Equipment & Tech Archives

Recall issued for Freightliner and Western Star trucks because of tie rod issues

Bruce Guthrie - August 12, 2024

The National Highway Traffic Safety Administration (NHTSA) is issuing recall notices for several models of Daimler products including Freightliner and Western Star vehicles. According to NHTSA’s recall report 24V571, several 2025 model-yearof Freightliners contain “a defect, which relates to motor vehicle safety.” That issue is with tie rods which can cause issues with steering. The recall impacts certain 2025 Freightliner 108SD, 114SD, Business Class M2, Cascadia and Western Star 47X vehicles: 108SDs manufactured between April 22, 2024-June 26, 2024; 114SDs made between May 20, 2024-July 02, 2024; Business Class M2s from April 22, 2024-July 20, 2024; Cascadias manufactured between April 15, 2024July 11, 2024; and Western Star 47Xs from June 21, 2024. These vehicles are equipped with specific Meritor front axles built in DTNA’s Saltillo and Santiago plants and with front axle tie rod assemblies that may have incorporated ball studs that were not properly heat treated by a sub-supplier, according to the notice. The notice cited production dates that include April 22, 2024 to June 26, 2024 as well as May 20, 2024 – July 2, 2024. According to the NHTSA, on the affected vehicles, if one or more of the ball studs crack and the crack propagates to the point of failure, it could lead to a separation of the tie rod connection and could result in a partial loss of steering ability without warning which can increase the risk of a crash. NTHSA states the cause is an improper heat treatment of the tie rod end by the sub-supplier. DTNA filed recalls on June 4, 2024 of 24V-401 and 24V-402 following a determination that certain front axles may have been equipped with a tie rod where the ball studs were improperly heat treated by a sub-supplier which could allow them to crack and break . For those recalls the sub-supplier had incorrectly allowed a batch of improperly heat treated ball joints to be mixed into production ready parts that were installed onto tie rod assemblies for steer axles used in certain school bus and non-school bus applications, according to the notice. On July 3, 2024, DTNA filed the recall following a determination that certain pusher axles may have been equipped with tie rods with the same improperly heat-treated ball studs produced by the same sub-supplier. On July 11, 2024, DTNA was informed that certain Meritor front axles also had used the improperly heat-treated ball studs. The notice states that between July 11 and July 25, 2024 DTNA investigated the population and discussed the topic with Meritor, Inc. On July 25, 2024 DTNA decided to conduct a safety recall for this population of vehicles. DTNA received a copy of the recall submitted by Meritor Inc. related to the aftermarket equipment for this same issue on July 29, 2024. DTNA says it is not aware of any warranty claims, customer complaints or reports of injury or death potentially related to this issue. What is the remedy? Customers can take the vehicle to a Daimler Truck North America authorized service facility who will replace the complete tie rod assembly. According to the notice, repairs will be performed free of charge by that facility. Details of the reimbursement plan will be included in the owner’s notification letter. Owners are directed to seek reimbursement through authorized dealers. The notice states that the recalled components were experimental parts manufactured utilizing an unapproved heat treat process that the supplier inadvertently introduced into production. The remedy components will be produced to intended specification I The notice also asserted that known suspect parts has been quarantined., and containment efforts within the plant are ongoing

PACCAR Parts, Kenworth recognize top dealerships

Erica N. Guy - August 9, 2024

RENTON, Wash. — PACCAR Parts and Kenworth Truck Co. honored top dealerships during the 2024 “Amplify Your Advantage” Parts and Service Meeting, held Aug. 5-7 in Nashville, Tennessee. In addition, the event offered training, strategic planning, sales and dealer-focused discussions, and networking opportunities for Kenworth dealers, PACCAR Parts, Kenworth personnel and PACCAR suppliers. The meeting kicked off with an awards ceremony to celebrate dealer achievements and performance. “Kenworth dealerships are consistently raising the standards for parts and service excellence every year,” said Laura Bloch, PACCAR vice president and general manager of PACCAR Parts. “It’s an honor to award dealers for their outstanding achievements.” The award criteria were based on maximizing uptime, retail sales growth, parts purchase growth, absorption, PACCAR MX Engine technician staffing, participation in customer support programs and efforts to maximize customer uptime. The following awards were presented to Kenworth dealerships: • The Fleet Services Dealer of the Year winner was MHC Kenworth for strong PACCAR Parts Fleet Services growth and outstanding support of fleet customers. • The TRP Dealer of the Year was awarded to Inland Kenworth for its success in significantly growing TRP retail sales and TRP purchase volume. • Kenworth of Pennsylvania was recognized as the Technology Dealer of the Year for leading the use of analytics tools and growing sales through the Online Parts Counter, PACCAR Parts’ eCommerce program. • Palmer Trucks earned the PACCAR Parts UPTIME Dealer of the Year award. The dealership was selected for this award based on its parts leadership in several key areas, including retail and TRP growth and outside sales support. Following the awards ceremony, dealers attended a series of 30 customized seminars specifically designed to address industry trends across subjects such as electric vehicle opportunities, customer analytics, recruitment best practices and customer service excellence. Dealers also participated in interactive workshops and networked directly with OEM and aftermarket suppliers during the ATS Expo trade fair. Exhibitors displayed their products and offered interactive demonstrations. “The Parts and Service Meeting allows Kenworth Service, PACCAR Parts and Kenworth dealers an invaluable opportunity to strategically align,” said Brad Johnson, PACCAR parts national sales manager-Kenworth. “Discussions were focused on parts and service growth, upcoming technological advancements and exceeding the expectations of our growing customer base.”

