting Secretary Passed & Approved this the 24 day of May, 1984 Andy Wilson, Chairman r • .~ GRAY ENTERPRISES 707 MEMORIAL DRIVE P.O. BOX 638 BAYTOWN, TEXAS 77520 713-422-3677 May 7, 1984 City of La Porte P. 0. Box 1115 La Porte, Texas 77571 Attention: Cherie Black, City Secretary Dear Ms. Black; This is our request that you place the following property on the agenda for the Zoning Board of Adjustment to be held on A1ay 17, 1984, for consideration of a Special Use Permit as a Truck Terminal Facility. The property, as shown in red on the attached plat, is owned by Eddie V. Gray, Trustee. This property consists of portions of blocks 1177 and 1178 in La Porte, Texas, as described in the attached Metes and Bounds Legal Description. These properties included in this requested permit are now zoned Industrial. The proposed use of these properties is for a Truck Terminal Operation. The surrounding properties have all been developed as industrial uses, and therefore the proposed Truck Terminal Facility is compatible with these surrounding uses. Please contact me at the above address to confirm that Eddie V. Gray, Trustee is on the agenda for the May 17, 1984, Zoning Board of Adjustment Meeting. Thank you for your help in this matter. Yours truly, V. Eddie V. Gray, Trustee EVG.so Attch. r 1 i ~, ,~;•` ,~2 ~~t ~~ lQ~ '` 1 0 ~~ V{ Q 3 ~lJ ~'' j r~ cY~ ~ ~) ~ o ~~ `~ vJ ,, ~•~• ~ ~, ~ i ~~ ~ I ~ ~ ~~ i ~~ v s ~ ~~ ,~ ~ `.`, ~ ~ ~q ~j SSE V~ I h' ~f I~ • ~£• 3h V ~ wi ~ 3 _II 1, 5•.g `V I ~ 9 ht'~Lo- 2 I I h~ f 1 F~p ~ I V '. -' ~ ++~ Q I 1 ~ ~ I v '~ ' ~'` '•T~ •-•--- I `,- 1 f I I `1- ' i l i ( ~ ' ~- ~ ~^ I I ` `- - , I I ~ I ` I I I I I I I I I I------1 ~----~ i I~ ~ ,~~ I I i j ~ WI ~ ~ WI ~~ I I I ~~ 1 ~ I L _ -i EXHIBIT "A" PAGE '3 Of 3 :. .- ~.. `~ v ~\ l 1 ~J Cl- v _` t ._~ r~ :r; ~~J ~ t ~J 1 1 ~ 1 ~L' ` J ~~ 1 \~ r~ \~ r----- i ~-------I i ---- i ~--- -, I I ~ I ~ I• ~ I I ,, i i ~~ 1 '; i_ ;1 I ~ ~ i• I; i I I~ I ~ ~~ ~ I __ - }~11" }'.Id11dr L»d ~ L7 )71p1"Od}~• _1~~'lYl f~~Jl~~~~~}~ l SUItV(Yt CO. ~ `1 (I.NU 1V[YIt~G CO. April.21, 1981 a '. DESCR]PT10N 1{C: PLAT R30-37-3 TRACT 1 ALL that certain tract or parcel of land in Harris County, Texas, out of the JOHP1- SOtt HU:;TER SURVEY, ABSTP.ACT 35, the t;orth 259.75 feet of BLOCF: 1177 together ~•~ith its alley included, being part of the 701•!r~ OF LA PORTS, as platted and recorded in Vo7u,ne 60, Page 112 of the Deed Records of Barris County, Texas, and partially can- celled by instrument recorded in Volume 5307, Page 415 of the Deed Records of Harris County, Texas, said tract or parcel herein conveyed being 7.5862 acres of land described by metes and bounds as folloti•rs: COll~-lE1~CI NG at a poi nt on the l~Jest 1 i ne of the Johnson Hunter Survey v~here a 5/8 inch iron rod is found for the )northeast corner of the George B. J~icY.instry Survey, hbstract 47, and the Southeast corner of the Richard Pearsal Survey, Abstract 625, being the Southeast corner of that tract described in Harris County Clerk's File tJo. E907329, and being also South 86° 59' 35" ldest, 4.36 feet from concrete monu- ment Igo. 27 3, -7HEIJCE, t;orth 02° 56' 39" 1•)est, along the 1•)est 1 ine of the hunter Survey, and the East line of that tract in File 1}0. E907329, 405.00 feet to a 5/8 inch iron rod found for the South~•~est corner of this tract and the PLACE OF BEGlr;taING; THEI;CE, l;orth 02° 56' 39" 1~)est, z7ong the said l~!est line of the }luster Survey and the East line of that tract in File P.o. E907329, 259:-75 feet to a 1/2 inch iron rod set in the South line of 1•:est "t;" Street (80.00 feet ~•;ide) and being the tlorth~-,est corner of this tract and said BLOCt; 7177; THENCE, I;orth 86° 59' 35" East along the South 1 ine of 1•!est "r1" Street, 266.00 feet to a 1/2 inch iron rod set for corner, being in the iJest line of 17th Street (6D.00 feet ti•~ide) and being the Northeast corner of this tract and said ELOCY. 1777; 7HEitCE, South 02° 5b' 39" East, along the 1~)est 1 ine of 17th Street, 259.75 -feet to a 7/2 inch iron rod set for corner being the Southeast corner of this tract; 7HEtaCE, South 86° 59' .35" 1•!est, a distance of 266.00 feet to the PLACE OF BEGlr1- NIi~G and containing ~•rithin these calls 1.5862 acres, or 69,093 square feet, of land. -•!r,YryE t10 r1 REGIST cD PUBLIC SUR1( ?~0, 7969 . ~~~ OF TF+ ~ _ ~ ~ .~ ~ ~ -o :_ 19G9 = ~ G R~G1S 1 C C`~.~ry0 d~ ~C . S u Rv~ EXHIBIT "A" PAGE 1 of 3 • :r LaU~ RUrI[Y CIRCLE t~UUSI UN, 7 (Y. ~$ 77D87 .~ :~ t`1~f1~!f r.~ .r-., ~. r.0. nUx 3c~7 • ktt'klar~~, 6c~ n ~, r•not~at~• ~ vt'~e • SURVL Y NG CD. ItiND SUIIVt YING CO. ` . Al)1"i 1 21 , 1981 DCSCRIPT]ON RE: Plat R30-37-3 TRACT 2 All that certain tract or parcel of land in Harris Count HUNTER SURVEY, ABSTRAC7 35, the North 259.75 feet of BLOC1: 1]78stooet °f the JOHNSOI'J alley included, being part of the 701.111 OF 9 her with its urge 60, Page 112 of the Deed Records of HarrisOCountas platted and recorded in Vol- led by instrument recorded in Volume 5307, Page q15 of the Deed County, Texas, said tract or parcel herei y' Texas, and partially cancel- scribed by netes and bounds as fo11o~•!s: n conveyed bein 7 Records of Harris g 5862 acres of land de- C0~•t;•1Et:Cl11G at a point on the 1•lest line of the Johnson Hunter Surve inch iron rod is found for the Northeast corner of the George B_ ~c `''here a 5/8 Abstract q7, and the Southeast corner of the Richard Pearsal Surve Kinstry Survey, being the Southeast corner of that tract described in Harris County Abstract 625, too. E907329, and being also South 36° 59' 35" blest, q.36 feet from meet t!o_ 213; y C1 erk's Fi 1 e _ concrete monu- THEIICE, forth 2° East ,line of that found for, corner; THENCE, t;orth 86° 59' 35" Ezst, 326.00 feet to a I/2 inch line of 17th Street (60.00 feet ~•;ide) and being the PLACE in described tract; the rod iron rod set in the East OF BEGIJ~It11tQG of the here- THENCE, t;orth 2° 56' 39" hest, along the East line of 17th Stre iron rod set in the South line of k'est "t•1'' Street (80.00 feet iti.ed to a 1/2 inch tlorthr,est corner of this tract and said BLOCt; 1178; e) and being the THENCE, t;orth 86° 59' 35" g the South line of i,lest "t~" Street, 266.00 feet to a 7I2 inch iron rodaset fo~ncorner bein in t (60.00 feet i•~ide, 16th Street) and being the Nogtheastecornerlone of Powell Road l;LOCY. 7775; f this tract and THEtICE, South 2° 56' 39" East, aloe 16th Street), 259.75 feet to a ]/2 9nchei~aontrodnsetf fo~~~co~nRoad (60,00 feet ~•ride, east corner of this tract; er, being the South- THEtICE, South 86° 59' 35" 1•lest, a distance of 266.00 feet to th and containing »i thin these calls 1.5862 acres, or 69,093 s uare PLACE OF BEG1t~NlNG 9 e feet of land. t•1A t~E i•10R - --.----. REGISTEP, PUBLIC SUP,1~E ' tip 7969 _ ~ _~ '~ _9.rt . _. 1•:~ytgC t~pR~N ~~ -o : - - 7969 • ~C.SUR~E. The total acreage in the Subject Property being Tract 1 Tr j a 60' x 259.75' strip, all totallin a ~ act 2 ermined by survey. g PProximately 3.5285 acres as EXIiIBIT "A" PAGE 2 of 3 56' 39" hest, along the 1.1est line of the 1lunter Survey and tract in File too. E907329, 405.00 feet to a 5/8 inch iron RUPEEY CIRCLE ~~ ' • Y CITY OF LA PORTE INTER-OFFICE MEMO T0: PLAN AND ZONING BOARD OF ADJUSTMENTS FROM: D ULISSEN SUBJECT: MILLER TRANSPORTERS SPECIAL USE PERMIT DATE: 5/17/84 Mr. Eddie Gray has resubmitted the request for a special use permit to allow a truck terminal on blocks 1177, 1178, and that portion of 17th Street bounded therein. This request is in behalf of Miller Transporters, Inc. Several questions were asked of Mr. Gray at the Board of Adjustments meeting of 4/19/84 that could not be answered at that time. Mr. Gray and Miller have submitted information to allow these questions to answered. I have listed the questions and the replies below. (1) Has 17th Street been closed? The process to close that portion of 17th is well under way. As I understand, the City Secretary has received all of the information needed to present the street closing to City Council. This will be scheduled as soon as possible for Council review and action. The granting of this special use permit can be used to help Council make a decision. The special use permit will not be needed if Miller does not get 17th St. closed (2) What chemicals will be handled by the proposed facility? A list of the chemicals has been submitted by WCM: Waste Control Management, Inc. and has been enclosed in your packet for review. C3) What is the potential for surface contamination, and what methods are to be used to control it? You may refer to WCM's letter for details. The facility will handle only empty containers with minute residuals of chemicals in them. The potential for spillage is very small and the volume will not be sufficient to leave the property. The site will be concrete paved. and drained to a central point for collection 'and pretreatment. (4) Has Miller Transporters, Inc. had problems in the past with any of the environmental agencies? Bill McNutt of WCM has researched this area and finds no previous record with the EPA. • • Miller Transporters cont. page 2 (5) Will any waste discharge be in compliance with the City's Industrial Discharge Ordinance? Mr. McNutt has designed and monitored a very similar installation at a site near the proposed terminal. An application will be filed with the City for discharge and will only be granted if the waste is within the parameters of our ordinance. Again, for your review, is a letter from W. S. Netherton of Miller Transporters with some basic information about the company. Enclosed with the letter were several articles about Miller. These have been placed in your packet. Staff has done some further research on the street and utility areas. Our records indicate that Powell Rd. is no longer on the Harris County road log. It is then under the maintenance of the City of La Porte. The paving surface, dusting, and drainage problems must still be addressed by the Board. It is my understanding that Mr. H. Carlos Smith has been retained to study the drainage