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FMCSA to study automated, advanced driving systems for CMVs; comments sought

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) is seeking comments on a new study involving automated and advanced driving assistance systems in commercial vehicles. Characterized as a “driving simulator study,” the series of questionnaires will evaluate how commercial motor vehicle (CMV) drivers engage in vehicles equipped with SAE International Level 2 (L2) advanced driver assistance systems (ADAS) and Level 3 (L3) automated driving systems (ADS), according to the FMCSA. Approximately 100 CMV drivers will participate in the study, which will examine the effect of non-driving secondary task engagement, transfer of control and training on driver behavior in CMVs equipped with ADAS and ADS. “Higher levels of ADAS and lower levels of ADS present an environment that is ripe for overreliance,” according to the FMCSA. “An L2 vehicle offers longitudinal and lateral support to the driver; however, the driver is still responsible for driving at all times. An L2 vehicle is an example of higher levels of ADAS.” At this level, engaging in non-driving secondary tasks can be highly detrimental to driving performance as the driver may not recognize and respond to hazards timely or appropriately, the FMCSA noted. In an L3 vehicle, the role of distraction is blurred. L3 is the lowest level considered to be ADS. “The driver takes on a more supervisory role and is in full control of the vehicle in a limited number of situations,” according to the FMCSA. “When an L3 vehicle alerts the driver that a takeover is required, the driver needs to have situational awareness to resume full control of the vehicle. Engagement in non-driving secondary tasks may prevent the driver from maintaining situational awareness of the driving environment. A recently completed study by FMCSA on research involving ADSs in CMVs found a lack of research related to ADS-equipped CMVs.” To date, most commercial ADS systems on U.S. roadways are in passenger vehicles, and CMV ADSs have only recently begun being implemented in real-world operations. Therefore, FMCSA officials noted, the agency needs more data on ADS-equipped CMVs to understand driver behavior and policy implications. “The purpose for obtaining data in this study is to evaluate driver readiness to assume control in SAE L2 ADAS and L3 ADS-equipped CMVs and develop and test a CMV driver distraction training program designed to improve driver readiness,” according to the FMCSA. “The collected survey data will support the simulator experiment data.” From September through November 2022, the FMCSA opened comments on the Federal Register on the issue of automated and advanced driving systems. A total of 93 comments were received from the public. These comments revolved around nine issues: General safety concerns with advaced driving systems; concern for job loss due to ADS-equipped CMVs; concerns related to the operation of ADS within specific operational design domains; concerns with specific ADS and/or ADAs; the failure of ADS sensors; the security of ADS-equipped CMVs; driver inattention/distraction when operating an ADS; data collection efforts; and support for the study. General Safety Concerns With ADS-Equipped CMVS A total of 50% of the comments received expressed general safety concerns related to ADS-equipped CMVs. “FMCSA is actively engaged in many research and administrative activities to help improve the safety of CMV drivers and the general public, including research on ADS,” the FMCSA noted. “There are many research questions that need to be answered before ADS-equipped CMVs are deployed at scale.” Some of these research questions are focused on the ADS technology itself to ensure that the ADS technology functions as intended and incorporates the appropriate redundant failsafe systems. However, other research questions are focused on the human factors related to how individuals within the CMV industry will interact with ADS-equipped CMVs. Crashes involving ADAS illustrate why research focused on human factors is critical prior to full-scale deployment of ADS. Many of the incidents involve a mismatch between driver expectations of the technology and the driver’s true role and responsibility to monitor vehicle features. This study is focused on L2 and L3-equipped CMVs. The systems included in this study would require a driver inside the vehicle who is ready to resume control of the vehicle when needed or requested (e.g., during icy conditions). Results from this study will be used to develop and evaluate a training program designed to improve drivers’ understanding and expectation of ADS. This training program will also attempt to improve drivers’ attention maintenance and hazard anticipation while operating L2 and L3 vehicles. Although FMCSA believes this is a critical research study to understand how driver inattention may affect performance of L2 and L3 CMVs, it is only one research study of many that are needed to ensure the safety of drivers on the roadways. Concerns for Loss of Jobs Due to ADS-Equipped CMVS Ten comments from the public focused on the potential loss of jobs as a result of ADS-equipped CMVs. “The trucking industry employs millions of individuals in the U.S. who are vital to the U.S. economy,” according to the FMCSA. “Additionally, there are millions of other individuals who work in roles that support the transportation industry (e.g., gas stations, truck stops, maintenance facilities, etc.). Better pay for drivers, effective training, safe equipment, and improved quality of life for drivers are important factors for retaining safe drivers within the industry. ADAS and ADS offer possible solutions that help drivers maintain a better quality of life. For example, they may offer improved health through crash reduction and allow more home time through more regional operations for drivers who so desire.” As mentioned above, this study is focused on L2 and L3 ADS-equipped CMVs. Both systems under investigation in this study would require a driver to be in the truck at all times and ready to resume control of the vehicle when requested. Thus, the technologies investigated in this study would not result in driver job loss. Notices Concerns for ADS in Specific Operational Domains Seven comments provided by the public focused on concerns related to ADS-equipped CMVs operating outside of their intended operational design domain. Each ADS is designed to operate within specific conditions. These conditions provide parameters for the safe operation of ADS on the road. Before widespread deployment of ADS, more development, testing, and verification of ADS-equipped CMVs is needed to understand safe parameters and before they can operate in all conditions or anticipate and respond to all possible infrequent events. As mentioned above, the safety technologies being investigated require a driver inside the vehicle at all times who could assume control of the CMV if conditions dictate. Drivers operating an L2 or L3-equipped CMV must be ready to assume control in these situations. These situations demonstrate why it is important to research driver inattention and vigilance of the driver when operating L2 and L3 vehicles. This research will provide information to ensure drivers are capable and safe to assume control of the CMV when needed through the development and evaluation of a training program to educate drivers on ADS capabilities and highlight the importance of maintaining attention while operating L2 and L3 vehicles. Concerns With Specific ADAS/ADS Six comments expressed concerns related to a specific advanced driver assistance feature or a particular ADS. These comments illustrate how additional research and development are needed for many of the features that will support ADS in CMVs. Although the technology to support ADS (i.e., automatic emergency braking) has improved, there are still areas in need of improvement prior to the deployment of ADS-equipped CMVs. One of the objectives of this study is to better understand the effect of driver inattention while operating a CMV equipped with these support technologies. Ensuring drivers of L2 vehicles maintain attention to the road is important so that the drivers can anticipate hazards and potential scenarios where the L2 features may not operate as intended. Similarly, research to study inattention while operating an L3 vehicle is needed to determine what training and education will help drivers prepare to resume control when requested. This research, conducted in a simulator, will help the industry better understand how drivers of L2 and L3 vehicles can be prepared to take over control when necessary to ensure the safe operation of the CMV and the safety of the general public. Concerns Related to Sensor Failure Twelve comments primarily discussed concerns related to the failure of ADS sensors. Drivers’ concerns related to the importance of properly maintained and functioning sensors are valid. Sensors do fail and/or become dirty if covered in debris, making them inoperable. It is critical for ADS to have redundant sensors or a backup alternative sensor system in case of failure. Research on the functionality of the technologies and sensors is ongoing. However, human factors-focused research is also necessary to ensure the safety of L2 and L3 vehicles. The technologies researched in this study require a driver to be in the vehicle and ready to take over control when needed or alerted. This study will examine how driver inattention affects a driver’s ability to successfully respond to or anticipate hazards or scenarios that may require human control of the vehicle. This research is critical to help in-vehicle drivers be prepared when a sensor does fail or if the technology does not anticipate a hazard appropriately. Concerns Related to the Security of ADS Two comments focused on securing ADS against threats. The security of ADS-equipped CMVs is of incredible importance. “Research and efforts related to the security of the vehicles is needed,” the FMCSA noted. “However, this is a separate area of research and development and should not detract from the importance of human-factors research. As mentioned above, the purpose of this study is to ensure in-vehicle drivers are capable and ready to respond to unexpected hazards, scenarios, and requests to take over control of the vehicle when needed.” Concerns That Inattention/Distraction Will Increase With ADAS and ADS Five comments discussed concerns related to potential increases in driver distraction, inattention and reduced vigilance with the use of crash mitigation technologies. “There is a need for research focused on driver inattention while operating CMVs equipped with ADAS and ADS,” according to the FMCSA. “More data are needed to understand the prevalence of inattention when using, and drivers’ overreliance on, crash mitigation technologies. This study is designed to gather data on these concerns in a safe environment without putting the CMV driver and the general public at risk. Results from this study will be used to develop training materials and information that may reduce this risk.” Concerns With the Data Collection Efforts One comment focused on this study’s proposed data collection methodology. “Although driver fatigue is an important area of research, this study is focused on driver distraction,” according to the FMCSA. “However, driver fatigue may be observed in the study and will be identified and documented via eye tracking technologies. Power analyses were performed to approximate the number of participants needed to find statistically significant results (if present). The sample included in this study was based on this power analysis with additional participants to account for attrition.” The FMCSA noted that “the sample is a convenience sample, and there are no attempts to say the sample is representative of the U.S. CMV industry. Demographic information (e.g., gender, age, health, etc.) will be collected and may be used to help control for potential confounding or extraneous variables during the statistical analyses. Support for the Study Three comments provided support for the study and provided additional insights based on recent investigations or research.” Additional comments expressed the importance of focusing research on higher levels of ADS (i.e., L4 or L5). “Although FMCSA agrees much more research and data are needed on more advanced ADS, some original equipment manufacturers and developers of L2 and L3 vehicles are deploying vehicles with lower levels of driver assistance or automation,” the FMCSA noted. “For example, L2 CMVs are available for purchase now.” The FMCSA concluded that research is needed to understand how inattention affects performance in vehicles with these levels of ADS and to ensure the safety of the CMV driver and the general public. “FMCSA agrees that distinguishing between features of L2 and L3 vehicles is important,” according to the FMCSA. “This study focuses on both advanced driver assistance features (via L2 vehicles) and the lowest level of ADS (via L3 vehicles). Additional distinctions are provided in the supporting documentation, and FMCSA will ensure that distinctions between functionalities are included in the discussion of the results.”

