HomeMy WebLinkAbout04-19-84 Zoning Board of Adjustment MeetingC •
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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
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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.
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EXHIBIT "A" PAGE '3 Of 3
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l SUItV(Yt CO. ~ `1 (I.NU 1V[YIt~G CO.
April.21, 1981
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'. 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
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EXHIBIT "A" PAGE 1 of 3
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LaU~ RUrI[Y CIRCLE
t~UUSI UN, 7 (Y. ~$ 77D87
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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
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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 ~~
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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 •
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~ 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 ~
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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.
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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
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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.
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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
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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.
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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.
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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
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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.
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.February 1984
Modern
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Maintenance ~;_.~~,_
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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
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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-
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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 , ~
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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
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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
~. _
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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.
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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.
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>.
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t ~ ~ ~ 'Y.-
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~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
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RO OKNAlaON
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gauge Wnmtl<r _ Iemperalure gang! 9 ---
71 tnKl operalwn of IKnOtraDN -' ~ -
61 Drrn rakr horn lul11lM -
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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
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gDNrna INlllperlx~ ~ -
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35 [ntt\ an hgMS mode ana alsbe - 67 CnK\ tolkr noes. utM [ad aM pkg. gkd nand rY00Ns
br deserwrauon..ear, and fuppal
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VT90}y175, OlhnwiP50 Unbadng~900 -_ _
l6 Cntt\ mnrws rNktkrs _-_--
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--' _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 _
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~ 38 CnM uD crows __ klcnn nanOks _.. _ _
39 CnKI and sasrce au <abawna - --
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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
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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
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11 $001 m sno0 tnttl tlultn oaralwn -_,_-
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15
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ICummON 6 MKl CMCO release
orb Bbras
I t3 CnttY nosh _ test ftrten ___- <r 76 Remor_nd clean annenlul aeNnpf _
--
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16 Re[aA Ih[\nns of aa\e hmng an Imm~nl sNae
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11 Cnen Ian alb has shad la trat\s LEMen mounhnt Ralf _ -t -
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`a a~ n cnKl ,la hgaen lonsmawn ana was ease n.YSmg ,ne
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17 CNKI aN Ugm15 _ wID lomis_YOlts_
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purer tale-al ,na ppras 16 CNKI radwla m0unllnl ppnf orb ilaT ra0i
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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 ___--__-__.- _
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pump reeD Hole ~ 6V92 x
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au B7 CnKI rlwunlttng pons an oD. Dumpn. and rnr Ie110lfs On
ap arer
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11. CNKI aslance Deheen dote ask cenlen ' !
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ana lal[nef
50 CNKI DaxM O0a MM'd01rn
can .
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~~55
L
~ 51. CNKN h,OrOmNas NaOmg N eKN tNl 16 s6R DNIasNt)
I
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13 CNKI aM htNIM SlRnng gemanlrng 00111
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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
~~ -~
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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.
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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