Equipment & Tech Archives

Transition military skills to diesel tech jobs

The Trucker News Staff - April 15, 2024

DENTON, Texas — Peterbilt and Transition Overwatch have partnered to help transitioning military veterans leverage transferable skills into service technician careers within the Peterbilt dealer network. Transition Overwatch, a veteran-owned company founded in 2018, identifies high-potential veterans who are transitioning into the civilian workforce and serves as an intermediary between the veteran, special government programs, the Peterbilt Technician Institute (PTI) and Peterbilt dealers. The program is designed to facilitate their placement in service technician careers at Peterbilt dealers across the U.S. Transition Overwatch is supported by two government programs — SkillBridge and the Registered Apprenticeship Program (RAP). SkillBridge provides an opportunity for active-duty military service members to participate in industry training programs while continuing to earn pay and benefits. The RAP allows service members to develop skills and required competencies desired in the civilian workforce and offers them a path to employment through training. “Peterbilt’s partnership with Transition Overwatch helps us assist dealers in filling open service technician positions while also supporting veterans as they re-enter the workforce and search for rewarding career opportunities,” said Jason Skoog, general manager for Peterbilt and vice president of PACCAR. “Peterbilt has over 425 dealer locations in North America, and many are actively hiring service professionals. They offer competitive pay, flexible shifts, and convenient work locations.” As part of the program announcement on Sept. 20, Peterbilt honored the program’s first graduate, Cody Andrews. Andrews is a Marine Corps veteran who put in 20 years of service before exiting the military as a motor transport maintenance chief. He graduated from PTI’s Lisle, Illinois, campus at the end of June and has accepted a service technician position with TLG Peterbilt in Raleigh, North Carolina. “As I began my transition from the military, I wanted to find a career that I would enjoy, and that kept me close to my family. I have loved Peterbilt trucks since I first saw my grandfather’s Model 379, so I did my research on Peterbilt,” Andrews said. “I appreciated TLG Peterbilt’s approach to family, veterans, and customers and felt that it would be the perfect fit for me,” he continued. “I am excited to secure my dream job working on Peterbilts and grateful to Peterbilt and TLG for this fantastic career opportunity.”

Castrol, Safety-Kleen partner to reprocess and reuse lubricants, lower products’ carbon footprint

Erica N. Guy - April 12, 2024

WAYNE, N.J. — On April 11, global lubricant brand Castrol announced plans to launch Castrol MoreCircular, which the company says is designed to reduce the carbon footprint of business lubricants in the U.S., during the Advanced Clean Transportation Expo in Las Vegas in May. The program, created in collaboration with Safety-Kleen, a subsidiary of Clean Harbors Inc., encompasses the entire process of collecting used oil from business customers, re-refining it and integrating re-refined base oil into premium lubricants for supply to businesses. Safety-Kleen and Castrol have signed a multiyear collaboration agreement; financial terms of the partnership were not disclosed. According to a statement released by Castrol, the initiative is a result of “significant investment in research and development aimed at integrating re-refined base oils into lubricant formulations while ensuring that the new product range continues to meet or exceed the latest original equipment manufacturer (OEM) and industry standards.” The announcement comes after “successful trials with a number of Castrol business customers demonstrated the high-quality, high-performance attributes of these lower carbon footprint lubricants, which showed the same performance as the version containing virgin base oil” the statement notes. “Our ability to collect used oil from across the country and reprocess a waste product means that much of it can be used again and again. Delivering these lower-carbon-footprint lubricants can help our business customers meet their sustainability goals with the same high-quality and high performance they expect from Castrol,” said Andreas Osbar, CEO of Castrol Americas. “We believe the time is right to lead the market with an integrated, more circular — and as a result, lower-carbon-footprint — offer as our business customers are searching for levers to help de-carbonize their operations,” Osbar continued. “This is a first-of-its-kind, nationwide offer in the US, and we’re excited to partner with Safety-Kleen to deliver it.” The end-to-end offer begins with the collection of used lubricants from Castrol MoreCircular customers, such as fleet maintenance shops and industrial sites. The used oil is then reprocessed, enabling about 70% of the used product to be recovered as base oil, Castrol claims. The re-refined base oil is then blended into what Castrol describes as premium lubricants. The company estimates the reprocessed product will result in a 20% to 40% lower carbon footprint compared to Castrol’s traditional products. Re-refined base oil makes up at least 65% of the base oil in each MoreCircular lubricant; the size of the carbon footprint reduction depends partly on the percentage of RRBO used. When participating business customers purchase these lubricants, they help develop a more circular lubricants industry in the U.S. Of the more than one billion gallons of used oil generated annually in the United States, only around 20%2 are currently re-refined back to base oils. With the launch of ‘MoreCircular,’ Castrol is moving towards embracing circularity – a key principle of Castrol’s PATH360 sustainability strategy. “Safety-Kleen is proud to partner with Castrol, a recognized industry leader, to help bring increased circularity to the United States lubricants industry,” said Brian Weber, president of Safety-Kleen Sustainability Solutions. “We are North America’s largest collector of used oil with more than 200 branch locations that safely and compliantly collect more than 250 million gallons annually. Our operations span every major metropolitan area in the U.S., and we can meet the waste oil collection needs of any Castrol customer’s MoreCircular offering.”

Zero-emission truck maker Windrose Technology completes $110M cash haul

John Worthen - April 11, 2024

HONG KONG — Electric heavy-duty truck developer Windrose Technology has completed the second phase of its Series B financing, raising the total funding for this round to $110 million. Investors include London-based HSBC, Boston-based HITE Hedge Asset Management, industrial real estate and digital infrastructure specialist Goodman Group, along with executives from global brands and logistics companies, according to a news release. “The proceeds of this series B financing will be used to accelerate the testing and deployment of Windrose Technology’s electric long-haul trucks globally, to set up a new supply chain center and production facility, as well as to implement fast-charging infrastructure,” the news release states. “The first installation of one of the world’s fastest mega-watt level chargers at Goodman’s Citylink property near Beijing, China will be operational in the second quarter of 2024.” Windrose Technology’s electric long-haul truck has a range of 400 miles under full load of 49 tons, according to the company. The Windrose EV truck has an 800V high-voltage, fast-charging platform and can replenish 250 miles of range in under 36 minutes. Further, Windrose has completed high-temperature, high-altitude and low-temperature testing. Working with customers and partners, including Rokin Logistics, Kerry Logistics, BorgWarner, TUV and SUD, Windrose has initiated deployment in China, with Europe, the United States and Australia to follow. “As a young entrepreneur in my early 30s, I’m deeply respectful of the enormity of our vision of bringing zero-emission long-haul trucks to China, Europe, U.S. and other parts of the world,” said Wen Han, founder, chairman and CEO of Windrose. “My Stanford education has fostered the entrepreneurial spirit in me, but I also recognize that Windrose can only achieve our goal of revolutionizing the global trucking industry by standing on the shoulder of giants, and I’m truly grateful to be supported by world-class investors, customers and partners.” HITE Hedge Asset Management is a $1 billion investment firm headquartered in Quincy, Mass., with a 20-plus year track record of generating alpha in energy and related industries, now profiting from the energy transition. “Windrose is pioneering the way forward for the commercial trucking industry,” said David A. Levine, a portfolio manager at HITE Hedge. “Its fast-moving go-to-market with world leading technologies is defining the future way our commercial fleets will electrify — showing real-time how the energy transition will enable more efficient and better transportation solutions globally tomorrow.” Kristoffer Harvey, chief executive officer of Greater China at Goodman Group, said his company is supporting Windrose’s venture as part of a commitment to sustainability and innovation. “Installing one of the world’s fastest mega-watt chargers at Goodman Citylink is a breakthrough step in empowering our customers’ green transportation goals, and we look forward to seeing more of this innovation across our portfolio,” Harvey added.

