The Trucker News Staff

About The Trucker News Staff: The Trucker News Staff produces engaging content for not only TheTrucker.com, but also The Trucker Newspaper, which has been serving the trucking industry for more than 30 years. With a focus on drivers, the Trucker News Staff aims to provide relevant, objective content pertaining to the trucking segment of the transportation industry. The Trucker News Staff is based in Little Rock, Arkansas.

Posts by The Trucker News Staff

Bendix Tech Tips: Get ready for winter weather now

By The Trucker News Staff - September 26, 2024

AVON, Ohio – Fall has officially arrived in North America, which means temperature swings, cooler weather, and wintry conditions aren’t far behind. Now is the ideal time for fleets and truck drivers to prepare vehicles for what’s to come: This edition of the Bendix Tech Tips Series aims to help trucking professionals keep things rolling safely in the winter months. Guarding the Air Supply Commercial vehicle compressed air systems are connected to more vehicle technologies than ever, from brakes to automated manual transmissions (AMTs) to emissions controls and advanced safety functions like stability control and collision mitigation. All of these technologies depend on a reliable supply of clean, dry air to operate safely and effectively – which can be tricky to manage as a vehicle experiences temperature changes and freeze-and-thaw cycles because of water accumulating in the air tanks. “Once the weather starts getting cold, we recommend manually draining the air tanks to purge any moisture left over from the warmer, wetter months,” says Brian Screeton, manager – technical training and service at Bendix. “It’s a good practice to drain them every three months for a typical line haul truck, and vehicles like vocational trucks that use a lot of air might even require monthly or weekly draining.” Bendix also recommends replacing both the air dryer cartridge and the purge valve, especially if neither has been recently replaced or if you see moisture when the tanks are drained. Another sign that it’s time for a new cartridge is excessive air consumption. Service personnel should always follow manufacturer recommendations when changing the air dryer cartridge to ensure optimal performance. Failure to do so could result in property damage and/or injury. “Moisture in the system can condense and freeze in winter, heightening the risk of valve and brake malfunctions,” Screeton says. “The dryer is a crucial part of defending the system against moisture year-round, but particularly in cold weather. Additionally, since most truck manufacturers equip their vehicles with oil-coalescing cartridges like Bendix® PuraGuard®, you’ll want to make sure you replace these like-for-like: Oil aerosols passing through standard cartridges can shorten component life and lead to system troubles. You can always upgrade a standard cartridge to an oil-coalescing, but not the other way around.” Since corrosion and grit accumulation are accelerated in winter due to snow, ice, and road treatments, it’s good to start the season with a new purge valve, too. Bendix maintenance kits include both the cartridge and purge valve for this reason, and some come with a cartridge pressure protection valve as an additional seasonal replacement. As winter approaches, Bendix also offers an important reminder about using de-icing solutions to clear a frozen air system: While the practice is sometimes necessary to get a truck back on the road quickly and safely, it also means keeping a close eye on the affected area afterward, and the air system as a whole. “De-icing chemicals can damage air system components like valves and O-rings, so drivers should try to limit the amount of the de-icing chemicals used to the affected area as much as possible,” Screeton advises. “And later on in the garage, make sure those parts are inspected closely for any signs of corrosion or weakness and the air brake system continues to work properly.” An Eye on Brakes Regular inspections and proper lubrication are the keys to effective preventive maintenance for brakes and wheel-end components as winter nears: Get them ready now, before facing the tests of snow, ice, and sleet. “Winter walk-arounds certainly aren’t fun when the weather is nasty, but you’d much rather spot a potential problem before you get on the road,” says Keith McComsey, director – air disc brake and systems product group at Bendix. “Drivers will want to look carefully for damaged or corroded air brake chamber housings – ice chunks or winter-broken pavement can knock things loose, and harsh road chemicals can give corrosion a damaging foothold.” During garage maintenance, technicians should check the chambers to make sure dust plugs are seated properly to prevent internal damage caused by corrosive materials getting inside the chamber. If it’s necessary to replace a chamber, some applications may benefit from the extra protection provided by a sealed chamber. As an added layer of security against contamination, the Bendix® EnduraSure® Pro™ sealed air chamber incorporates a dust plug with an integrated check valve. Air can escape, but moisture and other contaminants are prevented from entering the chamber. “If you’re checking a vehicle with air disc brakes, inspect the boots for damage like punctures or tears,” McComsey said. “Any opening into the caliper can lead to corrosion. Technicians should also check the integrity of the caliper slideability and replace any worn or damaged parts.” Once the brake is assembled, make sure the shear adapter cover is in place and properly seated. Pads should move freely in the carrier; if they don’t, then remove them and clean the carrier surface with a wire brush. The brake should also move freely on its guidance system. McComsey continued, “It’s also important to examine the brake rotor surface on all wheel-ends to confirm there are no stress cracks or, if cracks are present, they do not exceed the depth and length outlined by the rotor manufacturer.” Finally, getting wheel-ends ready for winter means lubricating all the appropriate components to keep moisture from building up and enabling corrosion. Automatic slack adjusters, clevis pin connections, cam tubes, shafts, and bushings should all be newly greased in advance of the season. Inspecting ADAS Across North America, winter can bring a regular parade of rapidly changing and unpredictable road conditions: Wind, snow, ice, and freezing rain can make for a challenging mix, and driver-supportive technologies like stability control and collision mitigation can help make a difference when properly maintained. Before hitting the road, drivers should check for any active diagnostic trouble codes (DTCs) and make sure any external cameras or radars are clear of snow and ice. Obstructions to these sensors can affect the performance of forward- or side-mounted collision mitigation technologies and lane departure warning systems. “Technicians should ensure any tire pressure monitoring systems are operating properly, especially in the winter months where larger temperature swings can occur,” says TJ Thomas, Bendix director of marketing and customer solutions. “And along with drivers, they should be watching tires for tread depth and unusual wear such as cracking, as well as making sure all wheel bolts are tightened.” The electrical connections from advanced driver assistance systems (ADAS) to other vehicle components should also be examined in the garage to keep them secure and watertight as a guard against corrosion and moisture contamination. “Winter can be tough on trucks and their drivers,” Screeton says. “With the right preventive maintenance and vigilance, fleets and the professionals behind the wheel can help keep vehicles on the road and in good operating condition so everyone makes it safely to their destination.”

