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Navistar preparing to launch autonomous commercial truck pilot program

LISLE, Ill. — Navistar officials say the company is making progress in autonomous driving technology in preparation for the launch of an autonomous commercial truck pilot program with customers. As a member of the TRATON Group, Navistar is involved in a new partnership with Plus to integrate its Level 4 autonomous SuperDrive technology stack into International vehicles and other branded vehicles within the TRATON Group, according to a news release. “Navistar recognizes that the high volume and scalability of hub-to-hub operations presents an immediate addressable market of 25 billion miles of long-distance freight on the U.S. interstate system,” the news release states. “The company has strategically selected hub-to-hub operations as the company’s core segment for commercial viability of autonomous implementation.” International trucks equipped with SuperDrive by Plus are being validated with a safety driver on routes in Texas. Customer pilots are expected within the year, with commercial deployments expanding incrementally along strategic U.S. corridors. “There is a strong business case for autonomous technology in the hub-to-hub distribution model, specifically in long-haul transportation where there’s a compelling opportunity to increase operational efficiencies,” said Tobias Glitterstam, chief strategy and transformation officer at Navistar. “Global partnership with a company like Plus allows us to leverage the technical strides they have made as we work together to focus on the commercial viability of Level 4 autonomous driving.” Navistar’s autonomous commercial pilot program is focused on integrated autonomous solutions. Fully developed and supported by Navistar, the autonomous technology solutions will be seamlessly integrated into customer operations, tailored to fit unique customer requirements. “Our autonomous commercial pilot program is intended to be a safe, reliable option for customers to explore the deployment and integration of autonomous vehicles into their operations,” said Chet Ciesielski, vice president, of on-highway business at Navistar. “As always, we are committed to being a trusted partner as we seek to develop solutions for autonomous driving technology that increase our customers’ operating efficiencies, improve road safety, and alleviate strains in the supply chain.” The Plus Level 4 autonomous driving system SuperDrive is integrated into International trucks, providing solutions for maintenance, telematics, safety and reliability, Navistar officials say. “We are excited to partner with Navistar to build the next generation of transportation solutions enabled by our industry-leading autonomy technology,” added Shawn Kerrigan, COO and co-founder of Plus. “By leveraging our experience deploying our highly modular and flexible autonomous driving software across the U.S., we can help accelerate the commercialization of autonomous trucks that can easily be integrated into customer operations.”

Kalmar, Forterra sign joint development agreement for autonomous terminal tractor

CLARKSBURG, Md. — Yard truck maker Kalmar, part of Cargotec, and Forterra (formerly RRAI) have signed a joint development agreement for autonomous terminal tractor solutions. According to a news release, Kalmar will be responsible for developing the automation-ready terminal tractor — including the drive-by-wire solution integration — as well as the Kalmar One fleet management system to manage the operation of automated terminal tractor fleets. Forterra, a provider of autonomous systems for ground-based movement in the working world, will be responsible for the integration of their AutoDrive platform for autonomous operations for the terminal tractor. The company is among the earliest innovators in the field of driverless technology and has provided autonomous solutions for the U.S. Department of Defense and off highway commercial applications. “This agreement brings together our vast experience in developing world-class autonomous systems and Kalmar’s extensive experience in port and terminal automation with their market-leading terminal tractor product, said Josh Araujo, Forterra’s CEO. “We believe AutoDrive is the best platform to create a compelling new offering for the container and trailer-handling market.” Juuso Kanner, vice president of automation business line at Kalmar, said that automated operations will eventually become the standard in the container-handling industry. “… there is huge potential in automating terminal tractors in terms of safety and productivity,” Kanner said. “This development agreement is the next exciting step in our innovation journey after the successful Kalmar RoboTractor pilot done in Norway and utilising the learnings we took from that. Now we will leverage our extensive experience in straddle carrier automation, which has been adopted by a number of leading container terminals around the world. Forterra’s position as a global leader in autonomous driving systems makes them the ideal partner for this exciting initiative.”

CARB requirements for Clean Truck Check on-board diagnostics coming soon

SACRAMENTO, Calif. — The California Air Resources Board (CARB) will soon begin phasing in the On-Board Diagnostic (OBD) Monitor Readiness and Permanent Diagnostic Trouble Code (PDTC) requirements as part of Clean Truck Check. An exact date has not been announced, but CARB officials state that it will be “in early 2024.” “Readiness is determined by how many OBD system diagnostics have been completed and the number of vehicle operations since codes were cleared (OSC – Operation Since Clear),” a news release states. “The OBD system diagnostics are broken down into categories called ‘Monitors.’ Each Monitor must undergo diagnostic tests to determine whether those systems work correctly. The OBD system reports whether each Monitor has had time to complete its tests; if so, the Monitor is considered “Ready.”  Monitors’ specific numbers and types vary based on OBD protocol (J1939 vs. J1979), fuel type, vehicle make and model year. Based on the tests performed, most vehicles have all Monitors ready when compliance tests are submitted. The OBD systems store information regarding vehicle operation since codes were cleared. Most vehicles have OSC for one or more reasons: Warm-up cycles (WUCs) since clear Distance traveled, in km, since clear Engine run time, in minutes, since clear Typically, vehicles can track WUCs in either minutes or distance since they are clear. The criteria will be applied to the OSC variables provided by an individual vehicle. As the requirements are phased in the thresholds for these variables will become more stringent over time. Permanent diagnostic trouble codes (PDTCs) are very similar to regular diagnostic trouble codes (DTCs). The only difference is that they cannot be reset by disconnecting the vehicle’s battery or cleared using an OBD scan device like how regular DTCs can. The only way to clear a PDTC is to fix the underlying problem with the car that initially activated the PDTC, and then allow the vehicle sufficient drive time to re-run the Monitor that identified the problem in the first place. When the Monitor runs without identifying a problem, the PDTC will clear itself. Things to do to have your best chance at passing the Clean Truck Check OBD test include: Getting your vehicle repaired as soon as your malfunction indicator lamp (right) is on, get your vehicle repaired as soon as possible Doing the OBD test early in the Clean Truck Check compliance window so you will have time to complete it if there are problems Avoid code clearing — OBD systems require substantial vehicle operation to complete their emission control diagnostic tests, and a vehicle that has not been operated enough or has too many monitors incomplete will fail the test Code clearing can occur when: Disconnecting the battery Using an improperly installed kill switch that disconnects power to the OBD system [it is OK if the kill switch just cuts power to accessories/lights/etc.] Using an OBD scan device to clear codes For more information, visit https://ww2.arb.ca.gov/obd-readiness-criteria.