Key provision of Biden’s emission reduction plan knocked down by courts

Cliff Abbott - April 9, 2024

WASHINGTON — A significant portion of President Joe Biden’s plan to reduce U.S. greenhouse gas emissions was dealt a blow in separate federal court rulings recently. The Federal Highway Administration’s (FHWA) final rule, “National Performance Management Measures; Assessing Performance of the National Highway System, Greenhouse Gas Emissions Measure”, was published on Dec. 7, 2023. It required state departments of transportation and metropolitan planning organizations (MPOs) to establish declining carbon dioxide (CO2) targets and report on progress towards the achievement of those targets. The penalty for non-compliance would be the loss of federal highway funding. On March 27, District Judge James Wesley Hendrix of the U.S. District Court of the Northern District of Texas ruled that the FHWA does not have the authority to order states and MPOs to keep the required records and set them aside. In the 49-page judgement, Hendrix wrote, “If the people, through Congress, believe that the states should spend the time and money necessary to measure and report GHG (greenhouse gas) emissions and set declining emission targets, they may do so by amending Section 150 or passing a new law. But an agency cannot make this decision for the people.” Hendrix was appointed in 2019 by President Donald Trump. Section 150 is the portion of the Federal Register that deals with the authority granted to federal agencies and their limitations. The U.S. District Court of the Western District of Kentucky’s Paducah Division issued its own ruling on April 1, providing a summary judgement. In the 26-page ruling, District Judge Benjamin Beaton, a 2020 appointee under Trump, wrote, “The Court declares that the Final Rule exceeds the Federal Highway Administration’s statutory authority and is arbitrary and capricious.” A total of 22 states, all with Republican attorneys general, joined in the Kentucky lawsuit, and the court ruling vacates the FHWA ruling in each one. Filing in court is just one way opponents of the FHWA ruling fought to get it reversed. A joint resolution was entered into both the US House of Representatives and the Senate shortly after the FHWA ruling by 48 senators and representatives. It was quickly sent to committee for further discussion, with argument for and against largely dependent on party affiliation. In the resolution, the listing of co-sponsors required more space than the resolution itself, which simply stated, “That Congress disapproves the rule submitted by the Federal Highway Administration relating to ‘National Performance Management Measures; Assessing Performance of the National Highway System, Greenhouse Gas Emissions Measure’ (88 Fed. Reg. 85364 (December 7, 2023), and such rule shall have no force or effect.” Reps Sam Graves, R-Mo., House Transportation and Infrastructure Committee chairman, and Rick Crawford, R-Ark., chairman of the Highways and Transit Subcommittee, issued a joint statement following the Texas ruling that said, “This was a clear case of blatant overreach by the Biden Administration from the beginning, and we commend the Court for its ruling that a ‘federal administrative agency cannot act without congressional authorization,’” The representatives explained that the GHG performance measure was included in Biden’s Infrastructure Bill and was rejected by Congress, only to reappear as a FHWA ruling. They called the FHWA ruling “an unlawful attempt to circumvent Congress.” While the FHWA proposal was still seeking comments before the final ruling, Sen. Kevin Cramer, R-N.D., who is ranking member of the Senate Transportation and Infrastructure Committee, said in a statement that “The committee specifically debated whether to grant (the Department of Transportation) this authority, and the Committee’s unanimously-passed bill chose not to include this poison pill.” In the wake of the Kentucky ruling, Arkansas Attorney General Tim Griffin, one of the 21 attorneys general to file the action, issued a statement that said, “The Federal Highway Administration should be helping states maintain and update our highways, not pushing President Biden’s climate activism. Unfortunately, it took a multistate lawsuit and a federal court order to remind them of that.” The now-defunct FHWA ruling was a part of the Biden administrations goal of reducing carbon emissions by 2030. The FHWA will review the court decisions and determine next steps. For the trucking industry, the court rulings won’t make much of a difference, as the goals for adoption of electric vehicles and mandates for reduced emissions from diesel engines have not changed. Some states and MPOs will undoubtedly put emissions measurement and other requirements in place, but those that are enacted will be approved and enforced locally and not under mandate from the federal government.

XPO celebrates 30th anniversary of US trailer manufacturing facility

John Worthen - April 5, 2024

GREENWICH, Conn. — Freight transportation company XPO Logistics has hit a milestone: The 30th anniversary of its in-house trailer manufacturing facility in Searcy, Arkansas. XPO is the only freight transportation company in the U.S. to manufacture its own trailers. The factory’s team has produced nearly 90,000 trailers since 1994, according to a news release. XPO’s plant in Searcy employs more than 300 people and is among the area’s largest employers. Additionally, the factory features six production lines across 200,000 square feet of manufacturing space. The factory produces custom-designed trailers that feature XPO’s proprietary SafeStack system for safe freight handling and transportation. “The facility also enables the company to adjust production quickly to meet the specific needs of shippers,” the news release states. “In addition, the Searcy factory is one of the nation’s most active centers for recycling used trailers, recycling 86% of trailer materials to reduce the amount of waste in landfills.” XPO has increased manufacturing capacity significantly in Searcy over the past few years to meet growing demand for its freight transportation services. The plant produced more than 6,400 trailers in 2023, exceeding the company’s target and more than doubling the factory’s output in 2021. Mario Harik, chief executive officer of XPO, said, “As the only freight transportation company to manufacture its own trailers, we are uniquely positioned to provide customers with both the capacity and reliable, world-class service to meet the rising demand for LTL shipping. Our in-house manufacturing facility enables us to maintain our trailer fleet at a lower cost, while quickly adapting to our customers’ changing needs. We are proud of our talented team in Searcy for the great work they’re doing to support the growth of our fleet and the delivery of exceptional service for customers.” An XPO driver inspects his trailer before moving out. XPO is celebrating 30 years of manufacturing its own trailers in Searcy, Ark. (Courtesy: XPO)

Pennsylvania to spend $20M to fund electric vehicle charging infrastructure projects

John Worthen - April 5, 2024

HARRISBURG, Pa. — The Pennsylvania Department of Transportation (PennDOT) has $20 million in investments for Round 1A of the federal National Electric Vehicle Infrastructure (NEVI) funding. Twenty-nine projects in 19 counties across the state were selected to fill in gaps on the Alternative Fuel Corridors (AFC) following NEVI Round 1, according to a news release. Charging stations will expand access to, and the reliability of, electric vehicle (EV) charging within Pennsylvania, officials say. The $20 million federal investment is part of the $171.5 million PennDOT will receive and distribute for EV charging infrastructure over five years through the federal Bipartisan Infrastructure Law (BIL). “Every federal dollar directed toward EV charging is one step closer to a vision of accessible and reliable infrastructure that supports electric transportation,” said PennDOT Secretary Mike Carroll. “Pennsylvania, under the leadership of Governor Shapiro, has been among the states leading the charge to distribute NEVI funds to give drivers confidence while promoting sustained environmental benefits.” Together with Round 1 conditional awards announced in 2023, Pennsylvania has committed NEVI funding to 83 projects across 41 counties. In addition, PennDOT has released priority areas for NEVI Round 1B. The Round 1B Funding Opportunity is designed to fill gaps in the AFCs that remain following Round 1 and Round 1A awards. Additional details regarding the Round 1B Funding Opportunity will be released soon. A map of Round 1B priority areas can be found on the PennDOT websiteOpens In A New Window. The NEVI funds support the planning, design, construction, operation, and maintenance of charging sites. The PA NEVI program is a reimbursement program and recipients are required to provide a minimum 20% match. PennDOT received 86 unique funding submissions requesting nearly $56 million for this round of investments. Round 1A projects selected for conditional awards: Adams County $652,736 to eCAMION USA, Inc. for a charging station at Perkins in Gettysburg (US-30, Mile Marker 212) Allegheny County $768,310 to EVgo Services, LLC for a charging station at Sheetz in Pittsburgh (I-76, Exit 48) Berks County $852,104 to Wawa, Inc. for a charging station at Wawa in Reading (US-422, Exit 316) Carbon County $451,353 to Universal EV, LLC for a charging station at Hampton Inn in Lehighton (I-476, Exit 74) Chester County $969,304 to CarCharge, LLC for a charging station at Marriot in Coatesville (US-30, Exit 293) $667,936 to Landhope Corporation for a charging station at Landhope Farms in Oxford (US-1, Exit 7) $907,508 to Wawa, Inc. for a charging station at Wawa in Phoenixville (US-422, Exit 347) Clearfield County $432,950 to BP Products North America, Inc. for a charging station at BP in Clearfield (I-80, Exit 120) Columbia County $797,125 to Reliance 3, LLC for a charging station at Your Choice in Bloomsburg (I-80, Exit 232) Cumberland County $750,000 to Applegreen Electric PA, LLC for a charging station at the PA Turnpike service plaza in Newburg (I-76, Mile Marker 202) $790,000 to Applegreen Electric PA, LLC for a charging station at the PA Turnpike service plaza in Carlisle (I-76, Mile Marker 219) $811,077 to Francis Energy PA, LLC for a charging station at McKinney Station Restaurant and Ice Cream in Newburg (I-76, Exit 201) Dauphin County $650,000 to Applegreen Electric PA, LLC for a charging station at the PA Turnpike service plaza in Middletown (I-76, Mile Marker 250) Delaware County $831,803 to Wawa, Inc. for a charging station at Wawa in Wayne (US-30, Mile Marker 317) $800,870 to Wawa, Inc. for a charging station at Wawa in Upper Darby (US-1, Mile Marker 46) $811,434 to Wawa, Inc. for a charging station at Wawa in Media (US-1, Mile Marker 36) Erie County $851,772 to Blink Network, LLC for a charging station at GetGo in Erie (I-79, Exit 184) Fulton County $281,934 to Tesla, Inc. for a charging station at 522 Pit Stop in Fort Littleton (I-76, Exit 180) Lancaster County $672,408 to Francis Energy PA, LLC for a charging station at Sheetz in Columbia (US-30, Exit 257) $556,424 to Lancaster Travel Places, LLC for a charging station at Lancaster Travel Plaza in Lancaster (US-30, Mile Marker 273) $622,333 to TH Minit Markets, LLC for a charging station at Turkey Hill Minit Market in Denver (I-76, Exit 286) Lebanon County $625,000 to Applegreen Electric PA, LLC for a charging station at the PA Turnpike service plaza in Lawn (I-76, Mile Marker 259) $731,099 to Francis Energy PA, LLC for a charging station at Sheetz in Palmyra (US-422, Mile Marker 276) Luzerne County $399,768 to FLO Services USA, Inc. for a charging station at Sonic in Hazelton (I-81, Exit 143) Lycoming County $737,106 to Sheetz, Inc. for a charging station at Sheetz in Muncy (I-180, Exit 13) $794,350 to Wawa, Inc. for a charging station at Wawa in Williamsport (I-180, Exit 28) Mercer County $704,968 to Francis Energy PA, LLC for a charging station at Shell in Mercer (I-80, Exit 15) Philadelphia County $815,120 to the Philadelphia Parking Authority for a charging station in Philadelphia (US-30, Mile Marker 331) Somerset County $281,694 to Tesla, Inc. for a charging station at Wendy’s in Somerset (I-76, Exit 110) For more information on NEVI funds in Pennsylvania visit the PennDOT website.

