Equipment & Tech Archives

Strong Class 8 truck orders continue in February, ACT reports

John Worthen - March 5, 2024

COLUMBUS, Ind. — January preliminary North America Class 8 net orders were 27,700 units, up 600 units from January and 16% from a year ago. Complete industry data for February, including final order numbers, will be published by ACT Research in mid-March. “Weak freight and carrier profitability fundamentals, and large carriers guiding to lower capex in 2024, would imply pressure in U.S. tractor, the North American Class 8 market’s largest segment,” said Kenny Vieth, ACT’s president and senior analyst. “While we do not yet have the underlying detail for February order volumes, Class 8 demand continuing at high levels again this month suggests that US buyers continue as strong market participants.” With the fourth largest seasonal factor of the year at 8%, seasonal adjustment reduces February’s Class 8 intake to 25,600 units, up 5% from January. “North American Classes 5-7 net orders were 18,800 units in February, up 7% year-over-year,” Vieth said. “February’s medium duty net order seasonal factor, at 5%, is the fifth strongest of the year, thereby lowering the seasonally adjusted order tally to 17,900 units, down 13% month-over-month and the lowest seasonally adjusted tally in 13 months.”

Be prepared: Is your fleet ready for International Roadcheck?

Cliff Abbott - March 5, 2024

Even though the Commercial Vehicle Safety Alliance’s (CVSA) International Roadcheck inspection and enforcement initiative is still a couple of months away, it’s not too early to make sure your fleet is prepared to pass. The areas being highlighted for this year’s event are Driver Substance Abuse and Alcohol Possession and Vehicle Tractor Protection and Anti-Bleed Back Systems. During the CVSA’s 2023 Roadcheck, 59,429 commercial motor vehicles (CMVs) were inspected in the U.S., Canada, and Mexico. Vehicles included trucks of all sizes as well as motorcoaches. A total of 116,669 driver or vehicle violations were identified during the 72-hour event. That’s an average of nearly two violations for each vehicle inspected. Inspectors discovered 17,479 out-of-service (OOS) violations in inspected vehicles, removing 11,270 from service until violations were corrected. Nineteen percent of the CMVs inspected had at least one OOS violation; many had multiple violations. Another 5,280 driver OOS violations were discovered, and 3,256 drivers (5.5%) were placed OOS. Hours-of-service violations accounted for 41.1% of driver OOS violations in the 2023 event. Now could be a good time for a refresher course to prevent drivers in your fleet being placed OOS this year. During this year’s Roadcheck, scheduled for May 14-16, drivers will be observed for signs of alcohol or controlled substance use and/or impairment, according to the CVSA. Vehicles will also be examined for evidence of alcohol or controlled substance possession. Additionally, for inspections conducted in the U.S., a query will be made of the driver’s record in the Federal Motor Carrier Safety Administration’s Drug and Alcohol Clearinghouse. Carriers will want to make sure their driver records are accurate and up-to-date, and that current alcohol and controlled substance testing adheres to regulatory requirements. Since CDLs and medical certifications will also be checked, completion of the annual CDL certification process prior to the Roadcheck event might help identify issues that might be violations. On the vehicle side, drivers will be asked to assist in the brake inspection process. One task they may be asked to perform is to remove the gladhands with the system charged to simulate an air pressure failure. Air must stop leaking from the supply line with at least 20 psi remaining. The driver will also assist in the cab by releasing the tractor and trailer protection valves and by applying service brakes as directed by the inspector. The inspector will be looking and listening for air leaks in tractor and trailer, both with brakes released and applied. Although not specified as a focus area, Level I inspections also include testing the air loss rate by requesting the driver hold down the brake pedal and measuring psi over time and testing of low-pressure warnings by pumping the brakes, bringing down air pressure until audio and visual warning devices activate. Brake adjustment is also checked. Driver communications in the two weeks prior to the Roadcheck might include a refresher on how to fully test brakes, or vehicles might be brought in for inspection by a maintenance technician. Since gladhand seals are a focus area, drivers might carry extra seals in for a quick repair if a leak is found prior to or during the inspection, especially if they frequently pick up dropped trailers. Brake systems were responsible for more than 25% of OOS vehicle violations during the 2023 event, with defective service brakes adding another 14%. Tires accounted for another 19.3% of vehicle OOS violations. An important note is that one incident of brakes that are out of adjustment can count for two violations, both of which can impact CSA scores. In addition to a brake being out of adjustment, a violation of an airbrake adjustment system that fails to compensate for wear can be assessed. During the 2023 Roadcheck, 60.6% of the inspections performed (36,021 of 59,429) were Level I, checking the driver’s operating credentials as well as the condition of the vehicle. Another 21.4% (12,741 of 59,429) were Level II inspections that included a walk-around vehicle inspection. Level III inspections, where driver credentials, HOS and DACH records are checked, comprised 15.7% of inspections performed. About 2.2% were vehicle-only Level V inspections. A goal for those who were inspected is receiving the CVSA decals indicating a passed inspection. Vehicles bearing such decals are generally overlooked for further inspections for a period of three months, unless a violation is detected or a special inspection is mandated. Last year, only 1,748 decals were awarded for tractors and another 1,133 for trailers. More information about Roadcheck 2024, including the North American Standard Roadside Inspection Vehicle Cheat Sheet, is available here. Also available is the North American Standard Inspection Program procedures that explains what is checked at each level of inspection, OOS requirements and more. Even though Roadcheck is an international program, each jurisdiction allocates its inspection resources to fit its own agenda. In some states, selection of vehicles might be completely random while other states might choose vehicles based on observation or a particular condition, such as Hazmat placards. Some jurisdictions might concentrate on specific geographic regions or a particular industry. Carriers that keep equipment clean and well maintained and that educate drivers on what to expect can increase their chances of coming through Roadcheck 2024 with fewer violations — and more CVSA decals. This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Bendix offers truckers guidance for springtime rig maintenance