Roadz opens Fleetstore Online Marketplace for commercial fleet operators

BALTIMORE — Roadz, a Silicon Valley based fleet-tech company, has announced the latest Roadz-powered software-as-a-service (SaaS) marketplace: Fleetstore, a Bosch Initiative. The one-stop-shop environment offers a range of digital solutions to help commercial fleets of all sizes address operating costs, productivity, safety and regulatory compliance, according to a news release. “Fleetstore enables fleet operators to save time and money by using a simple and intuitive marketplace interface to discover, compare and purchase solutions from a curated ecosystem of leading solution providers across multiple categories, at competitive pricing,” the news release stated. “Importantly, small to mid-sized fleets that purchase solutions through Fleetstore can enjoy the same purchasing power as larger fleet operators.” In addition to Fleetstore, Roadz powers digital marketplaces for leading telematics service providers and commercial auto insurers and is in the process of launching digital solution ecosystems for leading energy companies, automotive OEMs, automotive suppliers and fleet-management companies. “Smart-fleet management solutions can help commercial operators run more efficiently, reduce costs, and ensure safety and regulatory compliance — but finding the ‘right’ solution for your fleet based on fleet size and vehicle mix requires a lot of time and effort,” said Amit Jain, chief operating officer of Roadz. “Using our SaaS platform, solution providers that cater to the commercial fleet market can now connect their fleet customers to a range of verified and integrated solutions through a ‘single pane of glass’ environment. Fleets are able to get tailor-made ‘smart’ recommendations, find what they need in one place, and at a lower cost.”

Teamsters praise California legislation that would require human operators in autonomous big rigs

