Overdrive Magazine | Trucking Business News & Owner Operator Info
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20 | Overdrive | November 2015 LOGBOOK Why do I have to top-off oil in my engine? Most of you probably check your oil level each day or when you fill your fuel tank. Low oil level can lead to faster degradation (oxidation) of the oil, faster consumption of the oil additives and potentially shorter engine life. When discussing the issue of oil consumption, we must keep in mind that there are only two ways oil is consumed in a diesel engine: oil is either burned in the combustion chamber or it leaks through seals or gaskets. There are also a number of factors or conditions that can affect the amount of oil an engine consumes. Some of the factors that affect oil consumption include engine idle time, driving conditions, load, terrain, engine operating temperature, oil volatility, fuel dilution, and miles on the engine. Another important point to remember is that no two engines are alike. You may have noticed that engine oil consumption has been reduced with late model trucks. New oils help control piston deposits which results in better oil consumption control. Newer piston and piston ring designs, along with changes in engine operating conditions, are also factors. Oil formulation can help provide the best oil consumption control. Premium motor oils are formulated to exceed the most current requirements of all North American truck engine manufacturers, as well as those of the American Petroleum Institute. Shell Rotella ® engine oils are formulated with a careful balance of detergent, dispersant, anti-oxidant and anti-wear chemistry designed to maximize engine protection. Adding a gallon of oil every few thousand miles was once common. We now see late model engines that will go an entire drain interval without requiring that any additional oil be added. However, we still recommend you check your oil daily and top-off as required. To further help monitor conditions in your engine, we recommend having an oil analysis program. It is one of the most effective ways to monitor the condition of your engine. A regular oil analysis program helps you build a historic database and watch for trends in a variety of areas. Ideally, you want to analyze a sample of used engine oil after every oil change. By Dan Arcy Shell Lubricants The term "Shell Lubricants" refers to the various Shell Group companies engaged in the lubricants business. This monthly column is brought to you by Shell Lubricants. Got a question? Visit ROTELLA.com, call 1-800-BEST-OIL or write to The ANSWER COLuMN, 1001 Fannin, Ste. 500, Houston, TX 77002. The shortage of truck drivers will reach nearly 48,000 by year end and could grow further, according to an American Trucking Associa- tions report released last month. "The ability to fi nd enough qualifi ed drivers is one of our industry's biggest challenges," said Bill Graves, ATA president and chief executive offi cer. "This latest report plainly lays out the problem – as well as some possible solutions – to the driver shortage." The report, ATA's fourth major analysis since 2005, also shows that if current trends hold, the shortage may balloon to almost 175,000 by 2024, due to industry growth and a retiring workforce. ATA's research found that 88 percent of carriers said most applicants are not qualifi ed. ATA's analysis does not factor in the impact of federal regula- tions, such as electronic logging, on the shortage. Possible solutions, according to the report, include increasing driver pay, getting drivers more time at home and improving the image of the driver and their treatment by all companies in the supply chain. – Staff reports Driver shortage swells, ATA says ATA's analysis on the driver shortage does not factor in the impact of federal regula- tions such as electronic logging. Carrier spending on fl eet equip- ment upgrades and increases in driver pay more than off set lower fuel prices in 2014, according to the annual "Operational Costs of Trucking" report issued by the American Transportation Research Institute. Driver wages and equipment and maintenance costs saw signifi cant jumps, with driver pay rising 5 percent from 2013 and equipment and maintenance costs climbing 41 percent. Driver wages, the second most costly item behind fuel, rose 2.2 cents to 46.2 cents a mile. ATRI attributes the increase to carriers' eff orts to mitigate the current and projected driver shortage. Combined, fuel costs and driver wages alone made up more than 60 percent of carrier costs. Driver wages and benefi ts, fuel costs and equipment costs – including repair and maintenance – made up 91 percent of carrier costs in 2014. The average marginal cost-per- mile for carrier operations rose in 2014 more than three cents to $1.703, up from 2013's $1.676. Fuel still remained carriers' largest per-mile cost, 58.3 cents in 2014. The per-mile average cost of fuel in 2014 fell 6.2 cents from 2013's 64.5 cents. – James Jaillet Report: Carriers paid drivers 5% more in 2014