ACT Research: Class 8 truck order surge paused in March

John Worthen - April 3, 2024

COLUMBUS, Ind. — Preliminary March net orders for North American Class 8 tractors came in at 17,300 units, down 10,400 units from February and 18.7% from a year ago, according to ACT Research. “Nascent improvements in the freight market and select OEMs’ efforts to smooth demand, notwithstanding forced conservatism among a portion of the truck buying populace, capped Class 8 order activity in March,” said Steve Tam, ACT’s vice president and analyst. “While we will have to wait for the details of the month’s order volumes, logic suggests waning demand for tractors in the market retrenched in March.” A middle-of-the-pack seasonal factor –1.3% — places March’s intake to 17,100 units, down 8.6% from February. Additionally, March marks the first month since May 2023 for seasonally-adjusted activity below 20,000 units, ACT reports.

Be prepared: CVSA’s International Roadcheck is especially important for truck owners

Cliff Abbott - April 2, 2024

The Commercial Vehicle Safety Alliance’s (CVSA) 2024 International Roadcheck is coming soon to an inspection location near you. This year’s inspection blitz is set for May 14-16. While it’s important for every driver to be prepared for inspection, it could be critical if you’re the owner-operator of a single truck or a small fleet. There’s no question that being pulled around behind the scale or getting stopped at another location for an inspection is an inconvenience. In fact, some truck owners avoid any possibility of getting inspected during the CVSA’s annual inspection event by scheduling a vacation during the Roadcheck dates. After all, during an event when 14 trucks and buses are inspected every minute of the day, the chances that your vehicle will be one of them is higher than usual. Whether you’ll be on the road or not, however, it pays to prepare for Roadcheck. To help truck owners and drivers avoid unpleasant surprises during inspection, the CVSA announces the Roadcheck dates well in advance, along with the focus areas for each year’s campaign. This gives you an opportunity for you to check your own operation and equipment, focusing on areas that inspectors have on their list. Of course, in reality, inspectors are out every day — and it pays to be ready for inspection at any time of the year. During this year’s Roadcheck, the CVSA is focusing on drug and alcohol possession, along with tractor protection and anti-bleedback systems. While the first would seem to be easy to comply with — don’t have controlled substances or alcoholic beverages in the truck, and don’t operate under the influence of them — there are additional steps to take. For example, if you have prescription medications, make sure they’re in the original container with a label showing they are legally prescribed for your use. Also, make sure that you’re taking the medications as prescribed, and that you’re not driving if you aren’t supposed to be. Another part of the drug and alcohol inspection focus will be a check of your record with the Federal Motor Carrier Safety Administration’s (FMCSA) Drug and Alcohol Clearinghouse. As an owner-operator, if you are not leased to a carrier and subject to the FMCSA’s controlled substances program, you’ll need to be enrolled in a consortium for random testing. If you haven’t changed jobs or leases in the past few years, it’s possible you aren’t registered with the Clearinghouse at all — and it’s time to find out. If you’re not registered, visit the Clearinghouse website and do so. This can save delays during an inspection. In addition, you’ll already be in the system should you decide to seek new employment or another lease situation. The Roadcheck’s other focus area is mechanical in nature and covers an area of your equipment that you should be checking anyway. Inspectors will be paying particular attention to air lines, looking and listening for leaks and other issues. If you’re driving, you’ll be asked to disconnect the gladhands to test the tractor’s protection valve. Gladhands are notorious for leaking because seals deteriorate with age and exposure to air. It’s a good idea to have a couple of extra seals on hand, especially if you drop and hook different trailers often. If a gladhand leak is found, you may need to replace a set on the spot. Regular in-cab checks of the air system should be part of your pre-trip routine anyway, but it’s especially important to perform them before an official inspection. Always chock the wheels before beginning. Test for leaks by letting the air pressure build until the compressor cuts out; then shut off the engine, push in the tractor and trailer protection valves and apply pressure to the brake pedal. Listen for air leakage and watch the gauge. The system should not lose more than 4 pounds of pressure in one minute. Your next test involves turning the key to the “on” position without starting the truck; then dump the air pressure from the system by depressing and releasing the brake pedal repeatedly. Before the system drops below 60 psi, the warning devices, including a light and a buzzer, should activate. Continue dumping air from the system until the tractor and trailer protection valves pop out. This should happen when pressure reaches 40 psi or less. If a leak is detected, if warning lights or buzzers don’t activate, or if protection valves don’t engage, repairs are needed. Whether you perform maintenance on the truck or trust it to a vendor, perform the same checks again after the maintenance has been done. Of course, CVSA focus areas aren’t the only things that will be inspected, so make sure everything is in good working order and that your records are well-maintained. Keep in mind that each jurisdiction has its own method of choosing which trucks to inspect. Some use a specific number and inspect every fifth truck, regardless of who owns it. Others may target a specific type of truck, such as logging trailers or flatbeds. Still others might look for obvious issues, such as a smoking wheel or an audible air leak. Some look for signs of neglect, such as trash strewn over the dashboard or dirty windows, under the premise that a driver who doesn’t keep the vehicle clean and organized may not pay much attention to maintenance, either. Regardless of the reason for a truck and driver’s selection for inspection, a violation can cost you thousands of dollars for repairs, especially if you can’t move the truck and the service must come to you. The loss of time can also impact your next pickup or delivery and cost you a load — or even a customer. Also remember that CSA scores for both your business and the driver can be impacted by inspection results. Some shippers, as well as brokers, look at CSA scores when selecting a carrier. Violations for maintenance issues could cost you revenue if your ability to procure loads is impacted by inspection violations. It’s a rare driver that actually looks forward to being instructed to pull around behind the scale for inspection. However, if you’re prepared, your chances of getting through with flying colors (and maybe a shiny new CVSA sticker for your windshield) are greater, and everyone is just a little bit safer.

Peterbilt introduces Cummins X15N natural gas engine

Erica N. Guy - April 1, 2024

DENTON, Texas — Peterbilt is now offering a new Cummins X15N natural gas engine on Models 579, 567 and 520, with orders scheduled for production in the third quarter of 2024. The X15N is optimized for weight, space and durability. making it ideal for short-haul, long-haul, refuse and construction customers requiring a larger displacement engine that also significantly reduces emissions, according to a news release. “The new Xl5N natural gas engine provides another environmentally friendly solution for Peterbilt customers committed to sustainability and reducing their carbon footprint,” said Jake Montero, Peterbilt assistant general manager, sales and marketing. The X15N is available with ratings up to 500HP and 1,850 pound-feet of torque and offers up to 10% fuel economy compared to the ISX12N. It also offers improved low speed drivability and extended service intervals for reduced maintenance costs. The X15N is designed to meet the stringent 2024 and 2027 EPA and CARB regulations. Customers can place orders for the Cummins Xl5N natural gas engine option through any of Peterbilt’s 425-plus dealer locations in North America.

