Equipment & Tech

FORT WAYNE, Ind. — During the Run on Less – Electric DEPOT, scheduled for Sept. 11-30, the North American Council for Freight Efficiency (NACFE) will track the activity of 21 electric trucks as they’re used in actual freight operations. In addition, NACFE will look at total depot electric energy and fuel for all the trucks per day and what that will mean in total electrical energy if all trucks at the depot are converted to electric vehicles. The Run is designed to help fleets understand the benefits — and challenges — of deploying battery electric trucks in larger numbers. “As trucking works on decarbonizing, fleets are investing in more electric vehicles at their depots which brings with it many benefits but also some challenges, especially around infrastructure and charging,” said Mike Roeth, executive director of NACFE. “Yet leading fleets are tackling those challenges and are giving us access to their operations so we can share what they are learning with the rest of the industry.” The Run will feature a variety of classes of trucks covering a full range of duty cycles, from local runs to long-range hauls. Participants include: Frito-Lay: At Frito-Lay’s Queens, New York, depot, two Ford E-Transit vans will be tracked operating in urban delivery. OK Produce: At OK Produce in Fresno, California, a Freightliner eCascadia and an Orange EV will be tracked in local fruit and vegetable deliveries and terminal tractor applications, respectively. Penske: At Penske’s Ontario, California, location, a GM BrightDrop, a Navistar eMV and a Freightliner eCascadia (a light-, a medium- and a heavy-duty truck) will be followed. PepsiCo: At PepsiCo’s Sacramento, California, depot, two Tesla Semis will be tracked in heavy-load long-haul transport operations. Performance Team: At Performance Team’s Commerce, California, location, two electric Volvo VNRs will be tracked conducting short-haul routes. Purolator: At Purolator’s Richmond, British Columbia hub, a Class 6 Motiv step van and a Ford E-Transit will be tracked in business and residential package delivery. Schneider: At Schneider’s South El Monte, California, location, two Freightliner eCascadias operating in slip-seated drayage will be tracked. UPS: At UPS in Compton, California, a Freightliner Custom Chassis MT50e last mile step van and a Freightliner eCascadia in a middle mile duty cycle will both be tracked. US Foods: At US Foods in La Mirada, California, two Freightliner eCascadias will be tracked in food delivery applications. WattEV: At WattEV’s Long Beach, California location, a BYD 8TT tractor and a Nikola Tre BEV tractor operating at the Port of Long Beach will be tracked. In preparation for the Run, the NACFE team visited all 10 depots and interviewed 122 people about their experience with electric trucks. To view profiles of the participating fleets, click here. “We will be updating the metrics daily and adding videos on a regular basis, so we encourage people to follow the Run to learn from these 10 pioneering fleets,” Roeth said. The Run is made possible by executive sponsor PepsiCo, title sponsors Cummins and Shell, and numerous other event and supporter sponsors.

COLUMBUS, Ind. — During the OUTLOOK 69, Market Vitals seminar, presented Aug. 22-24 by ACT Research, many attendees expected answers about autonomous trucks. When will they be implemented on a large scale, and where?  The answers to those questions might be surprising.  Several presenters spoke about the use of autonomous vehicles, with the consensus being that the technology simply isn’t there yet and there’s a lot remaining to be done.   Steve Tam, a vice president and analysts for ACT, noted that the level of investment in autonomous vehicles has slowed recently. He pointed out that Waymo, Google’s autonomous vehicle offering, has abandoned its work on autonomous trucks to focus on driverless taxis. TuSimple, another developer of autonomous technology, announced it is trying to sell its U.S. operations and concentrate on its products in China. The autonomous tech firms continuing their efforts in the U.S. are finding that fewer carriers are entering partnerships, and investment cash is harder to come by.  Tam explained that most of these developers operate with “seed money” and are not selling actual products yet, adding that this model isn’t sustainable. Efforts by truck manufacturers are supported by dollars from the non-autonomous vehicles they sell, so they may fare a little better in the long run.  John Diez, CFO of Ryder, also addressed the topic, saying that expecting autonomous Class 8 trucks is “a bridge too far.” Ryder operates more than 260,000 trucks.   Perhaps the most impactful presentation, however, was made by Wiley Deck, the former acting administrator of the Federal Motor Carrier Safety Administration. He currently serves as vice president of government affairs and public policy for Plus, a Santa Clara, California-based Plus provider of automated driving solutions.  Deck began by declaring that the timeline for autonomous trucks keeps getting pushed back. He pointed to technology and regulatory issues as reasons for the delays, pointing out that some pundits have incorrectly claimed we’d see autonomous trucks in five years.  He followed with a reassurance that autonomous trucks will not take driving jobs away from human operators.  “The average age of the commercial truck driver is 50,” he said. “The average age of new CDL recipients is 32. Those people will retire as truck drivers, if they so choose.”  Going one better, Deck continued, “In fact, if you’re 18 years old and just beginning a career in Intrastate truck driving, you can retire as a truck driver if you choose.”  As testing of autonomous vehicles continues, new issues are discovered, he pointed out. In addition, he said, human operators have valuable intuition in various driving situations, something machines just can’t duplicate.   “When a driver sees a ball rolling into the road, he knows to look for children chasing after it,” he said. “A machine doesn’t know that.  The need for development of “smart trailers” was next on Deck’s list.  “What if a trailer blows an inside tire?” he asked. “That’s an out-of-service condition that a driver knows has to be dealt with. But what if the autonomous truck doesn’t know?”  He used other examples, such as an improperly latched trailer door coming open or an ABS system not working properly. Deck noted that sensors could be incorporated to help machines “learn” these things and others, but that adding sensors creates more opportunity for equipment failures to shut down the truck.   The need for consistent regulation was also on Deck’s mind. He spoke about how different states approach autonomy: Some states limit the circumstances under which it can be used while others prohibit autonomous vehicles altogether.  A common attitude is that a driver must be at the wheel, ready to take control of the vehicle. That’s fine during testing, but in the long run, it negates the purpose of having an autonomous vehicle to begin with. 