CarrierForge: Simplifying your path to trucking independence

By The Trucker News Staff - September 9, 2024

SPONSORED BY CARRIERFORGE If you’re a seasoned owner-operator who’s always run under another carrier’s DOT number or a professional driver ready to step into full independence, CarrierForge is here to help you take the next big step. Our mission is to make starting your own trucking business easier, faster and more affordable by providing you with the knowledge, tools and support you need to get your new authority up and running with confidence. Why Choose CarrierForge? Starting a new trucking company can feel like navigating a maze. Between filing the correct paperwork, securing the necessary permits and understanding compliance requirements, many aspiring business owners end up overwhelmed by the complexity and hidden costs of the process. That’s where CarrierForge comes in. Founded by industry veterans Matt Roherty and Brendt Peeters, with over three decades of combined experience, we know the challenges new carriers face and are dedicated to helping you overcome them. We have helped countless clients untangle the web of errors that can arise when business owners attempt to file their DOT numbers without fully understanding the process. For example, many new business owners are not clear on the differences between general goods, household goods or exempt commodities. They don’t know the specifics of being a private versus a for-hire carrier or how many cargo types they should list. Understanding these distinctions is crucial — not only for compliance with regulations but also for determining your insurance eligibility. By guiding you through these and other decisions, CarrierForge helps you avoid facing unexpected expenses, delays or legal challenges down the road. How We Simplify the Process At CarrierForge, we guide you through the steps to become a legally compliant for-hire carrier. We help you consider critical operational items, find quality service providers willing to work with new authorities, and keep track of every step and decision along the way. Unlike other services, we provide straightforward, self-guided permitting services that are both informative and affordable. Clear, Simple Guidance: Our process is built around simple, easy-to-answer questions about your operations, and we alert you when you’ve selected an uncommon or potentially costly setup. Every decision you make has an impact, and we’re here to ensure those impacts are positive. Cost-Effective Services: While many companies charge high fees for filing paperwork or use a “free” DOT number as a bait-and-switch tactic, CarrierForge is transparent about costs. You can get your USDOT number with CarrierForge for as little as $117.47, or bundle it with an MC authority application for just $477.47. With CarrierForge, you get more than just a number — you get the confidence that your business is being built on a solid foundation from day one. Support with Essential Compliance: From obtaining a USDOT number to securing your MC authority, we handle the paperwork so you can focus on running your business. We also help with additional permits such as HVUT 2290s, State Highway Use Permits and more. Understanding the Costs Starting your own trucking company involves several expenses. While some costs are predictable, like business filings or basic compliance requirements, others, such as equipment and insurance, can vary widely. Here’s what you can expect: Equipment Costs: Whether you buy, lease or rent, the cost of equipment can fluctuate greatly. We help you understand the pros and cons of each option, ensuring you make the right choice for your business. Insurance Costs: Factors like your location, driving history, cargo types and equipment will affect your insurance rates. We help you find the best options for your needs. Predictable Startup Costs: Beyond equipment and insurance, you’ll need to consider expenses like business structure filings, USDOT and MC numbers, and specific compliance requirements. Our guidance ensures you’re prepared for these predictable costs. Typical Timeline for Setting Up a Trucking Company For most CarrierForge clients, the goal is to set up interstate operations to maximize freight opportunities from the start. Here’s a general timeline for the most common equipment types (subtract three weeks for intrastate operations): Cargo Vans: 3-4 weeks Non-CDL Box Trucks and Hot Shots: 4-5 weeks Semi Tractors, CDL Box Trucks and Hot Shots: 5-6 weeks The Steps to Independence Launching your own trucking business doesn’t have to be daunting. As your digital business mentor, here are the key steps we’ll guide you through: Establishing a Business Entity: Setting up an LLC or S-Corp can offer tax advantages and liability protection. We’ll help you understand the process and expedite your filing where needed. Securing Your DOT and MC Numbers: Getting your USDOT number is just the beginning. We ensure you understand the requirements and timelines for obtaining your motor carrier authority so you’re ready to operate when your paperwork is complete. Applying for Additional Permits: From state-specific permits to tax accounts, we simplify the process of obtaining the right documentation to keep your business compliant. Acquiring Equipment: Whether you already have equipment or need to acquire it, we offer insights into the best strategies based on your budget and needs. Start Your Journey with Confidence CarrierForge is here to turn your dream of independence into reality. We’ve helped countless clients avoid the pitfalls of DIY applications, hidden fees and costly mistakes. Our experience, transparency, and dedication to your success set us apart as the one you can trust to guide you through every step of your startup journey. Let us handle the details so you can focus on what you do best — driving your business forward. Connect with CarrierForge today to learn more about how we can help you establish your own authority and start your trucking company with confidence.

Kenworth Chillicothe Plant hosts 3rd Annual Kenworth Truck Parade

By The Trucker News Staff - June 20, 2024

CHILLICOTHE, Ohio — The Kenworth truck assembly plant in Chillicothe, Ohio, recently held what has now become the annual Kenworth Truck Parade in downtown Chillicothe. This year, the parade paid tribute to the plant’s 50th anniversary. The 2024 Kenworth Truck Parade featured more than 60 new, classic and customized Kenworth trucks, including a vintage 1923 Kenworth and models built in the 1940s, 1950s and 1960s through to present day trucks manufactured at the Chillicothe manufacturing plant. This year’s parade occurred during the plant’s 50th anniversary. Kenworth Chillicothe officially opened on March 4, 1974, and the plant’s first truck — a Kenworth W900 — rolled off the assembly line a day later. To commemorate this milestone, the parade was led by the 1923 Kenworth and a very special passenger: parade grand marshal and 50-year Kenworth Chillicothe employee, Dan Murphy. Murphy, a well-known and respected plant employee, was hired just days after the plant first opened in 1974. He began as a production specialist, was promoted to section supervisor, and served as liaison engineer until his retirement in May of this year. The final truck in the parade was a T680 high-roof sleeper specially wrapped in a design honoring the plant’s anniversary with historical images of Chillicothe, landmarks in the community, photos of the manufacturing plant and past truck parades. The parade concluded with a live performance by The Mantz Brothers band from Nashville on a trailer pulled by the T680 set up as a full-production concert stage. “The Kenworth Truck Parade has become a beloved June tradition in Ross County, made even more meaningful this year with the opportunity to celebrate 50 years of producing The World’s Best Trucks in Chillicothe,” said Jack Schmitt, Kenworth Chillicothe assistant plant manager. “We are grateful to this incredible community and the drivers who travel from near and far to make this special event so successful year after year.” Leading up to the truck parade, the Kenworth Chillicothe plant held events at its facility for drivers and their families participating in and attending the parade. Drivers had an opportunity to tour the Kenworth Chillicothe plant to see where many of Kenworth’s trucks are built. The plant also hosted an employee event on the plant’s property during the day of the parade. To support the local community, the Kenworth Chillicothe plant and the United Way of Ross County teamed up to coordinate a 50/50 raffle, with proceeds going to the United Way of Ross County. During the parade, Kenworth Chillicothe employees and members of the United Way of Ross County walked around the event to sell raffle tickets. The Kenworth Chillicothe plant also raised money for the non-profit organization through sponsorships of the VIP area along the truck parade route. In total, more than $37,540 was donated to the United Way of Ross County. The Kenworth Chillicothe plant opened in 1974 and is located on a 120-acre site 50 miles south of Columbus, Ohio. The 622,000 square-foot plant features advanced manufacturing technologies, including robotic assembly, and a state-of-the-art paint facility that utilizes the latest technology in the industry. The multi-level paint facility went into production in October 2021 and is equipped with bell spray head technology that improves the appearance and transfer efficiency of the paint. In 2022, the Kenworth Chillicothe plant received two Manufacturing Leadership Awards for its new Kenworth Paint Facility and Henrob Error Proofing project from the National Association of Manufacturers.