Kenworth introduces new transmission at NTEA Work Truck Week

INDIANAPOLIS — Kenworth introduced its new PACCAR TX-12 PRO automated transmission during the 2024 NTEA Work Truck Week held in Indianapolis from March 5 to March 8. According to a news release, “The TX-12 PRO is optimally engineered to operate with all MX-11 and PX-9 engine ratings — up to 445 hp, 1,700 pound-feet of torque and 70,000 pounds of gross combination vehicle weight.” The new transmission is available for select Kenworth Class 8 models, which includes the T680 and T880 that are equipped with the PACCAR MX-11 or PACCAR PX-9 engines. Later in the year, the transmission will become available for Kenworth Classes 6-8 medium duty models. This includes the T280, T380 and T480 equipped with the PACCAR PX-9 engine.  “The new TX-12 PRO transmission is a welcomed addition to the PACCAR transmission family and will be an excellent powertrain component for our vocational medium duty customers and customers operating Class 8 trucks that are in light vocational applications which don’t require the power of the TX-18 PRO,” said Jim Walenczak, Kenworth general manager and PACCAR vice president. “The TX-12 PRO builds off the proven technology of the TX-12 and TX-18 PRO to be an efficient and durable product for on and off-highway applications.” The features on the transmission includes the enhanced capabilities of the TX-18 PRO, like the vocational and select off-highway applications, PACCAR’s Extreme Duty clutch, Rock Free mode and more. The 12-speed gear set provides wide ratio coverage, which allows excellent maneuverability. The transmission is also equipped with an internal oil temperature sensor which shows the transmission temperatures on a 15-inch digital display. The sensor also provides the driver with notifications in situations causing excessive temperatures.  More information on the TX-12 PRO is available at https://paccarpowertrain.com/products/tx-12/.

Velociti, Dragonfly Energy deliver investment return with Lithium Power Systems

NEW ORLEANS — Velociti Inc. and Dragonfly Energy Holdings Corp. announced the next step in their partnership at the American Trucking Associations (ATA) Technology Maintenance Council’s (TMC) Annual Meeting & Transportation Technology Exhibition, held recently in New Orleans. The partnership provides Dragonfly Energy customers access to the Velociti Instant ROI and VeloCare programs, according to a news release. “We created our Instant ROI program many years ago to bridge the gap between the technology our fleet customers desired and their ability to implement it due to hurdles like upfront investment and integration challenges,” said Deryk Powell, president of Velociti. “We’re constantly researching cutting-edge technologies we believe will give our fleet customers a competitive edge in challenging economic and regulatory conditions. When a solution like Dragonfly Energy’s All-Electric APU emerges, we’re thrilled to encompass it within the Instant ROI program. We believe this unique solution holds significant potential for the industry.” Used by fleets for a variety of technologies and solutions, the Instant ROI program allows the same fleets to advance the use of their savings, which pays for the technology, installation, and support services for the life of the solution at the company. Dragonfly Energy offers its customers lithium-ion power systems, which also include the Battle Born All-Electric APU, power liftgates and other equipment for heavy-duty trucks running hotel loads. The solutions are more efficient than traditional diesel-powered APUs and lead acid-based battery systems, providing fuel cost savings, lower emissions and quieter operation.  Velociti’s Instant ROI allows customers to be cash-positive from day one of technology investment by providing deferred billing during the installation portion of a deployment project and extended payment terms on the entire hardware, software, installation and support solution. With the addition of VeloCare, Dragonfly Energy customers receive proactive system health monitoring and comprehensive support, including field repairs, using Velociti’s nationwide team of highly trained and skilled technicians. “With VeloCare and Instant ROI from Velociti we are able to offer our customers a way to realize savings faster and better protect their investment in our technology,” said Wade Seaburg, chief revenue officer at Dragonfly Energy. “The ease of working with a single provider for deployment and support needs means fleets will have a more streamlined and comprehensive approach to reduce their environmental impact and provide increased driver comfort that can lead to improved driver retention.”

Biden administration rolls out plan for zero-emission infrastructure along freight corridors