Bendix pros offer advice on post-flood inspections

Erica N. Guy - August 8, 2024

AVON, Ohio — Hurricanes and summer storms are once again unleashing torrential rain in regions of the United States, resulting in devasting floods requiring massive relief and rebuilding efforts — many of which depend on the trucking industry and thousands of truck drivers. For commercial vehicles exposed to these types of floodwaters, the professionals at Bendix Commercial Vehicle Systems offer fleets and drivers the following advice for inspecting and possibly reconditioning air brake, wheel-end and other safety components that have been partially or completely submerged. “One important thing to note is that electric vehicles (EVs) are becoming more common, and service procedures for EVs require special training,” said Randy Salvatora, engineering manager of vehicle systems at Bendix. “Do not approach a previously submerged hybrid or electric vehicle until the high-voltage electrical system is inspected by a qualified technician.” Salt Water vs. Fresh The first determination to make is whether the water affecting the vehicle issalt water or fresh water. If it was salt water, you’ll need to immediately begin replacing parts due to its extreme corrosivity, which can remove lubrication and put certain parts at much higher risk for unexpected and premature malfunction. Any brake system valve that has been submerged in salt water must be replaced. In addition, systems and components, including air compressors, air reservoirs, antilock brake system (ABS) relays, modulators, wiring harnesses, and brake actuators, must also be replaced. Talk to your Bendix account manager or call the Bendix Tech Team for complete details. “Saltwater corrosion is also a threat to brake mechanisms, since it increases the likelihood of rust jacking of the friction material and accelerates corrosion of critical surfaces,” Salvatora said. “So, we recommend complete replacement of the foundation brakes to prevent a potential future failure. And if it’s not clear whether the water was fresh or salt, play it safe and follow the saltwater guidelines.” Additionally, when replacing any pneumatic system components that have been subjected to flood conditions, disconnect all contaminated air tubes and hoses, flush them with clean water, and blow them out with air pressure to remove contaminants. Fresh-Water Damage Guidelines If you’re certain the power unit or trailer was submerged in freshwater, begin by carefully power-washing the vehicle – including the foundation brakes. Be cautious while cleaning: Rubber parts and sealing interfaces should not be directly sprayed with the high-pressure jet. Irreparable damage to valves will occur when a high-pressure washer directly sprays exhaust ports. Appropriate PPE (Personal Protective Equipment) is recommended while washing or working on flooded vehicles, whether salt water or fresh. In the unapplied state, most valves have the delivery open to the atmosphere at the exhaust port, so if any exhaust port is submerged, the water has infiltrated the system and can lead to future malfunction. Do not attempt to start a vehicle if fresh water has entered the air compressor or dryer through the air system intakes. Follow these steps to thoroughly check the various parts of the air brake system: 1. Vehicle valving Inspect each component in the pneumatic brake and accessory systems. Drain any pressure remaining in the service reservoirs. Mark and remove all pneumatic and electrical connectors at each valve. Check for evidence of water or contamination inside the connectors, air hoses, or the component itself. Carefully inspect any wiring harness connections. Water infiltration at the connector can lead to corrosion of the wiring harness inside the insulation, which can cause intermittent continuity, increased resistance, and time-consuming electronic diagnostics. Carefully use dry compressed air pressure (from a stationary compressor or similar) to blow air through the pneumatic tubes and hoses. Watch for evidence of water or contamination. If water or contamination is found inside the component, replace the component. If no evidence of water or contamination is found inside the component, reassemble the component to the associated lines and fittings. Repeat this process as you continue to inspect all the valves in the air brake system. Replace any nonfunctioning valves or those showing evidence of water or contaminants ingestion. Inspect tractor and trailer glad hands and the supply and control hoses. Water and contaminants frequently enter the air brake system through unprotected hands. 2. Charging system Inspect the air intake, compressor, and air dryer for signs of water or contaminant ingestion. Carefully use dry compressed air pressure (from a stationary compressor or similar) to blow air through the pneumatic tubing and watch for evidence of water or contamination. An electrically driven air compressor that has been submerged is not serviceable and should be replaced. To remove any residual water from the service tanks, use dry compressed air from a stationary air compressor (or a suitable portable unit). Air dryers remove moisture in compressed air, but they will not remove moisture that’s present in the system beyond the service tanks. After reconnecting pneumatic lines, install a new or properly serviced air dryer to aid in removing any residual moisture from the air inlet. If you find signs of moisture or other contamination, then all the pneumatic air brake components should be replaced: Once water or contaminants get into any of the air brake components, it’s impossible to completely clear the system without total disassembly. Consider also the guidance included in the TMC Recommended Practice 617A for contaminant elimination procedures for tractor, trailer, or dolly air brake systems. Wheel-Ends and Electronics Examine all wheel ends for water, which increases the possibility of corrosion between drum brake lining material and the shoe table (rust jacking) and can also pool in drums when left standing – increasing the risk of corrosion. You will also need to check the integrity of the friction couple between the friction and disc or drum. Water-filled loading docks may not immediately come to mind as “flood events,” but they can certainly have the same impact on some wheel-end components, such as slack adjusters. Remove any fittings and mounting stud nuts, and orient ports downward to verify that no water has entered brake chambers through the airlines. If water is present, replace the actuator. Follow the appropriate wheel-end relubrication procedures, including re-greasing slack adjusters. Assess the braking/safety electronics components by using a tool such as Bendix ACom PRO software to conduct a diagnostic download on systems such as ABS, ESC (electronic stability control), and collision mitigation controllers, including any front or side radar units. Electronics will validate through self-check-in in most cases: If the electronic control unit (ECU) is operable, it will check the necessary solenoids, sensors, harnesses, etc. A visual inspection is still necessary. Any residual mud must be cleaned off the radar and radar cover. If any cracks or damage are observed, then both the radar and cover should be replaced. Make sure to inspect the seven-pin electrical connector interface between the tractor and trailer as well. Corrosion at this connection is a common cause of flickering lights and intermittent power to the trailer ABS system. For more information, two Bendix Technical Bulletins are available in the Bendix Document Library at B2Bendix.com to help gett tractors and trailers back into service after they’ve been submerged: Flood Damage: Bendix Recommended Procedure for Trailer and Dolly Control Systems That May Have Been Submerged (TCH-003-048) Flood Damage: Bendix Recommended Procedure for Power Vehicles That May Have Been Submerged (TCH-003-049) Back on the Road and Follow-Up Support If your checks turn up no evidence of water or contamination, conduct a thorough test of the air brake system and ABS before returning the vehicle or trailer to service. Note that between the floodwaters and power washing, it’s possible that the ABS wheel speed sensors may have been moved from their normal position. Push them back into contact with the exciter ring by hand, and when the wheel turns, normal wheel-bearing play will adjust the sensor position. “We recommend retesting and diagnostic checks of the electronic systems after the initial post-flood testing,” Salvatora said. “Additionally, make sure you’re following other vehicle and system manufacturers’ guidelines: Flooding can have bumper-to-bumper effects, and you can’t be too careful.”

Paper Transport says activation of Freight Science platform helped ease impact of Baltimore Bridge collapse

Dana Guthrie - August 8, 2024

CLAYTON, Mo. — Paper Transport (PTI), a truckload carrier and intermodal marketing company (IMC) has revealed the impact of its partnership with Freight Science and its Intelligent Decision Recommendation and Automation technology. “Our partnership with Freight Science has enabled us to develop new business models and associated services while enabling scalable operations across our customer base,” said Jared Stedl, chief commercial officer for Paper Transport. “The Freight Science platform and team enabled us to quickly develop an updated dedicated service to secure more deals. Our customers are looking for a high-quality service with on-time pickup and delivery. We do this better than our competition. Freight Science enables us to do this while honoring our drivers’ home time requests, leading to low driver turnover. Freight Science also enables us to drive more backhauls, allowing us to do more with less.” The release added that by going to market with Freight Science’s load planning optimization solutions, PTI has expanded its competitive advantage and won new business within the competitive dedicated shipping industry. Most notably, it was announced in a press release that Freight Science’s Intelligent Decision Automation was put into action two days following the collapse of Baltimore’s Key Bridge in March, rerouting shipments automatically, resetting customer expectations and saving freight costs. Paper Transport (PTI) chose technology company Freight Science to enable the for-hire truckload carrier to overcome daily business operational challenges, including suboptimal routes, increased fuel costs, longer delivery times, and inefficient asset utilization due to a lack of real-time insights and optimized planning, according to the release. Freight Science also equipped PTI with the ability to develop new business models to secure a huge food and beverage customer, improve operational efficiency, and win new business within the dedicated shipping industry, the release said. “Traditional load planning is resource-intensive requiring higher overhead cost and detracting from customers and drivers while often yielding suboptimal decisions, unnecessary empty miles, late deliveries, and less efficient asset utilization,” Stedle aid. “Delays in decision-making due to a lack of real-time insights also hinder operational efficiency, making operational cost management a constant struggle. The Freight Science platform, employed by PTI, addresses these critical challenges, contributing to greater operational efficiency, improving collaboration with shippers, all while reducing operating costs through higher utilization and lower overhead.”