Charging conundrum: Just 4 states have federal EV charging stations

The Associated Press - April 1, 2024

LONDON, Ohio — At a Pilot Travel Center along Interstate 70, which opened in London, Ohio, in December with four chargers, passenger cars can charge up in about half an hour while drivers buy food and drinks and use amenities. But for semis, that time can be more than that — sometimes around 90 minutes. And charging stations are few and far between. There are companies working to develop electric charging stations, such as the aforementioned Pilot. Love’s Truck Stops is working on electrification as well. But a recent study, commissioned by the Clean Freight Coalition (CFC) and conducted by Roland Berger shows that full electrification of long-haul vehicles would require a $57 billion investment by fuel retailers to build out a sufficiently dense long-haul charging network. To electrify all medium-and heavy-duty vehicles, fleets and charge point operators will need to invest $620 billion into chargers, site infrastructure and utility service costs, the study notes. In addition, reports from the American Transportation Research Institute (ATRI) identify the many challenges facing commercial-vehicle electrification in the areas of U.S. electricity supply and demand, electric vehicle (EV) production and truck-charging requirements. The Ohio charging station was created from the $5 billion National Electric Vehicle Infrastructure program, part of the bipartisan infrastructure bill President Joe Biden signed into law in November 2021. More than two years later, only four states — Ohio, New York, Pennsylvania and Hawaii — have opened stations funded by the program. Biden, a Democrat, has set a goal of creating a national network of 500,000 publicly available chargers by 2030. Easily accessible charging ports are a key part of his effort to encourage drivers to move away from gasoline-powered cars and trucks that contribute to global warming. That effort took on greater urgency this month as the Biden administration announced new automobile and commercial vehicle emissions standards that officials called the most ambitious plan ever to cut planet-warming pollution from passenger vehicles. Meeting those standards would require a huge increase in sales of EVs and plug-in hybrids. EVs hit a record 1.19 million in sales in the U.S. last year and accounted for 7.6% of the total U.S. vehicle market, up from 5.8% in 2022. Transportation emissions are the nation’s largest source of greenhouse gases. The Biden administration says the federal charging program is on track. Several states, including Maine, Vermont and Colorado, are expected to open public charging stations later this year, while more than a dozen others have awarded contracts for projects or broken ground. “We are building this national framework from scratch, partnering with states to set plans, and we want to make sure we are taking appropriate care to set this program up correctly,″ Federal Highway Administrator Shailen Bhatt said in an interview. “The first two years were about getting the rules right, getting the plans in place,” Bhatt said. “And now what you’re going to see is this year being about the chargers coming online.” As part of the national charging station rollout, the Biden administration awarded $623 million in grants to states, local governments and tribes in January. The grants will fund 47 EV charging stations and related projects in 22 states and Puerto Rico, including 7,500 charging ports. Separately, Walmart and other private companies have pledged to build a network of affordable fast-charging stations for EVs. The federal program is also expected to serve as a catalyst for other projects. “We’re committed to making sure that all Americans can charge (their EVs) where they live, work, shop, play, pray,″ said Gabe Klein, director of the Joint Office of Energy and Transportation, which runs the federal charging program. But even some of the government’s own experts say 500,000 public chargers won’t be enough to meet Biden’s ambitious climate goals. The Department of Energy’s National Renewable Energy Laboratory estimated last year that the U.S. will need 1.2 million public chargers by 2030, a huge jump from the 175,00 public charging ports now available, as measured by the Alternative Fuels Data Center, a division of the Energy Department. The availability of charging stations is key to persuading Americans to buy EVs. Driving range anxiety is still an impediment, along with cost. About 80% of respondents cited concerns about a lack of charging stations as a reason not to buy an electric vehicle, according to a 2023 survey from The Associated Press-NORC Center for Public Affairs Research and the Energy Policy Institute at the University of Chicago. Seven in 10 said they would not buy an EV because it takes too long to charge and the battery technology isn’t ready. In some parts of the country — especially rural areas far from major cities — “there are definitely corridors where you have worries about range anxiety,’’ Bhatt said. “It is going to take longer to get to them, just like it took longer to get cellphone coverage in those places.’’ But he said the administration’s goal is to have chargers every 50 miles (80 kilometers) along U.S. interstates. Other major charging networks offered by Tesla, EVgo and Electrify America prioritize shopping centers, gas stations and grocery stores, but long-distance travel is where many Americans perceive the biggest gap. As Biden doubles down on clean energy as part of his reelection campaign, it’s notable that Ohio, a swing state led by Republican Gov. Mike DeWine, was one of the first movers in the federal charging endeavor. “Electric vehicles are the future of transportation, and we want drivers in Ohio to have access to this technology today,” said DeWine, who appeared at the Ohio station’s grand opening in December. A state Department of Transportation program, DriveOhio, served as the charging station’s organizational structure. A public-private partnership authority helped supply money needed for the project after the federal program contributed 80% of the estimated $500,000 to $750,000 cost, including buildout, operation and maintenance for five years. “I actually don’t think these are moving very slow. I think they’re going really quickly given that they’re tiny construction projects that we’re deploying at a pretty significant scale,” said Preeti Choudhary, DriveOhio’s executive director. “Getting them in the ground quickly is important because we do have this growing contingency of EV drivers out there and they need to be supported when they’re driving across our state or across the country.” Meeting federal requirements and operating standards is a challenge for states with little experience rolling out this type of infrastructure, according to Loren McDonald, an independent analyst tracking the buildout. “The states are moving at very different speeds,” he said. “It might take a good 18 months on average for a lot of these stations to come online.’’ Projects can be held up for months to years by delays with permitting, approvals, electrical upgrades and equipment. The latter can be costly. In California, the state with the most electric cars, its Public Utilities Commission could spend $50 billion through 2035 just to meet demand there. The Trucker News Staff contributed to this report.

What is the ERG and why do drivers need it?

Cliff Abbott - March 31, 2024

While a commercial driver’s license (CDL) is required for all operators of commercial trucks, not every professional driver undergoes the certification and training required to haul hazardous materials (hazmat). Hazmat haulers must meet additional requirements and standards for safety. However, the hazmat certification is not always required, and any driver may be called upon to transport hazardous materials at some point. This is when the Emergency Response Guidebook (ERG) is needed. If you went through driver orientation with a motor carrier, you likely received a stack of guidebooks during training. Remember the one with the bright orange cover? That’s the ERG — and you want to make sure you know where it is. The most important thing to understand about the emergency regulations belong with the bill of lading and other shipping documents whenever a load is placarded for hazardous materials. Federal regulations require that shipping paperwork must include emergency information. In other words, it’s the shipper’s responsibility. If emergency responders, such as law enforcement or fire department personnel, are required to attend your vehicle for any reason — like an accident, a fire or a hazmat leak — they’ll need to know what substances they’re dealing with and the proper way to handle the situation. That information is included in the ERG. It’s the driver’s job to make sure the ERG gets to those responders. Of course, most drivers know that affixing hazmat placards to the trailer greatly increase the likelihood of being selected for a DOT (Department of Transportation) inspection. And, even though it’s the shipper’s responsibility to provide paperwork specific to the material being transported, when a roadside inspection reveals a discrepancy, it’s the driver who stands to get cited. If the shipper fails to include emergency response information, the ERG fills the requirement, potentially preventing you from having a ticket and fine on your record. If you’re one of those drivers who wants to know as much as possible about their cargo and maintain the highest levels of safety, you’ll want to know more about the ERG. It’s important to understand that the little orange ERG book is far different than the pocket-sized copy of the Federal Motor Carrier Safety Regulations (FMCSRs) that many carriers hand out. The FMCSR book has two main functions. First, since drivers are responsible for following the regulations that pertain to them, it’s good to have a copy for reference. Some drivers frequently look up various rules to make sure they understand them. The second reason is that carriers have a defense if they’re accused of not educating their drivers about the regulations. By providing those regulations to each driver, they strengthen their defense in any actions involving the rules. The ERG, on the other hand, is provided as a safeguard, just in case a shipper doesn’t include emergency response information along with the bill of lading, as they are required to do. Drivers are supposed to make sure that information is included when signing the paperwork. Unfortunately, when the shipper hands the driver an inch-high stack of paper, it can be difficult to figure out what’s in the stack. Most drivers simply sign where they’re told and get on with the load. Keeping the ERG close at hand is insurance for the driver, in case the required information isn’t included or isn’t complete. When hauling a placarded load, drivers are required to leave the load paperwork on the driver’s seat or in a door pouch when they’re out of the truck. That’s where the ERG goes, too. The idea is that if there’s a problem while the driver is gone, the police or fire department know where to find the information they need. That information includes these items: The correct name and description of the hazardous material. Any immediate health hazards, such as inhalation hazard. Will it burn? Will it explode? Can water be used to put it out? First aid procedures for anyone exposed to the substance. Evacuation guidance. Is it necessary? How large an area to evacuate? Other hazards, such as harm to fish or wildlife if it gets into a stream. All this information is available in the ERG. The guide isn’t difficult to use, and the different sections are color-coded. Here are the basics: The blue section is simply a list of hazardous substances in alphabetical order. The yellow section is another list of hazardous substances, listed by their UN or NA identification numbers. This is helpful for quick identification of a substance based on the number on the placards or on the shipment manifest. The orange section contains the guides for each substance. Listings for each material in the blue or yellow sections provide a guide number, making it easy to look the correct guide. Green pages contain evacuation information about each substance, whether evacuation of the public is necessary and, if so, what area needs to be evacuated. Although there are apps that contain emergency response information — including an app version of the ERG itself — electronic versions are not lawful for inclusion with the load paperwork. The information MUST be printed. While the information in the ERG is primarily for the use of first responders, as the driver, your own response to an accident, fire or other threat can be more effective if you know about the substances you’re carrying. If, for example, there’s an inhalation hazard, you can direct people away from your vehicle before emergency responders even get there. The ERG can help you decide if you should remain with the vehicle or get everyone far away. Some drivers go as far as to put a bookmark in the ERG at the correct page, saving emergency responders valuable seconds when dealing with an issue. Knowing what’s in that trailer can help you make better decisions about your route, parking and more. If you’re like most drivers, you stashed those books you received in orientation somewhere in the truck and haven’t thought about them since. Understandably, not every driver enjoys recreational reading — and government regulations aren’t the most riveting stories, anyway. The ERG, however, packs a lot of useful information and just might save you the cost of a citation, or even save a life.