NMFTA set to host 3rd CyberTruck Challenge

By The Trucker News Staff - June 20, 2024

ALEXANDRIA, Va. — The National Motor Freight Traffic Association (NMFTA) will once again serve as the lead sponsor for the CyberTruck Challenge. This year marks the third year that NMFTA has served in this sponsorship role, according to a news release. During the five-day event, college students from the U.S. and Canada learn about cybersecurity challenges through hands-on instruction and take advantage of career-related opportunities. This year’s event is set to take place June 24-28 in Warren, Michigan. “The CyberTruck Challenge provides an opportunity for industry professionals and interested students to learn more about heavy-vehicle cybersecurity,” said Debbie Sparks, executive director for NMFTA. “It is an experience that covers various disciplines and organizations within the supply chain, providing awareness, expert influence, and academic training directly by accomplished dedicated leaders. NMFTA always looks forward to this event as it gives us the chance to positively influence the next generation of leaders while equipping them with all the tools and resources needed to excel in this space.” As the lead sponsor, NMFTA will cover airfare, lodging, and meals for all attending students. Additionally, Ben Gardiner, senior cybersecurity research engineer for NMFTA, will teach a session, “Vehicle Hacking 2,” during the instructional part of the challenge. The CyberTruck Challenge’s mission has two primary objectives: Develop the necessary talent that can come into the industry and address the existing cybersecurity challenges facing transportation and trucking Build a community interested in continuously collaborating to address and solve these challenges “As the industry leader in heavy-vehicle cybersecurity research, with various experts on staff, it’s our priority at NMFTA to dedicate both our time and knowledge to the next generation of professionals,” added Sparks. “We’re proud to sponsor the CyberTruck Challenge as this event does just that.” To learn more about NMFTA’s mission, advocacy, services, resources, and industry conferences, visit www.nmfta.org.

MassDOT says scammers targeting toll customers

By The Trucker News Staff - June 20, 2024

BOSTON — The Massachusetts Department of Transportation (MassDOT) is warning EZDriveMA customers of a text message-based scam, also known as smishing. The scammers are claiming to represent the tolling agency and requesting payment for unpaid tolls, according to a news release. “The targeted phone numbers seem to be chosen at random and are not uniquely associated with an account or usage of toll roads,” the news release notes. “Customers who receive an unsolicited text, email or similar message suggesting it is from EZDriveMA or another toll agency should not click on the link.” MassDOT is underscoring that: EZDriveMA will never request payment by text All links associated with EZDriveMA will include www.EZDriveMA.com The EZDrive smishing scam is part of a series of smishing scams that the FBI is aware of. The FBI recommends individuals that receive the fraudulent messages do the following: File a complaint with the IC3, www.ic3.gov Include the phone number from where the text originated Include the website listed within the text Check your account using the toll service’s legitimate website Contact the toll service’s customer service phone number at (877) 627-7745 Delete any smishing texts received If you clicked any link or provided your information, take efforts to secure your personal information and financial accounts. Dispute any unfamiliar charges. MassDOT encourages all customers to stay alert to these types of scams and to contact us at www.EZDriveMA.com with any questions about EZDriveMA notifications.

There’s a Class 8 tractor pre-buying spree ahead of 2027 EPA rules, ACT reports

By The Trucker News Staff - June 18, 2024

COLUMBUS, Ind. — Trucking data in May reflected a temporary slowing pace of price inflation. There were higher truck orders, lower Cass Freight shipments and stalling spot trends — all showing an industry prioritizing planning for emissions rules over cost economics, according to the latest release of the Freight Forecast: U.S. Rate and Volume OUTLOOK report. As ACT references, starting with model year 2027 vehicles, NOx emissions must be reduced to 0.035 grams per horsepower-hour during normal operation, 0.05 grams at low load and 10 grams at idle, per the Environmental Protection Agency’s (EPAs) new rules. This is an 82.5% reduction from the current standard of 2 milligrams. The new standards are more than 80% stronger than current standards and take engine load into account. Many are worried that these new trucks will also cost more. As for current truckload capacity, Tim Denoyer, ACT Research’s vice president and senior analyst, said that small fleets remain resilient as ever, but the record number of operating authority revocations over the past 18 months shows considerable capacity contraction. For-hire truckload conditions are taking longer to improve this cycle than in prior ones, partly because of that resilience, Denoyer noted. “But we think the ongoing capacity expansion by private fleets is outweighing the capacity contraction in the small part of the market,” he said. “Elevated equipment demand as fleets gear up for EPA’27 is a key factor likely to drag overcapacity on even further. The for-hire cycle will improve once excess capacity additions end. That will likely be a while.” Denoyer said that, typically by this point in the cycle, Class 8 tractor orders have fallen considerably further, but longer-term considerations are outweighing cost economics in many cases. “Strong truck orders provide more evidence of pre-buying ahead of 2027 emissions standards, likely extending overcapacity a while longer,” he said. “To the ongoing question of whether the truckload market rebounds or continues to bounce along the bottom, this situation may lead to some more bounces.”

More than 500 CMVs placed out of service during one-day brake safety event

By The Trucker News Staff - June 11, 2024

WASHINGTON — Inspectors in 47 jurisdictions throughout Canada, Mexico and the U.S. conducted 4,898 commercial motor vehicle inspections in one day recently as part of the Commercial Vehicle Safety Alliance’s (CVSA) brake-safety inspection and enforcement event. This year’s Brake Safety Day data found that of the 4,898 inspections conducted, 4,328 commercial motor vehicles did not have any brake-related out-of-service violations — 88.4% of the total number of vehicles inspected, according to a news release. However, inspectors identified 570 (11.6%) commercial motor vehicles that were traveling on roadways with brake-related critical inspection item vehicle violations. Those vehicles were immediately restricted from further travel until the critical violations could be properly addressed. Inspectors identified 330 commercial motor vehicles with 20% brake violations; meaning 20% or more of the vehicle’s (or combination of vehicles) service brakes had an out-of-service condition resulting in a defective brake. That was the top Brake Safety Day violation, accounting for 57.9% of all brake-related out-of-service violations. Inspectors found other brake violations on 256 (44.9%) of the commercial motor vehicles inspected. Examples of other brake violations include worn brake lines/hoses, broken brake drums, inoperative tractor protection system, inoperative low-air warning device, air leaks, hydraulic fluid leaks, etc. Seventy-three commercial motor vehicles had steering-related brake violations — 12.8% of all brake-related out-of-service violations. Each year, CVSA law enforcement jurisdictions are invited to participate in a one-day unannounced brake-safety inspection and regulatory compliance enforcement event. On that day, CVSA-certified commercial motor vehicle inspectors conduct their routine roadside inspections with a focus on brake systems and components, and provide brake-related inspection and violation data to CVSA. Brake lining/pad data This year, emphasis was placed on brake lining/pad health and safety. Brake lining/pad issues may result in violations or out-of-service conditions and may affect a motor carrier’s safety rating. Inspectors found 108 power units and 66 towed units with lining/pad violations. A total of 114 brake lining/pad violations were discovered on power units. The top brake lining/pad violation on power units was for contamination, with 48 violations. Seventy-one brake lining/pad violations were identified on towed units. Twenty-three of the violations were for cracks/voids in the linings/pads – the top brake lining/pad violation on towed units. PBBT data Nine U.S. jurisdictions with performance-based brake testers (PBBT) utilized them during Brake Safety Day. A PBBT is a machine that assesses the braking performance of a vehicle. U.S. Federal Motor Carrier Safety Regulations and CVSA’s North American Standard Out-of-Service Criteria require a minimum braking efficiency of 43.5%. If the vehicle’s braking efficiency is below 43.5%, it’s not providing the minimum stopping power required and needs to be serviced. Eighty-eight PBBT inspections were conducted on Brake Safety Day. Four (4.5%) failed to meet the 43.5% minimum braking efficiency required and were placed out of service. U.S. data Thirty-seven U.S. jurisdictions participated in this year’s Brake Safety Day with inspectors conducting 3,859 Level I, IV and V Inspections. There were no brake-related out-of-service violations on 3,411 of those commercial motor vehicles. However, 448 commercial motor vehicles were placed out of service for brake-related violations, which is an 11.6% vehicle out-of-service rate. Additionally, 74 power units and 46 towed units had brake lining/pad violations. Canadian data Inspectors in nine Canadian provinces and territories conducted 1,021 Level I, IV and V Inspections, of which 904 of the commercial motor vehicles inspected did not have any brake-related out-of-service violations. Conversely, inspectors removed 117 commercial motor vehicles from roadways for brake-related out-of-service violations, which is an 11.5% vehicle out-of-service rate. Additionally, 33 power units and 18 towed units had brake lining/pad violations. Mexican data In Mexico, 18 Level I and IV Inspections were conducted. Thirteen of those vehicles did not have any brake-related out-of-service violations. However, five commercial motor vehicles were placed out of service for brake-related violations – a 27.8% vehicle out-of-service rate. Additionally, inspectors identified one lining/pad violation on a power unit and two on towed units. CVSA’s unannounced Brake Safety Day is part of Operation Airbrake, a CVSA program dedicated to improving commercial motor vehicle brake safety throughout North America. CVSA’s seven-day Brake Safety Week, another Operation Airbrake campaign, is scheduled for Aug. 25-31. View the results from previous brake safety campaigns here.