Diesel Direct, Saia Trucking start diesel pilot program in California

Erica N. Guy - August 7, 2024

OAKLAND, Calif. — In a media release issued on Aug. 7, Diesel Direct announced it is partnering with Saia Trucking to implement a renewable diesel pilot program at Saia’s locations in Oakland, San Jose, San Diego and Orange, California. According to the release from Diesel Direct, this initiative represents a pivotal advancement in promoting environmental sustainability and enhancing fuel efficiency within the transportation industry. The partnership stems from Diesel Direct being dedicated to providing innovative and eco-friendly fuel alternatives along with Saia Trucking as a transportation provider, sharing “this commitment to sustainability. The company has a long-standing dedication to reducing its environmental impact through sustainable business practices, equipment optimization, and corporate efficiencies,” according to the release. Saia Trucking’s fleet initiatives include modernizing equipment to boost fuel efficiency, transitioning to alternative fuels, and leveraging new technologies to optimize routing, loading, and freight handling. “The decision to switch to Renewable Diesel at key California locations underscores Saia’s commitment to sustainable practices and reducing its environmental impact,” the release stated. Benefits of renewable diesel are many and include: Lower Emissions: Renewable Diesel can reduce greenhouse gas emissions by up to 75%, significantly lowering the carbon footprint of Saia Trucking’s fleet. Enhanced Engine Performance: It provides superior engine performance, even in challenging conditions, ensuring Saia’s trucks operate smoothly and efficiently. No Engine Modifications Required: Renewable Diesel can be used in existing diesel engines without any modifications, making the transition seamless and cost-effective. Improved Air Quality: By reducing exhaust emissions, Renewable Diesel helps improve air quality, benefiting the communities around Saia Trucking’s operational hubs. Diesel Direct’s partnership with Saia Trucking extends beyond fuel supply. Diesel Direct provides comprehensive fuel management solutions designed to optimize operational efficiency and reduce environmental impact, according to its media release. Saia Trucking’s fleet across key California hubs will benefit from Diesel Direct’s direct fuel delivery services, ensuring the fleet is always ready to meet diverse client needs. This includes handling refrigerated units, hazardous materials, and oversized loads with the highest level of precision and care. “Diesel Direct’s West Coast Green Corridor stretches from San Diego, California, to Portland, Oregon and is expanding northward,” said Diesel Direct’s Account Manager Jeremy Model. “Through our mobile fleet fueling program, Saia has significantly reduced fuel procurement costs for approximately 135 tractors across four major markets. This improvement has enhanced route efficiency and contributed to significant labor savings. Additionally, by switching to Neste’s Renewable Diesel, Saia is projected to save 5,455 metric tons of CO₂ equivalent annually—comparable to removing 1,185 cars from the road.” Senior VP Tim Johnson spoke of operational efficiency in his statement on the partnership. “Diesel Direct’s partnership with Saia Trucking marks a significant step forward in our mission to promote renewable energy solutions in the transportation sector,” he said. “By piloting Renewable Diesel, Saia Trucking is enhancing its operational efficiency while contributing to a healthier environment. We look forward to continuing our collaboration to reduce emissions and build a more sustainable future for everyone.”

JB Hunt, Kodiak Robotics, Bridgestone pass 50k mark in autonomous long-haul trucking miles

Bruce Guthrie - August 7, 2024

It is a collaboration celebration for three national partners. J.B. Hunt Transport Services Inc., Bridgestone Americas and Kodiak Robotics Inc., an autonomous trucking company, are touting a successful ongoing weekly delivery collaboration that has surpassed 50,000 autonomous long-haul trucking miles, incorporating Kodiak autonomous trucks to ship Bridgestone passenger car tires between South Carolina and Dallas. Since launching in January, the autonomous route has been driven with no accidents and achieved 100% on-time pick-up and delivery. The endeavor has been successful enough that the companies have expanded the collaboration to include additional weekly deliveries along the route. Utilizing Kodiak’s hub-to-hub autonomous delivery model, the long-haul stretch of the route from Atlanta to Dallas — approximately 750 miles and 16 hours — is completed using Kodiak autonomous driving technology, which is fitted with Bridgestone M719 drive tires and R213 steer tires. J.B. Hunt transports the trailers to and from Bridgestone facilities and Kodiak hubs. The companies leverage J.B. Hunt 360box, a fluid network of 14,000-plus company trailers, to secure capacity for the return trip from Dallas, preventing empty miles and improving route efficiency. “Working closely with Kodiak and Bridgestone, we were able to deliver a complementary solution that integrates autonomous technology with day-to-day operations while also solving backhaul challenges,” said Nick Hobbs, chief operating officer and president of contract services at J.B. Hunt. “It’s a great example of how our mode-neutral approach can leverage multiple service offerings to produce efficient, value-driven solutions unique to our customers’ needs.” The collaboration provides a round-trip solution for delivering Bridgestone passenger car tires and minimizing empty miles for efficiency. Here is how it works. J.B. Hunt moves the load from Bridgestone’s Aiken Passenger Tire plant in Graniteville, SC to Kodiak’s Atlanta-area autonomous truckport in Villa Rica, Georgia. Kodiak autonomous trucks complete the long-haul stretch of the route from Atlanta to Kodiak’s Lancaster, Texas facility. A two-person-team of Kodiak safety drivers oversee the seamless and continuous operation of the autonomous truck. J.B. Hunt transports the load approximately 50 miles from Lancaster to Bridgestone’s Roanoke distribution center. For the trip from Dallas to Atlanta, J.B. Hunt leverages its J.B. Hunt 360box program to identify additional customers with live and drop freight needs along that route. Kodiak completes the delivery autonomously to Atlanta, and then J.B. Hunt transports the load to its next destination. “As part of our evolution into a global leader in sustainable mobility solutions, Bridgestone joined forces with Kodiak and J.B. Hunt to prove that autonomous long-haul shipping is more than just a daydream; it’s happening right now,” said Brad Blizzard, Vice President, Logistics Operations and Product Delivery, Bridgestone. “We are excited to be expanding our routes, growing this partnership, and investing in the mobility of the future.” “Our ability to build an autonomous delivery program with J.B. Hunt, one of America’s best-respected and most innovative trucking fleets, and Bridgestone, a longstanding Kodiak investor and a leader in transportation technology, makes this a perfect collaboration,” said Don Burnette, Founder & CEO, Kodiak. “Demonstrating the efficacy of our middle mile model and improving operational efficiencies for our customers sets us all on a course for rapid and sustainable growth.” Bridgestone announced an investment in and partnership with Kodiak in June 2021. As part of the partnership, Bridgestone has integrated its smart-sensing tire technologies into Kodiak’s autonomous trucks and have integrated smart tire technologies to further enhance vehicle intelligence for a safer, more efficient, and more sustainable mobility future. Bridgestone is also Kodiak’s exclusive tire supplier. Additionally, J.B. Hunt provides Bridgestone with pickup and delivery services for multiple customer locations throughout the country.