Volvo Trucks North America pushes everything safety in all-new Volvo VNL

Erica N. Guy - March 29, 2024

GREENSBORO, N.C. — Volvo Trucks North America is eager to stress that it’s all-new Volvo VNL is designed with an all-new set of safety standards. “At Volvo Trucks, developing safety innovations that help protect drivers and those around the trucks is a process that never ends. You don’t become the brand known for safety by playing it safe,” said Peter Voorhoeve, president of Volvo Trucks North America. “Safety is in our DNA and at the heart of every truck we build. The all-new Volvo VNL sets the new standard for active and passive safety in North America. At Volvo Trucks, we have a vision for zero accidents because it’s the only number that’s acceptable.” With a vision of achieving zero accidents, the company’s commitment to safety is, according to a news release, “demonstrated through the all-new Volvo VNL’s next-generation driver assistance and occupant protection technologies.” The Volvo VNL features a suite of class-leading driver assistance systems and features that add to its safety, including: Advanced Driver Assistance Safety Systems Volvo’s Pedestrian Detection Feature Maximizing Driver Visibility Class-Leading Drivers Safety Features Smart Safety Technologies for Emergency Situations The Volvo VNL also includes the Volvo Active Driver Assist (VADA) package, which comes standard across all VNL models. This package features forward collision avoidance technology to assist drivers in maintaining safe speeds and distances, adaptive cruise control, along with audible and haptic alerts to help the driver maintain a safe following distance to the vehicle ahead. The new optional Volvo Active Driver Assist Plus (VADA Plus) provides support for lane changes and active lane centering, as well as a variety of alerts to help drivers reduce the risk of side collisions. Powered by Volvo Dynamic Steering, VADA Plus helps drivers maintain effective maneuvering, steering control and stability under various speeds and road conditions, according to Volvo. This includes high crosswinds, highway crowning and emergency situations, such as tire failure; therefore, reducing driver fatigue and bolstering safety. A new forward pedestrian detection feature alerts the driver about pedestrians or bicyclists who may be in their path and can activate frontal automatic emergency braking when these objects are directly in the tractor-trailer’s path. According to the news release, “the camera system can also provide long-range pedestrian detection,” and with customers having the option to include the VADA Plus, the system also has a “short-range detection senses pedestrians and bicyclists who may appear in blind spots immediately on either side of the truck and trailer.” The new camera solutions are “designed to give drivers additional tools to improve their visibility,” which includes a forward-looking camera that “recognizes road signs and displays them on the digital 12-inch Digital Information Display to give the driver more time to make adjustments safely, according to the news release. The fully integrated CMS, or camera monitoring system, is a traditional side mirror but has a more extensive range of visibility, helping reduce the number of collisions during lane changes or backing maneuvers, the news release notes. The windshield is also designed with safety in mind. “The all-new Volvo VNL’s wrapped windshield provides drivers with expansive, panoramic views,” according to the news release. “This design choice enhances both aerodynamics and visibility, significantly boosting safety while also diminishing wind noise within the cab. Crafted with a distinct slope and curvature, the windshield ensures an unobstructed view of the road ahead, thereby allowing drivers more time to respond to potential hazards, effectively lowering the risk of collisions.” Additionally, the driver’s seat position can be adjusted to optimize these site lines further. “In terms of resilience, the windshield is engineered to minimize shattering upon impact and is securely bonded to the vehicle’s frame,” the news release states. “The windshield comes standard with laminated safety glass to reduce the risk of injury from flying debris during a collision.” The Volvo VNL is also designed to meet the Swedish Impact Test standards. The cab is constructed using high-strength steel, which is up to three times more potent than aluminum. “It is precisely engineered to absorb and deflect the energy of a crash, reducing the chance of injury,” according to the news release. “In the event of an emergency situation where an airbag is deployed or a rollover, the tractor-trailer will activate a suite of intelligent safety protocols to protect the vehicle and its occupants further by automatically shutting down the engine, cutting the fuel supply to diminish the risk of fire outbreak and activating the hazard lights to alert nearby drivers. For an extra step into providing further protection, the emergency parking brake is also engaged when a frontal airbag is deployed in order to stabilize the vehicle.”

Truckin Digital launches new software suite to help trucking company offices

Erica N. Guy - March 29, 2024

DETROIT — Truckin Digital has launched its 2024 Trucking Software ERP (enterprise resource planning), a comprehensive suite that company officials say is designed to improve trucking companies’ business offices. “This latest Truckin Digital release brings promises to streamline trucking operations through advanced technology that offers unmatched control and efficiency for fleet management and other logistics operations,” according to a news release. “The 2024 Trucking Software ERP integrates cutting-edge features that cater to every aspect of trucking operations, from planning and dispatch to accounting and beyond. It has been meticulously developed to empower trucking businesses to stay ahead of the curve and streamline trucking operations in the cloud. This ensures seamless communication, enhanced collaboration, reduced downtime, and strict compliance with industry standards and regulations.” Key features Fleet and staff management — Centralized control over your entire fleet and personnel for improved efficiency. Planning and lane optimization — Advanced algorithms to optimize routes, saving time and fuel. Assign or offer shipments to drivers based on next availability, equipment type, create routes and much more! Shipment monitoring — Track shipments in real-time every step of the way for enhanced reliability and customer satisfaction. Geofence and inventory — Automated alerts and actions based on geographic boundaries, including auto check-in, real-time inventory data on arrival or departures, average duration and history of visits. Accounting — From accounts receivable to accounts payable, Chart of Accounts, Ledgers to Bank Feeds, and everything in between, handle all your financial transactions with ease. Payroll and settlements — Pay per mile, pay per hour, flat and percentage. Automatic Settlements, generates paystubs, taxes, deductions, benefits, PTO, schedule pay raises and more. Vendors — Simplifies and automates your bill payments to vendors, ensuring timely disbursements and positive vendor relationships. Card management — Set limits, issue cards, receive fraud alerts and view fuel transactions and spending in real-time. It allows integration with existing card providers. DOT monitoring — Provides updates and monitoring for commercial fleets, ensuring compliance with Department of Transportation and Federal Motor Carrier Safety Administration regulations. This includes Inspections, violations, crashes and incident/report creation. Driver App: The Driver App is built with all essential tools for daily use. It is jam-packed with features, such as document scanning, ships, chat, maintenance, requests, settlements and more. Maps — GPS-powered guide to efficient route planning, real-time tracking and location management. This feature streamlines your navigation and enhances operational control, ensuring timely deliveries and cost savings. Chat ans SMS — Group chats and direct messaging between drivers and staff users. The add-on is available for inbound and outbound text messaging. Send and Receive Payments — Truckin service offers a system for trucking companies to send and receive payments electronically, streamlining financial transactions within the industry. It also includes printing checks, credit cards and ACH options. Safety and Compliance — Ensure your operations meet all regulatory standards for safer, more reliable service. This includes incident management, corrective actions, and hours of service/logbook compliance. IFTA and Reports –Simplify fuel tax reporting with automated calculations and submissions. Run 30-plus reports on financial data, payables, receivables, taxes, transactions, performance and others. Maintenance and repairs — Keep your fleet in top condition with proactive maintenance schedules and management based on time or odometer intervals. Recruitment and onboarding — Streamline your hiring process to onboard the best talent quickly and efficiently. Truckin Digital introduces a feature set that simplifies the process of job posting and streamlines driver onboarding for your transportation and logistics business. Document management and alerts — Minimize errors, manage documents effectively and stay informed with real-time alerts. Enhanced operational capabilities — Truckin Digital’s ERP system allows for dynamic assignment and offering of shipments to drivers based on availability, equipment type and optimal routing. Truckin Digital also announced a no-obligation, 14-day free trial. To initiate your free trial visit https://app.truckindigital.com/onboarding/account.