John Worthen - March 4, 2024

AVON, Ohio — As winter gives way to spring in the next few weeks, remembering to care for your rig is more important than ever. Bendix Tech Tips’ latest series offers reminders of springtime practices to help put winter behind. Air Matters A truck’s physical workings, such as the air brake system, can take a brutal beating during the cold, icy winter months. This can be especially true if the vehicle travels through temperature changes with freeze-and-thaw cycles. Coming out of winter, drivers and technicians should pay extra attention to component performance. “Take the air system, for example,” said Jason Kolecki, Bendix director of marketing and customer solutions, Air Supply and Drivetrain. “As more trucking systems depend on a reliable supply of clean and dry compressed air – including Automated Manual Transmissions (AMTs), emissions controls, and full stability – proper maintenance of the air system after winter is key to keeping vehicles on the road and in good operating condition.” What to look for? Air dryers mounted on the frame rail are susceptible to corrosion because of their exposure to the road – this scenario is particularly true of the seats around the purge and pressure protection valves, as well as the governor connection. Water can mix with dirt, sand, and road chemicals and form residue that can clog purge and pressure protection valves and other air dryer parts – preventing their proper operation. In addition, steel air tanks can also corrode and develop small punctures. During inspections, keep an eye out for cracking or breakage of plastic air-line tubing that connects the dryer to the truck’s air system. Chemicals and temperature cycling can also affect push-to-connect air fittings. According to Kolecki, air leaks may be present even if they’re unseen or unheard. “A good indication that your system may be losing air is if charging the tanks takes significantly longer – three or four minutes, for example, as opposed to one or two,” he said. “The same is true if the system is charging more often. Increased charging cycles means more air going through the dryer, which affects the life of the dryer cartridge.” Bendix recommends the air dryer cartridge be serviced yearly. If the air dryer cartridge wasn’t switched out in the fall, then spring is a good time to replace it. Remember to replace oil-coalescing cartridges like-for-like. Brake Care “When it comes to brakes, after winter, you are looking for corrosion, damage, and missing or loose components – not unlike any standard inspection,” said Mark Holley, Bendix director of marketing and customer solutions, Wheel-End. Examine brake friction for good condition – no lining cracks, missing portions, or oil or grease contamination – and minimum thickness. If it’s time for new friction, be sure to stay up to spec: Not all friction that is marketed as “acceptable” under current Reduced Stopping Distance (RSD) regulations will actually perform to that standard. Select components that will ensure the original equipment manufacturer requirements are met so the vehicle remains compliant. If the friction needs to be replaced, it must be replaced on both sides of the axle. “For brake chambers, make sure the dust plugs are seated properly to prevent corrosive materials from getting inside and causing internal damage,” Holley said. “Technicians should also measure chamber stroke at each wheel-end to ensure proper brake adjustment. In addition, examine the air lines – you want to see that everything is tied up properly and that there is no chafing. Check for damage in the mounting mechanism as well.” On vehicles with air disc brakes, examine the rotor for corrosion and to be sure the cooling fins are not plugged up, which would prevent the rotor from cooling properly. Inspect the chamber for damage or corrosion. Also look at the air hoses and clamping mechanism to ensure they’re intact. “We advise technicians to inspect the boots for punctures or tears too, as any opening into the caliper can lead to corrosion,” Holley said. “And check the integrity of the guide pins. Replace parts where necessary, and make sure the shear adapter cover is in place and fully seated. The pads should move freely in the carrier, so you should remove them and clean the carrier surface with a wire brush, if necessary. Also check to ensure that the brake moves freely on its guidance system.” Holley continued, “For brakes overall, the importance of lubrication can’t be overstated: It keeps moisture from building up and enabling corrosion. Coming out of winter, newly grease all your automatic slack adjusters, clevis pin connections, cam tubes, shafts, and bushings.” Ensure Optimized Valve Performance The feel of the brakes is also important; sometimes, it may feel as if they’re responding more “slowly” to the driver’s push of the brake pedal. This feeling may indicate valve seals in the system that have had their lubricant degraded through corrosion – or possibly by the use of de-icing solutions if the air system froze during the winter. “We recommend not adding brake anti-freeze compounds to the air system but understand that sometimes it’s unavoidable for getting trucks back on the road quickly and safely,” Holley said. If you’ve had to use a de-icing solution, then spring is a good time to check for leaks around brake valves where O-rings might have been exposed to the chemicals. Now is also a good time to replace valves that may be sticking internally because of loss of lubrication. Some fleets routinely change out air valves as part of post-winter preventive maintenance. Advanced Driver Assistance Technologies Technologies like antilock braking systems (ABS) and electronic stability control — which are the foundation of advanced driver assistance systems (ADAS) — are not immune to rough winter conditions. “One ABS concern centers on wheel-speed sensors, which can be susceptible to chassis harness issues,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls. “Wire harnesses can get damaged by chafing, gravel, or corrosion. Any wiring on the chassis can be at risk because once a damaged wiring harness gets wet, it is more likely to short out. A common source of calls to the Bendix tech support team this time of year is post-winter electrical shorts and the brake system component malfunctions that result.” Frayed or cut chassis wires can also cause potential issues with the ADAS camera or radar. Bendix advises checking the chassis harness and connectors near the ADAS camera or radar should a problem with the system be detected or if the system doesn’t seem to be working optimally. “An issue that may arise for stability control can be the steering angle sensor out of calibration, which can sometimes happen after a front-end alignment,” Thomas said. “It’s important to calibrate the steering angle sensor after almost any work is done on the front-end.” Radar units face their own challenges. Since the radar is on the front of the vehicle, the connector can be exposed to all sorts of chemicals – which is especially true in winter when salt and other substances are used on roads. It’s a good practice to make sure the connector is properly covered, sealed, and secured, which will help minimize the corrosion that may occur from repeated exposure to moisture and road chemicals. Tires help ensure that ADAS technologies work at their best. Drivers can double-check their wheel-ends for adequate tire tread depth and unusual wear like cracking. In the shop, technicians should make sure tire pressure monitoring systems are operating properly after the temperature swings of winter — running on the right inflation is critical.

Living in interesting times: Changing regulations create unique challenges for equipment manufacturers

Cliff Abbott - March 4, 2024

COLUMBUS, Ind. — One of the forums during ACT Research’s Market Vitals conference last month featured some familiar names. The one-hour discussion, hosted by industry analyst and forecaster ACT Research, featured Dana, Bendix and Eaton. For many years, commercial vehicles have been put together using products manufactured by one or more of these companies. Changes in technology have led to a few changes in focus at each of these firms, which also serve the automotive and off-road vehicle segments. While drivers tend to identify the trucks they drive by the manufacturer’s brand name, most tractors are built using a variety of components manufactured by others. A lot of drivers know who manufactured the engine, and some can tell you the transmission brand, but not everyone can say who supplied their tractor’s drivetrain components, brake systems or other parts. Each component plays an important role in the overall function of the vehicle. Steve Slesinski, director of global product planning at Dana Inc., kicked off the segment with a reminder that Dana invented the modern universal joint. (Note: Although both the concept and the name were in use as early as the 17th century, the patented Spicer joint was manufactured beginning in 1904. The Spicer Manufacturing company was renamed Dana Corp. in 1946.) The company’s original Plainfield, New Jersey, factory has grown into a $10.2 billion corporation, with manufacturing facilities in 31 countries on six continents. Dana has also manufactured driveshafts, axles, transmissions and other components, 20% of which are used in commercial vehicle systems. Today, Dana manufactures electric motors, inverters and chargers, as well as cooling systems for batteries and electronics and system controls, among its thousands of current products. Slesinski discussed an ACT forecast that projects 46% of CMVs will be zero-emissions vehicles (ZEVs) by 2035 — and 53% by 2040. Dana’s electric propulsion systems can be found in more than 51,000 ZEVs currently in use, saving more than 6.9 million metric tons of CO2, he noted. Scott Adams, senior vice president of global products and interim chief technology officer for Eaton, shared details about the range of products his company offers. Traditionally known for vehicle components such as transmissions, engine valve parts, differentials and gears, Eaton has expanded into electric inverters, gearing, and transmissions and power distribution products. Like Dana, Eaton serves manufacturers of light-duty, heavy-duty and off-highway vehicles. Keeping up with the ever-changing government requirements, in addition to customer demand, is a challenge, according to Adams. Calls for reductions in both NOx and CO2 have changed from regulations enacted just two years ago, requiring continuous research and product changes for manufacturers to keep up. Richard Beyer, vice president of sales and vehicle systems at Bendix, touched on the levels of driving automation published by the Society of Automotive Engineers (SAE). Currently, autonomous vehicles are at SAE Level 3, meaning they CAN drive themselves but must have a human being nearby who can take control if any of the automated systems fail. The challenge to getting to Level 4 — where the vehicle performs all functions in certain conditions but can still be overridden by a human operator — is that vehicles must have redundant systems that can take over when another system fails, but still can’t operate during certain conditions, he explained. Level 5 vehicles can operate independently under all conditions. An example of a current fail-safe, Beyer noted, is sensors that activate a warning light or buzzer, alerting the driver that a problem exists. The driver then decides what action to take, including shutting down the vehicle. In cases where continued operation could cause damage to the vehicle, such as overheating due to a coolant leak, the vehicle may even shut itself down. What it DOESN’T do is guide the truck to the shoulder or a safe parking space before the action is taken. Without a human present and ready to make decisions, the results could be catastrophic. According to Beyer, Bendix is working on systems that can interpret warnings and pass operation to secondary systems, which might activate a shutdown or continue to the next stopping point, depending on the problem. When the first autonomous systems appeared, they were adapted to current diesel-powered equipment and had to exert control using current parts and systems. Adaptive cruise control, for example, had to work with the current throttle and fuel systems. Once full autonomy is achieved, however, things will change. Trucks, for example, may no longer be equipped with human-activated controls such as brake or throttle pedals. Steering wheels could become unnecessary. Most systems in development today are designed to work in future electric vehicles, Beyer said. This means parts suppliers won’t have to manufacture dual sets of parts for different applications. That could change in the future as new technology supplants the old but, if it happens it’s a long way away. Slesinski reminded attendees that constantly evolving technology requirements can create unforeseen issues. As an example, he pointed to a company that purchases an electric truck, only to discover the power source for a charger will take 18 months to install. Manufacturers need to consider the full picture when deciding what to produce. In summary, moderator ACT’s vice president of autonomy and electrification Ann Rundle said that predicting which components will be most needed for a constantly changing market is challenging for everyone. For example, she said, suppliers might anticipate tighter NOx emissions standards, only to find regulators pushing CO2 reductions instead. The ability to adjust quickly to such changes is vital, she said. She provided an example of government mandates where suppliers anticipated tighter NOx emissions standards, but regulators pushed reductions in CO2 emissions instead, causing the industry to quickly adjust. As another session during the conference noted, “We live in interesting times.” That’s certainly true for manufacturers of vehicle components that are scrambling stay on top of requirements for vehicles that will be built next year, a decade or further into the future.