SACRAMENTO, Calif. — The International Brotherhood of Teamsters has issued a statement of support for a proposed California law that would require humans inside the cabs of autonomous tractor-trailers. Autonomous vehicles weighing more than 10,000 pounds would need trained operators, according to California Assembly Bill 316 (AB 316), which passed through the Assembly’s Communications and Conveyance Committee on Wednesday, April 19, with broad bipartisan support. It now heads to the Assembly Appropriations Committee. The bill, first introduced in January, is authored by California Democratic Assembly Members Cecilia Aguiar-Curry Laura Friedman, Ash Kalra and Republican Tom Lackey. “I was simply horrified to present my bill in a California Legislative hearing and have to listen to the representative of the Autonomous Vehicle Industry Association imply that our Nation’s, and our state’s, professional and skilled truckers are dangerous, drunk and texting drivers who pose a deathly risk to the public,” Aguiar-Curry said. “The callous disregard for these stewards of our highways and freeways, motivated by profit, is simply appalling. My motivation, on the other hand, is my commitment to Californians’ safety on the roads, and that safety is best protected by keeping well-trained human beings in the cab of 80,000 pound vehicles traveling at high speeds. When this industry proves to me, my colleagues, and our constituents that human-less trucking, and driverless school buses, are safer than our model in California, they will have the support to proceed.” AB 316 is strongly supported by the Teamsters Union and the California Labor Federation, whose members have voiced concerns about the issue. The general public has also made it known that they, too, have safety concerns surrounding autonomous vehicles. According to a 2023 American Automobile Association study, in the last year, Americans have become more afraid of driving alongside autonomous vehicles. Earlier this month, a poll of Texas voters showed that more than 70% were uncomfortable sharing the road with driverless trucks. “AB 316 is common sense legislation that, in addition to keeping our roads safe, would protect thousands of good-paying jobs in California. Being a Teamster truck driver, I’m able to provide for my family with my pay and take care of my sick wife thanks to our unmatched health benefits,” said Mike Fry, professional truck driver of 27 years and member of Teamsters Local 2785. “Tech companies say that more autonomous vehicles mean more jobs, but it’s hard to believe that when the industry is leading the way in mass layoffs. We saw what happened in manufacturing, where more jobs were lost to automation than outsourcing. Let me be clear: I’m not against technology, but I am against tech giants putting it before human lives and wellbeing.” As the California legislature considers AB 316, the California Department of Motor Vehicles (DMV) is considering a regulatory framework that would allow for autonomous vehicles over 10,000 pounds to hit the road, possibly within one year, without consent from the state legislature. “It is highly irregular and undemocratic for such a sweeping public policy change to be implemented by the DMV,” the International Brotherhood of Teamsters noted in a news release. “AB 316 is gaining widespread bipartisan support because safety and jobs are issues that all Californians care about,” said Jason Rabinowitz, Teamsters Joint Council 7 president. “This is common sense legislation to everyone except the tech companies and their allies in Sacramento advocating against it.” Randy Cammack, Teamsters Joint Council 42 president, said his organization is grateful to Aguiar-Curry for her leadership on the bill and support for his members’ safety. “It’s time other elected leaders in California follow her lead and put their constituents ahead of Silicon Valley greed,” he concluded.  

Maryland Clean Trucks Act receives praise from industry groups

WASHINGTON — The recently-passed Maryland Clean Trucks Act is being lauded by some in the trucking industry as a step forward in reducing greenhouse gas emissions. The Partners for a Zero Emission Vehicle Future (PZEVF) and the Volvo Group have both announced their approval of the new legislation. “We support Maryland’s efforts to pursue its environmental goals and believe the Clean Trucks Act will be a meaningful step towards achieving them,” according to a statement from the PZEVF, which represents fleets, owners, operators, environmental interests, truck manufacturers and other transportation stakeholders. “This legislation rightly recognizes that the deployment of zero emission vehicles and their fueling system need to be considered together. By linking these critical elements of the zero emission vehicles (ZEVs) transition, Maryland will provide our members confidence in their ability to invest for our zero-emission future.” Volvo Group leaders said they were pleased to work with lawmakers and other interested stakeholders to provide input that was reflected in the act, adding that they share Maryland’s commitment to the environment and the goal of accelerating adoption of zero-emission vehicles in the marketplace. In 2020, the Volvo Group made a global commitment to having 100% of its product sales be fossil-free by 2040, including a nearer term goal of 35% of product sales being zero-emission by 2030. The realization of these goals will depend on supportive public policies that expedite charging infrastructure availability and provide incentives to offset initially high vehicle and infrastructure costs, Volvo executives noted. “Maryland’s decision to assess the impact of accelerating the integration of heavy-duty zero-emission vehicles in the marketplace and identify actions needed to meet the goals of the Advanced Clean Truck regulation’s goals will foster the greatest chance for success,” said Dawn Fenton, Volvo Group vice president of government relations and public affairs. “This legislation, together with the creation of an incentive program to help offset the early higher costs of these electric vehicles, will help ease the pain for fleets trying to manage the paradigm shift the transportation industry is facing.” The Maryland Clean Trucks Act adopts the California Advanced Clean Truck regulations beginning with the 2027 model year and preceded by amendments which will support the overall marketplace in the shift to zero-emission vehicles. Under the Maryland Clean Trucks Act, the Maryland Department of Environment must examine key factors to ZEV deployment, including electrical capacity, transmission distribution, grid and hydrogen infrastructure, recharging and refueling station needs and considerations, economic feasibility and the role of incentives for vehicles and infrastructure, including funding sources. Findings will be presented to the General Assembly by Dec. 1, 2024, and Maryland would have the authority to delay ACT implementation if it determines it is infeasible to proceed. “We believe the Maryland Clean Trucks Act provides a model for states to think about all aspects of the transition to ZEVs and ensure the marketplace is ready to accelerate the shift,” the PZEVF stated. “We look forward to working with Maryland and other states as they seek to establish a sustainable marketplace for ZEV trucks.”

US trailer industry committed nearly through 2023

COLUMBUS, Ind — Trailer manufacturers and major component suppliers continue to indicate strong demand and lingering supply-chain constraints. Despite expanding availability, 2023 is not yet fully open across the industry, partially because manufacturers continue to face volatile commodity costs, long lead times for some input components and improved but still challenged labor considerations, according to April’s issue of ACT Research’s State of the Industry: U.S. Trailers report. “Seasonally adjusted, the backlog-to-build ratio rose 100 basis points month-over-month, to 8.3 months, with weaker build in a seasonally strong month, from 7.3 months in February,” said Jennifer McNealy, director of market research and publications at ACT Research. “Seasonal adjustment takes dry van BL/BU to 8.3 months and reefers to 10.7, so either way one looks at it, with or without seasonal adjustment, this essentially commits the industry very deep into 2023.” Evidencing the concerns about supply-chain constraints, March’s build per day declined 3% to 1,318 units per day, down from February’s 1,359, McNealy noted. “Overall build rose 14% month-over-month due to three more build days in March than February, a 14% increase,” McNealy said. “Production growth continues its upswing, and our projections point to a continuation of that trend.”  