Trucking industry reacts swiftly to new EPA emission standards for big rigs

John Worthen - March 29, 2024

WASHINGTON — The U.S. Environmental Protection Agency (EPA) on Friday, March 29, released strict emissions standards for heavy-duty trucks, buses and other large vehicles. Officials say the new standards will help clean up some of the nation’s largest sources of planet-warming greenhouse gases. According to the EPA, the new rules, which take effect for model years 2027 through 2032, will avoid up to 1 billion tons of greenhouse gas emissions over the next three decades and provide $13 billion in net benefits in the form of fewer hospital visits, lost work days and deaths. In particular, the EPA said, the new standards will benefit an estimated 72 million people in the U.S. who live near freight routes used by trucks and other heavy vehicles and bear a disproportionate burden of dangerous air pollution. The new rules for heavy trucks and buses come a week after the EPA announced new automobile emissions standards for passenger vehicles, which relax initial tailpipe limits proposed last year but get close to the same strict standards set out by the EPA for model year 2032. The rule for trucks is complex, with a range of electric-vehicle or other non-traditional sales projected, depending on the type of vehicle and use, the EPA said. For instance, 30% of “heavy-duty vocational” trucks would need to be zero-emission by 2032, the EPA said, while 40% of short-haul “day cabs” would need be zero emission vehicles. Not long after the EPA’s statement was released, trucking industry stakeholders — including fuel providers and retailers as well as motor carriers and others — were firing out responses, lambasting the new standards as unreachable with current electric-vehicle (EV) technology and pointing out a lack of EV charging stations and power grid capacity limits. NATSO, representing America’s travel plazas and truck stops, and SIGMA: America’s Leading Fuel Marketers, said in a joint statement that while they appreciate that the Biden administration is working toward reducing carbon emissions, the new EPA rule is poised to have negative effects on trucking and its related industries. “The administration’s final rule does not adequately consider the challenges that fuel retailers face in transitioning to heavy-duty truck electrification,” according to the statement. “The Administration’s Final Rule also does not recognize the need to support lower carbon alternatives to diesel fuel that are currently commercially viable, such as biodiesel and renewable diesel.” NATSO pointed to a recent study, commissioned by the Clean Freight Coalition (CFC) and conducted by Roland Berger, which shows full electrification of long-haul vehicles would require a $57 billion investment by fuel retailers to build out a sufficiently dense long-haul charging network. To electrify all medium-and heavy-duty vehicles, fleets and charge point operators will need to invest $620 billion into chargers, site infrastructure and utility service costs, the study notes. In addition, reports from the American Transportation Research Institute (ATRI) identify the many challenges facing commercial-vehicle electrification in the areas of U.S. electricity supply and demand, electric vehicle production, and truck-charging requirements. “Off-highway refueling locations will need dozens of fast-chargers to service heavy-duty trucks,” according to the NATSO/SIGMA statement. “The charging capacity required at a single large truck stop would be roughly equivalent to the electric load of an entire small town. Considering that utilities will need to invest $320 billion to upgrade the nation’s power grid, we remain unconvinced that the electricity providers will be able to increase generation and transmission activity to service that kind of load at scale within 10 years.” The statement went on to say that fuel retailers are “at the forefront” of investments in new refueling technologies and the necessary infrastructure, and that these retailers are investing in technologies that reduce emissions from fuels. “Rather than focus on a single technology, they all should be supported at a level that is proportionate with their relative climate benefits and commercial viability,” NATSO and SIGMA said, adding that it would be better in the near term to focus on renewable liquid fuels in conjunction with the EPA’s new emissions standards. “A single gallon of biodiesel reduces emissions by nearly 80% compared with diesel,” the NATSO/SIGMA statement said. “Renewable diesel and biodiesel represent the best opportunity for reducing carbon emissions from the existing fleet of trucks for the foreseeable future.” CFC Executive Director Jim Mullen said the organization opposes the new EPA ruling, noting that today’s zero-emission commercial vehicles “fail to meet the operational demands of many motor carrier applications, reduce the payload of trucks and thereby require more trucks to haul the same amount of freight and lack sufficient charging and alternative fueling infrastructure to support adoption. In addition, battery electric motorcoaches have a reduced range and capacity compared to diesel buses. These commercial vehicles are in their infancy and are just now being tested and validated with real world-miles.” Referring to the Roland Berger study, Mullen pointed out that currently a diesel Class 8 diesel truck costs roughly $180,000 compared to an electric truck’s price tag of $400,000. Those increased costs will ultimately be borne on the backs of consumers, he said. “On top of the costs to the truck and bus industries, utilities and the government will need to invest $370 billion to upgrade their networks and the power grid to meet the demands of the commercial vehicle industry alone, putting the price tag for an electric supply chain at nearly $1 trillion before one battery-electric commercial vehicle is purchased,” Mullen said. Instead of demanding the adoption of technology that brings “exorbitant costs and operational concerns,” Mullen believes policymakers should support lower carbon alternatives to diesel, such as biodiesel and renewable diesel. “These lower-carbon fuels will allow EPA to make progress on emissions today, while the industry implements longer-term options,” he said. “Mandating a transition to technology that is decades away from being viable at scale will keep older, less environmentally friendly commercial vehicles on the road longer, stunting the carbon reduction progress EPA seeks.” While the CFC supports sound policies that promote the sustainable and affordable transition to zero emission commercial vehicles, embrace any powertrain to reach these goals and protect the integrity of the nation’s supply chain, “the Phase 3 GHG rule fails to meet that standard,” Mullen said. Members of the Owner-Operator Independent Drivers Association (OOIDA) also voiced opposition to what they describe as “the latest assault on small business truck drivers.” OOIDA President Todd Spencer noted that small business truckers, “who happen to care about clean air for themselves and their kids as much as anyone,” make up 96% of the nation’s authorized motor carriers. “Yet this administration seems dead set on regulating every local mom and pop business out of existence with its flurry of unworkable environmental mandates,” Spencer said. “This administration appears more focused on placating extreme environmental activists who have never been inside a truck than the small business truckers who ensure that Americans have food in their grocery stores and clothes on their backs. If you bought it, a trucker brought it.” Many others in the trucking industry say the new mission standards for heavy-duty trucks have unachievable targets and will carry real consequences for the U.S. supply chain and movement of freight throughout the economy. The American Trucking Associations (ATA) “opposes this rule in its current form because the post-2030 targets remain entirely unachievable given the current state of zero-emission technology, the lack of charging infrastructure and restrictions on the power grid,” said ATA President and CEO Chris Spear. “Given the wide range of operations required of our industry to keep the economy running, a successful emission regulation must be technology neutral and cannot be one-size-fits-all,” he continued. “Any regulation that fails to account for the operational realities of trucking will set the industry and America’s supply chain up for failure.” While the EPA’s final rule includes lower zero-emission vehicle rates for model years 2027-2029, the ATA says forced zero-emission vehicle penetration rates in the later years will drive only battery-electric and hydrogen investment, limiting fleets’ choices with early-stage technology that is still unproven. “The trucking industry is fully committed to the road to zero emissions, but the path to get there must be paved with common sense,” Spear said. “While we are disappointed with today’s rule, we will continue to work with EPA to address its shortcomings and advance emission-reduction targets and timelines that are both realistic and durable.” Like others in the trucking industry, Jim Ward, president of the Truckload Carriers Association (TCA), said the new EPA rule will have a significantly negative impact on TCA’s member businesses. “It’s important to recognize the progress that’s been made by our many TCA members who have tested equipment, trained both technicians and professional drivers, while incurring additional costs along the way to complying with EPA regulations instituted over the past couple of decades,” Ward said. “The industry has effectively reduced NOx and Particulate Matters through the evolution and implementation of new technologies and remains committed to being a good steward of the environment,” he continued. “The journey ahead provides for many alternatives to be considered to lower carbon, such as blended biodiesel, renewable natural gas, diesel-electric — just to name a few —- to help us bridge the gap to the future. We cannot just sit idly by and watch the implementation of a policy that will have a significant impact on our members business.” The American Petroleum Institute, the top lobbying group for the oil and gas industry, said in a joint statement with the American Fuel & Petrochemical Manufacturers that the new rule “is yet another example of the Biden administration’s whole-of-government effort to eliminate choices for American consumers, businesses and industries.’’ The rule relies principally on zero-emission vehicles and “disincentivizes the development of other fuel-based technologies — including American-made renewable diesel — that are working in today’s heavy-duty fleet to reduce emissions,’’ the groups said. The two groups called for the rule to be overturned by Congress and said they are prepared to challenge it in court. EPA Administrator Michael Regan acknowledged the important role of heavy-duty vehicles in transporting products throughout the nation and “keeping our economy moving.” He says that, over the next decade, the new standards “will set the U.S. heavy-duty sector on a trajectory for sustained growth.” “Reducing emissions from our heavy-duty vehicles means cleaner air and less pollution,” Regan said. “It means safer and more vibrant communities. It means lower fuel and maintenance costs for truck owners and operators. And it means healthier Americans.” Regan said the EPA designed the new limits to give truck owners a choice of powertrains, including advanced combustion vehicles, hybrids and electric and hydrogen fuel cells. “There’s a list of options that truck drivers, owners and operators can choose from … while we (do) not sacrifice the very stringent environmental goals that we have set,” he told reporters. The EPA calculated that new trucks would save operators a total of $3.5 billion in fuel and other costs from 2027 to 2032, paying for themselves in two to four years. The 2022 Inflation Reduction Act also provides tax credits that subsidize the purchase price of new electric vehicles, Regan said. However, many trucking industry stakeholders predict that smaller independent fleets and owner-operators will likely hang onto older diesel trucks that spew more pollution, running counter to the EPA’s goals. The Associated Press contributed to this report.