Navistar completes 1st deliveries of new powertrain Internationals

John Worthen - March 1, 2024

LISLE, Ill. — Navistar has completed the first deliveries of the International LT Series equipped with the International S13 Integrated Powertrain to several fleet customers, including Gemini Motor Transport, Saddle Creek Logistics Services and Paschall Truck Lines. Navistar officials touted in a news release that the S13 Integrated Powertrain “is the company’s most fuel-efficient powertrain and marks the final generation of internal combustion products Navistar will develop amid the transition to zero emissions.” Chet Ciesielski, vice president of on-highway heavy duty truck business at Navistar, said that the company is thrilled to have handed off the first S13 Integrated Powertrain units. “Whether our customers are looking to reach maximum fuel efficiency or integrate comprehensive ownership solutions, the S13 Integrated Powertrain is a step toward achieving their goals,” he added. Gemini Motor Transport, a nationwide fuel motor carrier and part of the Love’s Family of Companies, recently took delivery of its first LT Series powered by the S13 Integrated Powertrain, which was assembled at Navistar’s Escobedo Assembly Plant in Mexico. “As a member of the Love’s Family of Companies, Gemini Motor Transport is proud to be family owned and operated with locations in 42 states. Providing quality products and services for drivers means partnering with companies like Navistar who continue to develop state-of-the-art engines, transmissions and aftertreatment systems that help Gemini drivers in both driver safety and road efficiency,” said Brent Bergevin, executive vice president of Transportation at Love’s. Navistar officials say that the design of the S13 Integrated “delivers advanced fuel economy and performance through combustion efficiency and a reduction of friction and pumping losses. This equates to a more fuel-efficient engine with fewer greenhouse gas emissions—making the S13 Integrated Powertrain one of the most efficient powertrain for the North American market.” Like Gemini Motor Transport, Saddle Creek Logistics Services, a supply chain solutions company, recently took delivery of its first LT Series equipped with the S13 Integrated Powertrain — one of several Saddle Creek is adding to its fleet. “Saddle Creek prides itself on being dependable and flexible, as these are key aspects of our culture and points of differentiation for our brand,” said John Erwin, senior vice president of transportation at Saddle Creek Logistics Services. “When I talk to our drivers, they tell me they enjoy the experience delivered by the S13 Integrated Powertrain. We’re confident the S13 Integrated Saddle Creek’s drivers have offered first-hand reports about the new equipment. “The S13 is great all around,” said Ed Hadley, a driver with Saddle Creek. “I love the ergonomics and the spacious interior of the cab, and the transmission is the smoothest that I have ever experienced. It finds the right gear smoothly and quickly and has great torque and power. It is just a really enjoyable driving experience.” Paschall Truck Lines, an employee-owned dry-van freight carrier, tested an LT Series sleeper tractor equipped with the S13 Integrated Powertrain last fall and is currently in the process of taking delivery. “During our time with the S13 unit, we experienced very strong fuel economy, a good driver experience, and 100% equipment uptime,” said Vic Norris, vice president of Fleet Maintenance at Paschall Truck Lines.

Cummins touts next-gen X15 diesel engine as ‘most efficient yet’

John Worthen - March 1, 2024

COLUMBUS, Ind. — Described by Cummins as the manufacturer’s “most efficient heavy-duty diesel engine ever,” the next-generation X15 was unveiled during an online press event Feb. 29. This newest engine, designed for the heavy-duty on-highway market, is part of Cummins’ HELM 15-liter fuel agnostic platform and will be compliant with EPA and CARB 2027 regulations at launch. According to Jane Beaman, vice president of global on-highway business at Cummins, “HELM” is a loose acronym for higher efficiency lower emissions multiple fuels. The new platform name “captures the innovation that powers us forward,” she said. “We have applied our decades of experience with the X15 to our next-generation product and believe these investments will serve our customers well into the future,” said José Samperio, vice president of North America on-highway at Cummins. “The next generation X15 is the next evolution of technology, truly proving to the world that we never stop innovating. We are working hard to ensure the new product delivers our brand promise to customers for the important jobs they need to do every day.” According to information released by Cummins, the next-gen, advanced diesel X15 engine will feature improved greenhouse gas (GHG) and fuel efficiency benefits while retaining the same ratings of the current X15 (up to 605 hp and 2,050 ft-lb of torque) and optimizing powertrain integration with Eaton Cummins and Cummins-Meritor. “With higher efficiency, lower emissions, and multiple fuels, the Cummins HELM platforms give our customers control of how they navigate their own journeys as part of the energy transition, Beaman said. “They can choose the fuel types that work best for them, their businesses, and their goals.” While the new X15 diesel engine can be customized to operate on a variety of fuels, once a unit has been created for a specific fuel it cannot be converted for use with a different fuel, she said. Cummins is committed to innovation and providing quality solutions to customers, like internal combustion engines and alternative technologies. This next-generation engine is designed to have the capability to meet future emissions regulations beyond 2027 without the need for significant architecture changes. This investment will help the company maintain technology leadership for the next decade as it continues to fund future research and development in hydrogen and alternative fuel engines, battery electric and fuel cell powertrains. “This new architecture expands on the legacy of the X15 engine. All teams involved recognize how important this product is and what it means for both Cummins and our customers’ future as the base architecture will carry us through the horizon of diesel technology and alternate fuels,” said Jonathon White, vice president of engine business engineering at Cummins. The next-gen X15 was developed with Cummins’ fully integrated powertrain in mind. The X15 architecture uses a belt-driven, high-output 48-volt alternator and aftertreatment heater solution, optimized for increasingly stringent emission standards. Customers taking advantage of EX ratings (requires Eaton Cummins Endurant and GPS look-ahead data) with Cummins Meritor axles, brakes and drivelines will experience additional optimized fuel efficiency and drivability through features such as predictive gear shifting, on-ramp boost, and hill roll out, according to White. Just days before Cummins’ announcement, Hexagon Agility, a provider of renewable natural gas fuels systems announced that it has received new orders for natural gas fuel systems on pilot trucks powers by Cummins’ X15N natural gas engine. The X15N is available on Kenworth and Peterbilt trucks for delivery later this year, and will be available on Freightliner trucks in 2025, according to Cummins. Even as fleets work to meet increasingly strict emissions regulations through the adoption of battery-electric vehicles, internal combustion engines remain the most viable power source for heavy-duty on-road trucks, according to Cummins. “Our engines are here for some time,” said Brett Merritt, vice president of on highway engine business at Cummins. “Diesel and natural gas will be the primary propulsion for many years to come.” For more information about the new X15, which will be produced in Jamestown, New York, click here.