Warren Smith earns top honors at Ryder’s 2024 Top Tech skills competition

Linda Garner-Bunch - August 6, 2024

MIAMI — Warren Smith of Ontario, Canada, has been named the champion of the Ryder System Inc. 2024 Top Technician competition. In addition to bragging rights as the company’s best tech, Smith walked away with a $50,000 cash prize. Ryder’s annual Top Technician challenge, now in its 23rd year, is designed to identify, showcase and reward Ryder’s top performing truck maintenance professionals among the company’s 4,800 technicians that are based in the U.S. and Canada, according to a statement from Ryder. The event is held in a different city each year. The 2024 championship was held at the David L. Lawrence Convention Center in Pittsburgh. “Congratulations to Warren Smith as this year’s Top Tech and a heartfelt thank you to all our finalists and competitors for another successful and inspiring display of truck maintenance mastery,” said Robert Sanchez, chairman and CEO of Ryder. “Since 2002, our Top Tech competition week and grand prize are just one of the many ways we highlight the value of our skilled technician workforce — celebrating their indisputable talent and showcasing why Ryder techs are the best in the business.” To reach the championship round in Pittsburgh, each competitor had to outperform 1,200 other Ryder technicians in the first round and advance through the regional qualifier round. During the final competition, 10 finalists went head-to-head in a series of rigorous hands-on skills challenges, rotating every 30 minutes across 10 trucks while a panel of judges evaluated their performance. At each station, finalists were presented with modern diagnostic challenges designed to test their technical expertise in preventive maintenance, collision-avoidance system diagnostics, electronic engine diagnostics, aftertreatment system diagnostics, multiplexing/diagnostics, automated transmission diagnostics, heavy-duty electrical systems and more. The stations were developed in partnership with various Ryder supplier partners and OEMs. Kyle Walton of Ryder’s Bristol, Pennsylvania, shop took second place in the championship, and Benjamin Cheaney of Ryder’s Evansville, Indiana, location earned third place. After the competition, all 10 finalists were recognized at an awards ceremony hosted at the Heinz History Museum, where each received a $10,000 cash prize. “It was particularly fitting to celebrate Warren Smith and each of our finalists in the ‘City of Bridges’ this year. At Ryder, we serve as a bridge between our customers and their clients, helping to navigate obstacles to ensure they deliver on their promises to customers,” said Bryce Kinsley, vice president of maintenance operations at Ryder. “Our skilled Ryder technicians are essential in this process, providing the expertise and support needed to keep operations running smoothly,” he continued. “We take pride in being the preferred employer of these top technicians as they continue to deliver the best service and workmanship in the industry.” As part of the annual competition, finalists and their guests enjoyed a week filled with activities, entertainment, and opportunities to explore Pittsburgh’s history and connection to transportation, logistics, and related industries. This year, finalists were treated to a tour around the Steel City, experiencing the Carrie Blast Furnaces, a Pittsburgh Pirates baseball game, the Pittsburgh Vintage Grand Prix and the incline railways.

Penske introduces new eDVIR feature in Penske Driver Mobile App

Bruce Guthrie - August 6, 2024

READING, Pa., — Penske Truck Leasing recently launched an electronic driver vehicle inspection report (eDVIR) feature in the Penske Driver mobile app for customers. According to a recent press release, this new feature enables customer truck drivers to submit driver vehicle inspection reports electronically using the free Penske Driver app. This new eDVIR functionality also provides fleet managers with immediate access to the submissions sent through the app using Fleet Insight, Penske’s real-time fleet management platform. This advancement aims to streamline inspection processes, enhance compliance and improve overall fleet management efficiency. “Our new eDVIR capability represents a step forward in how we support our customers’ compliance and maintenance needs,” said Brandie Searle, vice president of digital product management for Penske. “By responding to customer feedback with this highly requested feature we enable electronic submissions and real-time visibility, helping fleet managers address issues quickly and effectively, reducing downtime and improving operational efficiency.” The eDVIR feature is designed to help users stay compliant with Department of Transportation regulations and is exclusive to Penske leased, maintained, or rented vehicles. The upgrade streamlines the repair request process by automatically sending defect reports from the telematics system to Penske’s maintenance system. As defects are resolved, detailed mechanic notes and resolution statuses are communicated back to the telematics system, providing essential information such as repair shop locations, repair notes and contact details. The Penske Driver app is used by approximately 20,000 commercial truck drivers monthly and offers a range of features including logging Hours of Service to comply with the Electronic Logging Device mandate, submitting 24/7 roadside assistance requests, checking-in for service visits, submitting fuel receipts digitally and finding location rental, leasing, service, parking, EV charging and fueling locations. The app provides access to vehicle information, service history and 24/7 support. Penske offers live, free weekly training webinars on Penske Driver to ensure customers can effectively use the technology. Penske Driver is available for download on both Android and Apple devices. For additional guidance and information, download Penske’s eBook: “Complete Daily Tasks and Stay Compliant with Penske Driver.”

ACT, FTR differ on rate of Class 8 sales decline

Bruce Guthrie - August 5, 2024

Two reporting agencies are a bit conflicted when posting preliminary stats for North American Class 8 net orders for July. Reports from both ACT Research and FTR Transportation Intelligence were released Friday, Aug. 2. While the numbers are a bit different, the consensus remains that numbers down. According to the ACT report, July preliminary North America Class 8 net orders were 13,400 units, down 8% month to month and 13% year to year. “Class 8 orders remained at directionally and seasonally expected levels in July,” shared Kenny Vieth, ACT’s president and senior analyst. “Historically, July is the worst month of the year for Class 8 orders, so is awarded the biggest seasonal factor, nearly 24% this year. Applying that seasonal factor boosts July’s seasonally adjusted intake to 17,500 units, which results in a narrower 3.7% month-over-month decline.” Vieth added that the headwinds that have been buffeting the US portion of the NA commercial vehicle industry did not diminish through the first half of 2024, and were arguably a touch worse at the start of the year’s second half. “Preliminary results of public TL carriers’ [second quarter] performance are only encouraging in the sense that the nominal results were up from [first quarter],” he said. “To this we add surging and record-level inventories, in both the medium and heavy-duty markets. … we have been repeatedly surprised to the upside on order activity. As was the case in June, July’s orders were more closely aligned with data-driven expectations.” ACT’s final report for July will be released in mid-August. While FTR agreed with much of Veith’s analysis of the market, the numbers were a bit askew from what ACT reported. FTR reported that Class 8 preliminary net orders in July totaled 12,400 units, down 6% month over month and 7% year over year. Class 8 orders for the past 12 months have now totaled 272,900 units. July’s orders are somewhat below seasonal expectations with the market on a year-to-date (YTD) basis now performing slightly below replacement demand levels with an average of 19,400 net orders per month, according to FTR’s released statement. The decline is unsurprising given the strong order performance in the first five months of the year and the typically weak seasonal order period. After averaging nearly 16,000 units from April to June, orders have slowed to just under 15,000 units in the most recent three months, FTR’s report stated. Build slot fulfillment for Class 8 trucks continues to decline as a result. Orders are now lower on a y/y basis for the second consecutive month, but due to the strong performance earlier in the year, net orders for 2024 year to date remain up 18% year over year. “OEMs experienced a somewhat mixed market this month with vocational markets mildly underperforming conventional, but the overall picture was steady,” said Dan Moyer, senior analyst, commercial vehicles at FTR. “Despite stagnant freight markets, fleets continue to invest in new equipment, albeit at a slowing pace. Year-to-date order levels are just marginally below historical averages and seasonal expectations, and the market fundamentals remain relatively consistent based on these preliminary orders. We expect to see further reductions in backlogs once the final Class 8 market indicators are released later this month as well as continued growth in an already-record level of inventory. The pressure on OEMs to reduce build rates continues to grow.” FTR will also release finalnumbers in mid-August.