COLUMBUS, Ind. — Electric vehicles (EVs) — trucks in particular — were on the minds of attendees at ACT Research’s 2023 Market Vitals conference, held Aug. 22-24.  On Wednesday, Aug. 23, Workhorse President Rick Dauch shared details about the status of the industry, including when and where we are most likely to see commercial EVs deployed. Dauch says Workhorse has focused on Classes 4-6 vehicles.  “That’s the area where the trucking industry will see initial success,” he said. According to Dauch, routes served by Class 4-6 trucks form the niche of trucking that is closest to being met with current technology.  According to data presented by ACT, smaller trucks used on local routes will provide the fastest return on investment; the higher cost of purchase is eventually recovered in reduced fuel cost. It would seem the Class 4-6 market is easiest to fill because 71% of the routes serviced by these trucks are 100 miles or less. Increase those routes to 150 miles, and the percentage becomes 97%. Most of the current models of Class 4-6 EVs can meet that range.   Dauch noted that there are numerous startup companies vying to sell electric trucks. He says not all of them will make it because supply and demand for electric trucks is not yet established yet. In other words, no one knows for certain how well electric trucks will work in their operations; because of this, they will be buying cautiously, if at all, until the technology has been proven in their fleets. Startup companies usually obtain seed money from investors, stock sales or other means, but can only operate so long without turning a profit — and no one is yet selling enough EV trucks to turn a profit.  So, what about those electric Class 8 tractors on long-haul runs with 53-foot trailers?  “Not gonna happen,” Dauch stated, going on to explain that long-haul carriers can’t invest in electric Class 8 tractors until an infrastructure exists for charging them — and that’s years away. Carriers that use Class 8 equipment on local runs may find a use for electric rigs, but some locations are reporting wait times of up to two years for installation of transformers and other equipment to power chargers from the grid.   Dauch also pointed out that the U.S. lags behind both Europe and China in implementation of EVs, primarily due to government mandates. In the U.S., all eyes are on California and CARB requirements. Beginning next year, 9% of all Class 4-6 vehicles purchased in California must be zero-emissions vehicles (ZEVs). That number grows to 20% by 2027, and to 50% by 2030.   The same rules stipulate that 5% of the Class 8 vehicles sold in California next year must be ZEVs. That goal may be a little harder to reach, but developments in technology could ease the transition. By 2036, all vehicles sold in the state must be ZEVs.  Those that live outside of California shouldn’t rest easy. Currently, 16 states have either adopted or are considering adopting the same standards, Even the Environmental Protection Agency is considering making the standards national. President Joe Biden has indicated his support for implementing the CARB standards nationwide.   In the meantime, Workhorse and other manufacturers are pressing forward with development of their models. Workhorse products include the W4 CC cab and chassis with a payload of 5,000 pounds; the W750 Step Van, also 5,000 pounds; and the W56, which boasts a 10,000-pound payload.  I had a chance to test drive the W56 this week, and found it to be an enjoyable drive.  The dash controls are sparse compared to a typical Class 8 tractor, but there are fewer systems to monitor. The push-button transmission offers only drive, reverse, neutral and park.  Since the van is enclosed, the rear-view mirror mounted on the windshield seemed superfluous … until I threw the transmission into reverse. While backing, a view of the area behind the vehicle appeared in the mirror. When placed in Drive, a split view showing the area to the rear is displayed, along with views of blind spot areas on either side.  The truck was very quiet, with the loudest noise coming from the electric power-steering pump. Acceleration was smooth and quick. The biggest difference in performance came from the W56’s regenerative braking feature. When the throttle pedal was released, the vehicle slowed as if the brakes had been applied. The brake pedal was not used at all to slow the truck (which was empty).  It takes a little getting used to, but as the vehicle slows electricity is routed back into the battery to lengthen the truck’s range.  Questions about the power grid and charging infrastructure remain, of course, but if the Workhorse W56 truck is any indication of what’s to come, the future is looking good for electric vehicles in trucking. 