Convoy asks FMCSA to waive rule for its electronic rear-vision mirrors

John Worthen - March 1, 2024

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) has opened public comments on an application for exemption related to rear-vision mirrors. According to the Federal Register filing, Convoy Technologies is requesting that commercial motor vehicles (CMVs) be able to operate while equipped with the company’s electronic rear view system. The system works as an alternative to the two rear-vision mirrors required by the FMCSA. Federal regulations require all CMVs to be equipped with a rear-vision mirror on each side. The mirrors must show drivers a view of the highway behind them and the area along each side of the vehicle. To comment on the issue, click here. The FMCSA has already granted exemptions to this rule to Rosco Vision and Robert Bosch LLC and Stoneridge. However, The Commercial Vehicle Safety Alliance (CVSA) and others have voiced concerns about such exemptions. “Currently mirrors meeting or exceeding the required Federal Motor Vehicle Safety Standard No. 111 specifications are often used by roadside inspectors and law enforcement officers to see what is happening inside the cab,” the CVSA wrote in a 2018 comment section of a mirror exemption request. “For example, a passing enforcement official can see whether the driver has remained in the driver seat; a safety concern for inspectors.” CVSA’s comment continued: “Similarly, roadside inspectors use mirrors to identify when CMV drivers are operating a vehicle in an unsafe manner, such as while using a handheld device or not wearing a safety belt. Without status quo style mirrors, feasibility of current enforcement methods for these and related laws and regulations may be affected.” Truck driver Joseph Gavalis wrote: “ARE YOU KIDDING ME! The mirrors are a failsafe design, especially if you have mirrors mounted on the hood of your vehicle. Just another reason to remove your eyes from the road and look down at your dashboard monitor. The mirrors keep your head up towards the windshield. the only reason they are supporting these cameras is to make money. Don’t be stupid Too much technology is not always a good thing.”

Kenworth delivers industry’s 1st 15-liter natural-gas powered truck to UPS

John Worthen - February 29, 2024

CHILLICOTHE, Ohio — In a Feb. 20 ceremony at Kenworth’s Chillicothe, Ohio, plant. the truck manufacturer delivered the first T680 day cab tractor with a 15-liter natural gas engine to UPS. Anthony Marshall, UPS’s vice president of maintenance and engineering, and Dennis Elford, its director of maintenance and engineering, received keys to the truck from Kevin Haygood, Kenworth assistant general manager for sales and marketing, according to a news release. Also in attendance were Doug VanZuiden, Kenworth Chillicothe plant manager, Kevin Tobin, Kenworth general sales manager and Doug Powell, Kenworth director of fleet management. The Cummins X15N-equipped Kenworth T680 runs on compressed natural gas (CNG) and is the first of several trucks utilizing the new powerplant that Kenworth is delivering to UPS. The engine produces between 400-500 hp with up to 1,850 pound-feet of torque. The first UPS truck has the engine rated at 400 hp with 1,650 pound-feet of torque. It’s paired with an Eaton Endurant HD automated transmission and a 175-diesel gallon equivalent fuel delivery system. “We’re pleased to lead the way with yet another clean engine option for our customers,” Haygood said. “UPS is a long-time customer and a leader when it comes to using alternative fuel vehicles, purchasing their first natural gas trucks from Kenworth 15 years ago. We couldn’t be happier to have Dennis and Anthony here to receive keys to a T680 with the new Cummins X15N engine.” The Cummins X15N will meet upcoming (2027) stringent EPA emission requirements and CARB 2024 Low NOx standards, according to Kenworth. Its CO2 and NOx levels are both 90% below current EPA standards, and it features up to a 10% improvement in fuel economy over Cummins’ 12-liter natural gas engine. “We’re thrilled to be the first company to acquire the T680 with the X15N 15-liter natural gas engine,” Marshall said. “This new truck enhances our worldwide fleet of over 18,000 alternative fuel and advanced technology vehicles, which are essential for achieving our target of 40% alternative fuel in our ground operations by 2025 and carbon neutrality by 2050.”

Western Express using artificial intelligence to help with fleet safety

John Worthen - February 29, 2024

SAN FRANCISCO — Western Express plans to use artificial intelligence (AI) to help with its fleet management and safety. According to a news release, Motive, an AI-powered integrated operations platform, was chosen for the task. “Western Express is known for placing the safety and well-being of their drivers at the forefront of their company values,” said Ryan Plutnicki, chief customer officer at Motive. “To partner with a company like Western Express to enhance the implementation of their core values is a privilege. We’re thrilled to help them maximize their safety, productivity, and profitability and help them pass that on to their customers.” Western Express operates more than 3,600 vehicles and will utilize Motive’s AI Dashcam to coach drivers, prevent more safety events and gain end-to-end visibility into its fleet operations. “As a leading U.S. carrier, Western Express in Nashville aimed to enhance its premier safety program. Despite successfully deploying anti-collision systems, emerging challenges such as driver fatigue and distraction require more advanced solutions,” the news release notes. “By adopting Motive’s AI Dashcam, Western Express gains AI-driven insights and comprehensive visibility, enabling better driver coaching and safety monitoring on a unified platform to proactively address these new challenges.” Motive’s AI Dashcam equips Western Express with video and AI features that identify more than 15 distinct safety events, tailoring AI models to meet specific customer requirements, according to the news release. “In Motive we have found a partner whose values align with our company’s core values of Be Safe, Be Driver Friendly, Think Big, Expect Excellence, and Take Care of Each Other,” said Daniel Patterson, Director of Safety at Western Express. “We’re already seeing significant improvements in keeping our drivers safe and prepared. Motive’s AI features bring our ability to alert unsafe conditions and proactively coach to a new level, keeping our drivers safer and our liability lower.”