WASHINGTON — The Biden-Harris administration on March 12 revealed the National Zero-Emission Freight Corridor Strategy, a plan the government says will speed the development of infrastructure to support the movement of freight by electric and hydrogen-fueled semitrucks. The strategy, developed by the Joint office of Energy and Transportation and the U.S. Department of Energy (DOE), in collaboration with the U.S. Department of Transportation (DOT) and U.S. Environmental Protection Agency (EPA), outlines the development of charging and hydrogen fueling infrastructure for zero-emission medium- and heavy-duty trucks (ZE-MHDV) from 2024 to 2040. A statement issued by the agencies involved described the strategy as “an all-of-government approach to aligning investments and accelerating sustainable and scalable deployment of reliable ZE-MHDV infrastructure.” Ali Zaidi, President Biden’s national climate advisor, describes the plan as “a big move to deliver environmental justice,” stating that 75% of heavy truck traffic travels on only 4% of the nation’s roads — which he says puts the health of America’s “most vulnerable communities” at risk. “President Biden’s historic investments in zero-emission infrastructure on those high-traffic roads and the hubs they connect will rapidly transform freight transport in the U.S. and strengthen American innovation,” he said, adding that the plan delivers “a win-win-win for frontline communities who will benefit from cleaner air, businesses that will save millions on fuel costs, and for our climate.” U.S. Secretary of Energy Jennifer Granholm also praised the strategy, saying, “For over a century, petroleum-fueled freight has transported vital food and resources to American families but at the same time, these vehicles have also contributed to lower public health, especially in densely populated communities. The Biden-Harris administration is addressing this issue head-on with innovative strategies to transform freight so it not only supports American families and businesses, but also protects the environment for future generations.” The U.S. National Blueprint for Transportation Decarbonization, released in January 2023, calls for 30% of all medium- and heavy-duty vehicle sales to be zero-emission by 2030, increasing to 100% by 2040. The deployment of all these ZE-MHDVs will require convenient access to electric vehicle (EV) charging and hydrogen refueling stations along the nation’s freight corridors, as well as at intermodal freight facilities and high-usage ports. The National Zero-Emission Freight Corridor Strategy outlines a plan to achieve this goal in four phases: Phase 1: Establish priority hubs based on freight volumes (2024-2027) Phase 2: Connect hubs along critical freight corridors (2027-2030) Phase 3: Expand corridor connections initiating network development (2030-2035) Phase 4: Achieve national network by linking regional corridors for ubiquitous access (2035-2040) In alignment with the Joint Office’s Zero-Emission Freight Corridor Strategy and the Bipartisan Infrastructure Law (BIL), the Federal Highway Administration (FHWA) has designated National EV Freight Corridors along the National Highway Freight Network and other key roadways. These corridors will facilitate the building of a national EV charging network to serve the needs of both individual drivers and commercial transportation. “The FHWA is pleased to announce these new freight EV corridor designations along our national highways,” said Federal Highway Administrator Shailen Bhatt. “Medium- and heavy-duty trucks in our current freight network contribute approximately 23% of greenhouse gas emissions in the U.S. transportation sector. These new designations and strategy will help to grow our national EV charging network, encourage clean commerce within the freight community, and support President Biden’s goals of achieving net-zero emissions for the nation by 2050.” A statement from the office of U.S. Sen. Alex Padilla (D-CA) noted that he and 14 other senators, along other organizations, had previously called on the Joint Office of Energy and Transportation to prioritize the deployment of infrastructure to support medium- and heavy-duty zero-emission vehicles. Previously, the statement noted, the focus has been almost exclusively on light-duty vehicles. “I’m grateful to the administration for advancing this whole-of-government effort and heeding my calls to launch a national strategy to accelerate the build-out of heavy-duty vehicle infrastructure,” Padilla said. “This all-hands-on-deck approach from the federal government and industry partners will enable us to realize California’s and the administration’s zero-emission goals.” Following the announcement of the federal government’s plan to create infrastructure capable of supporting zero-emission trucks, several industry organizations weighed in on the topic. Debbie Sparks, executive director of the National Motor Freight Traffic Association (NMFTA), said the organization has collaborated with the Joint Office and other agencies regarding the challenge of reaching zero-emission goals set for the industry. “We appreciate that the administration recognizes the enormous task at hand to build out the needed infrastructure to electrify medium- and heavy-duty commercial vehicles,” she said. “Although the NMFTA has serious concerns related to the transition to zero-emission trucks, such as the infrastructure, the ability of all segments of the trucking industry ability to utilize battery-electric trucks and the costs of the equipment, the reduction in payload, and the possible disruption to the supply chain if the transition is required on unattainable timelines, the NMFTA looks forward to continued collaboration with the administration, agencies and Congress.” NATSO and SIGMA, which represent truck stops, travel plazas and fuel marketers, expressed support for the plan. In a prepared statement, the groups noted that they are grateful that the Biden administration recognizes the need for infrastructure supporting zero-emission freight vehicles and that the proposed plan seeks to minimize disruptions to the industry’s operation. “Fuel retailers are at the forefront of investments in new refueling technologies and their requisite infrastructure,” said David Fialkov, executive vice president of government affairs for NATSO and SIGMA. “We have long held that President Biden’s goal of establishing a nationwide network of electric vehicle charging stations for all vehicle classes is best achieved by harnessing the existing nationwide network of refueling locations. “Directing states to adopt a phased approach that prioritizes investments along key freight corridors can harness the existing nationwide network of refueling locations along the interstate highway system and encourage investment in emerging refueling technology,” he continued. In addition to the challenges of generating electricity to power EVs, he noted that fuel retailers need to see a return on their investment in the infrastructure needed to support zero-emission trucks. “We appreciate that the Biden administration has recognized some of these concerns and appears to have developed an iterative and thoughtful approach to directing investment in a medium- and heavy-duty charging network,” he said. “We hope the administration applies the timelines permeating this strategy to other forthcoming policies that also will influence the heavy-duty refueling market’s decarbonization efforts.” The Owner-Operators Independent Drivers Association (OOIDA) is not as enthusiastic about the plan. “Unlike many in Washington, D.C., who develop policies affecting the trucking industry, OOIDA members have to operate in real-world conditions, taking into account practical safety, infrastructure and cost considerations,” said Todd Spencer, president of OOIDA, noting that the strategy might “sound great on paper” but that there is no guarantee that the goals can be reached in the projected timeframe, if ever. Spencer also questioned the cost of investing in the required equipment. “We believe that all environmental regulations must only be implemented in a reliable and affordable manner that does not price our members out of the industry. However, this has hardly been the case in recent years,” he said. “Various emissions regulations have neglected the contributions of safe, experienced owner-operators and have not accurately estimated or properly considered the economic and operational impacts on small trucking businesses,” Spencer continued. “This has resulted in expensive breakdowns and excessive downtime for drivers, along with astronomical costs for new heavy-duty vehicles, which works against the goal of achieving cleaner air by incentivizing the prolonged use of older equipment.” In addition, he said, the integration of zero-emission vehicles into the nation’s freight system should not be mandated by the government; instead, the timeline should be based on the technology available within the market. “We believe adoption of these vehicles must happen in a manner dictated by the market, not Washington bureaucrats who have shown little regard for the consequences of their proposals within our industry,” he said. “When better more practical and efficient vehicles are available, mandates aren’t needed.” To read or download the National Zero-Emission Freight Corridor Strategy, click here.

Peterbilt reveals new 72-inch sleeper for Model 589

DENTON, Texas — Peterbilt is touting its new 72-inch low-roof sleeper for the Legendary Model 589. “The new Model 589 72-inch low-roof sleeper is the perfect platform for customers that require a low roof configuration for their operations, as well as for drivers who appreciate a stylish truck. They can customize it with chrome and other accessories,” said Jake Montero, Peterbilt’s assistant general manager of sales and marketing. The 72-inch low roof sleeper features include storage solutions and power provisions. Storage Full-height wardrobe and passenger-side microwave tray Optional right-hand cubby Driver-side workstation and storage cabinet Optional refrigerator and above the bunk shelf Power Four standard 12V outlets Factory-installed inverters Aftermarket inverter installation provisions 22-inch flat-screen TV mounting and electrical provisions Customers can order the Model 589 72-inch low roof sleeper through any of Peterbilt’s 425-plus dealer locations across North America. Visit https://www.peterbilt.com/trucks/on-highway/589 for more information.  

Decker Truck Line upgrades to EpicVue+ to improve driver experience

SALT LAKE CITY — EpicVue, providers of in-cab entertainment and communication systems packaged exclusively for the trucking industry, have announced that Decker Truck Line is upgrading to EpicVue+. The trucking company will be implementing the entertainment, engagement and educational platform across its fleet of 800 tractors, according to a news release. “We’ve had great success over the past five years with EpicVue in-cab TV as a recruiting, retention and driver comfort tool and now we’re looking forward to using EpicVue+ to enable an even better relationship with our drivers,” said Dale Decker, chief executive officer at Decker Truck Line. “Interpersonal communication with drivers, who make up the majority of our workforce, is difficult in this industry. We are excited to see what we can do to improve our engagement with drivers by using EpicVue+.” Decker Truck Line is also anticipating savings by using the EpicVue+ platform to exchange information in place of data plans on tablets. The company will eliminate the cost of those plans by using EpicVue+ on the Verizon network as a single system for operational data and communication, and to give drivers access to in-cab Wi Fi. “We’ve been discussing the capabilities that EpicVue+ now offers with EpicVue for a number of years,” Decker said. “We’re glad they’ve implemented their roadmap for the future and done the work to make this technology available, and we’re excited to see what we can now do to work more closely with our drivers.” Family-owned-and-operated since 1931, Decker Truck Line offers temperature controlled, dry van and flatbed freight services nationwide. Headquartered in Fort Dodge, Iowa, the company operates a fleet of 800 tractors and nearly 1,400 trailers from six terminals in Alabama, Indiana, Iowa and Montana. EpicVue+ provides a comprehensive entertainment, engagement and educational platform for commercial truck fleets with the ability to: Entertain — Allow drivers to watch or record TV in their trucks with more than 100 channels of live programming, premium services, and a library of on-demand content. Educate — Provide drivers with dedicated training and education to implement best practices and reinforce compliance by managing content distribution or enabling access to online training. Engage — Use a custom home screen branded for each carrier along with a dedicated fleet channel to distribute company announcements and fleet news, promote incentives to reward drivers for performance, and acknowledge standout employees. “EpicVue+ will allow Decker Truck Line to stay connected with their drivers and provide the comforts of connectivity and entertainment,” said Lance Platt, CEO of EpicVue. “We’ve been planning this revolutionary platform for truck fleets for some time and with the input of long-time customers like Decker we are making it a reality. We look forward to their success using EpicVue+ to have a stronger connection to their drivers and improve job satisfaction through entertainment, education, and engagement.”