New generation 3 of Ex-Guard grille guards available August 1

Dana Guthrie - August 1, 2024

DES MOINES, Iowa —Ex-Guard has announced an upgraded line of grille guards that the company says will set a new standard for protection and ease of use while boasting verified compliance with all current collision mitigation systems. “This new generation of Ex-Guard helps further fulfill our mission to protect our customer’s most valuable assets with the safest, smartest and strongest products,” said general manager of Ex-Guard, Ryan Holt. “Our previous generations of guards helped major fleets decrease their towable accidents up to 80%. This generation of guards take that protection one step further; making them easier to lift, taller, with more bars of protection, stronger latching and verified as being compliant with all collision mitigation systems on the market today.” According to a press release, six new features are available for order immediately and will begin shipping in mid-August. More information can be found at Ex-Guard.com. ClearZone CMS Verified: Ex-Guard XG and EX Generation 3 guards are the only grille guards that have been verified by the collision mitigation system (CMS) radar manufacturer to avoid the radar’s “Keep-Out Zones.” This allows the CMS to function without inhibition. Ex-Guard has been verified to meet the requirements of CMS radar systems for Freightliner, Kenworth, Peterbilt, International, Volvo, Mack and Western Star as of August 1. Xero-G Lift Assist: XG Generation 3 guards include Ex-Guard’s Xero-G Lift Assist that reduces the effort to raise and lower the guard by more than 95%. This allows drivers and maintenance team members of any shape, size or strength the ability to do under-hood inspections easily. This increases a fleet’s ability to accommodate a more diverse driver set. LEVRLock Latches: LEVRLock features a new double cam latch operation, ergonomic handle and a rattle-resisting, adjustable design – making it by far the strongest and most durable Ex-Guard latch ever. Extra Cross Bar & Height: Every XG model now includes an additional 3”-7” of height, an additional cross bar and 30% smaller area around the CMS for maximum protection. License Plate Bracket Included: Every XG model also includes our most popular XG-LP10 License Plate Bracket in the price of the guard. Fewer SKUs: Generation 3 guards also now fit many more models, meaning fewer styles and SKUs of guards are needed to outfit a fleet. This allows both fleets and dealers to optimize both space and budget in a tight trucking economy. “For many years, Ex-Guard has been compliant with all of the collision mitigation systems on the market. This year we were able to verify them officially with the major radar and software manufacturers,” Holt said. “We’re especially excited about the new Xero-G Lift Assist because drivers regardless of size, height or strength need to be able to do their daily inspections. Xero-G allows drivers to easily raise and lower the guard with minimal effort. In testing, we found most drivers and maintenance teams could raise and lower guards with a single finger.”

FleetPulse receives new funding from NFI Ventures

Erica N. Guy - July 31, 2024

CHICAGO — Customer focus is about to get extra attention at FleetPulse, who announced recently via media release that it has received additional funding from NFI Ventures, which will be used to enhance the development of its customer-focused innovations and expedite product commercialization. “The trailer must be a strategic, digital asset in our rapidly evolving industry,” said Carl-Christoph “CCR” Reckers, CEO of FleetPulse. “This additional funding is a vote of confidence from forward-looking and highly respected partners in the trucking and venture capital industries, and these relationships will deepen our understanding of customer needs as well as enable us to tap into valuable networks to accelerate commercially.” Following its recent separation from Great Dane and an $11M seed funding round, FleetPulse continues to attract strategic and financial investments. NFI, an early adopter of FleetPulse trailer telematics, has been instrumental in pilot programs and technology design partnerships, the release stated, aimed at improving safety, cargo security, and fleet performance. “Working together with Fleet Pulse will enable us to provide richer data and insights to our customers,” said Jim O’Leary, vice president of fleet services at NFI. “We go beyond providing transportation services and enable our customers to make data-driven decisions about their business.” Ironspring Ventures, an early-stage, sector-focused venture capital firm with expertise across the industrial supply chain, also backed FleetPulse, given its rapid trailer deployment and commercial progress since launching as an independent company earlier this year. “FleetPulse delivers crucial visibility and data-driven insights into trailers, a key asset in the supply chain that has been underserved,” said Ty Findley, general partner at Ironspring Ventures. “We were impressed by the team’s ability to rapidly deploy the FleetPulse product commercially onto what is now tens of thousands of trailers all across the U.S., Mexico and Canada. And we’re thrilled to catalyze our network in support of the company’s incredible early momentum.”

CVSA promotes education, outreach and safe equipment during Brake Safety Week

Cliff Abbott - July 31, 2024

Brake safety week will be here before you know it! The Commercial Vehicle Training Alliance (CVSA) has scheduled this year’s event for Aug. 25-31. During this inspection blitz, safety checks — including a large number of Level IV inspections — will be conducted on large trucks and buses across the U.S., Canada and Mexico. Brake Safety Week is one of two annual CVSA events that focus on commercial motor vehicles’ (CMVs) brake systems. Brake Safety Day (which is never announced in advance) was conducted on June 10 this year. During that event, inspectors placed 570 vehicles — that’s 11.8% of those inspected — out of service for critical inspection item violations. The most common violation was 20% or more of brake devices out of adjustment. An 18-wheeler has 10 wheel-ends, so it only takes two for an OOS condition. Other OOS violations included worn brake lines or hoses, air leaks, broken brake drums, defective low-air warning devices and more. Brake Safety Week, unlike the one-day surprise event, is announced early, giving truck owners, fleet managers and drivers plenty of time to prepare. This year’s focus areas are brake linings and pads During this year’s week-long brake safety event, inspectors will pay extra attention to brake linings and pads. Linings that show excessive wear or that are loose, broken or contaminated with a substance (such as oil from leaking wheel seals) will be cause for a vehicle being placed out of service (OOS). Although not an area of focus, inspectors will also measure brake adjustment and the make note of the condition of parts and air lines, too. In-cab checks may be conducted to determine the condition of low-air warnings and the operation of tractor and trailer protection valves. Some jurisdictions are equipped with performance-based brake testers, machines that measure the braking forces at each wheel end, for an axle or for the entire vehicle. While these devices can’t identify the particular brake part responsible for a problem, they can identify when brakes don’t have the stopping power to safely bring the vehicle to a halt. The condition of brake linings is an issue for some drivers Brake linings may be hidden by inspection plates and can be difficult for drivers to access. Many drivers don’t know how to measure push-rod travel, so they leave that task to the technicians in the maintenance department. When an automatic slack adjuster (the device that pushes the push rod) is out of adjustment, manufacturers advise against trying to adjust it. The correct action is to have it replaced, something drivers aren’t equipped to do on the road. In most applications, slack adjusters should appear to be at about the same angle, so if one adjuster stands out at a different angle than the rest, there may be a problem on that wheel end. Other brake components, however, aren’t difficult to inspect. Drivers can check air lines, including lines from tractor to trailer and those hanging under the trailer, for damage and leaks. In-cab checks for low air pressure warnings and protection valve operation should be performed regularly. With the truck turned off and the windows down, even small air leaks can be heard. It takes a little effort, but a good look under the truck to make sure everything is connected and nothing damaged should also be done regularly. If the steering pulls to one side or the other when brakes are applied, that’s an indication the brakes are out of adjustment on at least one wheel. That’s a dangerous condition, and an automatic OOS violation if found at an inspection. Pre-inspect your vehicle ahead of time It’s a good idea to have the brakes inspected shortly before the CVSA event (or whenever the driver isn’t sure they are in proper working condition). Some carriers routinely perform inspections when the truck is in the shop for maintenance, but some utilize vendor services while the truck is on the road. Carriers that utilize a lot of trailer pools to create drop-and-hook opportunities for drivers sometimes don’t get trailers in for proper inspection as often as necessary. That’s why pre-trip inspections by the driver are critical to keeping them in good condition. Unfortunately, the conditions at pickup aren’t always good for inspections. Finding and hooking up to a loaded trailer in a muddy lot at midnight is difficult enough. The trailer may need to be moved to a better location, and a flashlight will be needed. No matter the circumstance, hauling the trailer to your destination without inspecting isn’t an acceptable way to operate. What is the CVSA and what do they do? Drivers sometimes assume that the CVSA is a law-enforcement group that exists to make their jobs more difficult. This is not exactly the case. While law enforcement groups are a part of CVSA, so are manufacturers of vehicles and vehicle components, as well as carriers. The CVSA is a partnership of industry groups that conducts regular meetings to decide on inspection criteria and develop inspection procedures. Inspectors can’t simply decide they don’t like the way something looks; they must follow detailed guidance developed by CVSA. Check out these online resources The CVSA provides a great deal of information on its website, including downloadable guides for inspection types and procedures and guidance for drivers to pass inspections. For example, drivers can download a flyer with detailed information about checking brake shoes, pads, drums and rotors here. Another document that provides brake adjustment information can be viewed and downloaded here. A flyer explaining how the performance-based brake tester works can be found here. A large part of the CVSA’s mission is education and outreach. This includes educating drivers on how inspections are conducted and how to pass vehicle inspections. It also includes accumulating data that is used to help manufacturers make better products and carriers develop better maintenance and safety processes. It’s a team effort designed to keep everyone safer. Although being inspected by a uniformed law enforcement official can be inconvenient — and sometimes intimidating — it doesn’t have to be. Inspectors and drivers are both trying to do their part to save lives. Many inspectors are glad to explain what they are looking for and what constitutes a violation. Being impatient or confrontational only adds stress to everyone’s day. Take advantage of the information available and be prepared for Brake Safety Week — and every week.