Connectivity innovations highlight improvements in all-new Volvo VNL

John Worthen - February 29, 2024

GREENSBORO, N.C. — With the launch of the Volvo VNL, Volvo Trucks North America officials are touting that they “have revolutionized the world of connectivity.” “The all-new Volvo VNL is integrated with Volvo Connect, a comprehensive fleet management portal, provides a one-stop shop for all of Volvo Trucks digital services, including vehicle data insights, diagnostics, remote programming, fuel economy reports, safety reports, map and location services, that can be accessed all under one platform,” said Magnus Gustafson, vice president of connected services at Volvo Trucks North America. With the new Volvo My Truck app, drivers can stay in touch with their VNL truck from wherever they are, and Volvo Trucks’ Uptime Center remotely monitors the truck 24/7, alerting drivers and dealers to critical issues. “The all-new Volvo VNL is the most connected truck ever designed by Volvo Trucks and transforms the way fleets maximize the benefits of their VNL trucks,” Gustafson said. E-Call: Trucking Industry’s First Automatic 911 Connection In the VNL, Volvo Trucks has introduced E-Call, a self-activating crash notification, which automatically connects drivers with a 911 dispatcher via a hands-free call, where cellular connectivity is available, in the event of a rollover or airbag deployment. Precise location details are provided directly to emergency responders for faster and more accurate response. Fleets can choose an optional call button for the driver to initiate a call with 911 in the event of a medical emergency or another situation where help is needed. With an Uptime Care subscription, fleets will also receive an e-mail from the Volvo Uptime Center, notifying the fleet manager about the 911 call. Integrated ELD Solution Enhances Driver Convenience With Electronic Logging Device (ELD) mandates in place across North America, Volvo Trucks has taken the lead in providing a fully integrated ELD solution, powered by Geotab. Drivers can easily maintain their logs through the truck’s optional infotainment screen and eliminate the need for an externally mounted ELD device. Drivers can review logs while resting or away from the truck simply by logging in on a smartphone or tablet. All-in-One Fleet Management Portal The VNL and fleet operations will continue to be optimized through advancements in Volvo Connect, the all-in-one fleet management portal launched in October 2023. Fleet managers can see every Volvo truck in their fleet through one secure portal. Fleet managers can view critical truck data such as fuel mileage data, over-the-air software updates, driver behaviors and safety practices and potential Diagnostic Trouble Codes. “With easy-to-read reports, fleet managers can quickly access and analyze data points related to fuel consumption and safety, as well as see individual employee driving patterns to provide feedback on ways each driver can become more safe, productive and efficient,” the news release notes. “These reports provide details on total driving time in top gear, fuel efficiency, idle time and seat belt usage to name a few.” Volvo Connect provides both near-real-time and historical data for fleet managers. Through live maps, fleet managers can monitor vehicle and route information, traffic conditions, speed, fuel level, odometer, engine hours and more. Fleet managers can also view the specific truck specs, comparing those specs to duty cycles. Through Volvo Remote Programming, parameter settings can easily be viewed and updated by calling Volvo Action Services to optimize truck performance and efficiency, such as road speed limit and idle shutdown. “Volvo Trucks worked collectively with customers on designing Volvo Connect to benefit every area of their business,” said Chayene De Souza, product marketing manager, Volvo Truck North America “Pairing Volvo Connect with expanded Remote Programming and Remote Diagnostics that maximize uptime by enabling routine software updates and parameter setting changes to occur while the truck is being loaded or the driver is taking a break, which can decrease unnecessary stops at the dealership and keep trucks running efficiently. This wholistic approach to connectivity brings unprecedented benefits to our customers including 24% fewer unplanned stops, which leads to greater uptime.” My Truck App – Connection Between Driver and Truck With the driver in mind, the My Truck app provides the driver access to their truck through their smartphone or tablet. “The My Truck app includes essential truck information such as engine fluid levels, like oil and DEF (diesel exhaust fluid), as well as information on potential exterior light faults, low coolant levels and more,” the news release states. “Drivers can also use the My Truck app to control and schedule the climate control on their all-new Volvo VNL to start on specific days and times, ensuring the cab is at the preferred temperature before arriving to start the workday.” Maximizing Uptime Through Advanced Connectivity Software status and available updates are areas where fleet managers can utilize Volvo Connect to maximize uptime. “With the Volvo Connect portal, managers can view current updates and notify the driver or fleet maintenance technician to perform the update,” the news release states. “These updates help keep trucks performing at peak levels and may prevent issues or unplanned stops from occurring. An updated and optimized truck performs better as software is continuously enhanced to optimize the driveline and other components on the truck. Volvo Trucks which are updated with the latest OTA updates experience 24% fewer unplanned stops, which results in increased uptime for customers and drivers.” While preventive maintenance and repair work may be inevitable through the life of the truck, by leveraging Remote Diagnostics, repair work at an authorized dealer may be transmitted in advance to expedite the service event and return the truck to service as quickly as possible. “Through a completely new electrical architecture, the Remote Diagnostics capabilities on the all-new VNL are more accurate and monitor more areas on the truck than ever before,” according to the news release. “Additionally, with Remote Diagnostics, fleets can determine if the truck can remain in service until the next planned maintenance event or if it needs to come out of service for immediate attention. All monitoring is facilitated through Volvo Trucks’ 24/7 Uptime Center in Greensboro, North Carolina.”

Kodiak Partners with Martin Brower to autonomously move freight

John Worthen - February 29, 2024

ROSEMONT, Ill. — Autonomous trucking company Kodiak Robotics and supply chain group The Martin-Brower Company are working together to autonomously deliver time-critical refrigerated freight for quick service restaurants eight times per week between Dallas and Oklahoma City. Since the companies began working together in July 2022, Kodiak has completed more than 600 autonomous deliveries for Martin Brower, according to a news release. Kodiak and Martin Brower are also exploring ways to expand their commercial operations across the Martin Brower network, the news release notes. Kodiak operates what Martin Brower calls a “shuttle lane,” where autonomous trucks shuttle full trailers between major hubs and local drivers handle distribution of goods to multiple restaurants, including two of the top five largest fast food chains in the United States. The companies are working together to explore additional shuttle lane opportunities. “We chose Kodiak because we share a mutual commitment to safety and customer service,” said Mark Grittner, director of global capital for fleet and facilities at Martin Brower. “By working together, we are able to benefit from the safety, reliability and efficiency provided by Kodiak’s autonomous technology while also ensuring our local drivers can continue to provide the best-in-class customer service that is foundational to Martin Brower’s reputation.” Don Burnette, founder and CEO, Kodiak, said that, for example, your “next order of fries may have traveled on a Kodiak truck.” “Autonomous trucks are well-suited to the difficult work of long-haul driving, while allowing our partners’ local drivers to handle last-mile deliveries and provide a personal touch for customers,” he said. “Martin Brower’s shuttle lane model is an ideal application for Kodiak that enables us to demonstrate the value of our technology within our customers’ existing networks.”

FMCSA drops 5 ELDs from registered providers list

John Worthen - February 29, 2024

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) has removed five electronic logging devices (ELDs) from its list of registered ELDs, according to a Feb. 29 statement. The following ELDs now appear on the FMCSA’s Revoked Devices list: CI ELD Logs by CV Options LLC (model CILGS, identifier CRS270) CN ELD by ELD Connection (model CNCTNOW, identifier CRS235) KSK ELD by KSK Group Inc. (model KSK1.0, identifier KSKA01) TT ELD 30 by TT ELD Inc. (model PT30, identifier TTAH47) TT ELD 1010 by TT ELD Inc. (model IOS-1010-WBG, identifier TTAH48) According to the FMCSA, these providers failed to meet the minimum requirements established in 49 CFR part 395, subpart B, appendix A, which requires that any ELD without a printer be designed so “the display may be reasonably viewed by an authorized safety official without entering the commercial motor vehicle.” Motor carriers and drivers who use the ELDs listed above must take the following actions: Discontinue using the revoked ELDs and revert to paper logs or logging software to record required hours of service data. Replace the revoked ELDs with compliant ELDs from the Registered Devices list before April 29, 2024.

