September 2014

Overdrive Magazine | Trucking Business News & Owner Operator Info

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36 | Overdrive | September 2014 HEALTH What's this new diesel engine oil I'm hearing about? You are probably hearing or reading about a new API category in development for heavy duty diesel engine oils. This new category, currently referred to as Proposed Category 11 (or PC-11), is under development as you read this. So what is it and why are things changing? In simple terms, when engine technologies change we often see a new oil category introduced. This was true in October 2006 when the current API CJ-4 category was launched. At that time, we needed to work with new technologies like diesel particulate filters and the anticipated higher operating temperatures of some engines. In the past, changes were typically driven by reducing particulate matter and NOx emissions. However the driver for this round of changes is a little different. Truck manufacturers are adapting their technology to develop next-generation diesel engines to meet emissions, renewable fuel and fuel economy standards, as well as to meet CO2 and other greenhouse gas emissions mandates due to be introduced in the next few years. PC-11 will be a significant undertaking for the industry not just in North America but also globally. The engine manufacturers have to respond to new regulation such as renewable fuels mandates, on and off-road exhaust emission and greenhouse gas emission standards. There are also changes to the hardware and operating strategies of engines which can introduce factors such as: increased power density, increased combustion and injection pressure, increased in-cylinder NOx reduction, higher oil temperatures and wear resistance coatings. As an industry we must keep pace with such developments and of course, give the market the products that it needs. This is why the American Petroleum Institute, Shell Lubricants and others in the industry are looking to provide changes in the new oils that include improvements in oxidation stability, aeration benefits, shear stability, biodiesel compatibility and scuffing/adhesive wear protection. This will mean developing new engine tests and modifying existing engine tests for deposits and oil. The development of this specification is well underway and the planned launch is early 2016. We'll keep you updated on developments for the new specification and the next generation of Shell Rotella ® engine oil products. 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 - 231 - 6950 or write to The ANSWER COLumN, 1001 Fannin, Ste. 500, Houston, TX 77002. Text INFO to 205-289-3555 or visit www.ovdinfo.com ton prefer in-lab testing. Because of the possible confl ict of interest, Rosarion cautions operators to avoid examiners who use any in-house apnea-testing services. Understanding initial treatment Successful treatment often results in greatly improved health over time – weight loss, better rest, improved blood pressure and the like. Cases where the condition ceases to require treatment have been documented. Successful treatment, McDermand says, normally would require a report from a modern CPAP machine showing an apnea-hypopnea index (AHI) measurement below fi ve, "in the normal range" and/or evidence of usage of at least 70 percent, or four hours daily. The fi gure "came out of Medicare reimbursement guidance. If you're prescribed a CPAP and you're not using it at least that much, your insurance company likely won't pay for it," Stanton says. Most good sleep doctors "like to see at least six if not seven hours," Stanton says. The AHI measurement from contemporary machines is crucial, however, to know if treatment is truly effective. "When you get your download [from the CPAP machine's SD card], don't just look at how many hours, but was it doing any good?" Rosarion says the particulars of the case determine whether a temporary certifi cation is justifi ed. "If I have a 300-pound guy who's saying he's very sleepy, and he's driving long-haul and hasn't been treated for sleep apnea, I wouldn't give him" any kind of certifi cation until he's tested, he says. Ongoing auditing requirements If the test comes back positive, certifi cation thereafter typically will be for a single year. "Every year, they have to walk in with a compliance report" that shows evidence of CPAP usage, says McDermand. If treated surgically or via another method, sleep testing will be necessary to show effectiveness. Rosarion suggests that ongoing consultation with a sleep specialist is the way that most of his apnea patients treat it. Using Stanton's anal- ogy, drivers would get their "sleep PM" before hitting the road to get their offi cial medical certifi cation. · In-lab sleep study: $900 to as much as $2,000, by some estimates. · At-home portable sleep study: $200 to $300. Phoenix Sleep Solutions (phoenix- sleepsolutions.com) offers a $250 at-home study to members of the Owner-Operator Independent Drivers Association. · CPAP device: $900 to $1,000 for quality continuous positive airway pressure machine with direct 12-volt connection, says Bob Stanton. Units below and above that range are available, though not always ideal for drivers. The CPAP device is the most common treatment for apnea. · Dental appliances: Currently in high range, given new technology to track compliance. Asso- ciated downtime fi tting the device is high, says Stanton. · Surgical treatment option: Estimates vary widely. Potential apnea hard costs

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