Work Truck Solutions plans expanding into heavy-duty commercial truck market

CHICO, Calif. — Work Truck Solutions has announced plans to expand their focus into the heavy-duty (HD) commercial truck market. According to a news release, this move includes “new comprehensive resources to enhance offerings for dealerships and upfitters, and when coupled with expertise gained from more than a decade serving the commercial vehicle space, will bring additional attention to the demanding and evolving HD market.” Work Truck Solutions helps dealers manage their commercial vehicle inventories by connecting them with buyers. In addition to the focus expansion, Work Truck Solutions is also actively engaged with key HD stakeholders to ensure platform developments and integrations meet industry-specific challenges, which also benefits all parties involved, the news release notes. “We are leveraging all our experience and resources in this next step of HD development,” said Aaron Johnson, CEO of Work Truck Solutions. “Our goal is to not only meet but exceed the needs and expectations of the heavy-duty sector with the same level of expertise in configuration and use, as well as customer service commitment, that we’ve adhered to for well over ten years in the commercial vehicle ecosystem.” Work Truck Solutions also recognizes that the HD market includes more than trucks. As a result, trailers, which are essential to the heavy-duty transportation and logistics industries, and are highly configurable, are also included in their uniquely customized inventory spectrum.

Mack Trucks’ fleet management portal delivering for customers

NEW ORLEANS — Mack Trucks is reporting success for its new comprehensive fleet management portal that enables customers to “digitally access information about Mack-powered trucks in their fleet.” Through Mack Connect, customers have access to the status of their Mack vehicles through a 4G Telematics Gateway factory installed at Mack’s Lehigh Valley Operations in Pennsylvania. Hell Bent Xpress, based in Aberdeen, South Dakota, and Hilco Transport, based in Greensboro, North Carolina, are two customers utilizing Mack Connect, according to a news release. “Mack Connect improves customer visibility into the health and performance of their vehicles while greatly simplifying the process to access the data,” said Patrick Brown, Mack Trucks senior strategy and sustainability manager. “Customer response has been overwhelmingly positive, and Mack remains committed to simplifying data so customers can easily use it to make decisions to increase their ROI and better manage their fleet.” So far, more than 50 customers have registered for Mack Connect through their local dealers, and the number is expected to increase in 2025, the news release states. “It’s very user-friendly and easy to navigate,” said Mike Laughead, director of maintenance for Hilco. “Since using the program, we have been able to remotely diagnose some issues on the road that have enabled us to get the driver back up and running. We have had a couple units go down in which we were able to go into Mack Connect, see the codes and do an over-the-air software update, which got the trucks going, allowing us to deliver the load.” Jamie Hagen, owner of Hell Bent Xpress, said he registered for the service in December through his dealer TranSource in Aberdeen. Hagen operates 12 Mack Hell Bent Xpress operates in North Dakota, South Dakota, Minnesota and the Midwest.     “Every time I log in to it, I learn something new,” Hagen said. “The most compelling part to me is that I can easily see if an engine or transmission update is needed. It also shows the most fuel-efficient drivers and the least fuel-efficient drivers.” Eric Hamiel, Mack Truck sales expert at TranSource in Aberdeen, said of Hagen: “With Hell Bent Xpress, Jamie is obsessed with two things efficiency and data. Mack Connect puts all of his relevant data at his fingertips so he can make informed business decisions on how to minimize his cost per mile and increase his profits. Providing a good product, like Mack Trucks, makes it easier to maintain and grow this relationship. Supporting features and services that provide customer value to their bottom line helps take the relationship to another level.” James Bland, co-president of TranSource, Greensboro, said that fleet managers use Mack Connect for driver reporting, efficiency tracking and trip planning. “The service managers love the history and remote troubleshooting capabilities, and they use it routinely to keep up with their fleet maintenance,” he said.

Peterbilt introduces 2 new models for car carrier applications

DENTON, Texas — Peterbilt has introduced two new vehicle configurations for the car carrier market: the Model 567 UltraLow Roof Day Cab and the Model 589 UltraLow Roof 58-inch Sleeper. The trucks were developed in collaboration with leading car carriers and set new benchmarks in low-profile design, lightweight solutions, safety features, visibility and driver comfort, according to a news release. “The introduction of these two new configurations for car carrier applications is another example of how Peterbilt designs and manufactures products that provide Individualized Solutions for the unique needs of our customers,” said Scott Newhouse, Peterbilt’s chief engineer. The Model 567 is designed with the industry’s lowest factory roof height of 95 inches, eliminating the need for aftermarket modifications. The new UltraLow Roof 58-inch sleeper for the Model 589 offers “the style and comfort customers seeking a car hauling sleeper configuration need,” the news release states. Its 100-inch roof height achieves a low profile while providing a spacious 2.1 meter cab. “This exclusive model is tailored to meet the unique demands of long-haul journeys, combining comfort with the low-profile design that car carriers prioritize,” according to the news release. “Both new configurations are built upon Peterbilt’s lightweight and rugged aluminum cab to maximize load capacity and provide long-lasting durability and performance even in the harshest conditions.” The PACCAR MX-11 and MX-13 engines and the PACCAR TX-12 transmission provide advanced power and performance for heavy car carrier applications.

Intangles launches new diesel particulate filter solution

NEW ORLEANS — Software and artificial intelligence (AI) company Intangles has launched a new AI predictive feature that’s designed to optimize fuel efficiency and engine performance of commercial vehicles. The new feature does this by informing fleets on the quality of diesel particulate filter (DPF) regeneration, according to a news release. The product was unveiled recently at the American Trucking Associations Technology Maintenance Council’s Annual Meeting & Transportation Technology Exhibition in New Orleans. The new DPF solution uses Intangles’ “proprietary hardware, adaptive algorithms and scalable cloud infrastructure” to find new ways to solve problems. In order to do this, the technology creates a replica of the vehicle’s DPF and saves it to the cloud. Once created, the technology is able to test how the replica will perform under varying conditions, like extreme cold, periods of prolonged idling or stop/start driving situations. Following this step, the results will predict how the truck’s DPF will perform and give insight into the best option to optimize soot load and regeneration., the news release notes. Intangles’ DPF solution: Monitors and measures the percentage of soot in a vehicle’s DPF in real-time Informs the user of the quality of each DPF regeneration Provides insights on the impact of inefficient regeneration Guides users on how to optimize forced DPF regeneration Optimizes fuel efficiency engine performance, and extends the life of a vehicle “We’re always looking for ways to leverage our physics-based AI to save fleets time and money,” said Craig Vanderheide, director of product management at Intangles. “This new feature is designed to take the guesswork out of forced DPF regens and keep soot levels at an optimal level. Fleets deserve to have better insights when it comes to DPF.” The Intangles DPF solution is an advanced prognostic, which is now available on Intangles’ predictive maintenance platform and is part of a more extensive suite of vehicle health tools designed to detect issues with vehicles well before a diagnostic trouble code is triggered. Currently, fleets can only access minimal information about the performance of DPF, namely the percentage of clogging (or Soot Load) in the particulate filter. “Our fleets know firsthand how a clogged DPF can lead to a loss of power and fuel economy,” Vanderheide said. “And I don’t know of any drivers who are thrilled to deal with DPF issues when they are focused on getting where they need to be. We knew this was an issue and we set out to solve it.”