of the site as well as design the sewer extension that will be needed. Staff has had adequate time .to review all of the information supplied. There are still some areas that must be addressed by Mr. Gray and Miller Transporters. I feel certain that the remaining areas can be dealt with on the staff level and resolved effectively. Miller Transporters, Inc. has proven to be a reputable company. It is our belief that this company will make what ever effort is needed to make the La Porte site something that they and the City of La Porte can be proud of. It is our recommendation that the special use permit to allow a truck terminal and truck wash be granted if all questions are answered to your satisfaction. •r • 1 ~ CITY OF LA PORTE f • INTER-OFFICE MEMO , ( ~ ~ DATE: 4/19/84 ~ T0: PLANNING AND ZONING BOARD OF ADJUSTMENTS ~ FROM: D. A. PAULISSEN ~• SUBJECT: SP. USE PERMIT E. GRAY (MILLER TRANSPORTERS) The staff has reviewed the request for a special use permit to allow a truck terminal in a portion of blocks 1177, 1178 and , that portion of 17th street bounded therein. This request comes ~ from Mr. Eddie Gray who is the agent for the property in question. Miller Transporters will purchase the property if a special use { permit is granted. , . The Zoning ordinance requires the submittal of detailed ' information as outlined in my letter to Mr. Gray dated 4/12/84. - Please refer to my letter for details of the ordinance requirements. I will refer to the information by the numbers indicated in the letter. ~ (1) Mr. Gray has submitted a site plan as of 4/18/84. It can be determined that the use will be a truck wash and terminal. (2) The site plan submitted has been drawn by a registered { surveyor as required by the City's adopted site plan requirements. ,~ (3) Traffic a. By Mr. Gray's estimates there is anticipated to be C' approximately 15 to 20 tractor-trailer units per day. This base loading will be increased by a certain amount of vehicular movement by employees and any future demands made by other ~ developments. The City currently has no plans nor finances available to do any improvements to the roadway. b. Presently, Powell Rd. (So. 16th) consists of a crushed ~ stone roadbed without improved shoulders, riding surface, or drainage. However, the roadway has been open to and transversed by the public for many years on an irregular basis. Regular ~ vehicular activity along this roadway would eventually create ` maintenance problems for the City as the present roadbed and drainage is not designed for this activity. Also, dust would become a problem in the area. The "dusting" would not pose much ~` of a problem now as there are no neighbors. Future residents of the area could be impacted. ( Note: that the recommended land use ~ L i ~ • -__ - r-~~ page 2 being proposed by the City's Master Plan consultant is residential ( and the preliminary zoning map for this area is P. U. D.). ~- c. Another factor is the truck route ordinance which does not • include Powell Rd, as a specified truck route. Therefore, the r ultimate weight limits for vehicles may affect the proposed use. ~ Public Utilities a. Water. Based on a very quick review of the information ~ received, an extension from an existing 8" water line will be required in order to meet the City's policies and codes. i b. Sewer. Again based on a quick review of the information it ~ appears that the developers are proposing a wastewater pre-treatment facility on site as well as a sanitary sewer extension from an existing City trunk main at Fairmont Parkway. These items must be the be co-ordinated with the City staff and meet all ordinances and policies. The location proposed by the developer is not perceived to be the most advantageous route, as it is sandwiched in between the roadbed and an Exxon pipeline. c. Stormwater. Presently the drainage in this area is handled by an existing roadside swale which is poorly defined and often filled with debris and has no clearly defined outlet. All of these factors would contribute to standing water and maintenance problems. ~ d. St eet Closing. At this time the 17th street R.O.W, is not closed. An application has been made to council but no action has been taken. ,~ (4) Mr. Gray's letter indicates that there are other existing industrial uses on surrounding properties. At this time ,~ there is only one existing industrial use, the Brown and Root Asphalt Plant, which is adjacent to the tract in question. ~ This request should be analyzed based on the above f ~` information. It should be noted that a precise legal description will be needed should the use permit be granted. The agenda also contains another request for a container yard. There has been no information received as of this date on the second request. i If I can be of further service you may contact me at the Board of Adjustments meeting 4/19/84. l ~ i c ~. • WCM : Waste Control Management, Inc . P. O. Box 659 Huffman, Texas 77336 (713)-852-3757 riay 3, 1954 City of LaPorte Mr. David A. Paulissen P. 0. Box 1115 LaPorte, Texas 77571 Reference: Miller Transporters, Inc.'s proposed LaPorte facility. Dear Mr. Paulissen: It was a pleasure renewing our acquaintance with you the other day during our discussion of Iriiller Transporters, Inc. On their behalf I am hereby providing you with the information requested concerning their proposed facility and operations in the LaPorte area. It is my understanding that the items of concern by both you and your City Council include: the types of chemical residuals to be handled and cleaned at the proposed site, the environmental compliance history associated with Miller Tranporters other operations across the country, the potential for surface contamination and spill prevention at the proposed site, and information concerning the wastewater pretreatment system for the discharges now proposed for acceptance by the City of LaPorte. Each item is separately addressed below. First, I have attached a list of the types of chemicals which Miller Transporters, Inc. anticipates will be cleaned at the facility. Second, Miller Transporters, Inc.'s previous environmental history contains no record of any EPA violation. ~~ Third, spill prevention and the elimination of any potential for surface contamination ~vill be inherent in this facility's design. As you know, the quantity of chemicals that will be handled on this property will be minute residuals remaining in the empty containers prior to cleaning. The chemical types of these residuals are listed in the attached chemical handling list. Given the minute quantities which will be handled, the potential for spillage of any significant quantity of any chemical is negligible and not of sufficient volume to leave the property. . '. Additionally, all cleaning operations will be conducted on a controlled concrete drainage area where all wastes produced will be collected at a central point. They will then be stored in above ground approved tankage prior to pretreatment by the wastewater treatment system. This combination of handling small quantities of the listed chemicals, when associated with the cleaning and pretreatment controls, are all components of a total facility design which should virtually eliminate all potential for spillage and surface contamination at this site. Finally, the wastewater treatment system, as proposed, will treat final internal rinse waters and external ~~aash~vaters produced by the cleaning operations at this site. This system will consist of a primary collection system for collecting wash down water on the cleaning rack, followed by equalization tankage for the purposes of storage and equalization. The equalization tanks will then be followed by a c;issolved air floatation unit incorporating chernical feed to remove oils and solids and implement pH adjustment prior to the proposed controlled discharge into the City of LaPorte sanitary sewer system. This facility will also incorporate the use of a heel storage tank where product residuals remaining in the empty tank containers will be collected prior to their disposal at an approved off-site facility. As these types of facilities are standard in design anu have an efficient history of providing compliant operation with current environmental regulations, we anticipate no adverse consequences to the surrounding area or to the City of LaPorte's wastewater treatment system upon start-up of this operation. Should you have any questions or concerns regarding this information, please do not hesitate to contact me at your convenience. On behalf of Miller Transporters and myself, I would again like to thank you for your assistance and time in considering this proposal. Sincerely, ~~~%~d.' William C. Attachment ~!i ~ , McNutt cc: W. Netherton, Miller Transporters E. Gray, Gray Enterprises •~ • MILLER TRANSPORTERS, ITTC PROPOSr^,D CHEi~1ICAL HANDLIP7 T IST LAPORTE, TEXAS Acic;s Agricultural Chemicals Alcohols Antifreeze Caustic Cleaning Compounds Fuel Additives Fuel Oils Napthas OiI Field Fluids Papermill Liquors Papermill Rosins Petroleum Products Resins and Plastics Water Treating Compounds Wood Products • • MILLER TRANSPORTERS, INC. SPECIALIST IN TRANSPORTING BULK COMMODITIES Mr. David Paulissen City of La Porte P. 0. Box 1115 La Porte, Texas 77571 Dear Mr. Paulissen: April 24, 1984 r-~, P. O. BOX 1123 JACKSON, MISSISSIPPI 39205.1123 60(/922.8331 My name is Bill Netherton. I am Director of Maintenance for Miller Transporters, Inc. and have been employed by Miller since January 1, 1947. As you know, we have an application before the City of La Porte to build a truck terminal on Sixteenth Street. Mr. Eddie Gray has stated that in order to act on our application, the City needs general information about our company and specifically as to whether Miller has ever been charged by the Enviromental Protection Agency with a violation of its regulations. The purpose of this letter is to supply you with this information. The answer to the violation question is, "No, Miller