US Class 8 truck sales are slowing, but not enough to impact freight rates

Cliff Abbott - February 29, 2024

LITTLE ROCK, Ark. — As expected, sales of new, Class 8 trucks on the U.S. market declined sharply in January, according to data received from Wards Intelligence. January’s reported 18,594 trucks sold represented a decline of 20.5% from December’s 23,390 — a decline that happens every year. Carriers tend to buy more trucks at the end of each calendar quarter and especially at the end of the year. Of more importance was the year-over-year comparison. January sales fell 6.7% from January 2023 numbers as carriers prepared for more months of near-bottom freight rates. While actual sales fell, orders for new trucks went in the opposite direction. According to industry analyst and forecaster ACT Research, 16,765 new Class 8 trucks were ordered in January, representing a whopping 44% increase over January 2023 order numbers. “Given the state of for-hire truckload rates, we continue to suspect private fleets as the primary driver behind US tractor demand,” explained Kenny Vieth, president and senior analyst at ACT Research. According to information received from FTR Intel, Class 8 orders for North America topped 26,400 units. Orders for the past three months are equal to an annualized rate of 354,000 units. “Fleets continue to be willing to order new equipment despite uncertainty in the freight market. Order levels were above the historical average and above seasonal trends, although we still expect 2024 activity to reflect replacement demand,” remarked Eric Starks, FTR’s chairman of the board. On the used truck side, sales were surprisingly strong. The number of units reported sold in January was up 17% compared with December and up 34% compared with January 2023, according to a news release from ACT Research. At the same time, the average price for a used tractor fell by 21% compared with January a year ago. Average miles dropped 12% and the average age 6%. According to ACT Vice President Steve Tam, “The retail sales gain is uncharacteristic, as sales typically slow in the new year.” He continued, “Robust used truck demand suggests the opportunity for sales to improve moderately in February, as freight is showing nascent signs of growth.” Another indicator of carrier confidence is the number of new trailers ordered each month. In January, indications are that they’re worried about over-investing in equipment for use in a stagnant market. According to ACT, 13,700 new trailers were ordered in January, down 43% from January 2023. In addition, order cancellations climbed to 3.2% as buyers backed out of deals. Jennifer McNealy, director of commercial vehicle market research and publications at ACT, explained, “Healthy economic performance is increasingly favoring freight, but we are roughly balanced between the tail of an 18-month freight recession and the beginning of the next freight cycle.” At the Feb. 21-22 Market Vitals conference hosted by ACT Research in Columbus, Indiana, Kenny Vieth repeated a common phrase: “When truckers are making money, they buy trucks.” Citing information compiled from public carrier quarterly financial statements, Vieth explained that 2023 represented the worst financial performance for those carriers since the great recession of 2008-2009. Vieth predicted that 2024 will see continue rough freight rates for at least the first half of the year, in part due to the excess of trucks available to haul freight. More factors that could impact new Class 8 sales are government mandates for increased mileage and reduced emissions. California standards that go into effect in 2024 could start curtailing sales, and the new Environmental Protection Agency requirements that take effect for the 2027 model year loom large. Frequently, carriers engage in pre-buying, or buying more trucks in the years before new standards go into effect. Doing so reduces the risks of replacing trucks with untested and questionable technology, allowing maintenance and other issues time to get sorted out before investing. Vieth’s message for truckers is that better days are coming with the beginning of a new freight cycle, but it will take longer than most would hope for. It won’t be until 2025 when growth in freight availability overtakes capacity and rates begin to rise significantly. He looks to 2026 for carriers to reach peak revenue levels before the downward cycle begins again. As for sales at the individual OEMs, Freightliner was the only one to report a gain in sales for January. The company reported sales of 8,335 in the month, compared to 7,718 for December, a gain of 8.0%. Sibling Western Star sold 901 trucks, just 8 fewer than December for a decline of 0.9%. The Volvo offerings declined the farthest month over month. Volvo’s 1,423 sold in January was down 1,055 from December sales of 2,478, a decline of 42.6%. Mack reported sales of 856 for January, down 986 or 53.5% from December’s 1,843 sold. The PACCAR brands together declined about a third from December sales. Kenworth dropped from 4,105 in December by 39.4% to January’s 2,486 sold. Peterbilt fell 30.6% from December’s 3,881 to January’s 2,694. International reported sales of 1,884 in January, down 22.9% from December sales of 2,442. Market share is difficult to predict on one month of data, because delivery dates, production rates and other factors can easily influence the numbers. For example, Freightliner took 44.8% of new Class 8 trucks sold on the US market for January. That’s down from 47.2% in January 2023. However, Freightliner’s share of the market for the full year 2023 was 36.3%. International was responsible for 10.1% of the January market but finished 2023 at 14.0%. Factors that could impact truck sales for the remainder of 2024 include the upcoming presidential election, wars in Europe and the Middle East, the Panama Canal and weather occurrences. The Middle East conflict can threaten shipping in the Suez Canal and the Panama Canal, plagued by not enough water to operate locks, has slowed operation considerably. If shipping is impacted, or if conflicts result in fuel price increases, freight could be impacted and, in turn, truck sales. Cost control and good load selection are still hallmarks of a successful 2024 for truckers.