Preliminary Class 8 truck net orders jump in May

By The Trucker News Staff - June 5, 2024

COLUMBUS, Ind. — May preliminary North America Class 8 tractor net orders were 23,200 units, up 46% month-over-month and 49% year-over-year on soft comparisons. Complete industry data for May, including final order numbers, will be published by ACT Research in mid-June. “Market observers may recall that demand typically slows in Q2. However, surprises are always lurking. Class 8 preliminary order intake provided May’s drama, effectively zigging when they were expected to zag,” said Steve Tam, ACT’s Vice President and Analyst. He continued, “Ample open build slots in Q3 and Q4, combined with the OEMs’ desire to achieve some semblance of balance with respect to the impending prebuy likely impacted May’s order activity. While we do not have complete visibility at this point, the strength is presumably driven by private and vocational fleets, supplemented by an ongoing healthy appetite for equipment in Mexico.” Regarding medium duty orders, Tam added, “A picture of stability, North America Classes 5-7 net orders were 18,900 units in May, up 0.2% m/m, but down 6.9% year-over-year”

Best trucking dispatch software solutions for 2024

By The Trucker News Staff - June 4, 2024

SPONSORED BY TRUCKBASE For asset-based carriers with 10 or more trucks, running an efficient dispatch operation is critical to winning and maintaining key customer relationships. Freight markets have become more competitive over the past few years, which in turn puts further pressure on carrier margins. Thus, the more you can leverage software and technology to scale and flex your team, the more leanly you can operate, and the more competitive you can afford to be. Among the numerous options available, one software platform stands out for the 10 to 100 truck segment: Truckbase. In this article, we’ll provide a deep dive into Truckbase’s solution as well as four trucking dispatch software alternatives you may want to consider, depending on your priorities, fleet size, and service offerings. Truckbase: Pioneering the next wave of truck dispatch software Truckbase (www.truckbase.com) solely serves asset-based carriers that tend to be in the 10 to 100 truck range. Unlike several competitors that try to serve carriers, shippers and brokers alike, Truckbase’s focus allows it to be both feature-rich and easy to learn, implement and use. Founded in 2021 and built on modern, cloud-based technology, Truckbase offers a clean and intuitive user experience that simplifies the dispatch process, making it a favorite among dispatchers and drivers alike. Drivers appreciate that they do not need a separate app — the text-message-based dispatch functionality makes accepting a load as easy as a single click. When it comes to user reviews, Truckbase holds the highest overall rating (an impressive 4.9 out of 5) among trucking dispatch software and carrier TMS alternatives on Capterra, the leading software reviews site in the US. In 2023, Truckbase won Capterra’s prized awards for Best Ease of Use, Most Recommended, Best Value, and Best Customer Support. Truckbase is designed to be the software that you and your team live in every day to run the business – from executive level profitability dashboards to driver settlements to truck tracking integrations with over 30 ELDs. Truckbase’s trucking dispatch suite is the core operational tool that growing carriers can rely on. An important driver of Truckbase’s success is its EDI capabilities, which enables fleets to connect directly to their most important customers. Many such customers are increasingly requiring this of carriers, thus making it table stakes to win and maintain profitable dedicated lanes. Truckbase’s dedication to simplifying the dispatch process, combined with an easy-to-navigate interface and seamless integrations, positions it as the top choice for carriers aiming to enhance their efficiency and achieve significant growth in 2024 and beyond. Truck Dispatch Providers: Four Alternatives to Consider 1. TMW Suite: A legacy solution for the largest fleets TMW Suite by Trimble is one of the oldest and largest players in the transportation management sector, particularly favored by large-scale carriers. Its solution is engineered for the needs of mega fleets, ranging from several hundred to thousands of trucks. Despite its comprehensive offerings, the platform’s traditional framework might not always deliver the intuitive navigability seen in more recent market entries. Moreover, the cost and learning curve are both considerably higher than more modern solutions. 2. AscendTMS: The cost-effective option for the smallest fleets AscendTMS is commonly known as “The Free TMS.” It positions itself as a cost-effective option for emerging carriers mindful of their expenses. It has basic functionality to get started on a TMS, with limited capabilities for growing fleets that require more features in their software. As a result of being built inexpensively, it also lacks the product design intentionality of a solution like Truckbase, making it somewhat cumbersome for a basic option. 3. Axon Software: If you are not on QuickBooks and require built-in accounting While the majority of carriers use QuickBooks Online or QuickBooks Desktop, some prefer a TMS with a fully integrated accounting suite. This is where Axon shines. If your finance and accounting team is game to learn a new system, Axon is a consideration worth looking into. That said, most accounting professionals are fluent in QuickBooks — it is relatively inexpensive, robust and integrates with leading modern TMS solutions. Thus, a consideration for growing fleets is if it’s worth the time and effort to train on a new accounting solution, especially when the core suite (dispatch, driver pay, EDI integrations, truck tracking) lags behind competing solutions. 4. Google Sheets: A ubiquitous free tool to help you get started If you operate just a few trucks and are looking for the easiest way to get started, we recommend Google Sheets. We have even seen fleets grow to 20+ trucks using Google Sheets or spreadsheets before they start to break and cause real issues for customers. While it will lack text message alerts to drivers, with AI-powered load importers, truck tracking capabilities and integrated financial tools, it can prove to be a solid and easy place to start to get your dispatch operation off the ground. Conclusion There is a wide array of trucking dispatch software options available on the market, and your unique profile and needs should factor into your decision. If you have 500+ trucks, consider TMW or McLeod. If you want built-in accounting, consider Axon. And if you’re just getting started, Google Sheets is probably good enough. Once you hit 10+ trucks and have (or want) more sophisticated customers with which you can win dedicated lanes and that require more of you and your team, a modern carrier-focused solution like Truckbase can change the game for you and help you scale to 100+ trucks with ease. Trucking Dispatch Software FAQs What is the best trucking dispatch software for a fleet of 10 to 100 trucks? For fleets within the 10 to 100 truck range, Truckbase is highly recommended due to its focus on this segment, feature-rich offerings and ease of use. It provides a comprehensive carrier TMS that includes dispatch capabilities, driver settlements, and truck tracking integrations. Why should I consider Truckbase over other trucking dispatch software options? Truckbase is designed specifically for asset-based carriers with 10 to 100 trucks, offering a modern, cloud-based platform that is both intuitive and powerful. It excels in simplifying the dispatch process and has received high ratings for ease of use, customer support and overall value. What are the main advantages of using Truckbase for dispatch operations? Truckbase offers several advantages, including a clean and intuitive user experience, text-message-based dispatch functionality, high integration capabilities with over 30 ELDs, and robust EDI capabilities that allow fleets to connect directly with key customers. How does Truckbase compare to legacy systems like TMW Suite? While TMW Suite is a legacy system favored by larger fleets, it tends to be more complex and expensive with a steeper learning curve. In contrast, Truckbase is built on modern technology, making it easier to use and implement, especially for small to mid-sized fleets. Can smaller fleets benefit from using Truckbase, or should they consider other options? Smaller fleets can benefit significantly from using Truckbase, particularly if they are aiming to grow and attract more sophisticated customers. For very small fleets or those just starting out, options like Google Sheets or AscendTMS might be sufficient initially, but transitioning to Truckbase can provide more advanced features as they scale.