NACFE’s newest report shows natural gas could be reliable, eco-friendly fuel source for trucking

Erica N. Guy - March 29, 2024

FORT WAYNE, Ind. — The North American Council for Freight Efficiency (NACFE) recently released the newest Confidence Report titled, “Natural Gas’ Role in Decarbonizing Trucking.” The report focuses on using natural gas as a fuel source and the potential it has to not only reduce greenhouse gas emissions. “CNG (compressed natural gas) and RNG (renewable natural gas) offer a lot of benefits as we decarbonize the transportation industry; however, there are challenges. Each fleet must assess all of these to be assured it is the right solution while in the messy middle,” said Jeff Seger, NACFE’s clean energy consultant. The report concludes with nine key findings about natural gas engine use in commercial vehicles: There appears to be a wide range of perceptions and results regarding the business case for natural gas. There are several positive environmental aspects of natural gas engines. There are environmental concerns with natural gas. Sustainability goals, regulations, and the California conundrum are considerations. The new 15-liter Cummins X15N engine seems promising. After treatment, it is simple and more reliable. Natural gas is very abundant in the U.S. There is a question as to whether there will be an ample supply of renewable natural gas. Because of economics and the environment, there are a few points to consider when comparing battery-electric vehicles and compressed natural gas. The report provides an overview of the various types of natural gas and details fleets’ experience using natural gas fuel for their medium-and heavy-duty trucks. It also looks at available natural gas engines and truck makers that are offering a natural gas option in their product portfolios. “Natural gas engines need to be looked at as part of the ‘messy middle,’ so fleets can decide if they want to invest in it considering other powertrain options,” said Mike Roeth, NACFE’s executive director. “It has its pluses and minuses, but it does produce less CO2 per unit of energy on a full-comparison basis compared to No. 2 diesel fuel.” Although natural gas has been used in combustion engines for decades, a renewed interest in using it in the transportation industry has become a more extensive topic of discussion. Transportation companies have noticed that renewable natural gas is a lower-carbon fuel than regular diesel and cleaner burning than diesel. In particular, corporate leaders are looking at renewable natural gas because of its potential negative carbon intensity when the feedstock is animal waste.

Peterbilt introduces customizable options for Model 589

Erica N. Guy - March 29, 2024

DENTON, Texas — Peterbilt has introduced its entire lineup of custom aftermarket exterior, interior and lighting Peterbilt Genuine Accessories that are designed exclusively for the Model 589. Peterbilt first announced this to the public at the recent Mid-America Trucking Show (MATS) in Louisville, Kentucky. “The Model 589 was inspired by our customers and designed to make a statement, with its bold style, superior craftsmanship and advanced technologies. It is the ultimate reward for drivers and a premium work truck for fleets,” said Jake Montero, Peterbilt’s assistant general manager of sales and marketing. “The ability to customize the Model 589 with this extensive range of Peterbilt Genuine Accessories lets customers reflect their individual style and preferences to amplify the iconic exterior styling and enhance the driver’s environment.” Peterbilt Genuine Accessories for the Model 589 are now available for order exclusively through Peterbilt’s 425-plus dealer locations across North America. The Model 589 Peterbilt Genuine Accessories include: Exterior Package Interior Package Lighting Package Wheel Cover Dash Kit Exterior Light Strip Sunvisor Door Insert Kit Logo Light Rocker Pedal Kit Canister Light Fenderette Shifter Kit Projector Logo Light For more information about the Model 589, please visit Peterbilt Model 589 | Peterbilt or locate your nearest Peterbilt dealership at https://www.peterbilt.com/find-a-dealer.

Strong February Class 8 sales won’t help overcapacity in the market

Cliff Abbott - March 28, 2024

As Februarys go, the second month of 2024 wasn’t a bad month for U.S. sales of new Class 8 trucks. Manufacturers reported selling 17,619 of them, according to Wards Intelligence. That makes it the third-highest February in the past decade. February was the seventh consecutive month in which sales were down from the same month a year earlier. In February 2023, when sales were still on the upswing, 20,136 new trucks were sold. For the year to date (which includes only two months of reports), sales are running 9.6% behind last year’s pace. Sales of new trucks is often viewed as an indicator of where the freight market is headed. When carriers are confident they’ll be able to earn a profit in the coming months, they buy new trucks. When the market points upward, many company drivers with an entrepreneurial spirit buy trucks and become owner-operators, starting new carriers in hopes that growing business will one day have a “started with a single truck” story as many larger carriers do today. But this time, there’s a catch. The government has issued new fuel mileage and emissions standards for model year 2027. Those new standards include something else — a requirement that warranties be lengthened to help buyers have confidence in vehicles built with new technology. That technology (along with the extended warranties the manufacturers must fund) is expected to drive the price of trucks up by $25,000-$30,000 each. Like they did in 2006 and again in 2009, carriers are considering buying more trucks built before the new standards (and higher pricing) go into effect. The closer the calendar gets to the production of 2027 model-year trucks, the more pre-buying is expected. Some of that will start with the introduction of the 2025 models later this year. The problem is that the industry already has a capacity problem: There are too many available trucks to haul too few available loads, increasing competition for freight and keeping rates at levels that make it difficult to sustain a trucking business. For freight rates to improve, the number of available trucks needs to go down, not up, unless something happens to cause the economy to greatly increase production. Pre-buying trucks now only increases capacity. According to a blog post by ACT Research, February U.S. orders for new Class 8 trucks were at 17,213, a 32% increase over February 2023 orders. A part of that increase is on the vocational side, according to ACT President and Senior Analyst Kenny Vieth. “The vocational market remains strong, particularly in the US, where nearshoring and government programs have spurred investment,” Vieth said. One reason for the vocational increase is nearshoring, a practice that’s creating a boom in the Mexico market as manufacturers and warehousers move operations from Asian locations, particularly China, closer to U.S. markets. Doing so takes advantage of lower-cost labor and more favorable tariffs available in Mexico and saves shipping costs as ships from Asia load and unload in Mexican ports, bypassing the delays and expense of U.S. west coast ports. For the first time in more than 20 years, U.S. imports from Mexico have surpassed those from China. More trucks will be needed to handle the increase in imports. Another stimulant for the vocational side is the $1 trillion infrastructure bill passed in 2021. The government money available for roads, bridges and other construction projects will stimulate sales of trucks to haul building materials such as asphalt and concrete. Vieth also believes private fleets are responsible for a portion of the sales increase. “With February orders underscoring the ongoing above-demand-level trend in an otherwise overcapacitized U.S. market, further corroboration of evidence leads us to believe that prebuying is being driven by private fleets,” he said. The reason, he explained, is that private fleets tend to have longer trade cycles, and because they’re hauling their own products they aren’t as dependent on freight rates. Since those private fleets sometimes obtain backhauls on the freight market, however, those trucks DO have an impact on capacity. Buyers ordered 20,500 trailers in February, preliminary estimates from ACT showed, down 21% from last February but still robust. On the used truck side of the market, retail sales volumes experienced a 15% increase in February compared to January and a 32% increase compared with February of 2023. Because more used trucks are available, the price of the average used truck sold in February was 19% lower than it was a year ago. The average miles on a used truck sold in February was 10% lower than a year ago and its age was 5% newer. “The gain was stronger than expected as sales are typically still emerging from the winter freeze this time of year,” said Steve Tam, ACT vice president and senior analyst. While more used trucks are available and cost less, on average, the increased cost of credit due to higher interest rates plus more restrictive loan policies will keep some potential buyers from taking advantage. The sales performance for individual truck manufacturers varied. Freightliner sold 6,027 Class 8 trucks on the U.S. market in February, down 27.7% from January and down 18.2% from February a year ago. Volvo sales increased by 50.5% over January with sales of 2,142 but were down 9.5% from February 2023. International reported U.S. Class 8 sales of 1,825 for February, down 3.1% from January and down 35.5% from February 2025. The PACCAR companies remained fairly constant for the month. Kenworth reported sales of 2,791, up 12.3% from January but down 1.8% from last February. Peterbilt’s 2,916 sold topped January’s total by 8.2% and was 2.6% better than February 2023 sales. Mack Truck reported sales of 1,104, up 29% from January but down 17.9% from last February. Western Star sold fewer than anyone else at 814 units, down 9.7% from January but 52.4% better than February 2023. For the year to date, 39.7% of new, Class 8 trucks sold on the U.S. market have been Freightliners, followed by Peterbilt at 15.5%, Kenworth at 14.6%, International at 10.2%, Volvo at 9.8%, Mack at 5.4% and Western Star at 4.7%.