FORT LAUDERDALE, Fla. — Fleet Advantage will be offering complimentary fleet audits in conjunction with the Commercial Vehicle Safety Alliance’s (CVSA) Brake Safety Week, which is ongoing until Aug. 26. To schedule a complimentary fleet audit email [email protected] or click here. Brake Safety Week is an annual commercial motor vehicle brake-safety inspection, enforcement, and education initiative conducted by law enforcement jurisdictions in Canada, Mexico and the U.S. Throughout the week, inspectors focus on conducting their North American Standard Level I and V Inspections to identify any out-of-adjustment brakes and violations to then capture and report this brake-related data to CVSA, with the results to be released in the fall. Brake-related violations represent the largest percentage of out-of-service vehicle violations during roadside inspections. According to last year’s three-day International Roadcheck, brake system issues resulted in the largest percentage of violations, accounting for 25.2% in the U.S., Canada and Mexico combined of all vehicle out-of-service violations. Preparing for the inspection, drivers should conduct thorough pre-and post-trip inspections, paying attention to all visible portions of brake pads and linings. Additionally, maintenance personnel should inspect for missing linings, check drum clearance and be vigilant for signs of rust jacking, cracks and voids in the lining. “Addressing out-of-adjustment brakes and brake system violations is crucial for all fleets, in addition to many other safety components,” said Brian Antonellis, senior vice president of Fleet Operations for Fleet Advantage. “Today’s transportation needs require fleets to find asset management partners that can provide value-added services including Fleet Services with boots on the ground to mitigate critical safety and overall maintenance issues. By ensuring proper installation, inspection, and maintenance of brake systems and fuel costs, fleets can enhance safety and contribute to reducing the number of highway crashes.”

U.S. sales of new Class 8 trucks in July were higher than in the same month of 2022, according to information received from Wards Intelligence. Manufacturers reported U.S. sales of 21,021 units in July, the lowest total since February but still up 2.5% from the same month of 2022. If the trend continues, August could mark the first time in 2023 that monthly sales were lower than in the same month last year. Compared to June sales numbers, 3,064 fewer trucks were sold, a decline of 12.7%. For the year to date, manufacturers have reported sales of 156,864 Class 8 trucks on the U.S. market, up 18.1% (23,797 units) from the same point in 2022. Early projections for 2023 predicted sales would fall off as the economy entered a recession and freight rates bottomed out. Those projections have mostly been revised, with the recession delayed (if it occurs at all), and truck sales remaining strong. Orders for new Class 8 trucks in July were anticipated to top 16,000, exceeding orders in July 2022 by 45%. Typically, July is a slow month for orders because manufacturers are closing their books for the current model year and have yet to start taking orders for the next one. “July is the traditional low-water mark for monthly order placements,” said Kenny Vieth, president and senior analysts at ACT Research. “2024 orderboards are not yet, or just barely open, making the opportunity for bigger numbers elusive.” Eric Starks, chairman of the board at FTR Intelligence, commented. “We had expected net orders to fall below 10,000 units monthly several months ago as fleets wait for OEMs to open 2024 build slots, but that did not occur.” The used Class 8 market declined in sales volume from June numbers by 4%, according to ACT’s “State of the Industry: U.S. Classes 3-8 Used Trucks,” but other numbers were favorable to prospective buyers. Compared with July 2022, sales have increased by 34%, due at least in part to greater used truck inventory. At the same time, the average price of a used Class 8 truck has fallen 28%, and average miles and age have also fallen. That’s good news for buyers who have been waiting for the market to loosen up. One factor that will impact truck markets in some way is the bankruptcy of Yellow Corp. The company’s website sports the claim that it was the fifth-largest transportation company in the U.S., handling 90,000 freight shipments daily. While negotiations continue for financing to allow continued operation at the time of this writing, it’s certainly possible other carriers could purchase part or all of the company’s assets, including trucks, and continue at least a part of the business. Unless and until that happens, however, Yellow customers must look elsewhere for their shipping needs. Carriers that get that freight will need more trucks and trailers to handle it, resulting in more pressure on manufacturers to keep the assembly lines going. Carriers who acquire more pick-up and delivery routes may turn to irregular-route carriers for some of the linehaul operations, increasing their need for equipment and drivers. Drivers might also be at a premium for some carriers that are trying to pick up additional business. While an estimated 22,000 former Yellow drivers may be in the market for new