Navigating LTL freight: Key strategies for cost-effective small load transportation

By The Trucker News Staff - June 11, 2024

BLOOMINGTON, Ind. — Less-than-truckload (LTL) freight shipping is an efficient and cost-effective method for transporting smaller loads that don’t fill an entire trailer. As carriers navigate the potential of LTL for their business, it is important to be fully aware of how it works before making any decisions about engaging in this type of shipping, according to a report from load board company Truckstop. LTL Background LTL is considered when shippers don’t need an entire trailer to move their freight, they often opt for less than truckload freight shipping, and typically the most affordable way to transport smaller loads. Less than truckload freight is usually the preferred method for loads between 150 and 15,000 pounds that do not require the use of a whole trailer and it can maximize loads for carriers by combining multiple LTL freight shipments into full truckloads. How does LTL freight shipping work? LTL freight shipping works by combining partial loads from multiple shippers. This usually (but not always) creates multi-stop truckloads. Pricing is based on space and weight, classification of the goods being shipped, and pickup and delivery destinations. Less than truckload freight shipping can include standard, expedited, or date-guaranteed shipments. Carriers can also offer additional freight services for shippers, including: Lift gate pickup or delivery Inside pickup or delivery Residential pickup or delivery Reweighing Reclassification White glove service Because of the additional complexities involved, carriers can charge additional shipping fees, boosting their profits. What factors should determine your LTL freight rates? Several factors impact how carriers and brokers price their LTL freight rates. Take these things into account when determining freight rates: Market demand — LTL freight rates are impacted by the amount of current demand and space availability on trailers. Freight classification — Freight class is based on density, stowability, handling and liability. Distance — How far are you going in total? The more miles between points, the greater the cost for everyone. Destination — Where goods ship also impacts costs. Shipping along established lanes to major hubs will cost less than making multiple rural or residential deliveries. Dimensions and weight — The dimensions and weight of the shipment determine freight class and directly impact rates. Oversized or oddly shaped items, for example, take up more space. Smaller (but denser items) can limit the number of other items that can be shipped. Deadhead miles — Having to drive an empty truck from delivery to a new pickup should also impact pricing since carriers have to bear the cost of empty miles. Availability — You can only ship LTL freight when there’s available space on trailers, which varies based on seasonality and market demands. Accessorials — Extra services cost extra. Carriers can charge more for things like lift-gate service, delivery to limited access or residential locations, inside delivery, or white-glove services. Fuel costs — Fuel costs tend to vary significantly based on market volatility and location. Matching the right LTL loads to get the maximum revenue potential can be time-consuming and complex. In today’s fast-paced world, decisions often have to be made quickly. The key is better data and understanding rate trends to find the most profitable jobs. Use a dedicated LTL load board. As an owner operator, being flexible and agile can be the difference between success and failure. Using less than truckload load boards, such as Truckstop, gives carriers accurate, same-day rate data. It also provides rate recommendations specific to load, broker, and lane. A good LTL load board will track rate trends to help you adjust your pricing accordingly, accurately assess supply chain variables and demand for both origin and destinations, and help predict fuel rates and surcharges. LTL freight shipping combines efficiency with cost-effectiveness, accommodating smaller loads through a pricing structure influenced by factors like freight classification, distance, and required services. For carriers, mastering these pricing factors is key to maximizing profitability in a competitive logistics market.

PAM Transportation announces final results of self tender offer

By The Trucker News Staff - June 4, 2024

TONTITOWN, Ark. — P.A.M. Transportation Services has released final results of its modified “Dutch auction” tender offer to repurchase up to 550,000 shares of its outstanding common stock. In accordance with the terms and conditions of the tender offer, the company has accepted for purchase a total of 284,206 shares of its common stock, representing approximately 1.3% of the company’s issued and outstanding shares, at a purchase price of $18.00 per share, according to a news release. Payment for the shares accepted for purchase under the tender offer will be made promptly, at a total cost to the company of $5,115,708, excluding fees and expenses related to the offer. Based on the final count by Computershare Trust Company,, the depositary for the tender offer, an aggregate of 284,206 shares were properly tendered and not properly withdrawn at or below the final purchase price of $18.00 per share. The company will promptly pay for the shares accepted for purchase and return to tendering shareholders any shares tendered and not purchased. P.A.M. expects to have approximately 21,755,186 shares of its common stock outstanding immediately following consummation of the tender offer. The company may purchase additional shares in the future in the open market subject to market conditions and through private transactions, tender offers or otherwise. Under applicable securities laws, however, P.A.M. may not repurchase any shares until June 7. Whether the company makes additional repurchases in the future will depend on many factors, including the number of shares purchased in this tender offer, its business and financial performance and situation, the business and market conditions at the time, including the price of the shares and other factors the company considers relevant, the news release notes. P.A.M. has retained Georgeson LLC as the information agent for the tender offer.

ArcBest offers inaugural Employee Dependent Scholarship Program

By The Trucker News Staff - June 4, 2024

FORT SMITH, Ark. — ArcBest, an integrated logistics company, has announced its partnership with Scholarship America to offer the company’s first Employee Dependent Scholarship Program, providing recipients $2,000 per academic year. Applications for the 2024-2025 school year opened in January 2024, and 10 students were selected to receive ArcBest’s inaugural scholarship funding based on their academic record, leadership and participation in school and community activities, statement of educational and career goals and financial need, according to a news release. “We’re excited about partnering with Scholarship America to continue investing in our employees and their children through financial support for higher education,” said Erin Gattis, ArcBest chief human resources officer. “One of ArcBest’s core values is growth, and it focuses on growing our people and our business. That extends to our employees’ homes and communities. Through this new partnership, we’re helping students access the education they want and empowering them to achieve their career aspirations.” The ArcBest Employee Dependent Scholarship Program is available to dependent children of full-time employees in the United States, Puerto Rico and Canada who have worked for the company at least three years. Dependent children are defined as biological, adopted, foster children, stepchildren, legal wards or children of a person standing in loco parentis under age 24 as of the application deadline date. The program excludes dependents of department directors and above. Eligible applicants include high school seniors, students in their final year of upper secondary school or CEGEP (college of general and professional teaching) studies, upper secondary school graduates enrolling in college for the first time, as well as students who have completed undergraduate courses while in high school or upper secondary school. Students must have a cumulative GPA of 2.5 or higher and plan to enroll in a full-time undergraduate study at an accredited two-or four-year college, university or vocational-technical school. Recipients can earn up to $8,000 by renewing their scholarship each academic year for up to three years or until a bachelor’s degree (or equivalent) is completed. Students must maintain a 2.5 GPA in full-time course studies and complete at least 24 semester hours during the preceding academic year. “It means a lot that ArcBest is so interested in its employees and their families that the company would offer this scholarship,” said Eleanor Gordon, an ArcBest scholarship recipient. “I am very thankful to be selected as a recipient as I begin my college career and continue growing my education.” The ArcBest Employee Dependent Scholarship Program was created in response to employee feedback and aligns with our Philanthropic Pillar of Education, which guides how ArcBest invests in local and higher education to help grow the current and future workforce. More than 60 students applied for the 2024-2025 scholarship. Scholarship America is the nation’s largest designer and manager of scholarships and other education support programs for corporations, foundations, associations and individuals. The Scholarship America evaluation team chose ArcBest’s first 10 recipients. 2024-2025 Scholarship Recipients Aubrey Taylor, University of Kansas Clare Allison, Edgewood College Eleanor Gordon, University of Texas at Austin Emily Lockey, Rochester Christian University Hannah Stanley, Atlanta Technical College Jami Kurth, Carroll University Lillian Murray, Folsom Lake Community College Liset Vallejo, Friends University Mary Mungroo, The College of New Jersey Michelle Fernandini, Florida State University