Clean Energy opens new clean-fuel RNG station in Florida

Erica N. Guy - July 31, 2024

DAVENPORT, Fla. — Clean Energy Fuels Corporation, the largest provider of the cleanest fuel for the transportation market, has announced the opening of its latest renewable natural gas (RNG) fueling station in Davenport, Florida. The site now provides RNG to heavy-duty trucking and other fleets operating busy routes around Highway 27, Interstate 4 and the Florida Turnpike area. RNG is a fuel made entirely from organic waste and drastically reduces carbon emissions by an average of 300% compared to diesel. The opening of the RNG station aligns with the highly anticipated introduction of Cummins’ X15N natural gas engine, a breakthrough development for heavy-duty trucking fleets looking to shift to ultraclean fuel without compromising on capability. The new engine has been tested by some of the country’s most demanding fleets, such as Walmart, Knight-Swift, UPS and Amazon and is receiving high praise for its power, torque, fuel economy and the ability to dramatically reduce greenhouse gas (GHG) emissions. “Clean Energy has seen a strong demand for RNG fuel from both new and existing customers. The Davenport station is in a great location to supply a clean fuel to the many fleets that operate in the central Florida area,” said Chad Lindholm, senior vice president of Clean Energy. “The investments being made by Clean Energy and many others in RNG production will ensure a steady flow of RNG fuel to this station and hundreds of others that are in our network around the country.” The new station sits on 3.7 acres at 2450 Access Road, Northwest Davenport, Florida, 33897 and includes five fast-fill dispensers for easy in-and-out fueling, in addition to 98 time-fill fueling hoses. Clean Energy currently has a network of over 600 fueling stations in North America and is steadily expanding that number with stations purposely built and strategically located for heavy-duty truck fleets. Clean Energy is also making substantial investments in the production of RNG at dairy farms. Agriculture accounts for nearly 10% of U.S. GHG emissions, and the transportation sector accounts for another 28%, according to the U.S. Environmental Protection Agency. Capturing methane from farm waste lowers these emissions. RNG, produced by captured methane and used as a transportation fuel, significantly lowers GHG emissions on a lifecycle basis when compared to diesel. This allows RNG to be one of the only transportation fuels to receive a negative carbon-intensity score based on the reduction of emissions at the source and at the vehicle.

Daimler Truck Financial Services appoints Kevin Bangston as president and CEO

Erica N. Guy - July 31, 2024

LEINFELDEN-ECHTERDINGEN, Germany — When Sept. 1 rolls around on the calendar, Daimler Truck Financial Services North America (DTFA) will have a new president and CEO. That’s the date Kevin Bangston is scheduled to step into the role, according to a July 31 press release. Bangston is currently president and CEO of Thomas Built Buses and Freightliner Custom Chassis Corp. In his new position, he will be responsible for DTFS in the U.S., Canada and Mexico. He has over 25 years of experience in the transportation industry and is well-equipped to lead the DTFS North American business into the next era. He started his career at Daimler Truck North America (DTNA) in 2001, working in corporate finance. His success in various roles led to international leadership positions in Germany, Indonesia, and Japan. “I am extremely happy and proud that we can bring Kevin into the Daimler Truck Financial Services leadership team,” said Stephan Unger, CEO of Daimler Truck Financial Services GmbH. “With his leadership skills, his experience and deep knowledge of the transportation industry, Kevin will further develop our business and lead our transformation in North America from purely financial to a complete commercial vehicle service provider.” The current president and CEO of DTNA, John O’Leary, voiced his support for Bangston being his successor. “Kevin’s proven leadership track record and broad experience across both DTNA and the larger Daimler Truck organization positions him well for success in his new position,” O’Leary said. “We look forward to having him as a member of our DTNA Operating Committee (OpCom) and working together to continue provide our customers and dealers the industry-leading service and support they expect and deserve.” Bangston succeeds Richard Howard, who will retire effective July 31 after a successful career at DTNA and DTFS. Over a span of more than 31 years, Howard held leadership positions in Africa, Asia, Europe and North America. “We cannot express how thankful we are for Richard´s achievements during his whole career. His leadership, motivation, dedication, and deep knowledge of the truck industry have always been essential for our culture and our success. We wish him all the best for his future,” said Unger and O`Leary. Bangston’s successor at Thomas Built Buses and Freightliner Custom Chassis Corporation has yet to be named; however, Bangston will continue to support both businesses on an interim basis.

IdriveAI launches NEXUS fleet managment platform

Erica N. Guy - July 30, 2024

SANTA BARBARA, Calif. — Technology advancements in trucking are becoming more the norm than the exception. The latest is the IdriveAI announcement of the launch of its cutting-edge fleet risk management platform, NEXUS. According to a media release, the NEXUS video-based IoT platform is designed “to revolutionize fleet safety operations. It leverages advanced AI-driven insights from both edge and cloud computer vision models and real-time data analytics to provide fleet managers worldwide with an unparalleled understanding of risk.” “We are excited to introduce NEXUS to the market,” said Calin Mihalascu, chief revenue officer at IdriveAI. “Our new platform is designed to empower fleet managers with the tools they need to make informed decisions, streamline operations, and enhance overall fleet performance. NEXUS represents a significant leap forward in fleet safety management technology, combining real-time data and AI to deliver actionable insights that drive results.” NEXUS offers a comprehensive suite of features, including real-time video analytics, vehicle tracking, driver behavior monitoring, predictive risk alerts, and customizable reporting. “This state-of-the-art platform is set to redefine fleet management by enhancing operational efficiency, reducing costs, and improving safety standards across the board,” the release states. Key features of NEXUS include: AI-Driven Insights: Harness artificial intelligence to gain deeper insights into fleet operations and optimize performance. Real-Time Tracking: Monitor vehicle locations and movements in real time for enhanced visibility and control. Driver Behavior Monitoring: Analyze driver habits and provide feedback to promote safer driving practices. Customizable Reporting: Generate tailored reports to meet specific business needs containing action items for a more efficient operation. “Constructed using the most advanced technology from Amazon Cloud, NEXUS boasts theoretical infinite scalability and the ability to process data at unparalleled speeds,” according to the release. “A standout feature is its intelligent custom reports, crafted to save fleet managers time and allow them to concentrate on their primary duties. From the beginning of IdriveAI, we have diligently refined our offerings and heeded the feedback from our clients and partners. NEXUS stands out as a revolutionary tool for real-time fleet risk management.” Starting in August, all existing customers will receive a complimentary upgrade from IRIS to NEXUS.