jobs, most will be competing with non-union drivers for available positions. As for the individual OEMs, Freightliner led the way once again with sales of 7,610, down 15.4% from June’s 8,991 and down 3.1% from sales of 7,855 in July 2022. For the year to date, the company has sold 20.5% more trucks than at the same point in 2022. Volvo sales of 1,944 slipped 19.1% from June sales of 2,403 and were down 8.4% from sales in July 2022. Year to date, the company is up 3% from July last year, the smallest increase of any of the major manufacturers and far below the industry average of 18.1%. Volvo sibling Mack Truck sold 1,336 trucks on the U.S. Class 8 market in July, a decrease of 21.7% from June but 5.5% better than June 2022. Year to date, Mack is outperforming the market with a 19.7% increase over sales at the same point last year. International’s 3,039 sold in July was a decrease of 11.3% from June’s 3,426 but was a blistering 36.3% improvement over June 2022 sales numbers. Year to date, the company is 6,516 trucks (41.6%) ahead of last year’s pace. July was the fifth consecutive month of U.S. sales over 3,000 units for International. Kenworth reported sales of 3,026 in July, down 13.8% from June sales and down 1.3% from July 2022. Year to date, the company has sold 21,745 Class 8 trucks on the U.S. market, up 14.6% from last year’s pace. Peterbilt, the other PACCAR OEM, reported sales of 3,325 in July, up 2.5% from June but down 2% from July 2022. Year to date, Peterbilt’s 22,121 leads Kenworth and is 7.7% ahead of last year. Western Star sold 681 Class 8 trucks in July, a decline of 7.2% from June sales of 734 but 23.4% ahead of July 2022 sales. Year to date, they are 12.7% ahead of sales at the same point last year. The company is on pace to top annual sales of 7,400 for the first time since being acquired by Freightliner in 2000 (and possibly in its history). The 2023 market share breakdown shows Freightliner in the lead with 38.6% of reported U.S. sales, followed by International with 14.1%. Peterbilt also shows 14.1% but, with 63 fewer trucks sold, trails International by four-hundredths of a percentage point. Kenworth is close at 13.9% of reported sales, followed by Volvo with 9.8% and Mack with 6.6%. Western Star, even with its great year, is at 2.8% of the market, and Tesla, just getting started with sales, has cracked 0.1% of the market with sales of 195 for the year. Expect Class 8 truck sales to remain strong for the remainder of the year.

KNOXVILLE, Tenn. and MOUNTAIN VIEW, Calif. — It may sound like something out of the latest sci-fi film, but Georgia’s new truckport is the reality of trucking’s ever-changing landscape. It’s the brainchild of self-driving trucking firm Kodiak Robotics and truck stop giant Pilot Company. The facility, located at the Pilot travel center in Villa Rica, Georgia, will be used by Kodiak to launch and land autonomous trucks and will serve as a hub for drivers to pick up and drop off first-and last-mile deliveries, according to a news release. The Villa Rica truckport will support Kodiak’s 18,000-mile-long autonomous deployment network, the industry’s largest and most robust set of mapped routes for self-driving trucks. “Partnering with Pilot Company to build the Villa Rica truckport ensures that we have access to the truckport services we need, utilizing Pilot’s industry-leading travel center network,” said Don Burnette, founder and CEO of Kodiak Robotics. “This partnership, combined with Kodiak’s flexible technology stack, enables our scalable, asset-light approach to building our truckport network. The freight lane between Dallas and Atlanta is critical to the nation’s supply chain and economy, and this truckport enables us to refine our operations model as we continue to grow.” The new truckport in Villa Rica will serve as an eastern satellite hub for Kodiak’s network, while the company’s Dallas-Fort Worth hub will continue to serve as the main terminal for its autonomous truck fleet, the news release noted. It also serves as a model for future Kodiak truckports, which are designed to be highly scalable due to lean infrastructure requirements. Additional comprehensive services at the truckport will include refueling at the Pilot Travel Center, light maintenance and pre-trip inspections, including Enhanced Inspections specifically designed for self-driving trucks. “Pilot Company rigorously tests ways to integrate new technologies, including autonomous trucks, to maintain our safety-first focus and continue fueling the trucking industry,” said Brandon Trama, director of strategy and business development at Pilot Company. “Working with Kodiak aligns with our emphasis on improving the quality of life for professional drivers. Autonomous trucks focus on the long, repeatable highway miles, leaving the more enticing local, first- and last-mile deliveries for professional drivers who can stay closer to home.” In August 2022, Pilot Company announced that it had made a strategic investment in Kodiak and joined its Board of Directors. Kodiak and Pilot are exploring further expansion within Pilot’s national travel center network. The opening of the Pilot Villa Rica truckport follows Kodiak’s recent partnership announcements with Loadsmith, C.R. England and Tyson, IKEA, Werner, Forward and more.