Truck Parking Club hits 400 locations around US

By The Trucker News Staff - May 31, 2024

CHATTANOOGA, Tenn. — Truck Parking Club, known as the “Airbnb” of big rig parking, has passed 400 property member locations around the country. According to a news release, these properties collectively offer tens of thousands of truck parking spaces nationwide and are instantly reservable. “The truck parking shortage is a widely acknowledged issue in the industry,” the news release states. “Consequently, solutions to this problem garner significant support, evidenced by the bipartisan backing of bills like the Truck Parking Safety Improvement Act. However, constructing new truck parking facilities remains both time-consuming and expensive, often costing $100,000 to $200,000 per space and taking years to complete.” With driver’s frequently citing parking as one of their biggest challenges, faster and more cost-effective solutions are essential. “Truck Parking Club is proud to be part of the solution by adding new parking capacity in an affordable, efficient and scalable manner,” according to the news release. “Each week, we add hundreds of new parking spaces to our network that were never publicly available, and we anticipate this growth rate will continue to accelerate.” Truck Parking Club executives say they couldn’t have reached 400 members without the combined effort of everyone on their team. “From our customer service team made up of former drivers answering every customer call personally, to our property team crisscrossing the country in our vans putting up signage at properties, to our tech team responding rapidly to bugs that arose, getting to this point is a testament to our ability to work together and our dedication to being a big part of solving this problem,” the news release states. “While this is a significant milestone in our journey, we’re still a long way off from having a meaningful impact on this critical issue. Luckily, our team shows no signs of slowing down.”

FMCSA orders New Jersey-based trucking company out of service

By The Trucker News Staff - May 30, 2024

WASHINGTON — The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) has declared New Jersey-based trucking company 1 Noor Trucking, USDOT No. 3724751, to be an imminent hazard to public safety and ordered the carrier to immediately cease all interstate and intrastate operations. 1 Noor Trucking was served the federal order on May 24, 2024. Gurpreet Singh, owner-operator, sole driver and president of 1 Noor Trucking, was previously served with an Imminent Hazard Out-of-Service Order on April 19, 2024. The events leading up to its issuance consisted of a March 28, 2024, incident in Hillsboro, Oregon, in which Singh rear-ended a passenger vehicle while operating his commercial motor vehicle (CMV) and left the scene of the accident. An inspection of Singh’s CMV revealed a bottle marked “vodka” inside the cab. “Singh was placed out-of-service but blatantly disregarded the out-of-service order and operated his CMV later that same day in Clackamas County, Oregon,” an FMCSA news release notes. “After attempting to evade a sheriff’s deputy while operating his CMV, Singh was arrested, and testing showed he had a blood alcohol concentration of 0.07%. Singh was also apprehended in Pinal, Arizona, on Aug. 31, 2023, for operating his CMV in an erratic fashion. A preliminary breath test at that time revealed a quick capture of .111%, and Singh was arrested.” Following the issuance of the April 19, 2024, Imminent Hazard Out-of-Service Order against Singh, an FMCSA investigation found 1 Noor Trucking to be egregiously noncompliant with multiple federal safety regulations, including Controlled Substances and Alcohol Use and Testing (49 CFR Part 382), Commercial Driver’s License Standards; Requirements and Penalties (49 CFR Part 383), Driving of CMVs (49 CFR Part 392) and Hours of Service of Drivers (49 CFR Part 395). The investigation also revealed that on March 22, 2024, while operating his CMV on Interstate 78 in New Jersey, Singh was stopped after failing to maintain his lane. After failing a field sobriety test, Singh was arrested and a probable cause search of his CMV revealed four open vodka bottles. Singh is charged in New Jersey with use of alcohol, a prohibited controlled substance; driving while intoxicated; prohibition of an open, unsealed alcoholic beverage container in a motor vehicle; reckless driving; unsafe lane change, and following too close. FMCSA’s Imminent Hazard Out-of-Service Order states that “1 Noor Trucking lacks effective safety management controls to ensure its drivers operate CMVs safely. The cumulative violations of the FMCSRs significantly increase the likelihood of death or serious injury to 1 Noor Trucking’s drivers and the motoring public and establishes an imminent hazard if not discontinued immediately.” Failing to comply with the provisions of the Federal Imminent Hazard Out-of-Service Order may result in civil penalties of up to $33,252 for each violation. 1 Noor Trucking may also be assessed civil penalties of not less than $13,300 for providing transportation in interstate commerce without operating authority registration and up to $18,758 for operating a CMV in interstate commerce without USDOT number registration. Knowing and/or willful violations may result in criminal penalties. A copy of the Imminent Hazard Order issued to 1 Noor Trucking is available here.

CVSA to hold Brake Safety Week in August

By The Trucker News Staff - May 30, 2024

WASHINGTON — The Commercial Vehicle Safety Alliance (CVSA) has announced Aug. 25-31 as the dates for this year’s Brake Safety Week. Brake Safety Week is a commercial motor vehicle and driver inspection and regulatory compliance enforcement initiative, a brake-safety awareness and outreach opportunity, and a brake-related inspection and violation data-collection project. Inspection and Enforcement CVSA-certified inspectors will conduct routine commercial motor vehicle inspections throughout the week, focusing on brake systems and components. Commercial motor vehicles found to have brake-related out-of-service violations will be removed from roadways until those violations are corrected. For this year’s Brake Safety Week, inspectors will focus on the condition of brake linings and pads. Brake lining and pad issues may result in vehicle violations and could affect a motor carrier’s safety rating. In addition, some jurisdictions have performance-based brake testers (PBBT) and will be using them during Brake Safety Week. A PBBT is a machine that assesses the braking performance of a vehicle. Awareness and Outreach Educational efforts by inspectors, motor carriers and others in the industry take place during Brake Safety Week and are integral to the success of the campaign. In addition to educational outreach by law enforcement agencies, transportation safety organizations and individual officers, CVSA also aims to help prepare drivers, motor carriers, owner-operators and mechanics for this year’s Brake Safety Week. View the inspector’s inspection procedure. Download a checklist that outlines the tools needed to inspect S-cam brakes, what to look for and how to measure pushrod stroke. Learn about the components of the vehicle that the inspector will check. Download a flyer with 10 brake lining and pad tips. Brake Safety Week also serves as a reminder to drivers and motor carriers of the importance of a proactive vehicle maintenance program and provides an opportunity for law enforcement to highlight the importance of brake safety. Data Collection Throughout Brake Safety Week, inspectors will capture data about brake inspections and violations and report that data directly to CVSA. In addition to general inspection and violation data, CVSA will also be collecting data about brake linings/pads, the focus area for this year’s Operation Safe Driver Week. PBBT jurisdictions will also submit PBBT-specific data. CVSA will collect and analyze all data submissions and report the results publicly later this year. Why Conduct Brake Safety Week? Brake-related violations comprise the largest percentage of all out-of-service vehicle violations cited during roadside inspections. According to the Federal Motor Carrier Safety Administration’s 2023 vehicle violation data, six out of the top 20 vehicle violations were brake related. And last year’s CVSA International Roadcheck results showed that brake-system violations was the top vehicle violation, comprising 25.2% of all vehicle out-of-service violations during that three-day data snapshot of roadside inspections. Brake Safety Week aims to improve commercial motor vehicle brake safety throughout North America. The goal is to eliminate roadway crashes caused by braking systems on commercial motor vehicles by conducting roadside inspections and educating drivers, mechanics, large- and small-fleet motor carriers, owner-operators and others on the importance of proper brake inspection, maintenance and operation.