NFI now operating 50 Class 8 battery-electric trucks

John Worthen - February 28, 2024

ONTARIO, Calif. — Joint Electric Truck Scaling Initiative (JETSI) has announced that its project partner, NFI, has received all 50 Class 8 battery-electric trucks funded through the project, including 30 Freightliner eCascadia trucks and 20 Volvo VNR Electric trucks. To support its scaled battery-electric fleet, NFI has collaborated with Electrify America and Southern California Edison to energize its electric charging depot at its warehouse facility in Ontario, California, completing a crucial milestone in the electrification of NFI’s dedicated port drayage services, a news release states. NFI’s newly inaugurated electric truck maintenance shop at the site is also operational. NFI’s battery-electric fleet is used to run routes from Ontario to the Ports of Los Angeles and Long Beach, performing drayage operations and delivering products to warehouses in Southern California – for customers spanning from manufacturing to retail. Its fleet of Freightliner eCascadia and Volvo VNR Electric trucks typically runs two port pickups per day, per truck, for an average of 220 miles driven between being recharged. “NFI is committed to driving innovation and sustainability in the logistics and trucking industries,” said Brian Webb, president of port services, NFI. “Through NFI’s participation in the JETSI electrification project, battery-electric Class 8 trucks have proven to be a reliable and efficient solution for our drayage operations to deliver goods to our customers, many of which appreciate the zero-emission freight strategy we offer.” NFI’s battery-electric fleet has collectively covered more than 2 million miles. As a result, NFI has eliminated the equivalent of 307,692 gallons of diesel fuel consumption and 3,415 metric tons of greenhouse gas emissions, according to the news release. “Drayage trucks travel short distances between ports and regional warehouses, making them ideal candidates for zero-emissions technology, and this project in Ontario is an exemplary model for the future of freight transport,” said Liane Randolph, chair of the California Air Resources Board, one of the project’s state funders. “With 50 new zero-emissions trucks on the road and a new depot for charging infrastructure, the project is putting clean air solutions into action for a healthier California.” According to JETSI officials, 50 additional battery-electric trucks deployed through the JETSI project will offset approximately 4,400 metric tons of greenhouse gas emissions yearly, resulting in 2.45 tons of weighted criteria pollutant emission reductions and displacing over 2,750,000 gallons of diesel throughout the five-year project. “At Volvo Trucks North America, we applaud NFI’s pioneering efforts in integrating electric trucks into their operations. NFI’s participation in the JETSI project, utilizing Volvo VNR Electric trucks, showcases the viability and efficiency of electric Class 8 trucks in demanding applications such as port drayage. Together, we are driving positive change towards a more sustainable future,” said Peter Voorhoeve, president of Volvo Trucks North America. In addition to NFI’s financial contribution, funding for 50 of NFI’s battery-electric trucks and its Ontario charging depot was provided through JETSI. which received $27 million in funding from CARB and the California Energy Commission. Additional funding was provided by South Coast AQMD, Mobile Source Air Pollution Reduction Review Committee, the Port of Long Beach and Southern California Edison. The JETSI project is part of California Climate Investments, a statewide initiative aimed at reducing greenhouse gas emissions, strengthening the economy and improving public health and the environment. “Daimler Truck North America congratulates NFI on the successful deployment of Freightliner eCascadia trucks as part of the JETSI project. NFI’s commitment to sustainable drayage operations is commendable, and this collaboration underscores the crucial role of public funding in supporting electric truck projects. As we continue to work together, we recognize the importance of such initiatives in driving innovation and accelerating the transition to a cleaner and more efficient transportation landscape,” said David Carson, senior vice president of sales and marketing at Daimler Truck North America. To support its expanding battery-electric truck fleet, NFI worked with Southern California Edison and Electrify America to develop its charging depot supporting refueling speeds up to 350 kW for capable trucks and will feature roughly 7 MW of DC charging capacity shared across 38 individual DC fast chargers when the facility is fully completed. “Through our Electrify Commercial business unit, Electrify America is proud to support NFI’s electrification goals by providing the critical charging infrastructure and microgrid solution needed at NFI’s Ontario facility. The JETSI project is a milestone accomplishment that underscores the power of collaboration in developing an electric truck charging depot of this magnitude,” said Robert Barrosa, president and CEO of Electrify America. “Electrify America and NFI are aligned in our vision for a sustainable future and our combined leadership is making real impact for zero-emission trucks.” Later this year, NFI and Electrify America plan to enhance sustainability further by coupling approximately 1 MW of solar with nearly 8 MWh of on-site battery storage, enabling NFI to not only reduce its utility load during peak time-of-use energy prices but also enable resiliency from grid outages via the deployment of microgrid functionality. “Electrifying drayage fleets and building out the needed charging infrastructure is key to zeroing out harmful diesel pollution,” said Commissioner Patty Monahan of the California Energy Commission. “The JETSI project is demonstrating that a zero-emission goods movement is possible, and this newly opened charging depot and electric truck maintenance shop is a glimpse into the future of electric port drayage services.”

Electric trailer manufacturer Range Energy receives $23.5 million in additional funding

John Worthen - February 28, 2024

MOUNTAIN VIEW, Calif. — Electric-powered trailers could help pave the way to the decarbonization of trucking, according to Range Energy. The hardware company, which is working to bring powered trailers to the commercial trucking market, announced Feb. 28 that it has received $23.5 million in new funding led Trousdale Ventures, with participation by UP.Partners, R7 and Yamaha Motor Ventures. This additional financing brings Range’s total funding to $31.5 million, inclusive of the company’s $8 million seed financing. According to a company statement, Range will apply the capital to customer pilot programs while, at the same time, working toward full-scale production of electric-powered trailers. Additional resources will be invested in the development of Range’s new trailer data and telematics platform. “Commercial-led innovation is material for achieving the electrification of on-road transportation,” said Ali Javidan, CEO and founder of Range Energy. “To date, consumer EVs (electric vehicles) have captured the attention of early adopters and are making inroads towards mass adoption, yet factors such as charging infrastructure, grid instability, and cost have all contributed to slower-than-hoped adoption rates.” Range’s Feb. 28 statement notes that fleet owners and operators are under “immense pressure” to decarbonize, adding that electric tractors are still years away from widespread use because of costs, charging infrastructure and reliability issues. “Commercial transport is one of the most complex sectors to decarbonize and owners and operators need smart solutions to solve for emissions reductions targets in the near-term,” said Hinrich J. Woebcken, general partner at Trousdale Ventures and former president and CEO of Volkswagen Group of America. “Specifically, trucking fleets need to feel confident the investments made in new technologies are futureproof and fit into their plans for the makeup of their fleets for years — and decades — to come.” Range offers what it describes as a practical solution — the electric-powered trailer. According to Range, the trailers are cost-effective and can be implemented in fleets with no operational disruptions. Third-party preliminary testing conducted in 2023 by Mesilla Valley Transportation Solutions (MVTS) showed that using Range trailers could enable up to 36.9% fuel efficiency gains (+3.25 mpg) for semi-trucks. Testing was conducted on a 25.5-mile urban/highway loop at approximately 59,000 pounds GVW and a top speed of 60 mph across multiple scenarios, including stop-and-go and steady-speed portions. In addition, Range claims that its powered trailers can double the range of electric semi-trucks, proving the technology’s ability to meet both near- and long-term electrification ambitions. Since the company’s inception, it has developed and debuted a powered 53-foot dry van, the first trailer electrification platform eligible for California’s Clear Off-Road Equipment (CORE) voucher incentives. In addition, Range has launched a dealer advisory council with commercial OEM dealers. “Range is at the forefront of broad electric equipment adoption and the overall electrification of on-road transportation. We believe in the company’s mission to make towing cleaner, safer, and more efficient and are excited to have skin in the game,” Woebcken said. “Range is poised to ensure commercial fleets are able to adopt and transition to electric with speed and ease and our investors are committed to helping get our trailers into the hands of commercial fleet owners — and on the roads — quickly,” Javidan said.

Retail prices for used Class 8 trucks in January remain at 2021 lows

John Worthen - February 27, 2024

COLUMBUS, Ind. — According to the latest State of the Industry: U.S. Classes 3-8 Used Trucks by ACT Research, the used Class 8 average retail sale price improved 2.6% month over month to $59,400 in January. The last time retail prices were this low was in the spring of 2021, according to a Feb. 27 statement released by ACT. “On a year-over-year basis, used retail prices were 20% lower,” said Steve Tam, vice president at ACT. “Our pricing expectations remain steady, with a return to month-over-month growth toward the end of 2024 as the most likely course.” While prices remain down, the overall market saw an increase in volume. “Combined, the total market same dealer sales volume fell 35% month over month in January. Relative to January 2023, the retail market ticked up 0.6%. The auction segment soared 240% year over year, while wholesale volumes rocketed 193%,” Tam said. “Combined market results saw volumes increasing 46% y/y. Expectations for 2024 call for moderate growth relative to 2023.” The report from ACT provides data on the average selling price, miles and age based on a sample of industry data. In addition, the report provides the average selling price for top-selling Class 8 models for each of the major truck OEMs — Freightliner (Daimler); Kenworth and Peterbilt (Paccar); International (Navistar); and Volvo and Mack (Volvo).