ACT Research: Net trailer order demand remains healthy

COLUMBUS, Ind. – Although March’s preliminary net trailer orders decreased sequentially and were lower against longer-term comparisons, with 16,800 units (16,300 seasonally-adjusted) projected to have been booked during the month, overall demand for trailers remains solid, according to ACT Research. Final March results will be available later in April; however, the preliminary market estimate should be within +/-5% of the final order tally, ACT officials noted. “Preliminary net orders were 33% lower compared to February’s intake and down 56% versus the same month last year,” said Jennifer McNealy, director of commercial vehicle market research and publications at ACT Research. “Orders pulling back in March is a month earlier than normal seasonality would suggest, but near record-level order backlogs are easy to point to in explaining away the earlier-than-expected deceleration.” McNealy said that despite March’s drop in orders, “we believe demand remains healthy and we’re seeing improved, albeit still somewhat challenged, build data. While we are still waiting for March data, February’s backlog-to-build ratio, a proxy for industry demand strength, was 8.5 months, significantly higher than the historical average. That means fleets needing trailers will need to maintain their patience.” When asked about build and backlog, she commented, “Using preliminary March orders and the corresponding OEM build plans from the March State of the Industry: U.S. Trailers report (February data) for guidance, the trailer backlog should decrease by around 12,000 units to about 230,000 units when complete March data are released. That said, with orders being preliminary and the build number a projection, there will be some variability in reported backlogs when final data are collected.”

Robot Chicken: C.R. England, Kodiak Robotics teaming up for autonomous Tyson Foods deliveries

MOUNTAIN VIEW, Calif. — C.R. England Inc. and Kodiak Robotics Inc. have begun a pilot program to autonomously ship Tyson Foods products between Dallas and San Antonio. According to a news release, the deliveries will launch later in April using Kodiak self-driving trucks and C.R. England refrigerated trailers. Safety drivers will be in the trucks in the initial stages of the pilot. Kodiak officials said that testing indicates that self-driving trucks provide increased safety and reliability. “Tyson Foods is pursuing the leading edge of technology in all aspects of our business, especially in transportation,” said Patrick Simmons, the company’s vice president of transportation. “Autonomous trucks are just one piece of the puzzle in this innovation journey to use technology to operate more efficiently and to help ensure our transportation loads are delivered in a timely fashion.” Through this partnership, C.R. England also joined Kodiak’s Partner Deployment Program, which helps carriers establish autonomous freight operations and integrate the Kodiak Driver, Kodiak’s self-driving system, into their fleet, according to the news release. “One of the categories where C.R. England is a leader is in perishable foods, which require the safest, most reliable on-time delivery possible,” said C.R. England CEO Chad England. “Kodiak’s proven performance and commitment to customer success makes it a great partner to help us introduce autonomous service into our operations. Working with Kodiak enables us to better understand how autonomous vehicles fit into our fleet of the future, while continuing to deliver high quality service and value to great customers like Tyson.” England added that by employing self-driving trucks, “we can increase capacity and expedite deliveries without sacrificing customer service, as our valued drivers will take over to interface with customers and consignees at either end of the load. Our intent is to be a ‘one-stop shop’ for customers, whether they need their freight moved autonomously or not.” “C.R. England’s extensive premium service network provides the ideal scenario for the introduction of autonomous trucks,” said Don Burnette, founder and CEO of Kodiak. “The potential benefits of Kodiak’s technology are far-reaching — for shippers whose reputations are built on the freshness of their products, to end consumers who rely on companies like Tyson Foods to provide products they can trust. Our partnership with C.R. England will clearly demonstrate our value proposition of increasing safety, efficiency and reliability for Tyson Foods and the entire supply chain.”

Frito-Lay to deploy more than 700 electric delivery vehicles by year’s end

PLANO, Texas — Frito-Lay plans to begin using more than 700 electric vehicles for U.S. deliveries by the end of 2023. The company said in a news release that the vehicle deployments are expected to lower emissions by 7,052 metric tons of greenhouse gas emissions annually, equivalent to 1,533 passenger cars removed from the road. The company didn’t say what type of vehicles would be utilized. “Our mission is to create more smiles and a brighter future with every bite,” said Steven Williams, PepsiCo Foods North America CEO. Frito-Lay is a subsidiary of PepsiCo. “As a collective of America’s most beloved brands, we have the unique opportunity to create a real impact by boldly innovating the way food is grown, made and shared.” Frito-Lay officials said that “as sustainability becomes a core topic among consumers, Frito-Lay is using its iconic brands and its place at the table to create positive change, ensuring consumers don’t have to choose between taste and impact.” David Allen, vice president and chief sustainability officer at PepsiCo Foods North America, said that the company hopes to contribute positively to the world, and the opportunity to utilize electric vehicles does just that. “We see it as a great opportunity to ensure our business contributes positively to the world,” he said. “From how our potatoes and corn are grown to how we make, transport, and sell our products, Frito-Lay will continue to leverage our scale to create real positive impact for people and our planet.”

Walmart teams up with Cummins, Chevron to debut 1st-of-its-kind natural gas rig

BENTONVILLE, Ark. — Walmart is reaching a new destination in its goal for a zero-emissions transportation fleet with the debut of the first North American — and the first of five — 15-liter compressed natural gas engine that will be incorporated into Walmart’s private fleet. According to a news release, the X15N engine is supplied by Cummins and fueled by Chevron with compressed natural gas (CNG) linked to renewable natural gas. The Walmart truck will make its inaugural trip from Indiana to California, making pit stops along the way to refuel at Chevron stations. Last year, Walmart announced several first-of-their-kind initiatives among its Class 8 transportation fleet as the retailer pursues its goal to achieve zero emissions across global operations by 2040. And just in time for Earth Week, the introduction of this CNG-powered truck is an important milestone in the retailer’s journey. “Walmart transportation is focused on the continuous piloting of solutions that aren’t just changing the industry, but are having a lasting impact on the world,” said Fernando Cortes, senior vice president of transportation at Walmart. “We are proud to team with Cummins and Chevron to develop industry-leading advancements that pave toward a lower carbon future.” While trucking has historically relied on diesel to fuel its engines, a move toward renewable natural gas is an important step toward lowering fleet emissions. Renewable natural gas is produced when biomethane from decomposing organic matter — such as cow manure or landfill waste – is captured, treated and processed into natural gas. Methane that is not captured and processed is 25 times more potent than carbon dioxide at trapping heat within the atmosphere leading to climate change. “Working with partners like Walmart to test new products like the X15N gives Cummins valuable real-world data that helps us validate our engines prior to moving into full production,” said Puneet Jhawar, general manager – Spark Ignited Products for Cummins. “Chevron has also been very helpful in our test; to help increase CNG fuel availability that will enable adoption of alternate technologies faster.” At the end of the road, it will be featured at the Advanced Clean Transportation (ACT) Expo in Anaheim, California, on May 1-4. At ACT, the vehicle will be on display and available for attendees to jump in and take a ride. “Chevron is constantly pursuing solutions that drive progress toward a lower carbon future,” said Andy Walz, Chevron’s president of Americas Products. “Partnering with Walmart and Cummins on the road trip and demonstration can help us deliver that progress today for the transportation, the industry, and customers who rely on all of our products to advance a lower carbon economy.”