Former trucker charged in wire fraud scheme

By The Trucker News Staff - May 29, 2024

HARTFORD, Conn. — A former truck driver has been charged in U.S. District Court with three counts of wire fraud related to a scheme to obtain Social Security, food stamp and unemployment benefits. According to a news release from the U.S. Department of Transportation’s Office of Inspector General, between 2002 and 2024, Connecticut resident Ricardo Santiago earned income totaling over $500,000, which included employment as a truck driver with a valid commercial driver’s license for Federal Motor Carrier Safety Administration regulated entities. Court documents showed that Santiago concealed this income from federal and state government agencies by providing employers false identification, including a Social Security number and card belonging to another individual. The indictment also alleges that, in 2002, Santiago applied and began receiving payments for Retirement Survivors Disability Insurance (RSDI) benefits, representing to the Social Security Administration (SSA) that Santiago was unable to work due to disability. In 2017, Santiago completed paperwork to maintain benefits, claiming to be unemployed for the past two years and disabled. As a result, he ultimately collected over $300,000 in RSDI payments he wasn’t entitled to receive. In addition, in February 2017, Santiago submitted an application for Supplemental Nutrition Assistance Program (SNAP) benefits, or food stamps, to the Connecticut Department of Social Services (CT-DSS), according to the news release. Santiago represented to the CT-DSS and the U.S. Department of Agriculture (USDA) that he earned no income from employment. Santiago began receiving SNAP benefits in March 2017 and subsequently completed forms to renew these benefits. He made more than $17,000 in purchases with SNAP benefits he wasn’t entitled to. The indictment further alleges that, in April 2020, Santiago applied to the Connecticut Department of Labor (CT-DOL) for unemployment insurance benefits. On the application, Santiago used a Social Security number belonging to another individual and represented to the CT-DOL and U.S. Department of Labor that Santiago was unemployed but available for work and physically able to work. Santiago subsequently completed weekly certifications making the same representations. As a result, from April 2020 through February 2021, Santiago received more than $35,000 in payments he shouldn’t have received.

Kenworth: SuperTruck 2 is ‘The Driver’s Truck’

By The Trucker News Staff - May 21, 2024

LAS VEGAS — Kenworth’s SuperTruck 2 is stunning in appearance — especially at night. The cab and underpinnings are lit in red LEDs, offering a menacing accompaniment to the aerodynamic slopes and curves of the roofline and blacked-out, hulking grill. The truck made its debut on May 21 at the ACT Expo in Las Vegas. It was developed over a six-year period as part of a collaboration with the Department of Energy’s (DOE) SuperTruck program, designed to challenge truck makers to improve freight efficiency using a diesel engine as the main power source. The project was the result of a joint investment by the DOE and PACCAR. “The goal was a 100% freight efficiency improvement over our 2009 Kenworth T660, which at the time was arguably the most fuel-efficient truck in the industry. We surpassed the performance of that model to improve efficiency by up to 136%,” said Jim Walenczak, general manager of Kenworth and PACCAR vice president. “This was realized through a combination of improving fuel efficiency up to 12.8 mpg while reducing our combination weight by more than 7,000 pounds. The result was the ability to haul more payload with an ultra-fuel-efficient tractor-trailer combination. SuperTruck 2 provided us with the opportunity to investigate new technologies in an early stage. We learned what worked and what didn’t. As a result, we are able to commercialize new technologies much quicker than we would have otherwise.” The unique look of the Kenworth catches most of the attention, but the powertrain and driver amenities are just as impressive. “We started with an ideal aerodynamic shape when we started the design of SuperTruck 2,” said Joe Adams, Kenworth’s chief engineer. “At the start of the project, we asked ourselves, ‘What does the next generation vehicle for long haul transportation look like?’ What we produced pushes the limits in reducing aerodynamic drag while it also incorporates a new powertrain. But, with everything Kenworth, we wanted the SuperTruck 2 to embody ‘The Driver’s Truck’. The result was a systematic approach to developing a futuristic looking, yet relevant vehicle with technologies that have the potential to be refined and commercialized.” From an engine and transmission standpoint, Kenworth’s SuperTruck 2 utilizes a PACCAR MX-11 engine, rated at 440 hp, which is driven through a PACCAR TX-12 automated transmission. In addition, the truck features a 48-volt electric generator. This creates a “mild” hybrid system and leverages next generation lithium-ion batteries. The batteries are re-charged through regenerative braking. This allows Kenworth’s SuperTruck 2 to operate electric fans, electric steering, and power for electric coolant and HVAC pumps, which were previously mechanically driven. The engine fan alone can draw up to 80 horsepower. The hybrid system also provides an overnight engine-off “hoteling” solution. In addition, the 48V generator powers the exhaust heater in the in-house developed close coupled aftertreatment system which demonstrated CARB 2027 ultra-low NOx compliancy. The SuperTruck 2 team managed a parallel project for energy efficiency testing by combining a PACCAR MX-11 based engine, the mild hybrid based 48-volt auxiliaries and energy waste recovery to bench test a program record 55.7% engine efficiency. “We did this while keeping in mind the technologies we developed needed to be commercially viable,” said Maarten Meijer, PACCAR’s senior engineering manager for advanced technology. “Today’s modern diesel engine demonstrates around 47% efficiency. Reaching 55.7% was a major step forward and could only be done by applying new technologies that had not been explored until today. To put that efficiency number into perspective, if this engine were to go into production, it would lead to a 10% fuel efficiency improvement. That’s an astonishing number.” The unique look of Kenworth’s SuperTruck 2 features a “center driver” cab, along with a new sleeper compartment. It’s a look that resembles a bullet train. “We wanted to push this beyond just a demonstrator truck,” said Jonathan Duncan, Kenworth’s design director. “We wanted to show something dynamic and what the future of Kenworth might look like. Our headlamps take up the entire front fender of the truck. It’s striking — you can’t miss it as it’s going down the road.” The aerodynamic design was enabled thanks in part by the location of the powertrain content, which fits between the frame rails. This also allowed the engine to be lowered and placed behind the front axle. A reverse- splayed chassis allowed the engineering team to narrow the front of the truck and fully enclose the wheels within the bodywork. The entire hood and the chassis fairings were mounted directly to the cab, and they move with the entire cab as one unit. A variable suspension system was developed to customize ride height and optimize aerodynamics — Kenworth’s SuperTruck 2 can be raised over rough roads to avoid obstacles, then brought back down when running over smoother interstates. Combined, the sleekness means a 48% reduction in drag as compared to Kenworth’s baseline vehicle. Even though SuperTruck 2 is powered by a diesel engine, Kenworth is thinking toward the future. The overall layout was designed to be powertrain agnostic. To support zero and near-zero emission solutions, the truck can efficiently package fuel cells, hydrogen tanks, natural gas tanks, or batteries without changing the basic cab. Enabling more payload was a critical element in the design for the Kenworth engineering team, which also utilized a design specific trailer to go with the tractor. The combination came in at 26,100 pounds — 7,100 pounds less than a typical tractor-trailer configuration (4,100-pound savings on the tractor; 3,000 on the trailer). “These savings would give a fleet the option of running lighter with the same amount of goods they’d normally put in a trailer, or they could add 7,100 more pounds of payload,” Adams said. “There were a lot of things that contributed to weight savings. The 10 new concept tires we used weighed 355 pounds less than ‘like’ tires currently on the market, and those tires also had an extremely low rolling resistance — measuring 4.2 on the CRR scale versus 5.0 for typical high-efficiency tires. We also found that less fuel was required with the more fuel-efficient powertrain – this allowed us to put on a smaller 80-gallon fuel tank to go the same distance as before. So, here again, we’re saving weight. It all builds upon itself.” Climbing into the truck is altogether different. The driver-side door has a large opening, and the extendable bottom step supports a stairway-like entry and exit. Drivers have easy-viewing electronics at their disposal — SuperTruck 2 features PACCAR’s state-of-the-art 15-inch digital display, with a configurable gauge layout, advanced driver notifications, and a user-friendly menu navigation. Once behind the wheel, drivers have a view like nothing else in the trucking industry. “We made the windshield very parabolic in plain view and smooth to the flow. We also went one step further and eliminated physical mirrors altogether, minimizing drag,” Duncan said. “The integrated digital mirror system enables enhanced rear-view monitoring, with trailer tracking capability and night vision enhancements, technology currently available in Kenworth T680 models.” For drivers off hours, Kenworth took the extra step to design a unique sleeper berth. “One of the features we’re trialing is a bed that folds down over the sofa,” Duncan said. “This provides a separate sleeping and sitting area. We also came up with a neat concept: having a tabletop that rotates down when you’re sitting on the sofa. You can actually eat or work then move the table to a different location without moving anything off the tabletop.” All told, Kenworth’s SuperTruck2 gives not only a potential glimpse of the future but new ideas for consideration. “Working in the trucking industry is very exciting,” Adams said. “There are major challenges ahead as we continue to advance vehicle performance, all while keeping in mind the goal to be a carbon neutral society by 2050. This will require tremendous technology changes in the trucking industry and partnering with the DOE on the SuperTruck 2 program was a tremendous opportunity to consider what will be possible as we look toward the future.”