Orders confirmed for Class 8 trucks powered by natural gas, production planned for mid-2024

John Worthen - February 26, 2024

COSTA MESA, Calif. — Hexagon Agility, a provider of renewable natural gas fuels systems for commercial trucks, announced Feb. 26 that new orders have been received for CNG/RNG fuel system installation s on pilot trucks powered by Cummins’ new X15 natural gas engine. According to a statement from Hexagon Agility, these newest orders “are destined for major fleets and cover two leading original equipment manufacturers (OEMs). The orders come in addition to existing pilots that are already on the road with Hexagon Agility fuels systems.” Kenworth Truck Co. is the first OEM to open its order books for trucks powered by the Cummins X15N engine. Kenworth and Cummins say they expect to have the trucks in serial production by mid-2024, with initial deliveries expected early in the third quarter of 2024. “The launch of the Cummins X15N, 15-liter engine will triple the addressable market for heavy-duty natural gas trucks over the next few years,” said Eric Bippus, executive vice president of sales and systems for Hexagon Agility. “This is a game-changer for our niche industry, enabling a powerhouse solution for Class 8 fleets traveling locally and cross country. The 15-liter delivers enhanced fuel efficiency and maximum uptime.” Cummins’ industry-first X15N natural gas engine is designed to deliver a range of long-haul applications, comparable to diesel, while significantly reducing emissions. Powered by RNG/CNG the X15N is capable of meeting stringent EPA and CARB regulations scheduled to go into effect in 2024 and 2027. “With power ratings up to 500 hp (~370 kW) and torque up to 1850 lb.-ft, (~2500 Nm), the engine allows natural gas to go head-to-head with diesel in the heavy-duty sector,” Hexagon Agility’s statement notes. In addition, the company says it expects demand for the new engine to grow gradually during 2024. “The company’s addressable market for natural gas long-haul trucks will increase at pace with the segment when this new engine is widely available.” Hexagon Agility’s current capacity expansion program will substantially increase cylinder volumes for heavy-duty truck applications. Production start for the new line is set for the first quarter of 2025, to coincide with the increased market demand.

Safety advisory issued after ‘nurse’ tank explodes, rockets 300 feet

John Worthen - February 26, 2024

WASHINGTON — Owners of certain hazardous chemical tanks are advised to conduct voluntary periodic visual inspections, as well as thickness and pressure testing, because of the potential for catastrophic failure. The Federal Motor Carrier Safety Administration (FMCSA) and Pipeline and Hazardous Materials Safety Administration (PHMSA) last week issued a joint safety advisory focused on nurse tanks manufactured by American Welding and Tank (AWT) between Jan. 1, 2007, and Dec. 31, 2011, at its Fremont, Ohio, plant. Nurse tanks manufactured by AWT from 2009 to 2010 were the subject of a prior FMCSA investigation and enforcement action in response to improper manufacturing procedures, resulting in a fine of nearly $4 million against the company. This latest advisory, which encompasses AWT tanks made between 2007 and 2001, stems from an Aug. 23, 2023, incident in which a 2009 AWT nurse tank holding anhydrous ammonia experienced a catastrophic failure. The failure, which occurred in a farm co-op lot, caused the tank shell to “rocket” more than 300 feet from its original location, according to the advisory. No injuries were reported; however, both the FMCSA and PHMSA say the event indicates potential continuing problems with AWT nurse tanks that have now been in service for over a decade. Following the incident, the owner of the nurse tank involved contracted a third-party testing company to examine eight AWT nurse tanks that were manufactured between 2008 and 2012. Seven of the eight failed, with radiographic testing showing “extreme stress corrosion cracking, porosity and inclusions/voids” in the welds where the heads and shells of the nurse tanks were joined. Only the 2012 tank passed. These results were submitted to engineering experts who were involved in previous research funded by FMCSA into similar issues with this series of AWT nurse tanks, and the tanks’ owner voluntarily placed them out of service. Subsequently, the parent company of the farm co-op conducted similar testing on 142 AWT nurse tanks manufactured between 2007 and 2012. While all of the 2012 tanks passed, 100 of the others failed. According to the FMCSA and PHMSA, current hazmat regulations do not require periodic inspection and testing of nurse tanks that have attached, legible American Society of Mechanical Engineers (ASME) identification plates and that meet other requirements. Nevertheless, the agencies “strongly recommend” that owners of AWT nurse tanks manufactured between 2007 and 2011 — regardless of the status of the ASME identification plates — conduct voluntary periodic visual inspection, thickness testing and pressure testing. Owners of affected AWT nurse tanks who are not able to conduct voluntary pressure testing are advised to conduct either radiographic or ultrasonic testing. While the period of voluntary inspection and testing is at the discretion of the nurse tank owner, FMCSA and PHMSA recommend conducting the inspection and testing at least once every five years.

ACT Research: Low trailer orders, high cancellations seen in January

John Worthen - February 26, 2024

COLUMBUS, Ind. — Weak freight rates continue to reduce carriers’ willingness to invest in equipment, resulting in low trailer orders and high cancellations in January, according to this month’s issue of ACT Research’s State of the Industry: U.S. Trailers report. January net orders, at 13,700 units, were nearly 43% lower year-over-year and 10,700 units below December. Total cancellations took a turn for the worse in January, jumping to 3.2% of the backlog from December’s elevated 1.7% rate. “Seasonally adjusted, January’s orders fell to 12,400 units from December’s 15,400 SA rate. On that basis, orders decreased 28% month-over-month,” said Jennifer McNealy, director of commercial vehicle market research and publications at ACT Research. “On a seasonally adjusted basis, dry van orders contracted 55% year-over-year, with reefers down 37%, and flats 34% lower compared to January 2023.” McNealy added that “digging down into cancellations, several markets led the way, including dry vans at 4.2% of backlog and lowbeds at 1.5%. Clearly, with markets swimming in capacity, no one needs a higher trailer-to-tractor ratio. Additionally, both tank categories reported high cancels this month, with liquid at 3.7% and bulk at 10.2%. We continue to believe recent oil price weakness may bear most of the culpability there.” Healthy economic performance is increasingly favoring freight, McNealy said, “but we are roughly balanced between the tail of an 18-month freight recession and the beginning of the next freight cycle, meaning limited capex available even with some dealers still challenged with more inventory than customers.”

Modern Transportation shifts all 20 terminals to BeyondTrucks TMS

Erica N. Guy - February 23, 2024

SAN MATEO, Calif. — BeyondTrucks, a multi-tenant SaaS transportation management system provider, announced Feb. 21 that bulk transportation services provider Modern Transportation will replace its current on-premise Transportation Management System (TMS) with the BeyondTrucks platform across its nationwide fleet at all 20 terminals. The move is part of Modern Transportation’s commitment to innovating the services it provides to chemical, building materials and packaging manufacturers in the bulk transportation segment. “We want to be known for implementing cutting-edge supply chain solutions that work successfully in mission-critical production environments,” said Patrick Cozzens, owner and president of Modern Transportation. “To achieve this, we need partners that share our commitment. BeyondTrucks definitely fits that criterion and meets those needs,” he continued. “With this change, Modern Transportation can be one of the most innovative bulk carriers in North America as it helps cement our advantage in efficiency, customer service and safety.” BeyondTrucks offers a flexible multi-tenant SaaS solution that combines system integrations, proprietary modules and adaptable configurations in a seamless platform to unify data and workflows for automation and optimization of fleet operations. Advanced capabilities of the multi-tenant cloud-based platform include order intake automation, smart load planning, dispatch communication, configurable driver workflows, flexible automation of invoicing and driver payroll. “For Modern Transportation, a legacy TMS struggled to cost-efficiently and seamlessly connect the various technologies the carrier needs to efficiently run its fleet,” said Hans Galland, CEO of BeyondTrucks. “Changing from one TMS is not an easy decision, but we know Modern Transportation can leverage BeyondTrucks to realize tremendous value for their business and their bulk transportation customers.”