Mixed bag: Sales of natural gas Class 8 tractors see ups, downs over past few months

COLUMBUS, Ind. — Sales of natural gas-powered vehicles were mixed from December 2022 to February, according to the latest Alternative Fuels Quarterly by ACT Research. December activity lagged its year-ago level by 47%, with January falling behind by an even greater margin (-57% year-over-year). February saw a reversal, with year-over-year sales gaining 40%. “In the near term, results were similarly fickle, with December ticking up 1% month-over-month, January plummeting 49% compared to the previous month, and February recapturing 33% of the prior month decline,” said Steve Tam, vice president at ACT Research. “Combined, sales in the three-month period ceded their year-to-date November gain, finishing 2022 up 3.2% compared to 2021.” Tam also noted that sales are down 29% year-to-date for February compared to the same period in 2022. Quantifying activity, natural gas sales totaled 3,837 units in 2022. Through the first two months of 2023, reporting OEMs have sold 403 natural gas-powered Class 8 units.

NoCell Technologies, National Star Route Mail Contractors Association team up against distracted driving

ALISO VIEJO, Calif. — NoCell Technologies and the National Star Route Mail Contractors Association (NSRMCA) have formed a partnership to help reduce distracted driving. NSRMCA represents and advocates for the interests of transportation companies that contract with the United States Postal Service. The partnership allows NoCell Technologies, which develops solutions to use cell phones safely while behind the wheel of commercial vehicles, to provide NSRMCA members access to the NOCELL platform. This commercial-grade solution limits smartphone interaction while the vehicle is in motion to help ensure safe, national transportation of the mail, according to a news release. “This partnership represents a step forward to helping decrease distracted driving,” said Sam Inman, NoCell CEO. “The NSRMCA’s proactive approach to protecting the lives of professional drivers and the public illustrates their commitment to safety.” The news release noted that NSRMCA’s members enable the Postal Service’s delivery to 163 million locations six days a week and collectively manage more than $3.5 billion-worth of postal contracts. “We are excited to partner with NoCell Technologies to make this life-saving platform available to NSRMCA members,” said Greg Reed, NSRMCA executive director. “Transportation companies that contract with the United States Postal Service are the backbone of the USPS surface transportation network, and we must ensure that the leaders of our industry are proactively working to decrease distracted driving while their employees are behind the wheel.” Corey Woinarowicz, NoCell chief revenue officer, called distracted driving “an epidemic in the U.S., and NSRMCA is setting the example for helping to eliminate it. We look forward to working with NSRMCA and its members to help make our roads safer through the NoCell® Platform.”

Grote Industries acquires Star Headlight and Lantern Co.

AVON, N.Y. — Grote Industries has announced that Star Headlight and Lantern Co. Inc. will become part of the newly created Star Safety Technologies by Grote, a holding company wholly owned by Grote Industries Inc. Founded in 1889, Star provides lighting products to a variety of industries, including the rail, amber light and emergency lighting markets, according to a news release. Under this new ownership, Star Safety Technologies will continue to support these markets. “As a long-standing supplier partner to Grote for some of its key warning and hazard products, Star caught our attention with its great quality, innovation, and approach to serving their markets,” said Mike Grote, who will serve as general manager for the holding company. “We are excited about building upon the rich legacy Star has developed over its 134-year multi-generational history within the Jacobs family.” Dominic Grote, president and CEO of Grote Industries, said he welcomes the benefits the combination of the two companies will bring to their respective markets. “When looking for great companies that can help us serve our customers and markets better, the opportunity with Star was a perfect fit,” he said. “Both our companies have been built not only on strong family leadership and commitment to their customers but also on great people and team members that work together in an environment of trust, integrity, responsibility and respect.” “This addition to the Grote family of businesses demonstrates our commitment to embracing opportunities that will help us get closer to our customers and grow and scale our capability to innovate and bring safer, smarter products to the markets we serve,” Grote continued. Christopher D. Jacobs, owner and CEO of Star Headlight and Lantern Company, said he is excited about what the future holds for the company’s team in Avon, its customers and the surrounding community. “As a fifth-generation family business founded in 1889, we are committed to doing what is right for our team, our community and our customers,” Jacobs said. After much consideration and careful evaluation of what is best for Star, we are confident that under the Grote family care and leadership, the Jacobs family legacy of bringing innovative, high-quality products to its customers will continue and prosper.”

TravelCenters of America offering truck drivers free mid-trip inspections

WESTLAKE, Ohio — Ahead of this year’s Commercial Motor Vehicle Safety Alliance International Roadcheck, scheduled for May 16-18, TravelCenters of America (TA) is offering free mid-trip inspections at TA Truck Service centers. The inspections are available now through May 15. “The main purpose of a mid-trip inspection is to help ensure the safety, reliability and functionality of your truck and cargo,” according to a TA news release. “Mid-trip inspections can help identify vehicle issues including worn brake pads, low tire pressure, or fuel system leaks.” To prevent these issues from growing into even bigger problems, it’s important to catch these signs early. A thorough mid-trip inspection covers all aspects of the vehicle, including: Tires — Ensure proper pressure and tread depth, and spot damage or wear early. Brakes –Test the entire system for performance, functionality, safety, and compliance. Fluids — Look out for oil, coolant, and other fluid leaks, or signs of contamination. Electrical System — Verify that the battery, alternator, wiring, connectors, lights, and signals are functioning. Suspension — Detect any damage or malfunction in the shocks and other suspension components. Cargo — Be sure your vehicle’s cargo is secured properly to avoid safety hazards on the road. Click here to locate a TA near you.