Tighter emissions standards will shape the future of trucking

Whether you like it or not — and there are many people in both camps — California is leading the way with proposed steps to reduce greenhouse gas (GHG) and other harmful emissions. Other states have adopted mandates from the California Air Resources Board (CARB) for their own use, or at least modeled their emissions reduction programs in a similar fashion. The Biden administration has repeatedly pushed for the entire country to adopt CARB standards, with some success. All the conflicting laws, proposals and statements, both in Washington and individual states, have resulted in general confusion and worry. Would-be truck buyers are understandably squeamish about purchasing equipment that may be barred from operating in certain jurisdictions. There’s also concern that government incentives to purchase zero emissions vehicles (ZEVs) might give buyers a competitive edge over users of equipment powered by internal combustion engines (ICE). On the other hand, some who are considering the purchase of ZEVs are worried the technology — including availability of charging — isn’t yet viable for their operational needs. It’s not hard to buy ZEVs, but then there’s the question of finding certified technicians for maintenance. And what if roadside assistance is needed? And can carriers fit the limited range of ZEVs into their current freight mix? Many truckers can still remember the debacle of 2007, when heavy-duty trucks were equipped with particulate filters to reduce NOx emissions. Stories of stranded trucks, with drivers trying to force a regen were common, as were astronomical bills to tow those trucks to a maintenance facility and repair or replace uncooperative parts. In February, during the ACT Research Market Vitals conference in Columbus, Indiana, Lydia Vieth helped participants sort out what’s coming. Her presentation outlined both CARB and EPA changes that are currently active and those that are to follow. Vieth is a research analyst for electrification and autonomy at ACT. “So many changes are coming that it’s difficult to keep track, and even the announced changes could change further,” she said. So, what’s coming up for heavy-duty trucks? To begin, CARB has mandated further NOx reductions in new trucks beginning with the 2024 model year. That’s right now. Several other states have adopted similar policies. Beginning Jan. 1, 2024, CARB-compliant vehicles must be equipped with a CARB clean-idle sticker to be allowed to idle while parked in the state. To qualify for the sticker, trucks must be equipped with engines specified by CARB’s rule. For example, buyers may need to choose a 13-liter engine rather than a 15-liter engine. The Environmental Protection Agency (EPA) followed the CARB rule with reductions of its own, set to begin with the 2027 model year. In July 2023, CARB agreed to change its NOx requirements to match the lower EPA requirement by 2027. More importantly, CARB allowed manufacturers to use offsets to meet current emissions targets. The EPA’s 2027 rules will require further reductions in NOx emissions. They’ll have another impact on the industry — the cost of new equipment will rise substantially. New engines may be equipped with such technology as cylinder deactivation, multi-stream dual aftertreatment systems involving two or more selective catalytic reduction converters (as opposed to the current single converter) and diesel exhaust fluid (DEF) heaters. Moreover, the EPA mandated that new components must be warranted for periods longer than many current truck warrantees last, up to 435,000 miles. Because of the cost of new technology and warranties, the price of a new Class 8 truck is expected to rise by $20,000 to $30,000 in 2027. However, buyers won’t have to wait until 2027 to see higher prices. Carriers are expected to stock up on 2025 and 2026 models to beat the 2027 price increases. This pre-buying activity, along with the current inflation rate, will push prices higher for 2025-26 models. In addition to new NOx rules, there are new GHG rules on the horizon. CARB’s Advanced Clean Trucks (ACT) and Advanced Clean Fleets (ACF) initiatives aggressively push for incorporation of ZEVs in California-registered trucks. By 2026, 10% of Class 7 and 8 trucks sold in California must be ZEVs — most likely battery-electric vehicles. That percentage doubles two years later and reaches 30% by 2030. At this point, 11 states have adopted the CARB standards, and more are headed that way. Even though the installation of lines and transformers to handle the additional charging requirements of electric rigs is expected to take two years or longer in some jurisdictions, many politicians seem keen to force the adoption of ZEVs. Starting this year, truck owners who work drayage operations at California ports won’t be able to upgrade their trucks with similar diesel-powered units. Instead, replacements that haul from ports must be ZEVs. By 2035, ALL drayage trucks must be ZEVs. In April 2023, the EPA published a notice of proposed rulemaking to set national standards for ZEV adoption. This proposal separates the requirements for heavy-duty (Classes 7 and 8) trucks between vocational, day cab and sleeper cab trucks. By 2030, for example, 30% of vocational trucks must be ZEVs, while 20% of day cab and 10% of sleeper cab tractors must be ZEVs. While the premise that different types of trucks, such as sleeper-equipped tractors, are more likely to be involved in long-haul operations and therefore more difficult to recharge, some industry experts believe vocational trucks may actually require more power. Dump trucks, for example, are typically loaded to maximum levels. Trash trucks require power to run compactors and are also heavy when loaded. In any event, the proposed ZEV percentages haven’t been issued yet. The final rule is expected to be released later in March, but time is getting short. With 2024 being a presidential election year, it remains to be seen if the post-election policy will be one of stricter or looser mandates for new heavy-duty trucks. Regardless of federal policy, California, along with other states that have adopted CARB standards, will undoubtedly continue to push for heavy-duty commercial ZEVs.