Autonomous driving partnership between Hesai, Westwell promises to improve logistics operations at terminals, sea ports

Erica N. Guy - July 30, 2024

PALO ALTO, Calif. — Hesai Technology, a provider of lidar solutions, has entered a strategic partnership with Westwell, a provider of autonomous driving solutions, to provide lidar in applications, including autonomous driving, industrial robots, heavy machinery and smart cities. Westwell’s autonomous driving solutions will be equipped with Hesai’s advanced lidar products and serve over 200 corporate clients across 20 countries. According to a July 29 press release, Westwell’s collaboration with Hesai will also bring higher productivity to the supply chain, significantly enhancing efficiency and quality while reducing carbon emissions on a global scale. Hesai’s lidars are already integrated into several of Westwell’s solutions, including their new energy-efficient autonomous driving Q-Trucks and Q-Tractors. Westwell already has the largest fleet of Q-Trucks at Felixstowe Port in the United Kingdom and has deployed Q-Tractors to support Hong Kong’s largest independent air cargo operator, Hong Kong Air Cargo Terminals Limited (HACTL). Their Q-Trucks are also used in advanced manufacturing plants to improve transport efficiency and green carbon reduction. Westwell’s R&D team uses a multi-sensor approach, equipping multiple Hesai’s XT32 and AT128 lidars for each of their vehicles, which the company says ensures precise operations across various scenarios. Westwell’s autonomous-driving Q-Trucks and E-Trucks are equipped with Hesai’s XT32 mid-range lidar. “The lidar provides high-quality point clouds and optical systems, enabling operable data and accurate vehicle alignment and interactions,” the press release notes. “Additionally, sensors in port scenarios are susceptible to frequent vibrations, salt corrosion and frequent stops.” The Hesai XT and AT series’ transceiver modules are based on Hesai’s proprietary technology, which the company says effectively reducing failure rates and maintenance costs. Beyond logistics, lidar empowers industrial robotics by providing precise distance, speed and imaging data, facilitating accurate positioning, obstacle avoidance, and navigation in complex environments. Hesai lidars are widely used in autonomous delivery robots, forklifts and lawnmowers.

ACT Research: Used Class 8 Truck retail sale price took big hit in June

Erica N. Guy - July 26, 2024

COLUMBUS, Ind. – According to the latest State of the Industry: U.S. Classes 3-8 Used Trucks by ACT Research, the used Class 8 average retail sale price took a big hit in June, slumping 7.6% month-to-month and 20% year-to-year to $54,300 units. “We signaled the price drop last month based on the fact that freight growth remains somewhat elusive,” said Steve Tam, vice president at ACT Research. “Prices are expected to remain stable at this lower level through 2024, now transitioning to y/y growth in early 2025.” Volumes also continued to drop during June. “Same dealer Class 8 retail truck sales downshifted for a fourth consecutive month in June. The 16% drop was counter to the five percentage point seasonal gain indicated by history,” Tam said. “June is typically about as average a month as can be. Wholesale activity improved 3.6% m/m, and in normal last-month-of-the-quarter fashion, auction sales swelled 42% m/m.” He added, “Combined, the total market same dealer sales volume rose 13% m/m in June.

Glimpsing the future: Shell Starship program continues to push boundaries

Dwain Hebda - July 26, 2024

HOUSTON — In the continuing effort to redefine what’s possible in transportation, Shell’s Starship program ranks at or near the top of radical engineering feats in truck technology. The program, which unveiled the original Starship in 2018, has since begat two other generations of the groundbreaking truck and trailer, providing a tantalizing glimpse of what’s to come in the field. Ryan Manthiri, engineering manager for the program, said while the concept vehicles combine a series of highly complex design and technological elements, the astonishingly simple premise upon which they were conceived has remained constant. “Commercial global transport accounts for about 9 percent of global CO2 emissions. That’s basically made up of, like, 17 million vehicles that operate in this global supply chain carrying around 22 trillion ton kilometers of cargo each year,” he said. “The scale of the challenge to decarbonize the sector is huge. “We wanted to create a material demonstration for the sector of how we can come together, collaborate across different even technical boundaries to showcase significant reductions in energy usage and CO2 emissions,” he continued. “That was the underlying philosophy for the truck itself.” Starships 1.0 and 2.0 leaned heavily into radical new design, advanced technology and space age lubricants built on increasingly efficient diesel power plants, achieving fuel economy and freight-ton efficiency that well exceeded the national average for Class 8 diesel trucks. Starship 3.0 is steeped in these elements while rolling out one important difference, the incorporation of alternative fuels. “Nobody knows what the next thing is. There’s really no definition, you know, is it going to be hydrogen? Is it going to be electric? Is it going to be natural gas?” said Heather Duffey, Shell’s global commercial road transport communications manager. “The answer was yes to all of it, right? So that’s where we started looking: ‘What can we do now? Let’s not talk about what’s further down the road, because there’s plenty of stuff we can do now to go ahead and start reducing carbon emissions.’ “At the same time, our customers, especially large fleets, are not going to just make a change just to make a change and see how it works,” she noted. “That’s where we were like, ‘Let’s put it to the test. Let’s see what we can do. Let’s see how we can showcase our technological leadership in the industry and in this sector.’” Starship 3 includes two models, one operating on a Cummins X15N natural gas engine and the other is a hybrid model, soon to be introduced in China. The latter model, developed in partnership with Chinese manufacturer FAW, boasts an engine that runs on Shell biodiesel, which further improves the truck’s carbon footprint. Both trucks operate on next-generation specialty Shell lubricants such as Rotella natural gas engine oil and Spirax transmission and axle oils. While lubricants are generally considered an afterthought in existing trucks, when dealing with something as futuristic as the Starship, no detail is too small to escape innovation. “The lubricants that we have that support the truck are just as critical as the hardware,” Manthiri said. “The engine is the heart and the lubricant is the lifeblood — and in this truck we have specially formulated natural gas engine oil. We’ve done similar things with the transmission oil making sure that the lubricant selection across the power train and the drive line are there. We want all the power coming from the engine to hit the floor with minimal resistance. That’s where these advanced lubricants come in.” The payoff of the program has been immediate and eye-catching. Each version of the truck was put through its paces, running cross-country with a maximum-capacity load, and delivered results in fuel efficiency and emissions far superior to industry averages for a Class 8 truck. In the latest of these tests, Starship 3.0 delivered 80,000 pounds with more than two and half times better efficiency on a ton-miles per gallon basis and more than three times better emissions on a ton-miles per kg of CO2e. Asked why an oil company would take the lead in truck design, Duffey says Shell has always stressed innovation through its internal Discovery Hub. Applying that expertise to a truck, while unique, is in keeping with the company’s forward-thinking mentality. She also said with few exceptions — the Cummins engine being one — Shell Starship sought to incorporate the best available technology regardless of origin. “We built this to be purposely OEM agnostic, as much as possible” she said. “We felt like that was really important so that we could give a truly unbiased view of different technologies. We wanted to make sure that we weren’t showing any kind of bias towards one OEM over another in order to see what we can do and give a true evaluation of that to our customers. We work with a lot of really large fleets and OEMs, and it’s nice to be able to see the things that they have developed from the work that we’ve done that will have an impact on the industry going forward.” The concept is not just for the present, but will be something that can be used for the future. “One thing we frequently refer to is being a lab on wheels. That’s what Starship is,” Manthiri said. “It’s been a great proving ground for technology in hardware, lubricants and fuel.”