Preliminary used truck same dealer sales ballooned in March

COLUMBUS, Ind. — Preliminary Class 8 same dealer used truck retail sales volume managed a sizable gain, ballooning 23% month-over-month in March. The improvement was directionally consistent with, but smaller in comparison to, the 93% pop in auctions sales and a 34% bump in wholesale transactions, according to the latest preliminary release of the State of the Industry: U.S. Classes 3-8 Used Trucks published by ACT Research. Combined, the used truck industry saw preliminary same dealer sales increase 53% month-over-month, the report noted. Compared to February 2023: Average retail volumes increased 23%. Retail price increased 4%. Miles declined 6%. And age declined 2%. Compared to March of 2022: Average retail volumes declined 13%. Price declined 26%. Miles increased 3%. And age declined 1%. Steve Tam, vice president at ACT Research, said that historically, March is one of the best months for sales, but not as strong as indicated by preliminary data. “Regardless, buyers are taking advantage of improved inventory and lower prices to refresh their fleets with younger, lower mileage units,” he said. “The preliminary average retail price (same dealer sales) of used Class 8 trucks sold in March gained 4% month-over-month, to $74,500, or 26% below where it was in March 2022. The unexpected gain is somewhat the result of younger, lower mileage trucks making their way into the market as the logjam on new truck purchases and subsequent trades continued to break up.” Tam said that fleets have been forced to hold onto their trucks longer because of supply-chain constraints. “Will there eventually be a large influx of meaningfully older, higher mileage trucks into the secondary market?” he questioned. “And if so, what will happen to pricing? While no one knows for sure, we do expect an uptick, but not a flood, of this vintage of equipment.”

Senator visits Virginia Volvo facility to tout battery-electric tax credits

DUBLIN, Va. — Democrat Virginia Sen. Tim Kaine visited Volvo Trucks’ New River Valley (NRV) facility in Dublin, Virginia, on Thursday, April 13, to discuss the Inflation Reduction Act’s (IRA) Commercial Clean Vehicle Credit. Volvo Trucks North America is a certified manufacturer eligible for the IRA. This equates to a $40,000 tax credit for buying a battery-electric truck, a news release stated. Volvo Trucks’ NRV is home to approximately 3,600 employees and it is the largest Volvo Trucks manufacturing facility in the world. “NRV produces the Volvo VNR Electric, an integral part of Volvo’s goal of 35% of global vehicle sales being fully electric by 2030,” the news release stated. Volvo Trucks first began taking customer orders for its first Volvo VNR Electric model in December 2020, with commercial production starting in quarter two 2021 at NRV. “Since then, Volvo Trucks has delivered the Volvo VNR Electric to customers in several states across the U.S., collecting operating data to continually improve the technology to increase the efficiency of the truck under varying operating conditions,” the news release stated. The next generation Volvo VNR Electric is now open for order.  

Navistar issues recall due to insufficient wiring, possible fire risk

WASHINGTON — Navistar has issued a significant recall involving 44,887 units due to wiring issues. According to a filing with the National Highway Traffic and Safety Administration (NHTSA), the recall affects certain certain 2016-20 International DuraStar, WorkStar and 2017-18 International TranStar models, as well as 2018 International ProStar, 2020 International HV, MV and 2018 IC Bus HC Commercial buses. The heating, ventilation and air conditioning (HVAC) blower motor circuit may have an insufficient wiring terminal that can overheat and cause a fire, according to the NHTSA report. Dealers will replace the HVAC blower motor load circuit wiring terminal free of charge. Owner notification letters are expected to be mailed June 5, 2023. Owners may contact Navistar’s customer service at (800) 448-7825. Navistar’s number for this recall is 23510.

EPA’s newest proposal to cut big rig emissions drawing ire from trucking industry