Volvo electric tractors used to launch California program for drayage fleets

GREENSBORO, N.C. — Two Volvo Class 8 VNR Electric trucks will be utilized to launch the pilot ONE Electric Truck Program, which offers small drayage fleets in Southern California a free three-month lease on the zero-tailpipe emission trucks. The ONE Electric Truck Program was developed by Ocean Network Express (ONE), a global container shipping company that services the Port of Los Angeles and the Port of Long Beach, to facilitate the transition to zero-emission vehicles for small drayage fleets, according to a news release. Volvo Trucks North America customer BoxLinks (member of LX Pantos) is ONE’s regional partner and purchased the two Class 8 Volvo VNR Electric trucks. Funding for the trucks was made possible, in part, by CARB’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project. BoxLinks will manage the leasing contract and operations on the program, which will allow small fleets to determine if electric rigs are an operational fit for their fleet before making a purchase decision. “At Volvo Trucks North America, we’re excited about the transformative potential of electromobility. Our collaboration with BoxLinks and the ONE Electric Truck Program is a significant step in this direction,” said Peter Voorhoeve, president, Volvo Trucks North America. “The Volvo VNR Electric trucks represent a total transportation solution, backed by an electromobility ecosystem of support. This unique initiative is about more than just expanding the adoption of electric trucks; it’s about supporting smaller fleets in their understanding of what the transition to zero-emissions vehicles entails so that they can also prepare to drive the industry towards a more sustainable future.” These VNR Electric trucks feature a six-battery pack configuration with a total battery capacity of 565 kWh.  This will manage the short-term rentals of electric trucks, including charging, insurance and the vehicle lease agreement. “This comprehensive package is designed to make the transition to electric vehicles seamless for independent operators and small fleets,” the news release notes. “Maintenance will be handled by Volvo Trucks Certified Electric Vehicle Dealer TEC Equipment-La Mirada and covered under the Volvo Gold Contract. The Volvo Gold Contract, Volvo Trucks’ premier service offering for the VNR Electric, is a turn-key solution that allows customers to have operational peace of mind with electric vehicles. The service offering includes scheduled and preventative maintenance, towing and vehicle repair, including the vehicle’s lithium-ion batteries to maximize peak vehicle uptime, performance and productivity. The battery-electric truck offers a 250kW DC charge rate that can achieve an 80% charge in about 90 minutes. “The deployment of Volvo VNR Electric trucks at the Port of Los Angeles marks a significant stride towards sustainable freight transportation,” according to the news release. “The battery-electric trucks reduce emissions and enhance driver comfort, especially during the hot summer. Drivers can utilize the Volvo VNR Electric truck’s electric HVAC system to run air conditioning while waiting to be loaded or unloaded to adhere to the no-idle zone regulations within the port or run heat during cold weather deliveries and pickups.” The Volvo VNR Electric truck also features standard heated and ventilated seats with a lumbar back cycler. The ONE Electric Truck Program also includes charging at Forum Mobility’s charging depot at the Port of Long Beach, located at 260 Pico Avenue, next to the terminals. Forum Mobility is building a network of charging depots around California’s busiest ports and along common trucking routes to warehouse destinations. This network offers a one-stop solution that makes it easy for carriers servicing marine terminals to access battery-electric trucks.

Tractor-trailer connector wins major award

NEW ORLEANS — A tractor-trailer connector that works with new “smart” trailers as well as older trailers has won the 33rd annual Technical Achievement Award, the sponsoring group announced on March 6. The product is Phillips Industries’ EC47 “cross-compatible” connector, which emerged as the favorite among eight nominees in voting by a panel of truck writers, according to a news release. The EC47 combines a standard J560 seven-pin connector with additional ports to transmit signals from trailer sensors to send additional operating data to the cab. Examples are wheel-end temperatures, tire pressures and images from rear-facing cameras, Phillips had said in announcing the product last year. The new connector replaces a second cable that some operators have been using. “The EC47 is the latest example of products and services that have won the award since we gave out the first one, for a red LED tail light, in 1991,” said Tom Berg, chairman of the truck writers committee that decided the 2024 edition.  “All have shown advanced engineering that offers practical benefits to commercial truck owners and operators.” Berg announced the award during the Technology & Maintenance Council’s annual meeting in New Orleans. The award is now named for Jim Winsor, an editor who covered trucks and trucking and was active in TMC and a predecessor organization. He passed away in 2015. Susan Fall of LaunchIt Public Relations sponsors the award. The EC47 connector was one of three finalists announced earlier by the truck writers. The others were Aperia’s Halo Trailer Connect, a tire pressure monitoring, inflation and reporting system, and Fontaine’s Smart Fifth Wheel, which monitors parts wear and warns a driver and his managers if a trailer’s kingpin has not been securely engaged. They were from eight products the writers nominated early this year. The other five are Cobra FM-CB radios, which add entertainment to two-way voice communications; Motive 360-degree multicamera system, which provides around-the-truck views to drivers; P.S.I. Digital ThermAlert, which senses and warns of abnormally high wheel-end temperatures; Stemco AutoTorq, which automatically sets wheel-end bearings during installation; and Valvoline Blue Restore Gen2 motor oil, which removes carbon deposits on piston rings. All had been introduced and became available to customers during calendar-year 2023. Berg said the award competition is not for entire trucks and trailers, but for components used in them and services that help keep them running. Deliberations for the next award will begin early in 2025 for items introduced this year. Panel members represent the trucking industry trade press in Canada and the United States. Aside from Berg, who writes for Land Line and Construction Equipment, members are: freelancer John Baxter; Jason Cannon, Commercial Carrier Journal; Seth Clevenger and Michael Freeze, Transport Topics; Beth Colvin, Truck, Parts, Service; Josh Fisher, Fleet Owner; James Menzies, Today’s Trucking and Trucknews; Jason Morgan, Fleet Equipment; and Jim Park and Jack Roberts, Heavy Duty Trucking.

Future Driven: Autonomous trucks are closer to reality but safety, economy still in question

There is little doubt that the implementation of autonomous trucks will increase the efficiency of freight operations once the technology is widely available and legal to operate in enough areas. According to proponents, autonomous vehicles address too many issues in the trucking industry to be ignored. “I think that the supply chain crisis and the progress on the technology have convinced a lot of the key voices in the trucking industry that this technology is here and more to the point, this technology is really necessary,” said Dan Goff, director of external affairs at Kodiak Robotics. “There’s really nothing else coming down the pike that can solve some of the issues that the trucking industry faces, particularly around driver recruiting and retention.” Ann Rundle, vice president of electrification and autonomy for ACT Research, points to the overall industry efficiency that can be afforded by automation. “You would never have a factory designed to run one shift, right? A Class A tractor is just that,” she explained. “It is a factory, and it’s running one shift. But what if you could have that factory, i.e., that truck, running three shifts?” Carriers and truck makers have partnered with autonomous truck developers to bring the technology to real-world applications, hauling freight in several Southern states under the watchful eye of drivers who, while capable of taking control as needed, also provide valuable feedback about vehicle performance to developers. The past year, however, has seen the falling away of some key players in the race to integrate autonomy in the trucking industry. Pittsburgh-based Locomation laid off its workforce and shuttered operations. San Francisco-based Embark Trucks was acquired by Applied Intuition. Google’s WAYMO ceased its autonomous truck program in July. Also last year, TuSimple announced it was ceasing its U.S. based operations to focus on its China structure. The company is currently under investigation by the FBI and the U.S. Securities and Exchange Commission for its failure to disclose ties with Hydron, a Chinese tech company. However, there are other autonomous truck developers still going strong — Kodiak Robotics, Aurora and its partnership with Continental and Torc Robotics, along with Volvo Autonomous Solutions. “I think 2024 is really gonna be the key year,” Goff said. “I think this year is the first year where we’re going to see some kind of real driverless trucking happening on the road. It’s going to be limited, but I think this is the year that we really show that this is going to happen.” As the technology gets closer to widespread use, legislators are weighing in on the operation of autonomous vehicles, particularly commercial trucks, within the boundaries of their jurisdictions. “People are worried about a heavy truck without a driver, run by a computer,” Rundle said. “They’re more worried about that than about the driver who is distracted or drowsy or whatever. They’re more worried about no driver than a driver that shouldn’t be driving.” In Indiana, Senate Bill 57 would require that a human operator licensed to operate an autonomous vehicle be physically present and able to take control, if necessary. In New York, Senate Bill 7758 would require a “natural person holding a valid license” be present inside an automated commercial vehicle. The California legislature passed Assembly Bill 316, requiring human operators in commercial vehicles, only to see it vetoed at the desk of Gov. Gavin Newsom. While safety is often cited as a reason for demanding the presence of qualified drivers in autonomous trucks, other motives are often in play. The International Brotherhood of Teamsters, for example, has a vested interest in legal mandates for employees they can organize. Some legislators have talked of preserving jobs and saving communities. But, just as safety is currently an argument used against driverless trucks, safety will also be an argument used to make them mainstream. “(The autonomous system is) looking 360, and it’s looking forward,” Rundle explained. “It’s actually able to see better than any good truck driver would and then also, there is no such thing as a blind spot anymore, right?” Even the best of drivers can’t concentrate on the view ahead, behind and along both sides plus gauges all at the same time, she noted. “But a computer CAN do that, because the computer is five different sets of eyes,” she said. The drawback to autonomous technology, according to Goff, has been redundancy. “You basically have a set of computers talking to a set of actuators,” he explained. “Those actuators are pretty reliable — but nothing in life is 100% reliable, and it’s a lot of risk to put responsibility for an 80,000-pound truck on say, a single steering actuator.” Without a driver present to override the system, redundancy provides autonomous equipment with a failsafe that prevents accidents. “Last week, we actually were the first company to unveil a fully redundant driverless ready hardware,” Goff told Truckload Authority in late January. “That’s going to be the platform that we use for our first driverless runs later this year, and that’s really one of the prerequisites to driverless operations at scale.” At ACT Research, Rundle’s team monitors the progress of autonomous trucking technology and has forecasted its acceptance in the trucking industry. “In our forecast, we looked primarily at Class A tractors, we looked a little bit medium duty,” she said. “We see it coming as a very measured deployment, starting in Texas and then moving out where regulations allow.” The ACT team predicts that 10% to 14% of the tractor population will be driverless by the year 2040. Forecasts will change, of course, with further technology development and new regulations put in place, and forecasters will be revising predictions accordingly. Rundle pointed out that some segments of trucking that require driver attendance, such as flatbed and livestock, may never be automated. Goff remains committed to progress. “We need this technology. We do not have enough people to keep our supply chains moving,” he said. “Your readers are well aware that the driver shortage is real — it’s growing. It’s a massive economic threat.” While many newer tractors are equipped with autonomous features, such as lane-departure alerts, automatic emergency braking, and more, the widespread use of completely autonomous rigs remains on the horizon. Photo courtesy of Kodiak Robotics This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