Transporters has never been charged by the E.P.A. with a violation." For information about our company, I am enclosing reprints of a magazine article and also a copy of a magazine with another article about our company Miller Transporters' corporate headquarters is in Jac'~son, Mississippi. It is a family owned corporation with five Miller brothers as principal stockholders. The company has been in business since 1939 operating as a common carrier hauling commodities in bulk. The company has approximately 600 tractors and 800 trailers operating out of twenty-four terminal location__ The principal states of operation are Texas, Louisiana, Arkansas, Mississ- ippi, Tennessee, Alabama, Georgia, and Florida. The only terminal Miller presently has in the State of Texas is a small one recently opened in Beaumont, Texas. Miller presently has transports delivering and loading in La Porte and the surrounding area and badly needs a full service terminal. It is expected that thirty to forty people would be employed at the terminal with fifteen to twenty assigned transport units. I believe Bill t~icNutt and Eddie Gray are working up other information that you require. If agreeble with you, either Scott~Miller, our company president, or Jaime Miller, our board chairman, will be present to answer any further questions the board may have when it meets to act upon our application. my Enclosure cc: Eddie Gray, Bill McNutt Yours very truly, tJ. S . Netherton Director of Maintenance • r'_..3 Miller Transporters Continues Its Success Through Solid Operations WHILE there has been much discussion in the tank truck industry about sales and marketing the past few years, the industry remains operations intensive. Talking does not move bulk commodities; trucks and trailers do. Efficiently and safe- ly moving product keeps old cus- tomers and leads to new ones. One company whose top manage- ment has always been, and continues to be, strongly operations-oriented is Miller Transporters, Jackson, Missi- ssippi. While the economy and lower rates have forced belt tightenings, company president Scott Miller has allowed no tampering with his com- pany's traditional exacting equip- ment specifications and aggressive safety training and maintenance programs. Of course, Miller Transporters has made many other moves to keep it one of the country's leading tank truck company revenue producers. Computers have been part of the company since 1961. A new com- puter room is under construction for Miller's Sperry Univac 90/40 system. Thirty-five on-line terminals are us- ed for everything from inventory control to matching equipment for backhauls to communications be- tween headquarters and Miller's 22 trucking terminals located throughout the Deep South. Working with consultants Ernst & Whinney, Miller's computer team developed a computerized costing package at the end of last year. The new program will help Miller's management keep even tighter con- trol of their costs. Also, with the con- tinuing rate competition, the pro- gram will tell them what rates should be to make some profit on each move. Scott Miller observes it would be better for the industry if other carriers had a better under- standing of what their real costs are. Sales and marketing efforts have also increased as Miller uses its large fleet to expand its service area. Late last year, George Fillingame joined Miller as regional sales manager in the East after 35 years on the other side of the desk with E I DuPont deNemours. All of top management is logging more air miles as it ex- plains, Miller Transporters' service capabilities. Strong Operations At the heart of those capabilities is Miller's large, diversified fleet of tractors and tank and bulk trailers. The size and range of the fleet, the maintenance effort that keeps it in top shape, and the steps taken to en- sure it is safely operated give Miller personnel a solid operations story to tell in their presentations. At the end of last year, Miller had nearly 600 tractors and over 800 trailers. Operating out of terminals A commitment to strong operations practices made Miller Transporters Inc, Jackson MS, one of the nation's largest bulk carriers. Em• phasis on operational efficiency continues while the company makes other moves needed to compete in today's tank truck industry. • • in Alabama, Arkansas, Louisiana, Jiississippi and Tennessee, Miller • has nationwide operating authority for all liquid and dry bulk com- modities. A long distance central dispatch team at company head- quarters in Jackson uses computers to achieve maximum utilization of the equipment, and to reduce the time required to get equipment to shippers. "Our philosophy is to have whatever type trailer a shipper might need already in our fleet," says Scott Miller. "We don't want the shipper to have to look some- where else because we don't have the equipment he needs. Also, we want to be able to handle the require- ments of any new shipper who might come into the area." Miller Transporters currently ~TERS ;~ v~it «•• . _. ~'-~. ,~. ..~, -- . •t, r t ;~ ~. -- : -.. ~. ~- ,.. ~= _-_ . ~~~` .. ~ . _. ,.._ _ .. ` x Safety director Terry Malone is shown with Miller safety trailer. Since putting the 45•ft safety van on the road early last year, the safety department has been able to conduct meetings with 90 percent of the drivers each month. .A. ~` ~ .~; •... .. r~ .~. ~ ~ ~ r~ ar• rr w // } r ~ ~ ~ ~ 1 Jif ~1 ~lYf ~~ r N t ' ~ T ; •. ~~. ' ~ 't~ r~"` „~ F.-A ._ . &+~ ~ `"' /~ ~: ~ ~ ~.~~:I Safety supervisor Robert Scarberry shows some of the equipment used for training in the safety van. Scarberry is one of five fulltime safety supervisors. Trailer has desks for classroom-type training. operates over 200 petroleum trailers, most averaging about 9,000 gallons. Approximately half of Miller's loads in 1982 were of petroleum products. The fleet includes 75 steel insulated asphalt trailers, and 116 asphalt and general purpose insulated aluminum trailers. A major dry bulk hauler, Miller operates 1.11 pneumatic trailers ranging from 1,000 to 1,600 cubic feet. Fifteen compressed gas trailers are used for propane and anhydrous ammonia. Over 50 MC-311 or ~1C-312 trailers are available, as are some rubber lined tanks. Like many carriers, ~4iller Trans- porters has expanded the size of its MC-307 fleet. Miller now operates over 100 insulated stainless steel trailers. The majority of them have 6,900-gallon capacity. The fleet is rounded out by general purpose aluminum tanks, flatbeds, and specialty trailers for soap, sulphur, waste materials, acr_vlonitrile, and other products. Tailored Tractors Two-thirds of ~4iller's 600 tractor fleet has been added since 1979. With the exception of some Cum- mins-powered Freightliners picked up in Miller's acquisition of Wheel- ing Pipeline in 1981, the fleet is made up of conventional tilacks and Internationals. With tractors involy- ed in longer trips, all purchases in 1983 will be of sleepers. Sleeper trac- tors work up to three years in long distance service, then sleeper boxes are removed and the tractors go into local service. The boxes are mounted on new tractors by Miller personnel in the Jackson garage, and the new equipment goes into long haul ser- vice. Miller Transporters has developed its o~vn detailed specifications for Mack and Internationals. When tractors are to be added, the specifications are submitted to both manufacturers. "We are firm believers in standardization, but we submit our specifications for bid to both manufacturers to keep them both honest," says Scott Miller. His company purchased 60 Interna- tionals in 1982, and 99 the year before. Miller says standardization offers three advantages. First, the driver is used to driving the same type truck every day. He has enough to think about without being confronted with a variety of tractors. Second, mechanics don't have to work on several different tractors and -`i~~:7 *.: , , A "U" adapter with two female quick couplings is used to set MC•30T trailers for rear or side unloading. Miller now operates over 100 insulated stainless steel trailers with stainless outer rings, bolsters and subframes. t • systems. They become expert on the standard equipment, and can quick- ly spot and fix problems. Finally, parts inventory can be kept lower and be more easily controlled. Mack tractors have full Mack drive trains, including 675 or 676 engines, ' five-speed transmissions, and Mack rear axles. The Interna- tionals are primarily powered by Detroit Diesel 6V92 engines. Several 8V-71 Detroits are still in service. The Internationals have Fuller transmissions and Rockwell rears. Specifications for the Interna- tionals added last year called for a 196-inch wheelbase model IH4270 tractor with a 6V92TTA DDA engine set for 270 hp at 1,900 rpm, Fuller RT-9508 eight-speed trans- mission and Rockwell SQHP 38,000 pound drive tandem. Final drive ratio is 4.11:1. Lightweight Components Aluminum is used throughout the tractor, including on the 54-inch front bumper, center steer front ax- le, flywheel housing, differential carrier, and rear hubs. Two 60-gallon aluminum step tanks, con- nected by a hvo-inch crossover line for simultaneous fueling, are mounted far forward under the aluminum cab. Rockwell aluminum rear hubs and Alcoa aluminum disc front and rear wheels were specified. The tractors have 11R24.5 l~iichelin tubeless Pilote tires front and rear. Assistant maintenance director Tom Johnson says the Pilotes are giving high mileage from the original tread, and also contribute to weight savings. r ~~~~ ~ ~~ A seven bay shop behind Jackson headquarters is used to per- form trailer repair and retrofitting. Trailers picked up during Miller acquisition of other companies are fitted to Miller's standards. The tractors have dual service air brakes with Kelsey-Hayes antilock on rear axles, 15-inch xfour-inch S Cam front brakes, and Eaton single anchor pin rear brakes. Anchorlok parking brakes are also specified. Other specifications include