TA breaks ground on charging station for medium- and heavy-duty electric trucks

Erica N. Guy - July 26, 2024

WESTLAKE, Ohio — On July 24, TravelCenters of America (TA), part of the bp portfolio, broke ground at its Ontario, California, TA travel center for one of the nation’s first publicly accessible medium- and heavy-duty (MHD) truck charging stations. The charging station is a pilot project in collaboration with the California Energy Commission. According to a news release from TA, the truck charging station will have four 400kW chargers, expected to go live in early 2025. An additional one MW charger — which TA says is capable of providing DC ultra-fast charging for up to five trucks simultaneously — is planned for 2026. The news release notes that the location will also act as an innovation site, allowing bp to test and demonstrate the effectiveness of new technologies, including deploying one of the first available megawatt charger systems; an integrated microgrid generating reliable, renewable power from 250 kilowatts of canopy-mounted solar panels; and a battery energy storage system for up to 1 megawatt hour of power. “This truck charging station is strategically located at the intersection of two of the nation’s busiest highway interstates and is a prime location to serve early-adopter electric truck fleet operators,” said Debi Boffa, CEO of TA. “We are proud to take a leading role in bringing this infrastructure to our fleet customers and other professional drivers.” Sujay Sharma, CEO of bp pulse Americas, says the project at TA’s Ontario location is “just the beginning” of the company’s efforts to create a nationwide network of fast, reliable charging solutions for drivers of electric vehicles, including heavy-duty trucks. “This project further demonstrates bp pulse and TA’s commitment to support fleet customers,” Sharma said.

Hydrogen fuel is nearly ready to replace diesel, but supply infrastructure must be developed

Cliff Abbott - July 25, 2024

Electric vehicle technology continues to advance, and batteries are proving to be effective at powering the family car for a trip to work and back or a run to the supermarket. However, as trips get longer and the technology is applied to larger vehicles, such as Class 8 trucks that haul heavy cargo across the continent, batteries simply can’t get the job done. According to the Engine Technology Forum, the key to meeting clean air standards worldwide may well be the tried-and-true internal combustion engine (ICE). However, the fuels burned in those engines need to change — and hydrogen could prove to be the most viable solution. According to a whitepaper published by the Forum and written by Dr. Ameya Joshi vice president/product at ClearFlame Engine Technologies, hydrogen engines have numerous advantages over alternatives including no carbon or soot emissions, a simplified after-treatment system, less fuel weight than carrying batteries and a similar range as diesel or gasoline engines. Hydrogen also provides for faster refueling than battery charging. Use of hydrogen also does not depend upon the extraction of rare-earth elements that must be imported. “The key challenges for successful deployment of H2 engines are the availability of cheap, abundant fuel, infrastructure to support the transport and refueling, and the development of engine technology to meet tough pollutant standards,” Joshi said. A July 24 webinar sponsored by the Engine Technology Forum attracted attendees from Asia, Europe and North America as well as U.S. senators and congresspersons, numerous state agencies and representatives from universities, trade associations and the media. In addition to Joshi, the panel included representatives from Cummins, Tenneco, MobilityNotes, Johnson Matthey and more. Allen Schaeffer, executive director of the Engine Technology Forum, moderated the event, during which the panel discussed advantages of using hydrogen to power vehicles — as well as the challenges involved. Cummins has been working on fuel agnostic engines for years and is heavily involved in developing hydrogen systems. Jim Nebergall, general manager of hydrogen engine business at Cummins, points out that “serious strategy in multiple energy sources will be required to truly decarbonize.” ICEs will be part of the solution to decarbonization, he says, but notes that there will not be one single solution. Hydrogen can be used to power both ICEs and electric fuel cells. According to Nebergall, the technology to use hydrogen to power long-haul vehicles can be ready for the mass market within a few years, but it all depends on the infrastructure being in place to produce, transport and store the needed hydrogen. That’s a problem. Hydrogen needs electricity to produce energy, either through heating water for steam for methane reforming or through electrolysis, which is simply passing an electrical current through water. When that electricity is produced by the burning of fossil fuels such as coal or natural gas, “gray” hydrogen is the result. The emissions given off in the production stage of these products offset any advantage gained by burning the hydrogen. “Blue” hydrogen results from the same process, but carbon capture and storage methods reduce the overall emissions from production. To create “green” hydrogen, solar, wind or other renewable energy must be used. As of 2023, less than 1% of hydrogen production could be considered low-carbon. Additionally, there are different grades of hydrogen. In steam methane reforming, some carbon is present in the final product. This “commercial grade” hydrogen can be burned in engines but isn’t pure enough for use in fuel cells. Still, while battery electric technology is still evolving, ICEs have been around for over 100 years. Louise Arnold, global light-duty product line director for Johnson Matthey, has been working on emissions solutions for years. “Clean hydrogen — we see it playing a critical role in that low carbon future, particularly in those areas where it’s gonna be quite difficult to otherwise decarbonize,” she said. Arnold addressed the question of how hydrogen engines could be adopted quickly. “The other great thing about hydrogen is, it can almost be a drop-in for the current,” she explained. “It can be used in a very similar way that we currently use diesel. The great thing about a hydrogen combustion engine is that it can use any grade of hydrogen.” Johnson Matthey produces platinum type catalysts used in catalytic converters in automobiles and other applications. Arnold is helping develop aftertreatment systems for hydrogen engines. Dmitri Konson, vice president of engineering at Tenneco, explained why his company sees hydrogen as a part of future mobility. “We see it as the most pragmatic near-future step,” he said. “For a relatively modest incremental investment in technology, hydrogen can deliver a substantial reduction in CO2 and other pollutant emissions. It’s an affordable solution.” Schaeffer spoke about the availability of hydrogen as a fuel. “I think we all understand that there’s considerable development needed to expand the availability of hydrogen as a fuel,” he said. “The inflation Reduction Act provided about $8 billion in funding assistance to drive development of hydrogen hubs throughout the US. I think that’ll play a key role in making the availability to fuel, something that the internal combustion engine users can take advantage of.” If the hydrogen burned in ICEs isn’t pure, aftertreatments will be needed to cleanse pollutants from the exhaust. Although hydrogen contains no nitrogen, NOx will still be produced. That’s because the air used for combustion is about 78% nitrogen, which could be converted in the reaction. So, hydrogen ICE vehicles may still have some of the same emissions equipment that modern diesel engines are equipped with. While battery electric vehicles (BEVs) may prove to be an effective solution for medium-duty vehicles used locally or regionally, longer-range applications like commercial trucking will need a different power source if diesel fuel is to be phased out as a fuel. Natural gas has proven to be effective and can reduce emissions, but hydrogen gets the industry closer to zero emissions using technology that is mostly ready now. The supply issue is the problem with hydrogen. By the time the issue is solved, advancements in battery technology may outpace other solutions. Until then, hydrogen remains a potential replacement for diesel. In the meantime, emissions mandates from the Environmental Protection Agency continue to flummox many players in the trucking industry. Click here to read more from The Trucker about the advancement of hydrogen-powered trucks.