PACCAR recall issued over air brake system in Kenworth models

WASHINGTON — PACCAR is recalling certain 2009-21 Kenworth C500, 2014-16 Kenworth T440, 2009-15 Kenworth T660, 2015-24 Kenworth T680, 2009-24 Kenworth T800, 2013-23 Kenworth T880 and 2009-19 Kenworth W900 vehicles because the air tanks have an insufficient volume of air for the brake systems. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 121, “Air Brake Systems,” a news release notes. Insufficient air volume can reduce braking performance and increase the risk of a crash. The recall affects almost 700 rigs, according to the news release. Dealers will install the correct volume air tanks, free of charge. Owner notification letters are expected to be mailed April 23. Owners may contact PACCAR customer service at (425) 828-5888. PACCAR’s number for this recall is 24KWD.

Pursuit of a Dream: Fleet operators striving for lower costs, lower emissions now and in the future

The pursuit of a zero-emissions fleet of transport vehicles is relentless. Hardly a day goes by without another government push to further reduce greenhouse gas (GHG) and other pollutants from the exhaust of commercial motor vehicles (CMVs). The “solution” most commonly referenced is electric vehicles (EVs) — but, if truth be told, the technology is a long way from being viable for long-haul trucking operations. With that said, the Truckload Carriers Association (TCA) recognizes the nation’s need for zero-emissions vehicles in general but believes multiple solutions should be explored. “It’s not a question of IF we get to zero emissions, but more so WHEN we get to zero emissions,” explained David Heller, TCA’s senior vice president of safety and government affairs, during a January 10 webinar. “I think our history demonstrates that we are more than willing to do our part in terms of zero-emission vehicles,” he said. “However, it can’t be rolled out tomorrow because of three magical words: Achievability in terms of the rules and technology; Affordability in terms of the equipment; and Reliability of the equipment and the infrastructure.” Allen Schaeffer, executive director of the Engine Technology Forum, believes too little credit is given to the trucking industry for the progress it has made thus far in reducing emissions. What’s more, he thinks it’s possible to achieve even more reductions in harmful emissions through the industry’s current internal combustion engine (ICE) than through moving to an all-electric fleet. “When you look at the level of reduction (compared to pre-2010 models), we’re talking over 98% reduction in allowable levels of particulate from heavy duty truck engines,” Schaeffer said. “And now, in 2010 and later model years, a similar amount of reduction from NOx emissions.” In fact, the forum refers to current models “near-zero emissions vehicles.” Today, the focus is more on reduction of GHG emissions than NOx or particulates. “There are tremendous opportunities for reducing carbon emissions from the existing fleet of internal combustion engines, diesel vehicles,” Schaeffer said. “One way you can do that is to start using biodiesel or renewable diesel fuel that has anywhere from 50% to 85% less carbon emissions than traditional petroleum diesel. And that’s something that any diesel engine can start using today.” Another way carriers can quickly reduce GHG emissions is to accelerate the removal of pre-2007 trucks from their fleets. “The opportunity to accelerate the turnover of the existing fleet and get more new vehicles out there will go a long way,” Schaeffer said. “For owners of old equipment, (investing in newer equipment) is going to make their lives easier in terms of maintenance and safety features.” According to information on the Engine Technology Forum’s website, it would take more than 60 of today’s modern diesel-powered heavy trucks to equal the emissions of one 1988 model. However, only 57% of registered CMVs today are 2010 model-year or newer. “There’s about 65% or so on the road today that have at least a particulate filter on them,” Schaeffer explained. “That means that there’s probably 30% of the commercial trucks out there that are pre-2007.” The Engine Technology Forum performed a study encompassing trucking in the U.S.’s 10 Northeastern states comparing the benefits of changing to an all-electric fleet of trucks to the benefits of removing pre-2007 diesel powered trucks and changing the fleet to biodiesel over a 10-year period. Schaeffer explained the results. “The highlight simply is that (this) study showed we could reduce three times more carbon emissions at 25% of the cost by accelerating the turnover of the fleet and using the low carbon renewable biodiesel fuels as compared to electrification,” he said. Ann Rundle, vice president of electrification and autonomy for ACT Research, isn’t convinced that diesel engines can be viewed as a long-term solution. “There is more renewable diesel sourcing coming into play but the question is, where are all these sources for ‘renewable’ diesel?” she asked. Rundle pointed to the 2027 round of EPA mandated emissions standards that will add additional technology, and cost, to commercial vehicles “It’s in the neighborhood of $25,000 to $30,000, especially on a Class 8 truck, to add after treatment,” she explained. “And, by the way, it will still happen if you’re burning biodiesel.” Rundle thinks ICEs may still be part of the solution — but not diesel. “If you look at renewable natural gas, you’ve even got a better story, because with renewable natural gas you’re eliminating emissions of methane and it doesn’t have to have the same extensive after treatment that biodiesel or diesel or even a hydrogen internal combustion engine would require,” she said. “So, you start to eliminate those costs.” Improved emissions from ICEs, however, may only be a temporary solution. “You’ve got technology for batteries still improving, and energy density is getting better,” she said. “Battery prices are dropping.” There may come a point when battery power is cleaner, cheaper and more reliable than ICEs, but it isn’t here yet. OEMs, however, aren’t betting on diesel for the future. “OEMs have basically said, ‘This is the last diesel engine we’re developing,’” Rundle said. “Traton has the universal, I think, 13-liter, and said that they are not going to do another ground up engine development. Daimler came out last year and said, ‘We’re not doing this either.’” Regardless of equipment age, improving a vehicle’s fuel efficiency still reduces emissions of all types while lowering fuels costs. There are also products on the market that can be used to reduce the aerodynamic drag forces against a tractor-trailer. Jeff Hunter, executive vice president of sales and marketing for FlowBelow, explained how these products can help a fleet’s bottom line. “Paramount would be the improved fuel economy. We do a really good job of controlling costs, so the ROI is pretty rapid,” he said, adding that FlowBelow products are standard on OEM tractor builds, and the company is looking to do the same for trailers. While there are many alternatives in the works for achieving zero emissions in the trucking industry, the final solution remains to be seen. This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Kenworth’s Chillicothe, Ohio, manufacturing plant celebrates 50 years of operation