Reyco #102 suspension, Bendix fan clutch, ASF fifth~vheel mounted 15 inches ahead of the center tandem and 51 inches high, and CR Scotseal wheel oil seals on front and rear. Trailer Specifications With such a large and diversified trailer fleet, Miller Transporters operates equipment from several manufacturers. All trailers are built to Miller specifications. Most recent Assistant maintenance director Tom Johnson shows Miller•developed field ser- vicemaintenance manual like those found in each terminal garage. Regular bulletins keep all shops current on new equipment, problems, and service efficiency techni- ques. Manual pages are laminated. trailers added to the fleet are MC-307 stainless steel units with 450 degree F temperature ratings. The single compartment, double conical trailers have 6,900-gallon shell full capacity. Inner shell material is 316E stainless steel, 10 gauge, with 2B finish. Jacket material is 304 stainless steel, 22 gauge. Stainless steel outer rings, bolsters, and subframes are used. Five-inch insulation compressed to four inches, and a heat panel built into the belly of the vessel help main- tain critical product temperature. The trailers are set up for side or rear unloading. A "U" adapter with two female quick couplings is con- nected for side unloading. Loads can be pumped off, blown off, or gravity unloaded. Betts product valves and Girard pressure vacuum relief pro- tection equipment are standard. The trailers have Reyco suspen- sions with monoleaf springs with in- verted U-bolts, Eaton axles and single anchor pin brakes, and out- board mounted centrifuse Motor Wheel brake drums. Alcoa aluminum disc wheels and Michelin Pilote XA tires were specified on recently added MC-307 trailers. Tight Maintenance Nowhere is Miller Transporters' commitment to operations more evi- dent than in its maintenance and repair operation, which is directed by Bill Netherton and his assistant Tom Johnson. The maintenance pro- gram emphasizes regular servicing of equipment at the terminal locations. Preventive maintenance inspec- tions for the Internationals are Tight operations require well maintained equipment. All Miller Transporters' maintenance and repair is performed in•house. A major PM is performed at 20,000 miles on tractors and trailers. i i s ~___ designated "L", "LO", and "B". The "L" PM includes the lubrication of the chassis and U-joints, checking fluid levels, and checking for leaks. It is performed at 7,500 miles. At 15,000 miles, the "LO" PM is per- formed. It includes all checks from the "L" inspection plus changing oil and oil filters. The "B" PM is con- ducted at 20,000 miles and includes checking and/or adjusting some 90 items on the tractor. Not counting time for repairs which might be re- quired, the "B" inspection takes the experienced mechanic four hours to complete. Each mechanic has a pro- cedure book which explains how to conduct each inspection. Mack tractors receive the "LO" inspection at 8,000 miles, and the "B" PM at 20,000 miles. A 17-item general inspection is conducted on all trailers at 20,000 miles. It includes checking and re- pairing as required lights, wiring, mudflaps, springs, and tightening of bolts. Grease is cleaned from king- pins, which are checked for wear, cracks and looseness. Wheels are jacked ~ up and closely inspected. • Brakes are inspected, and hoses and lines are checked for leaks. Individual preventive mainte- nance inspections have been Course Outline for Miller Transporters' One-Day Hazardous Materials Training Seminar Loading and Unloading Chemicals and Acid 1. Type Trailers 2. Hoses 3. Fittings 4. Shipper Loading 5. Driver Unloading a. Customer Air b. Tractor Air c. P.T.O. Pump d. Drumming 6. Loading and Unloading Hot Products Safety Precautions While Handling Hazardous Materials 1. Effects of Exposure 2. Hazards 3. Safe Operating Rules 4. Personal Protection Equipment 5. First Aid 6. In Case of an Accident or Injury 7. In Case of a Spill 8. Respiratory Protection Railroad Crossing Safety 1. Operation Life Saver 2. Company, State 8 Federal Regulations 3. Review of Tank TrucklRail Accidents Loading and Unloading Petroleum Products, Asphalt, Compressed Gas, Bromine, and Pneumatic 1. Petroleum Products a. Static Electricity b. Fire Hazards c. Attendance of Unit 2. Asphalt a. Pump Washout 3. Compressed Gas a. Safety Equipment b. Grounding c. Rotary Gauge 4. Bromine a. Safety Equipment b. Dow School c. Nitrogen Unloading 5. Pneumatic a. Blowing off Load b. Safety Precautions With Air Pressure Design of Cargo Tanks 1. Type Tanks 2. Bulkheads 3. Manhole Assembly 4. Vents and Vapor Recovery 5. Valves 6. DOT Overturn 7. Working Pressure 8. Connection Box 9. Heating Equipment 10. Lining Hazardous Materials Regulations 1. Hazardous Waste 2. Hazardous Substances-(RO's) 3. Hazardous Identification System 4. Other Regulated Materials (ORM's) 5. Placarding 6. Shipping Documents 7. Chem-Tree Closing and Presentation of Certificates developed for pneumatic, chemical and petroleum trailers. On pneu- matics, air pads are checked for holes, hatches are cleaned and gaskets inspected. Air supply and hoses are checked. The unit is then taken outside, pressurized, and checked for tightness and component performance. Chemical and petroleum tank PMs emphasize inspection of safety and product integrity equipment. Also included are testing of hoses and delivery equipment. Fire extin- guishers are also checked. Maintenance Bulletins The Miller maintenance operation involves continuous training and communications. A fulltime me- chanic trainer travels among ter- minals. He provides individual in- struction to each mechanic on specific maintenance topics. Miller has its own Field Service Manual which now has over 250 bulletins covering various topics concerning tractors, trailers, and shop pro- cedures. The bulletins include changes from manufacturers, pro- blems to watch for, and procedures for handling new equipment added to the fleet. The bulletin sheets are laminated, and manuals are readily available to shop personnel. All tractors and trailers are to be washed, and all tires inspected and aired each week. Washing and tire charts are posted in each terminal. Terminal managers must report de- Miller's long distance central dispatch team of Woodie McDuffy and Marilyn Breedin use a computer to obtain maximum efficiency from the fleet, and fo cut response time to meet shipper requirements. Miller also has a local operations dispatch center. • Miller Transporters can count several longtime employees as one Hattiesburg terminal manager N L Carlisle now finds a computer of its operating benefits. Collins terminal shop foreman John CRT one of his management tools. Computer is used for making Carlisle has been with Miller for 26 years. reports to headquarters, and for communicating throughout the system. ;ree of compliance in their weekly :erminal manager reports to head- luarters. "Our compam• is known for clean equipment," says Bill Roberts, director of operations. `Clean equipment makes the driver :-appy, the shipper and his customer sappy, and presents a good image to :he public." The Jackson maintenance facility ncludes a seven-bay welding shop for major trailer work. The shop vas able to handle bottom loading con- ersion and vapor recovery installa- tion, and is used to convert used railers to meet .Miller's standards. The facility also has rebuild shops for engines, pumps, transmissions, :lifferentials, and other components. ~~ our of Miller's terminals are able to perform their own in-frame oyer- iauls. Miller Transporters may have a arger inventory than any truck parts store in Mississippi. The major storage is in Jackson, and each ter- ninal has its own inventory. Vehicle parts inventories are closely manag- ~d through computerized inventory ,ystem. All truck and trailer parts stored are assigned an eight digit Miller Parts Number. The system is patterned after ATA's Vehicle Main- tenance Reporting Standard VMRS) part numbering s}stem. Through use of a CRT screen, each terminal can quickly show the luantity on hand for any part. The computerized system is used for assembling company purchase orders, tracking parts used and costs, ind helping to avoid overstocking. ? • Miller Transporters started using computers in 1961, and is currently constructing a new computer room for its Sperry Univac 90140 system. Pictured from left are Bill Roberts, director of operations; Scott Miller, president; and Frank Farner, data process- ing manager. Miller recently worked with Ernst & Whinney on a computerized costing package. Each terminal receives one parts and tire delivery from Jackson each week. Local purchasing by terminals is limited to emergency require- ments. Mississippi Bandag, a com- pany started by Miller Transporters, handles all tire tracking and recap work. Recap tires are used on trailers and tractor drive axles. Another operations area in which Miller Transporters takes a back seat to no one is in safety and training. The company has a fulltime safety director, five fulltime safety super- visors, and 72 part-time driver trainers. The safety program stresses good hiring, extensive training and driver controls. "There are a lot of good reasons for safety, but one of the most im- portant is that it helps the company make money," says Terry Malone. He points to the fact Miller's in- surance cost of 1.03 percent of revenue was the best among leading tank truck carriers in 1981. Workers compensation costs were below one percent of revenue that year. Miller Transporters .. . several minimum qualifications. If under 25 years of age, he must be married. He must have a tenth grade education, pass the BMCS physical, have a valid drivers license, and must pass driving and BMCS regula- tions tests. He must also have two years tractor/trailer experience. In some cases, drivers have been hired from driver training schools. Once hired, the driver is placed on probation for 30 days training and observation. He rides