WASHINGTON — The U.S. Environmental Protection Agency (EPA) is proposing a new and stronger set of greenhouse gas standards for heavy-duty vehicles for model years 2027 through 2032, building from the “Phase 2” greenhouse gas standards established in 2016. The agency made the announcement on Wednesday, April 12. This comes on the heels of a December 2022 announcement that the EPA finalized its new national clean air standards to cut smog-and soot-forming emissions from heavy-duty trucks beginning with model year 2027.  That action was the first under EPA’s three-stage Clean Trucks Plan The newest “Phase 3” greenhouse gas standards “would significantly reduce carbon emissions from heavy-duty vehicles and, through the increased use of zero-emission vehicle technology projected in the proposal, would also reduce emissions of smog and soot-forming pollutants and help to address the challenges of global climate change and air pollution in communities near major roadways,” according to an EPA news release. EPA last revised the greenhouse gas standards for on-highway heavy-duty trucks and engines in 2016 under the “Phase 2” greenhouse gas program. Those standards are on track to achieve greenhouse gas reductions from medium-and heavy-duty vehicles in model year 2021 through 2027, according to the EPA. Reaction to the proposal has come swiftly from trucking industry leaders. Todd Spencer, president of the Owner-Operator Independent Drivers Association, called it a “regulatory blitz on small-business truckers.” “The latest proposal comes on the heels of a hurried NOx emissions rulemaking finalized in December, along with a California waiver mandating sales of electric trucks,” Spencer continued. “Today’s announcement is a blatant attempt to force consumers into purchasing electric vehicles while a national charging infrastructure network remains absent for heavy-duty commercial trucks.” Spencer said that professional drivers are skeptical of electric vehicle (EV) costs, mileage range, battery weight and safety, along with charging time and availability. “It’s baffling that the EPA is pushing forward with more impractical emissions timelines without first addressing these overwhelming concerns with electric (commercial motor vehicles) CMVs,” he said. “The pursuit of this radical environmental agenda in conjunction with an anticipated speed limiter mandate will regulate the safest and most experienced truckers off the road.” Chris Spear, president and CEO of the American Trucking Associations (ATA), said that the trucking industry shares “the goal of reducing greenhouse gas emissions and improving fuel efficiency and believes any regulation must be practical, achievable and based on sound science. Our members have a long history of adopting the cleanest emissions technology on the road today and are making the necessary investments to support a decarbonized future.” Spear said that while the standards are directed at manufacturers, it is fleets — the customers and end-users of this equipment — who will ultimately determine their level of success. “The Phase 3 standards must take into account the complex challenges and operating conditions facing motor carriers as we manage the transition to a zero-emission future while simultaneously moving more than 72% of the economy’s freight,” he said. “As we review the proposed rule, ATA will remain engaged in the regulatory process to ensure the agency arrives at a regulation that has realistic equipment adoption timelines, is technologically feasible, and will not cause additional inflationary pressures if finalized.” Spear also addressed the agency’s decision to reopen its Phase 2 regulation that was finalized in 2016: “We are extremely disappointed that EPA has chosen to reopen the Phase 2 regulation, which had been set for years. To make the plans and investments necessary for a successful transition, our industry needs regulatory certainty — not whimsical changes of mind from year to year,” he said. “Our industry has always found ways to partner with EPA on regulations that are tough but achievable. If EPA wants us to remain a willing participant, their going back and changing what was already agreed upon is not how to do it.” What vehicle types are covered by the proposal? The proposed Phase 3 rulemaking applies to heavy-duty vocational vehicles, such as delivery trucks, refuse haulers, public utility trucks, transit, shuttle and school buses, along with tractors, such as day cabs and sleeper cabs. Overview of proposed standards EPA’s proposal includes new and stronger greenhouse gas standards that phase in over model years 2027 through 2032. The proposed program revises the model year 2027 standards to be more stringent than the existing Phase 2 greenhouse gas standards for vocational vehicles and day cab tractors. It also introduces new standards for vocational vehicles and day cab tractors that become more stringent every model year from 2028 through 2032. For sleeper cab tractors, the proposed Phase 3 program introduces new standards in model year 2030 that increase in stringency in model years 2031 and 2032. “The proposed Phase 3 program maintains the flexible structure created in the Phase 2 greenhouse gas program, which is effectively designed to reflect the diverse nature of the heavy-duty industry,” according to the EPA news release. Under that structure, the proposed standards do not mandate the use of a specific technology and EPA expects internal combustion engine and zero-emission vehicle (ZEV) technologies will both play important roles in reducing greenhouse gas emissions. Like the Phase 2 greenhouse gas program, these standards include emission standards that are differentiated by vehicle type and use, as well as an averaging, banking and trading program that allows manufacturers to trade credits, bank credits for future years and average credits in meeting the standards. Projected mix of technologies The proposed standards are performance-based, allowing each manufacturer to choose what set of emissions control technologies is best suited for their vehicle fleet to meet the standards. EPA projects that one potential pathway for the industry to meet the proposed standards would be through: 50% ZEVs for vocational vehicles in model year 2032, which includes the use of battery electric and fuel cell technologies. 34% ZEVs for day cab tractors in model year 2032, which includes the use of battery electric and fuel cell technologies. 25% ZEVs for sleeper cab tractors in model year 2032, which primarily includes the use of fuel cell technologies. These projections are even higher for many vehicle types. Building on momentum The proposed standards align with and support the commitments and billions of dollars’ worth of investments from trucking fleets, vehicle manufacturers, and U.S. states as they plan to increase the use of zero-emissions technologies in heavy-duty fleets. As these technologies have been advancing, battery costs have continued to decline. Early ZEV models are in use today for some heavy-duty applications and are expected to expand to many more. “These ongoing technological innovations allow for appropriate and feasible reductions in greenhouse gas emission standards considering cost, lead time, and other factors,” the news release stated. “The Bipartisan Infrastructure Law and the Inflation Reduction Act provide unprecedented investments to support the development of and market for ZEV technologies and their infrastructure.” In addition, multiple states have acted to accelerate the adoption of heavy-duty ZEVs, including California’s action to set ZEV sales requirements under its Advanced Clean 2 Regulatory Announcement Trucks program (requirements that multiple other states have moved to adopt), as well as the signing of the Multi-State Memorandum of Understanding by 17 states and the District of Columbia to establish specific goals for increasing heavy-duty ZEVs. Climate and air quality urgency “Greenhouse gas emissions have significant impacts on public health and welfare,” EPA officials said, noting that “transportation is the single largest U.S. source of greenhouse gas emissions, making up 27% of total greenhouse gas emissions.” Within the transportation sector, heavy-duty vehicles are the second largest contributor, at 25% of all transportation sources. “The proposed standards for heavy-duty vehicles would avoid approximately 1.8 billion metric tons of greenhouse gas emissions from 2027 through 2055, making an important contribution to efforts to limit climate change and its impacts such as heat waves, drought, sea level rise, extreme climate and weather events, coastal flooding and wildfires,” according to the EPA. “These greenhouse gas reductions would benefit all U.S. residents, including populations such as people of color, low-income populations, indigenous peoples, and/or children that may be especially vulnerable to various forms of damages associated with climate change.” The proposed Phase 3 program is expected to increase use of zero-emission heavy-duty vehicles, which would reduce emissions of smog and soot forming pollutants by: 650 tons of particulate matter. 72,000 tons of nitrogen oxides. 21,000 tons of volatile organic compounds, compared to 2055 levels without the proposal. The proposed standards would reduce air pollution near roads as well, the EPA noted. “Near-roadway communities are often low income or communities of color, and children who attend school near major roads are disproportionately represented by children of color and children from low-income households,” the news release stated. “These populations would benefit most directly from the projected emission reductions. Reducing these emissions would also provide cleaner air for communities across the country, prevent health issues like asthma, and ultimately save money, lives and trips to the hospital.” Benefits EPA estimates that the total benefits of this proposal far exceed the total costs, by as much as $320 billion. “Society would realize approximately $87 billion in climate benefits and up to $29 billion in benefits from fewer premature death and serious health effects such as hospital admissions due to respiratory and cardiovascular illnesses, along with approximately $12 billion in reduced reliance on oil imports,” according to the EPA. Costs and consumer savings The EPA claims that heavy-duty vehicle purchasers would see approximately $250 billion in savings associated with less fuel used and less vehicle maintenance and repairs needed through 2055. EPA estimates the cost of compliance with the program for manufacturers would be only about $6 billion, after accounting for an estimated $3 billion in cost reductions from battery tax credits provided by the Inflation Reduction Act. After accounting for the vehicle purchase tax credits provided under the Inflation Reduction Act, the EPA estimates the typical buyer of a new heavy-duty zero-emission vehicle would: Pay an average of between $900 and $11,000 more in upfront costs for a model year 2032 vocational vehicle ZEV than for a conventional, including the cost of electric vehicle charging infrastructure, but recoup these costs in 3 years or less through yearly operational savings. Pay an average of $17,000 more in upfront costs for a model year 2032 day cab tractor ZEV than for a conventional, including the cost of electric vehicle charging infrastructure, but recoup these costs in three years or less though yearly operational savings. Pay an average of $15,000 more in upfront costs for a model year 2032 sleeper cab tractor ZEV than for a conventional but recoup these costs in seven years or less though yearly operational savings.  