Lawsuit alleges Teamsters threatened to have trucking company worker fired

By The Trucker News Staff - May 21, 2024

LONG BEACH, Calif. — The National Labor Relations Board (NLRB) Region 21 in Los Angeles has filed a complaint against the Teamsters union based on unfair labor practice charges filed by an employee of transportation company Savage Services. According to a news release from the National Right to Work Foundation, Teamsters officials, in a July 2023 letter, “threatened Nelson Medina with sending a letter of removal to the Employer” if he didn’t pay allegedly outstanding fees to the union, without providing the legal protections required (by law). The complaint also says that Teamsters bosses threatened Medina with a fine for the same reason. “This isn’t the first time that Teamsters Local 848 has been subject to federal prosecution at Savage Services,” according to the news release. ” In February, NLRB Region 21 issued a complaint against Local 848 because its agents had threatened employees with violence for not supporting the union. That complaint followed an unfair labor practice charge from Savage Services employee Victor Avila detailing the threats.” Teamsters Local 848 has also faced recent pushback from Savage Services employees for illegal dues practices, National Right to Work officials note. In February 2022, Medina forced the union to settle charges that it illegally forced nonmember workers to pay for union political activities in violation of Communications Workers of America v. Beck. The settlement required union officials to pay back thousands of dollars in illegal dues they seized from about 60 of his coworkers who objected to union membership and to funding the union’s political activity. “Teamsters Local 848 union chiefs are continuing their dismal track record of complying with employees’ legal rights,” said National Right to Work Foundation President Mark Mix. “Their repeated threats and illegal dues practices show pretty clearly that they value power and dues revenue beyond the well-being of Savage Services employees, who have now attempted twice to throw the union out.” Mix added that “it’s good that the union is being prosecuted for violating employees’ rights under federal law. But ultimately, Right to Work protections would solve such conflicts about whether or not union officials have complied with their obligations to justify forced union dues by ensuring every workers’ individual right to decide for themselves whether or not to voluntary fund union activities.”

Volvo says it’s ready to produce autonomous Class 8 trucks en masse

By The Trucker News Staff - May 21, 2024

GREENSBORO, N.C. — Volvo Autonomous Solutions has unveiled the company’s first-ever production-ready autonomous truck at the ACT Expo in Las Vegas. “We are at the forefront of a new way to transport goods, complementing and enhancing transportation capacity, and thereby enabling trade and societal growth,” said Nils Jaeger, president of Volvo Autonomous Solutions. “This truck is the first of our standardized global autonomous technology platform, which will enable us to introduce additional models in the future, bringing autonomy to all Volvo Group truck brands and to other geographies and use cases.” Volvo officials say the platform-based design approach will enable them to use their in-house-developed virtual driver for trucks and machines working within confined applications and partner virtual driving technologies for on-highway trucking applications. “Our platform engineering approach prioritizes safety by incorporating high-assurance redundancy systems designed to mitigate potential emergency situations,” said Shahrukh Kazmi, chief product officer at Volvo Autonomous Solutions. “We built the Volvo VNL Autonomous from the ground up, integrating these redundancy systems to ensure that every safety-critical component is intentionally duplicated, thereby significantly enhancing both safety and reliability.” Engineering teams from Volvo and self-driving vehicle company Aurora have worked closely together to integrate the Volvo VNL Autonomous and the Aurora Driver, a Level 4 autonomous driving system. Level 4 vehicles can intervene if things go wrong or there is a system failure. In this sense, these vehicles do not require human interaction in most circumstances. However, a human still has the option to manually override. Level 4 vehicles can operate in self-driving mode. But until legislation and infrastructure evolves, they can only do so within a limited area (usually an urban environment where top speeds reach an average of 30 mph). This is known as geofencing. The Aurora Driver consists of artificial intelligence software, dual computers, proprietary lidar that can detect objects more than 400 meters away, high-resolution cameras, imaging radar and additional sensors. “Powered by the Aurora Driver, the new Volvo VNL Autonomous is the realization of our shared vision,” said Sterling Anderson, co-founder and chief product officer at Aurora. “This truck combines Aurora’s industry-leading self-driving technology with Volvo’s best-in-class truck, designed specifically for autonomy, making it a must-have for any transport provider that wants to strengthen and grow their business.” The Volvo VNL Autonomous will be assembled at Volvo’s flagship New River Valley (NRV) plant in Dublin, Virginia. “The Volvo VNL Autonomous, powered by the Aurora Driver, offers a fully integrated autonomous solution in the Hub-to-Hub segment,” said Sasko Cuklev, head of on-road solutions at Volvo Autonomous Solutions. “Our approach reduces complexity for our customers while allowing them to experience the benefits of an autonomous solution with peace of mind by ensuring efficiency, safety and reliability.”