with apart- time driver trainer, taken from the compan}•'s most experienced drivers, and receives three to five days train- ing for each product he will handle. The driver trainer certifies the new driver as qualified to handle each product. A new driver can be ter- minated based on the driver trainer's recommendation. The new driver must also pass a 100-question written test based on Miller's own detailed 74-page drivers manual. The manual covers com- pany procedures, product handling, defensive driving, equipment inspec- tion, what to do in case of an acci- dent, BMCS regulations and a varie- ty of other subjects. While riding with the part-time driver trainers, new drivers learn about the history of Miller Trans- porters, how to deal with customers, the elements of the company safety program, and other information that will make them the best driver for themselves and the company. Each new driver will also ride with a fulltime safety supervisor dur- ing the 30-day probation period. Each safety supervisor is responsible for safety and training at four or five terminals. During the course of a Driver Training Part of Miller Transporters driver training program involves materials from the Canada Safety Council's Pro- fessional Driver Improvement Course. Safety Director Tern• Malone reports the films and techniques contained in the course have been useful in his work. For information on the Im- provement Course, contact: Richard Green, Manager Traffic Section, Canada Safeh• Council, 1765 Boul St Laurent Blvd, Otta~~•a, Canada K1C 3V4. t t~ ~, • jF ~ 4 ~;E.; ,} I~ l~ _ • - ~ ~~ vl~. ,. ~r~~~~-- - ~ ~~ ~ N .. • Miller is using PVC pipe for the vapor recovery line on some of its gasoline trailers. Safety platform at top of ladder and grab handles on trailer help reduce "slip and fall" accidents. year, the safety supervisor rides with each driver in his area. The purpose of riding with experienced as well as newer drivers is to remind all drivers of safe driving and product handling procedures, and to help detect bad habits the drivers might have developed. Continuous Training Miller operates a fully equipped 45 ft safety van as part of its con- tinuous training program. The van has desks which can be used for classroom sessions and during filln and video presentations. The van has displays of product valves and emergency equipment which can be operated during training. The safety van is driven by the safety supervisor when it is schedul- ed for his area. It can be taken to ter- minals, or set up along the highway for short training sessions with drivers on the road. The van has also been used by police and rescue per- sonnel for training, and has been taken to several shippers for instruct- ing their employees. Since it started using the van, the safety department has been able to reach about 90 percent of the drivers for training each month. Drivers are not required to attend safety meet- ings, and are not paid to do so. However, incentives likes hats and jackets are often given out at the meetings. All tililler drivers are com- pany employees. The Miller safety department has also developed its own hazardous materials training seminar. The seminar runs eight hours, and is usually held on Sundays. Drivers are paid to attend the seminar, and all are expected to attend when di- rected. The seminar covers hazar- dous materials handling, regula- tions, and equipment. In addition to providing training and safety activities, the safety department im•estigates accidents and is responsible for Miller's emergency response program. The company has eight four-man teams Icoated throughout its prime oper- ating area. Team members have at- tended emergency response schools. Their main objective in responding to an emergency is to provide infor- mation and to contain product. Driver Controls Terminal managers are charged with direct supervision of their drivers. Drivers understand rules and regulations governing safety and conduct, and know they are subject to discipline or discharge for viola- tions. All tractors carry Sangamo 24-hour tachographs. The terminal manager is required to check all tach charts daily, and safety supervisors review charts when they visit their terminals. Speed is not a real problem, as Miller tractors are governed for 60 mph. The carrier uses safety patrols and radar to a limited extent. The safety department also conducts equipment and terminal inspections. Miller Transporters awarded 448 safe driving awards in 1982. At the end of 1982, it had 116 members in its million mile safe driver club, and seven members in the two million mile club which was formed last year. The company participates in state and national roadeos, and awards prizes in terminal safety and driving contests. Miller Transporters has made the moves required to keep it among the industry leaders in today's tank truck industry. It has also increased its commitment to the strong operations practices that made it a leader in the first place. ommrn ~=a N > f7 N p 9 ~ x nm m ~ 2~ 0 O o ~ c n ..UNc 0 ~oc`~ ~o~~ Em$Y o~^m LL X C r N ~ O O L X ~ ~ ecS~,-. 0 E y m o env O O ~pYN a=ax< i o ~~ .3 • ~w~~ ~~, .February 1984 Modern Spec~a~ issue: ;5.~. ~ ;~.:~ Maintenance ~;_.~~,_ -- . ._.... ~1 ~~.. . • • ~~- _: .~... ~ ~1~'1.r :~ I ~ _~ •-- ~^-•~~~ .z`..~..x~.,~-~. ~ ~~ . ~ R .~ t e `' ~~ - ~ '~ r _~ i s* ~_ ~, . ~ -- ~,,. ~s s ~ _. ....-` te`- r^ - ~ a'fwa -', • t ~ ~ ~ ~ ,~ ~~~ ~ ~i ti. Y Miller Transporters has developed a reputation as a maintenance leader in the tank truck industry. Maintenance policy is established by maintenance managers at Jackson MS, and carried out by terminal managers at Miller's 22 terminals throughout the South. Thts shop at the Mobile AL terminal is typical of those found at Miller's larger terminals. Leading bulk carrier shows Miller Time =Maintenance Time WHEN the last Class 8 tractor to be built at the International Harvester plant in Fort Wayne, In- diana, left the assembly line, it would have been a safe bet that the F-4270 tractor was destined for a long life. That is because the tractor was purchased by Miller Transport- ers of Jackson, Mississippi, a com- pany which has developed a reputa- tion as a maintenance leader in the maintenance-conscious tank truck industry. The first stop for any new tractor or trailer added to Miller's special- ized bulk hauling fleet is the mainte- nance shop, where it receives a thorough inspection. The visit to the shop is just the first of many the equipment will make on a regular basis throughout its service life with Miller. Miller Transporters operates some 600 tractors which are used to pull a variety of bulk trailers. Miller's 800-trailer fleet includes stainless steel trailers, gasoline trailers, asphalt and dry bulk units, and com- pressed gas trailers. As a major transporter of hazardous materials and one of the ten largest bulk haulers in the country, Miller Transporters has an obvious interest in keeping its equipment in top mechanical condition. Line responsibility for carrying out Miller's maintenance program rests with the terminal manager at each of the 22 Miller terminals located throughout the Deep South. Each terminal also has a mainte- nance foreman. The maintenance program is monitored at the staff level by Bill Netherton, director of maintenance, and Tom Johnson, assistant director of maintenance, both of whom are based at company headquarters in Jackson. Fulltime general office maintenance staff per- sonnel include a purchasing agent, mechanic trainer, and tire superin- tendent. With a large and dispersed fleet, and with a company top manage- ment which insists the maintenance program in practice be as described on paper, communications between headquarters and the terminals is an important element in Miller's suc- cessful program. Computers are used to assist in communications, but more traditional tools like the telephone, letter, and terminal visit keep everyone attuned to what the Miller maintenance objectives are, and how they are to be achieved. Weekly Report Miller terminal managers submit to headquarters in Jackson a weekly letter detailing activities at their ter- minals. Six of the 13 sections of the weekly letter deal with mainte- nance. They include: 1. Tires-report on number of 2B Modern Bulk Transporter • •~ • ', i~ E ~! AiiTION :lG~f ~'^M1titKt4TDFFDR~ PUS' ~ ~~ .._ Miller terminal managers have line responsibility for ensuring the maintenance pro• gram is fully implemented. Maintenance foreman Ken Hester (left) and terminal manager David Stewart make sure the Mobile AL terminal meets Miller standards. system, and is responsible for seeing that all mechanics receive necessary training in all phases of equipment maintenance. The fulltime position was established over two years ago, and Tom Johnson, assistant mainte- nance director, says he wishes it had been started even sooner. Williams covers general maintenance subjects, and also prepares special presenta- tions for the various maintenance campaigns Miller conducts. Com- pany maintenance procedures are continually being upgraded as a result of the preparation and re- search Williams does for his main- tenance classes, and he brings valu- able information back to headquart- `, .,,,. -r g~ ~ ~ . new and usable tires, tires for recap and in recap shop, and junk tires. 2. Maintenance-report of any major mechanical problems and re- port of tractor and trailer scheduled and performed inspections. 3. Maintenance campaigns-sta- tus of special maintenance cam- paigns in progress. Campaigns may include such work as reinforcing tool boxes, trailer bracket installations, and other specific company-wide maintenance projects. 4. Equipment-list of equipment out of service at each location, and reason for. being out of service. In- cludes recommendations for addi- tional equipment or makes known availability of equipment not being used. 5. Airings and Washings-All trailers and tractors are to be washed and aired weekly. Report is made of equipment serviced on schedule, or not serviced. 