Greenlane Infrastructure plans commercial electric vehicle charging corridor

John Worthen - March 27, 2024

LOS ANGELES — Greenlane Infrastructure, a joint venture between Daimler Truck North America (DTNA), NextEra Energy Resources and BlackRock, is planning its first commercial electric vehicle charging corridor with more than 100 chargers that will stretch along Interstate 15 from Los Angeles to Las Vegas. Greenlane said in a news release that “as the demand for efficient, reliable electric vehicle charging and hydrogen refueling infrastructure grows along the nation’s freight corridors,” its plan for a charging corridor will increase driver comfort, improve the resilience for high uptime and, ultimately, move freight more efficiently. The new charging corridor aims to accelerate the roll out of carbon-neutral freight transportation with initial charging locations in Colton, Barstow and Baker, California, according to Greenlane. Over the next year, further locations will be added along the corridor, extending beyond Southern Nevada and to San Pedro in California. “After considering various factors, such as truck telematics data, frequent freight routes and customer deployment strategy, the Greenlane team selected these three optimal locations for our first commercial charging corridor to accelerate the transition to zero emissions,” said Patrick Macdonald-King, CEO of Greenlane. “The launch of this corridor not only marks a critical step in addressing the urgent need for publicly available, nationwide electric charging for commercial vehicles but will also serve as a model for the EV charging hubs of the future.” At full build, the Colton site is planned to have more than 60 chargers, including 400 kW Direct Current Fast Chargers (DCFC) to speed charging of medium- and heavy-duty zero-emission vehicles (ZEVs). More 200 kW DCFC charging options onsite will enable long-duration and overnight charging for heavy-duty tractors, medium-duty ZEVs and school buses. Greenlane will also deploy multiple passenger car charging stalls to support light-duty and passenger vehicles. Later project phases will support both long-duration and overnight charging lanes for tractor-trailer combinations. The Greenlane site in Colton will also be future-proofed to accommodate the Megawatt Charging System when commercially available. “By using a predictive modeling tool to simulate truck traffic and energy flow at the site, we can determine how many chargers are necessary to meet the regional demand based on vehicle characteristics and departure and arrival times for vehicles hauling freight along this corridor,” said Macdonald-King. “Our findings indicated that placing the three stations approximately 60 to 90 miles apart would maximize uptime for day-cab drivers by enabling shorter charging sessions at each stop and ultimately allowing customers to move freight confidently without any limitations.” Designed to upgrade and enhance the current rest stop experience, each Greenlane site will have wide pull-through lanes, allowing drivers to enter and exit the property quickly and easily. While waiting for vehicles to charge, drivers can access modern facilities, with restrooms and other amenities, including food and beverage options. Greenlane officials say their aim is to develop a nationwide network of commercial charging infrastructure locations across the U.S. The charging sites will also serve battery-electric passenger car and light-duty fleet customers and are designed to provide hydrogen refueling for commercial vehicles in the coming years. Greenlane is targeting a spring groundbreaking on the Colton flagship site, aiming to open in late 2024. Located at the intersection of Interstates 10 and 215, the Colton hub will offer multiple ways for heavy-medium-and light-duty zero emission drivers to charge their vehicles.

Solera Fleet Solutions has enhanced its fleet management hardware

John Worthen - March 27, 2024

WESTLAKE, Texas — Fleet lifecycle management firm Solera has unveiled the latest enhancements to its fleet management hardware platform SR4. “This all-inclusive and state-of-the-art system integrates top-tier safety, compliance and telematics features to deliver a comprehensive and seamless fleet management experience,” according to a news release. “The enhanced SR4 device now offers unmatched flexibility and value by enabling users to run multiple Solera Fleet solutions from a single, enterprise-grade device, including some of the industry’s most popular and effective platforms, Omnitracs and SmartDrive, providing users the ability to experience the Solera difference like never before.” The SR4 powers various applications from Solera Fleet and is designed to be a single telematics device for many applications, company officials said. It is focused on reducing hardware installation and data costs while delivering value. “At Solera, our team of industry experts are fully committed to maximizing value and streamlining our customer’s operations,” said Sean Ritchie, vice president of sales and pre-sales at Solera. “We are proud to be the first to bring to the market a Managed Service Video Safety Solution and a true Enterprise grade ELD and Compliance solution, all operating on the same hardware platform. When it comes to safety, fleets can’t settle for ‘good enough.’” Solera says the SR4 Convergence enhances fleet efficiency “by proactively managing maintenance issues and ensuring that vehicles and equipment are always ready.” Additionally, fleet management systems like the SR4 provide immediate diagnostic reports from sensors that indicate engine issues, enabling prompt resolution before the problem escalates. “Improving fleet management systems can make all the difference between retaining top drivers and losing them to competitors,” according to the news release. “Unsafe driving is dangerous not only to drivers but also to other road users, resulting in expensive repairs and legal issues. Safe driving potentially translates to lower insurance premiums, fewer traffic violations, and fewer accidents.” The SR4 Convergence provides real-time vehicle location, job completion status and accurate arrival times, facilitating efficient route planning and proactive adjustments to traffic slowdowns. The integration of in-vehicle sensors enables improved driver safety and performance monitoring, promoting safe driving practices and regulatory compliance. For more information about Solera Fleet solutions, visit https://www.solera.com.

Magnus Technologies unveils platform to optimize truckload operations

John Worthen - March 26, 2024

NASHVILLE — Software-as-a-service company Magnus Technologies has unveiled artificial intelligence-powered (AI) enhancements that are designed to make truckload planners, customer service reps and other knowledge workers more efficient and proactive. Magnus has more than 20 years of experience developing and deploying enterprise transportation management software (TMS), starting in the auto-hauling industry segment, according to a news release. “Truckload carriers are accustomed to using TMS platforms with manual processes, static views and data grids for load planning and other functions,” said Jay Delaney, director of product management at Magnus Technologies. “We broke the mold, redefining the user experience with data visualizations and AI-driven enhancements that deliver breakthrough fleet management capabilities.” The Magnus Platform is designed to give users forward visibility of freight and capacity in their planning regions up to five days in advance, the news release notes. “The platform’s comprehensive metrics, customizable views and accurate forecasting tools enable users to strategically reposition resources to balance freight networks, transforming empty miles and dwell time into revenue,” according to the news release. “The Magnus Platform also enriches load planning with dynamic map visualizations, including real-time weather, traffic and color-coding to identify exceptions.” Magnus Technologies also recently introduced Magnus EDI Manager. The system allows users to define rules for auto-accepting customer load tenders via EDI and other data exchange methods. “Additionally, it helps companies make better-informed decisions regarding accepting or declining orders by providing industry-first visibility of network balance, lane guidance, and customer volume commitments,” the news release states. The Magnus Customer Tracking Portal allows fleets to provide greater transparency and end-to-end shipment visibility. The portal includes accurate shipment ETA predictions based on comprehensive variables. Magnus also added new truckload rate calculations and accessory charges to the TMS platform, hourly driver pay and new yard check capabilities that support dropped trailers with visibility of cargo and location status. Subscribers to the Magnus Platform receive these and other ongoing updates and enhancements at no additional cost, keeping them at the forefront of industry technology advancements.