CHILLICOTHE, Ohio — The Kenworth assembly plant in Chillicothe, Ohio, is celebrating 50 years of business in the transportation industry after the opening of the plant on March 4, 1974. The plant also manufactured the first truck, a Kenworth W900, that rolled off the assembly line the day after the grand opening. Since that March, the 2,500 employees of the Chillicothe Kenworth plant have built more than 780,000 trucks, according to a news release. “Chillicothe is a great place for Kenworth to build trucks because it is close to our customers, suppliers and, of course, a community of highly skilled employees we are fortunate to call our Kenworth family,” said Jim Walenczak, Kenworth general manager and PACCAR vice president. “Today we celebrate 50 years of innovation in Chillicothe, community involvement in Ross County and The World’s Best employees. This milestone is a testament to the dedication of our incredible workforce — both past and present — and Kenworth’s commitment to continued growth in Chillicothe.” According to Doug VanZuiden, Kenworth Chillicothe plant manager, nearly 40% of the plant’s employees have worked there for more than 15 years. “Our highly experienced, dedicated and long-term workforce is the secret to building a customer-oriented product and custom-engineered vehicle, and this team excels at building quality, pride and passion into The World’s Best trucks every day,” he said. Jeff Hougland, one of Kenworth Chillicothe’s longest-tenured employees, having joined the plant as a parts welder in 1975, said Kenworth’s decision to open a plant in Chillicothe positively impacted the community. “When I first started working with Kenworth, the economy was in a recession, and the unemployment rate was high,” he said. “The opening of the Kenworth Chillicothe plant in ’74 served as a lifeline for many in our community seeking employment opportunities. Over the years as the plant has increased its operational footprint to meet demand through expansion projects, like our new paint facility, additional well-paying job opportunities have followed. I’ve worked with a lot of great people throughout my career here and am proud to help build the best trucks out there.” Kenworth Community Support of Ross County Kenworth officials say that supporting the Ross County community is essential. For 30 years, the Chillicothe plant has partnered with the United Way of Ross County to raise money for the organization’s philanthropic programs. In 2023, the plant raised approximately $240,000 through its annual United Way campaign and Kenworth truck parade 50/50 raffle. Since the beginning of the partnership, Kenworth Chillicothe employees have raised more than $2 million, and PACCAR has contributed nearly $5 million to the United Way of Ross County. “Kenworth is truly a generational company. Many plant employees are second, even third generation in their families to work here and they take a lot of pride in representing Kenworth,” said Jack Schmitt, Kenworth Chillicothe assistant plant manager. “Our deep roots in Ross County are one of the many reasons we care deeply about working to invest in and strengthen the community where we all live and work – now and in the future.”    

Mack Trucks features 3 Anthem models at ATA event

GREENSBORO, N.C. — Mack Trucks announced that three of its Mack Anthem models will be spotlighted at the 2024 American Trucking Associations (ATA) Technology & Maintenance Council (TMC) meeting. This year’s annual meeting takes place on March 4-7 at the Ernest N. Morial Convention Center in New Orleans. According to a news release, the Mack Anthem models on display feature the Mack GuardDog Connect that “proactively monitors various truck electronic control units (ECUs) and communicates with Mack OneCall 24/7 service support agents.” With this technology, the model will enable the quick diagnosis of issues, proactive repair scheduling and the confirmation of parts, all while the truck remains on the job. Mack will also feature two Mack Anthem day cabs and one Mack Anthem 70-inch sleeper model at Mack booth No. 2213. Specs for the Mack vehicles displayed in Mack booth No. 2213 at TMC 2024 will include the following: Mack Anthem 6-by-4 Day Cab  Engine: Mack MP 8-415C, 415 horsepower, 1,650 pound feet of torque Transmission: Mack mDRIVE 12-speed Overdrive automated manual transmission (AMT) Front axle: Mack FXL12, 12,000 pound Taperleaf Suspension Engine brake: Mack Powerleash Features: Mack Maxlite 40EZ Air Suspension rated up to 40,000 pounds; Mack GuardDog Connect; and Bendix Wingman Fusion 2.0 front and side collision avoidance system. Mack Anthem 6-by-4 Day Cab Engine: Mack MP8SE-415, 415 horsepower, 1,650 pound feet of toque Transmission: Mack mDRIVE 12-speed Overdrive AMT Features: Mack Maxlite 40EZ Air Suspension rated up to 40,000 pounds.; Mack ClearTech One; Mack GuardDog Connect; Bendix Wingman Fusion 2.0 front and side collision avoidance system; and cab aero package. Mack Anthem 6-by-4 70-inch- Stand-Up SleeperEngine: Mack MP8-445HE engine, 445 horsepower, 1,860 pound feet of torque Engine Brake: Mack PowerLeash Transmission: Mack mDRIVE 12-speed Overdrive AMT Features: Mack Maxlite 40EZ Air Suspension rated up to 40,000 pounds.; Mack Command Steer; Mack MP8HE+ complete aerodynamic package; FlowBelow rear chassis fairing with wheel covers; Bendix Wingman Fusion 2.0 front and side collision avoidance system; Mack ClearTech One; and Mack GuardDog Connect As part of the Mack GuardDog Connect bundle, customers can make parameter updates and software updates remotely through Mack Over The Air (OTA) remote programming solutions. Mack OTA is free for the first two years of ownership and can be extended by subscription following that time period. For more information about the Mack Anthem, please visit Mack booth No 2213 at TMC 2024, your local Mack dealer or www.macktrucks.com.