6. Facilities-Report on condition of buildings, cleaning facilities, shops, parts area, and other facilities used in support of the operation. The terminal manager letter also includes a list of equipment break- downs and drivers' hours lost be- cause of the breakdowns. The week- ly letter helps keep headquarters maintenance management current with what is happening in the field, and is one way of detecting problems which may have system-wide significance. Mechanic Trainer Another source of communica- tions is Miller's fulltime mechanic trainer, Johnnie Williams. Williams travels throughout Miller's terminal ,;~ Miller Transporters has a fulltime mechanic trainer who travels among company terminals conducting training classes and gathering information for improving Miller maintenance prac- tices. Trainer Johnnie Williams built this trailer to teach air conditioner maintenance. February 1984 r :F , ~ ~,~ ers from his trips to the field. While mechanics also attend factory schools conducted by major suppli- ers like Eaton and Detroit Diesel, most training is provided by the full- time trainer. Continuity throughout the system is also provided by detailed technical bulletins in Miller's Field Service Manual. Prepared by headquarters, the manual is used to keep mechan- ics informed about company main- tenance procedures. The manual currently has over 250 bulletins covering 35 topic areas ranging from air brakes, to electrical, to product pumps to wheels. The engine section contains 25 bulletins covering such s ~r ~'~ Miller changes tractor or trailer brake chamber diaphrams when brakes are relined. This contributes to safety and economy. Not having to bring the unit in for repairs each time a diaphram tails more than offsets cost of discarding dia- phrams with some useful life still remaining. 27 Parts Control & Inspection Control Assist in Control of Maintenance ~. _ - ~ ~ , Two Miller 42•ft customized vans are used to deliver parts and tires to the 22 terminals. Each terminal receives a delivery every seven days. The vans are also used to bring major com• ponents back to the rebuild shop in Jackson. ~,. , .. rt. ~ ~t ~ '+f I t yYa~ y'i~ ~t~ .14~ . .. .. MIIICR TR ~`ORT [RS, ANC. .r -, ~~~~ WASHING -- _ i ., . _,, i .. _~,_ is ~~"',*?`,`i[i±._~'S'T'~:1~p~-+-t"~'_~~" ._ ... i . _. ... i i i -tom r ,t _ ,r, s. .. ..: ,~ }, d Y,. ,.h kY ..ice- aa' _ y.K l , .~ _ , ' _-, ~, An important part of Miller's program is weekly airing of all tires and washing tractors and trailers. Washing and airing in- formation is tracked on charts found in each terminal, as well as on each piece of equipment. ' ®~ +~- ,~ S _ ~a ~C' ~,s 1 ro y" I ~~~~ Y:? ~M s• i~ >3~ <~ ,~ >. ~~~ ' ' t, ~~~ t ~ ~ ~ 'Y.- +~,'+,~ , `` q. ~~ +~~. 36, ~tn _ Miller has specified Bendix air dryers since 1966 and reports they are completely effective in removing moisture from the air brake system. Only maintenance required is changing the filter element at 200,000 miles. Treadplate is for safety of drivers connecting air lines. 28 i ~. ~~, . '~ Pat Morgan of the Mobile AL terminal can go in any Miller parts room and quickly find any part requested. That's because each parts room is set up the same way. Parts inven• tory and ordering are managed by computer based in Jackson. `~` 60 ~ ` J~~ ~~ ~ ~. ^. ~;/i ~ . ~: b Miller Transpo tires mounted ed for theft superintendent caps only if fle . y o ,.~A,~ ~'~ y- .~ A Betts 647•JJ terminal box located at midpoint of trailer makes troubleshooting trailer lights easier. Wires running from front to rear of trailer are cut and connected at the terminal box. This practice makes determining if problem is at front or rear of trailer easier. Modern Bulk Transporter a f' fs+ ~~ ~~ ~ ~~ -~ ~ i ~_ _ ` rters has standardized on Michelin low profile on Alcoa aluminum disc wheels. Tires are brand- control and performance tracking. Miller fire Bill Davis recommends use of air-through stem ets air weekly. ~• ~ . r 'M r~ -~-'~ _ ~ -. ,.,a, ~-"'rte i ~~ . ~;; =~. Detailed Field Service Manuals are found In shop areas of all Mlller ter- minals. Manuals are used to communi- cate Miller maintenance policies and procedures. Assistant maintenance director Tom Johnson shows manual which has laminated pages. Miller Time .. . topics as "Installation and break-in of rebuilt engines," and "Detroit engine stop cable clamp modifica- tion." The bulletins are updated as required, and new bulletins are pre- pared to cover new equipment to the fleet, or to address problems with equipment or procedures. The Field Service Manuals are found in each shop, and in each ter- minal's maintenance foreman's of- fice. Pages in manuals in shop areas are laminated to provide longer life. Parts Control Maintaining control over avail- ability and cost of parts required to support Miller's maintenance opera- tion is greatly assisted by use of a computer. The company purchasing agent, a member of the general of- ficemaintenance staff, has control of all parts purchasing and mainte- nance of parts inventories system wide. Most parts are supplied to the terminals from Miller's large parts warehouse in Jackson. This practice contributes to control of parts quali- ty and price. Parts inventories at all locations are tracked by computer, and all in- put to the computer is performed via a CRT in the parts department at headquarters. All parts used by Miller Trans- porters are assigned an eight digit Miller Parts Number in a system pat- terned after the VRMS part number- ing system. Tom Johnson points to many advantages of the computer- ized inventory system, including: 1. provides all terminals with a Jackson Parts Warehouse parts cata- logwhich lists all parts ever used and their latest purchase prices; 2. provides all terminals with parts catalog for their inventory; 3. provides weekly suggested pur- chase order by vendor for the Jackson Parts warehouse; 4. provides a suggested parts ship list from Jackson Parts Warehouse to the terminals; 5. provides vehicle parts expense data to Miller's general ledger are shipped from the Jackson ware- house via three routes which ensure each terminal receives a delivery every seven days. Mississippi Ban- dag, a Miller-owned company, uses two customized van trailers to de- liver tires and parts to Miller ter- minals. Maintenance Considered Maintenance is one of the major factors considered when Miller Transporters specifies new tractor and trailer equipment. There is much standardization on compo- nents, which contributes to inven- tory control and mechanics' famil- iarity with equipment. For example, regardless of which manufacturer Miller purchases trailers from, run- ning gear is specified the same. The tractor fleet is also highly standar- dized. International Harvester trac- tors equipped with Detroit Diesel engines and Fuller transmissions are the most common Miller tractor. Tom Johnson says Miller Trans- porters likes to be involved in the production process on their tractors from the beginning. An engineering review meeting is conducted with OEM engineers before the job be- gins; then a pilot review is made of the first tractor before the rest of the order is filled. Such meetings and reviews can save time and expense by helping the buyer and manufac- turer better understand what is ex- pected. In some cases, it can point out to the carrier those items which report; 6. provides terminals with a CRT screen (display) that shows the quan- tity on hand for a given part system- wide; 7. provides a suggested maximum and minimum adjustment sheet for all parts by terminal location; 8. provides a report that lists possible overstocked or obsolete parts; 9. provides a physical inventory worksheet for all terminals; 10. provides physical inventory total sheets which compare file quantities and physical inventory quantities for all parts; 11. provides reports which break down vehicle parts expense by vehi- cle system and terminal locations. The computer system has given Miller better control over its parts use, inventory and ordering than the cardex system previously used. Parts February 1984 29 MC•307 trailer is washed inside and outside at Mobile terminal. Terminal managers report on condition of wash facilities, maintenance shops, and other physical plants in weekly terminal manager's letter to Jackson. • Full pit provides mechanics good ac• cess to tractor and trailer undersides. Trailers are brought into the shop every 20,000 miles for major PM inspection. Miller Time .. . it may have overlooked or really wanted done a different way. Taking Delivery New tractors in the Miller fleet are sent directly from the manufacturer to the terminal where they will be based. There they undergo a thorough new tractor inspection and preparation which includes some 70 checks or services, and takes about 80 hours to complete on non-sleeper tractors, and 115 hours to perform on sleeper units. Miller mounts sleeper boxes itself. Other equipment installed includes product pumps and blowers. • This sleeper box will be mounted by Miller mechanics in Mobile. New trac- tors are sent to the terminal at which they will be based, where they are thoroughly inspected. Equipment such as product pumps and blowers are in• stalled at the same time. with a sound working cab environ- ment. Before being placed into service, the tractor is lubricated. Tire Care "A fleet doesn't run on rubber; it runs on air," says maintenance director Bijl Netherton. Much of Miller's maintenance program in- volves proper tire and wheel care. The program starts during the new equipment servicing. Tires are re- moved and branded, and Bandag Seal-Rite casing protector is install- ed. Wheels are balanced, and tire pressure is tested. Miller runs tires at c ~ ~~~~~ - `~ i .:y. ~. ~ ~ °w~' « i .~' ~' t' 4 ~.. ~ ~~ r.~ ~~ L~ ,,~ 2 {.,.b ~~ `~ Miller Transporters installs its own jackknife control system on tractors and trailers. Wings mounted to the ASF fifthwheel are designed to stop the trailer from turning when bolt at rear of fifthwheel plate reaches the wings. Johnson says the company has found it gets a more thorough job by having the mechanics at the ter- minal where the tractor will be based perform the inspection and equipment installation. "Mechanics take a real interest in equipment they know they will be responsible for maintaining," he observes. While the new equipment inspec- tion has turned up some significant manufacturing problems over the years, its main purpose is to ensure the tractor is tight and equipment is in proper working condition. All bolts are inspected for tightness, and fluids checked for proper level. The tractor is road tested and speedo- meter and tachometer, transmission and clutch, and steering are check- ed. Under the hood, the mechanic looks for signs of leaks, and ensures fan, alternator and air conditioner compressor belts are at the proper tension. Engine supports are torqued, and air inlet piping is in- spected for clearance and tightness. The tractor exterior and cab in- terior inspection includes 23 specific checks. Doors and glasses are check- ed for fit, alignment and operation.. Locks and keys are operated. Fuel tank mounting is checked. One drive wheel is jacked up and the mechanic checks operation of the power di- vider lockout and control system. Headlights are tested and adjusted if required. The Reyco 102 suspension is aligned and nuts torqued per specification. Inside the cab, all gauges are checked, safety belts are tested for operation, and seat control and track operation are tested. Every ef- fort is made to provide the driver 30 Modern Bulk Transporter • ~° Miller Time =Maintenance Time .. . 90 psi on both drive and steering ax- les. The tires are mounted and wheel nuts on aluminum disc wheels are torqued to 500 ft lbs for steering axle (dry) and 325 ft lbs for drive axles (lubricated). Miller's tire program is managed by fulltime tire superintendent Bill Davis. Almost all Miller tractors run on Michelin radial tires on Alcoa aluminum disc wheels. "The greatest thing we ever did was go to radial tires, and the next greatest thing was to low profiles," says Davis. He says the Michelin Pilote tires save weight and give longer service. Tires on Miller equipment are aired weekly. If a tire has a pressure of 75 psi or less, it is pulled to deter- mine what is causing the air loss. Davis makes regular inspections of terminals to ensure tire airing is be- ing performed. Miller uses air- through stem caps, but Davis does not recommend use of air-through caps unless a fleet has a strict weekly airing program. When tires are aired, the airing date is recorded with waterproof ink on a strip of tape affixed to the tractor or trailer, Taa Na M 38 S[IIYICINO aENfONN[l MUfT INITiµ •RaYLtxd 5-10-Bt [ACM ITEM AnfNDED and the same date is recorded on a wall chart in the terminal shop. Tires are branded and a complete history is maintained on each tire. The history includes the tire's manufacturer serial number so it can be determined when the tire was made, should problems arise. Davis says such problems are rare. Miller runs recaps on tractor drives and on trailers. Recapping is performed by Mississippi Bandag. Tractor PMs Miller has three scheduled tractor preventive maintenance inspections. An "L" inspection is made at 7,500 miles, and "LO" inspection at 15,000 miles, and a "B" inspection at 20,000 miles. The inspections are all conducted at the terminal level. Most repairs are also performed at the terminal. All failed components removed from tractors and trailers are in- spected at the central repair facility in Jackson. Bill Netherton explains there are a number of benefits to this practice. First, it enables the maintenance staff to make sure the MIIIER TRANSPORTERS. INC. -B- PM OPERATION • component has in fact failed. If the component is still usable, it is return- ed to service. Second, it allows staff to determine if the component can be repaired, and how it should be repaired. Finally, types of compo- nent failures sometime help pinpoint specific equipment or personnel problems. The L inspection at 7,500 miles can be completed in about one hour. The battery holddown, cover, latch- es and cables are checked. The bat- teries and box are washed. The en- tire brake system is checked for leaks. Blower air filter restriction in- dicators are checked. The chassis and U-joints are lubricated, as are cab hood, controls and seat. Lobe levels are checked in the transmis- sion, differentials, steering gear, and wheels. Coolant is checked and the oil filter is changed. Finally, the fifthwheel is lubricated, the whole tractor is checked for leaks, and the mechanic makes sure all grease and dirt has been wiped from seats, handles, steering wheel, etc. The LO inspection at 15,000 miles includes all checks from the L in- TRACTOR N0. - DATE MILEAGE- TERMINAL NOr OPERATION O i0 i i w l ~r 1 RO OKNAlaON o e0 s i w I , ~N OP[IM110N o i~ o ri I Cne[I la IuN IYOe. and rNer Itali I 27 CnK\ optulwn and [onddwn d nna5n~ta Hoer: 56 CnKI nanlnaf N slann am mourn mass . __.__ - f -- 57 II[Men IIMIYnUng npns arM [nK1 drrvt DtMi anKM:a, _7 Ckan hKla Ilwra AI I _ _ _ t Y _ __ _ _ _ I >x ~a~essa_au [oMdanmlcwnaessor -- I 3 w M n 6 M N l I8. tnKl hrt nhngwinn _narti - - 58 CNKI rr mlalt Nf DosvOk ka15 ~ mf U[ wpap r c bw Oil pghl wl CNKI rottmNer 1 t rn 1t 29. CNKI Slab _ HN ONtS -_ sun Ynai _ 59 AdiuN KtNnalor NDD IM,c\ onlYl . _ _ . u Y s11d comra hgM I ma delroslas N N now mN ~ so tnK1 mrame - _ _ e as l l n n - _ ~+ - 61Chtt1 emngtnq stop 18V71 DNroit OHM _ ~ 5 CnKI Nr w maKala ~ -__ s. ana sca 30 CnM up g ad e - 67 ChanK IuN hI1K ekmenO - 6 Sbri engine. tnKl an govermr <ul 0u11120 P511 - 31 llgnlen all scrcm msbe ca0 -' I ~~~°I'- ~ tnK1 OepuenCY 01 alt drYlf ryKlbn wl pre55ure gauge Wnmtl<r _ Iemperalure gang! 9 --- 71 tnKl operalwn of IKnOtraDN -' ~ - 61 Drrn rakr horn lul11lM - 3 an Haas- P10 enpgemeN _ --- - a 33. Cnttl mgn hmpenlwe hgM an0 Dell 65. Chtth sludge remoras. an tanY chKl rapes, dapk cNK1 rahm. dram rakr pan ali art Tanks 7 Cntt1 Inermalal _ _ -- -- -----' 31 CDNN NI rlring '~ ~. ~pN ~ gDNrna INlllperlx~ ~ - _ 8 enK1 Nr Iro[ dqm (Oelral onM n 6V92~2025 --- 9 ChK1 m ne RPM kr 500 H ~ 35 [ntt\ an hgMS mode ana alsbe - 67 CnK\ tolkr noes. utM [ad aM pkg. gkd nand rY00Ns br deserwrauon..ear, and fuppal ~ g p , . VT90}y175, OlhnwiP50 Unbadng~900 -_ _ l6 Cntt\ mnrws rNktkrs _-_-- ------ - _ I -i --' _B9. CnK1 W robot arM Mx for mr and tMllmt - 69 Cnet1 axle [nam0ers la boseness ana noels - -~ - 10 tNKI tnDlw alb etlrn:lwn l7 Cntt\ NI snot metal ___ atop _ __-_--. -_ 70 CNM aulomaln: sla[\ bluskr has harN fl" manmY~ - - I IA CNM wrgt aessur! DI Ia0K0nreYa 115 PSI Mm) __ I IB Cnech Mores ocuum RO' NTO Mal Pop aeswre 117 PSI) ump la kab +M M-pas: 190 PSI ~ 9001 flub test IT _ ~ I _ ~ 38 CnM uD crows __ klcnn nanOks _.. _ _ 39 CnKI and sasrce au <abawna - -- -~- ----J-- - _ - -~ ~ 3 -I e 1 1-71 W;usl Gales a manuN ITpe skcN aarysln__ __ 77 CnttN enlne au sY5!!m la hats ~ bales released ally Ma\m lpolld ailN Darlmt Galt On aM all p . 13 Road Itsl. thK1 tarKhXif N IKhotrapN 11 Cnttl anlareere Ian season) aM till radula I 71. tnK1 haniasswn tar ax ka15 RfKla rM at opasabM ra - ~ -_ 11 $001 m sno0 tnttl tlultn oaralwn -_,_- - -- ~'- ----- __ _ t i SNIRI MEN range-JOr range nkr um 15 Usin Nerd ease m mse M IYA IONraNI 11 PlmSat lest [a1n1 SYiI<m and [a0 --~ _ M i m 75. CMChpowr Ovbas bcN SYslem M operatM axl Nr kaxs _ ... _ p p . q y p , V . ICummON 6 MKl CMCO release orb Bbras I t3 CnttY nosh _ test ftrten ___- <r 76 Remor_nd clean annenlul aeNnpf _ -- N , 16 Re[aA Ih[\nns of aa\e hmng an Imm~nl sNae u - ---- -- 11 Cnen Ian alb has shad la trat\s LEMen mounhnt Ralf _ -t - - C z `a a~ n cnKl ,la hgaen lonsmawn ana was ease n.YSmg ,ne _ t 17 CNKI aN Ugm15 _ wID lomis_YOlts_ Mngn pearmts _ __ s I p G --_______ IS Cn_tt1 snullns M hats and proper 0ptralwn _ _ _/9 CNetY Name ~M members la crK\s GIN b0uness It Cnttl Iransmisswn, dlllnenlwl purer tale-al ,na ppras 16 CNKI radwla m0unllnl ppnf orb ilaT ra0i ~ 80 cnK~ luel and an I,n1_mounllnty aM Nehle" _- Omder input ana output tMn Oeanngs -_ __ 19 tNHI ax spings ana NrOUe u Oohs _ ~ _ t7 CNM Hood Hinges ana ins aM aa[Ith t8 tnKl Ian nuO lOehodl a rater pump INacl) Ia slxa ~~ r rg BI Cntt\ ttnausl pees and mulllass tar ka13 aM htMM n~nl-L---- TO tntt\ alb la a aN en me ana pan was wDpats ~~-~ -- au t ___--__-__.- _ ~ ' I.- ~ __ /9. Ckan tiler pump reeD Hole ~ 6V92 x ~ ?i au B7 CnKI rlwunlttng pons an oD. Dumpn. and rnr Ie110lfs On ap arer n I u0 bkT _ __ 11. CNKI aslance Deheen dote ask cenlen ' ! ; ana lal[nef 50 CNKI DaxM O0a MM'd01rn can . 83CnK1 tea end raalYas, fa[In 8 la ue arm _ _ _ 0 0ufanp _ _ _ _ __~_. and sWnes la U lams 77 CnKI aeaswg caamn Drnmts , . M [Ikt1 hRn rneel la sleet . . ~~55 L ~ 51. CNKN h,OrOmNas NaOmg N eKN tNl 16 s6R DNIasNt) I _ _ _ _ -_ ~ - - ~ 57 fNl rdN pIN N aoDas hest ~ f6 lxartale IatN rnM 13 CNKI aM htNIM SlRnng gemanlrng 00111 -~- ~._ = Ulacl r0xaga rapYb 1f 6 - 11 0 vops S5 I 71 CnKI la befMeis a ter m Oenmt urns. drat pasts, ~ . . . Y I gg CnKI Iw al aM lope kNs PYman rm. ik ro0 Md5 JIM \mg pm ~ St TIgMM aM spq OaOery code ckmpf 1 [~ gg Nla tease on sknmt rneN. oast. SeNS_ Goa NaAOn 75 3e1 hint nneNS N 1Y16~ ke~m tnK\ IIpN an 90 PohfA IrKNr d nttaD Miller's comprehensive "B" tractor inspection is performed at 20,000 miles. 32 Modern Bulk Transporter r~ u r_--:~ Miller Time =Maintenance Time .. . TRAILER PREVENTIVE MAINTENANCE OPERATION nPE o Fur o PNEVhunc O PETROLEUM OCHEMICAL OTNE0. TRA¢EA NO. TERMINAL DATE I 149 I e I 1. Ch«k br Drpper identrbcaeon on unit... 2. Ch«k, clean repeu ar replace aH detective ll hts end rail«ton 3. Ch«k end clan light cord aockel. Inepacl and .place delMWe conduit snd vnnn q. {. Ch«k ecense plea end mountrnq bracket, requtraeon card ceLbreevn chart end card holder . 5. Inspen mud Bap, lender. snd reerend protection. 6. Ina Mend repap damaged span ere urner, lendrnq qxr r sWlleq socket. 7. Clean grxse Irom krngprn. Inap«t pin end fihh whxl Diets for weer, cracks, or Ivoeeneaa H. Ch«k for broken epnngs, hangar end center hobs. Tighten U bolls (300 Fr Iba. torquel. 9. Irup«tlo. wom equaliser, radius rod bmhmga, hangar andlw under rage bolo. 30. LACK UP WHEELS: e) Check for loox whxl bxnnge end inept for whxl xel Irks Check whxl . of level. b) Broken wbee6 end lug eNds. c/ Inspect Lmnq 6 drum. on Ihinnxt ehw. Thickn<x of Lrdnq ring on thinnxt ehw uINIMUM AIlOWAH1E tHICKNESS ~ 1/{'. d) Inepe t br loon b rake chamber. Adjust brakx B menu 1 ypa. II aubmetrc aleck adlualen, ch«k trx trarN. Revlace ' Black edluster J more than 1 bx bevel. 13. Perform complete lubnceeon job. 12. APPLY TRAlIFR BRAKES AND CHECI(: a) Brake cham6era Iw srr leaks. bl Hoax avd Imx br Ixk h b a, c e nq~ Decks, end robing. cl Air valves for leek. 13. Dr«ormecl lrailaremagency line avd obsam operation of brekx.Ch«kglad hand rubber. 14 In.p«I condition of Tedder. 15. Trop«t beme, veaaal and auepenaion for crecke end evucmrel ladurea Crecka O YES D NO 16. Inspect epere ere chain br egheieve end del«ts. 17. Ch«k ene.ekid ayst•m. FIJ17 7RAlLEP INSPECTION 1. Ch«k rnndieon of Roorinq end headboard. 2. Ch«k condition of tar olio basket. PNEUMATIC TRAILER INSPECTION I. Ch«kair pads for hole. end ch«kimemelly for clogged condnioo. 2. Clean hetchea, ivap«t geakeb, lubncele and edlusl hinge. end 1«knq levee. 3. Nemmer ch«k void .emions for produn. {. Inap«t e,r supply end di«herge hone rack, or lobe. 5. Preaunn uml Ioubids of shop) and check: a) Blow down, 6 discharge velvx. bl Vessel, ur supply and di«herge hwx 4 Hatch covers and gaskets. d) Prevma gauges Im ro er o erat o d b k l p p p i n an ro en emx. el Operation of Lee ch«k valves. CHEMICAL AND PETROLEUM TRAILER INSPECTION 1. Ti hror all Berge bolt.. Inspect dome gasket. Ch«k eghlnex of dome Ld. 2. Check condreon d enmakid point on cnrwalk. 3. Inape<I ruDlure discs, vacuum valvx, Ixrble plugs. {. Check bottom loading venU. B. Ch«k csLbralion marker on peholeum trailer 6. Remove end lest rebel valves end pressure gaugx IDoea not apply to compreved gas Iradersl 7. Ivpecl reuel end unloading Lox for evidence of leeks. B Oil sod ch«k oPoretron of mixxl valves and cable 9. Ch«k od level rn hydrauLc pump. ]0 Ch«k unlxdmq hoax end covpLnga 11. Ch«k Lre eahnquuher it trailer has one timed. 12. Check teal del. on vxxl (Maavnum 2 yx . on "V" ch«ka l I3. Ch«k conddion end conectnesa of placards. 11. Txt Iloet control system wish ohm meter. IS. Prxaux txt steam pan end steam Traps. 16 wafer txt I I I in ems va v and duchar a velvx. Inap«png m«hanw and/or q ~rsl xni<e man must initial axh item ha .rend.. Lama ne.drnq lunha. anxvoa moat b brought to me xeeme a rb mmiaxnca Ivnmsn Thu ahauld M don. m vmnv Ux snviMr ah«I el paper. M39 Re.ud {/TrBO Miller Trailers receive a thorough preventive maintenance in- spection every 20,000 miles. spection. In addition, the water filter element is changed, engine oil and filters are changed, and product blower gear oil is changed. Any repairs made or defects noted during the L or LO inspections are noted on the inspection sheet. B Inspection Miller's B inspection takes about four hours to complete, and involves the checking or adjusting of approx- imately 90 items on the tractor. Each mechanic has a procedure book which tells how to conduct each function on the B inspection. Mechanics are instructed to com- plete the B inspection in sequence, noting any defects which might re- quire additional attention. At the completion of the inspection, the mechanic gives the complete form and list of any defects to his foreman for further instructions (details of B inspection presented elsewhere). 34 ~:u 'S +s Y ~ , i AI Backstrom checks MC•312 trailer shell thickness with~a Krautkramer Branson DM2 electronic thickness gauge. All MC•312 trailers are checked annually for shell thickness. Top and bottom checks are made of front and rear heads, and at front, middle and rear of shell. Trailers not meeting Miller stan• Bards are retired from MC•312 service. In addition to the L, LO, and B inspections, there are other mileage interval operations performed on tractors. These servicings are in- itiated by a form sent from Jackson maintenance management to the ter- minals. After the operation is com- pleted, the form is returned to Jackson with date and mileage at which the work was completed. Other work includes engine air filter change at 150,000 miles, air dryer element change at 200,000 miles, water pump change on Detroit Diesel engines at 200,000 miles, rod and main bearing changeout at' 250,000 miles and Bendix fan hub changeout at 200,000 miles. Miller has no set schedule for in- frame overhauls. Four terminals are equipped to perform in-frames. Out- of-frame work is sent to the rebuild shop in Jackson. Jackson maintains several spare rebuilt engines which can be exchanged with terminals sending engines in for rebuild. Trailer Maintenance As with tractors, new trailers receive a thorough inspection before being placed in service. Miller Transporters has increased the size of its trailer fleet in recent years as it uses its nationwide authority to a greater extent. Many of the newer trailers are MC-307 stainless steel single compartment trailers which afford the greatest opportunity for backhauls. The trailers are specified with a temperature rating of 400 degrees F, increasing their versatility. This re- quires the use of a ten gauge rather than 12-gauge shell, which increases trailer weight, but does provide a stronger, more durable trailer. The higher temperature rating also ne- cessitates the use of a Carbone rup- turedisc rather than a fusible cap for Modern Bulk Transporter truster Banks Jr inspects fire in fire area of Mobile shop. Miller radial tires are aired to 90 psi. If a fire has dropped to 75 psi or below, it is pulled to detect the reason for air loss. • emergency venting. Bill Netherton reports this has proven to be a trouble-free component. The new trailer inspection pro- cedure includes 21 specific tests or equipment installations. Tandem alignment is checked, radius rod bolts are torqued to 200 ft lb and spring U-bolts to 300 ft lb. Retaining chains are installed on dust caps and fittings. All lights are tested, and tires serviced as on tractors. Slack adjusters are checked for proper ad- justment and angle. Wheel bearing adjustment and oil level are check- ed, the trailer is lubricated, and a visual inspection is made of the tank interior. All trailers are inspected every 20,000 miles. Trailer inspections are tracked by computer, and the PM status of any trailer is immediately available on the CRT screen. Unlike tractors which generally remain at one terminal, trailers are sometimes moved throughout the system, so there is a need for a central tracking and notification source. Tank and bulk trailer 20,000-mile inspections include running gear and tank body and delivery equipment inspections. All structural repairs to trailers ~~ -~ - ~ •r are controlled by the manager of the Technology, Regulations central trailer repair facilit}• in Changes Seen in Trucking Jackson. Repairs are either made in Jackson's seven-bay trailer repair shop, or under the manager's direc- tion at the terminal. The shell and head thickness of all MC-312 trailers are monitored in a yearly check made with a Kraut- kramer Branson DM2 electronic thickness gauge. Trailers not measuring to Miller standards are retired from MC-312 service. Netherton reports the company had experienced venting problems with MC-312 trailers in the past because they could not find an ASME approved vent which would not corrode and freeze up after a period of time. They solved this problem by specifying an ASME ap- proved mechanical vent and a Girard MC-307 vent. Miller Transporters has been among tank truck industry leaders for years. With a specially developed maintenance program and experi- enced maintenance staff keeping equipment in top shape, the com- pany should continue to prosper in years to come. ^ Increased reliance on marketing strategies, the use of computer tech- nology and a complete re-writing of government regulations are the big changes seen in the trucking industry by a Miles City, Montaria transport company celebrating its 10th anniversary. Bill E G Balsam, president of Hornoi Transport Inc, cited marketing strategy as the big- gest single factor affecting the operations of his firm. "In 1974 we relied on gut feeling, but as we begin our 10th year we've gradual- ly changed our operating procedures around marketing philosophies devel- oped by the unregulated business world." Transporters are learning from the whole business community instead of on- ly other truckers, Balsam said . "Deregulation has hastened this change," he said, "although we've work- ed toward change and are convinced that with continual daily corrections the plans are working and will continue working far into the future." Balsam's transport firm ships petro- leum and petroleum products throughout the Northwest and has intrastate authori- ty in Montana, Wyoming .and North Dakota, with interstate service in those states plus Washington, Oregon, Idaho, South Dakota and Minnesota. .~--- ~ ; r rr _ __ ..+.. ~~ , =-=~, ~. .. ,, ~, ~t - _~ ,r;,. I - a ""~'"z,....~, ~ ~ ~F,:. ~ ~ -.a.~«.. ,~fAr6r Y~ ~ r~.a.:: .r.p~L`~..~~,~.~.. ;_~a,..'~..:~...'ik~:~.,11a,~ FOR MORE INFORMATION CONTACT: REPRESENTATIVE G & K Tank Co. 5844 Sheridan Ave. So Minneapolis, MN 55410 (612) 553-1435 Omaha Truck Trailer Inc. 7700 L Street Omaha, NE (402) 331-6620 7500 Gallon Aluminum 6800 Gallon Steel Asphalt Semi-Trailer An OMTEC Steel or Aluminum Asphalt Unit is fabricated with the most advanced, automated welding systems to assure ' the highest quality and dependable service. mtec DEALER Kraft Tank Co. 2921 E. 88th Terr. Kansas City, MO 64113 (816) 561-0111 OMAHA TANK & EQUIPMENT CO. 13706 Giles Road • Omaha, NE 68138 (402) 896-1800 February 1984 Circle N23 on Reader Service Card on page 99 35