Spring provides good opportunity for truck maintenance checks

GRAIN VALLEY, Mo. — Spring has sprung. The clocks have moved forward one hour — at least for most of the U.S. — and flowers and trees are in full bloom. This time of year provides optimal conditions for a seasonal check of a number of items to keep trucks operating properly. A regular maintenance program is critical to keeping drivers on the road and can help reduce operating costs and save fuel usage. To assist drivers, Tom Crowley, regulatory specialist with Owner-Operator Independent Drivers Association, has provided insight on some essential things on a truck to check to keep it operating properly. Additionally, Truckstop has developed The Trucker’s Guide to Succeed in 2023, which provides truck maintenance schedules, fuel consumption assistance and time management information to help make your business more efficient. Maintenance Items Tire pressure: After the cold weather season, tire pressure tends to decrease and directly affects fuel mileage. Properly inflated tires on any vehicle are an important safety measure and will maximize tire life. Brakes and air pressure: If not properly cared for, brakes can be a common source of issues, along with air pressure and air tanks forming a lot of moisture. When temperatures are lower moisture can form ice and freeze and more, moisture can form in the warmer months. Keeping everything lubricated properly is the key to maintaining brakes. Air leaks: Leaks in air lines are more prone to occur during the winter. Especially when connecting trucks to trailers they get hard and freeze which can result in breaks and leaks. Leaks should be diligently checked on a consistent basis. Air filters: Filtration systems are extremely important to keep up with regularly. Throughout the winter season dust and salt particles build up and cleaning them out can help the vehicle operate. Simple maintenance can help alleviate the need to overspend on this area of the truck in the future. Battery life: Winter conditions can be harsh on battery life. Checking for corrosion that may have resulted and keeping the battery clean is important. Also, checking the battery cables to make sure they are not rubbing against anything that can create a hole or tear in them is critical. Coolants: Using the correct coolant and maintaining the proper level will help keep the engine operating properly at the right temperature. Carrying a gallon of the correct coolant while on the road is recommended. Engine oils: Today’s engines are increasingly high-tech and require a variety of viscosity grades. If you use a low-viscosity oil such as a 5W or 0W-40 in the winter, you may want to switch to a 10W-30 or 15W-40 in warmer weather months. When choosing an engine oil, always check with the engine manufacturer to confirm the best engine oil to use, and then be sure to stick with what they recommend. Spending some time on the maintenance of your truck can save days on the road and prevent a loss of income. Whether checking all of these items yourself or having the service done by a professional, it is extremely important to make sure your truck is well maintained and to keep up with all necessary inspections.

Hendrickson introduces new suspension system for Freightliner models

WOODRIDGE, Ill. — Hendrickson Truck Commercial Vehicle Systems has partnered with Freightliner Trucks to offer a new, heavy-duty rear rubber suspension system for certain Freightliner models. According to a news release, the part, dubbed Haulmaax Ex, is part of a chassis enhancement program for all Freightliner Vocational M2, SD and Plus models. “The Haulmaax Ex suspension provides the versatility needed for trucks that operate both on-and off-highway,” according to the news release. “Equalizing beams on the suspension distribute the load equally between both axles to maintain traction in off-road and uneven terrain conditions. An integrated jounce stop protects the spring system from over compressing, helping to extend component life and reduce maintenance costs.” When paired with Hendrickson Traax Rod torque rods, Hendrickson officials say stability is enhanced and articulation is increased for improved on/off-highway operation. “Customers today expect more out of their vocational suspensions. Haulmaax Ex exceeds expectations by expanding on the capabilities of the original Haulmaax Ex design, with up to a 70,000-pound job site rating for the 46,000-pound capacity suspension. Haulmaax Ex is extremely rugged, supporting demanding vocational applications and offering capacities of 40,000 pounds, 46,000 pounds, and now 52,000 pounds,” said Ashley Dudding, director of engineering at Hendrickson. “Hendrickson utilized our industry-leading analysis and validation techniques to ensure Haulmaax Ex would meet these rigorous demands, minimize maintenance requirements and deliver an advanced, lightweight vocational suspension to the market.”

Shell’s Starship big rig making transition to natural gas

HOUSTON — In anticipation of the next phase of development for the Shell Starship initiative, Shell’s diesel-powered Starship 2.0 completed a final run late in 2022 as part of the Shell Lubricants Supply Chain fleet, which has been evaluating several decarbonization options for on-highway fleets of Class 8 tractors. The deliveries included a full load of Shell Lubricants, including Shell Rotella, a news release noted. “This drive gave us further insight into the impact of efficiency testing with different payloads and miles driven, demonstrating tangible benefits for the freight transport industry as it seeks to lower emissions,” said Dr. Selda Gunsel, president of Shell Global Solutions and vice president of fuels and lubricants technology at Shell. “We again worked with the North American Council for Freight Efficiency to monitor and verify the results.” Shell officials note that “the path to a lower carbon energy future will require a range of solutions. Since 2018, the ambition of the Shell Starship initiative has been to demonstrate how a Class 8 truck’s energy usage can be reduced by harnessing currently available energy-efficient technologies and lubricants, as the transportation industry accelerates toward a lower carbon future.” Final Starship 2.0 Run Shell Starship 2.0 successfully executed two trips traveling 3,670 miles on existing routes between the Shell Houston Regional Distribution Center to the Fontana Regional Distribution Center (FRDC) in California and from Fontana to the Atlanta Regional Distribution Center (ARDC). These are routes that are normally driven by a standard Class 8 diesel truck and provided additional data measuring freight ton efficiency and fuel economy, according to the news release. The first of these runs, loaded with approximately 46,380 pounds of Shell Rotella engine oil, drove from Houston to Fontana, where it was unloaded at FRDC. For the second leg of the drive, Shell Starship 2.0 was again fully loaded, carrying approximately 45,988 pounds of product to the brand new ARDC in Atlanta. The Shell Starship 2.0 drives achieved the following results: Houston to Fontana Shell Starship 2.0 achieved 241.5 ton-miles per gallon for freight ton efficiency — a 3.1 times improvement over the North American average freight ton efficiency for trucks, which is 75.9 ton-miles per gallon. It saw 10.41 MPG on the drive from Houston to Fontana. Its best section fuel economy was 11.2 MPG. Fontana to Atlanta Shell Starship 2.0 achieved 251 ton-miles per gallon for freight ton efficiency — a 3.3 times improvement over the North American average freight ton efficiency for trucks. Shell Starship 2.0 achieved 10.92 MPG on the cross-country drive from Fontana to Atlanta. Its best section fuel economy was 12.1 MPG. Shell Starship 3.0 Plans for the next generation of the Shell Starship initiative will be announced on May 2 at ACT Expo in Anaheim, California. “Version 3.0 will again be updated and use the most modern technology and advanced lubricants as Shell again seeks to show what is possible for efficient Class 8 trucks now and in the future,” according to the news release. This includes the new Cummins X15N natural gas engine. “Shell Global Lubricants is pleased to move forward with the development of Shell Starship 3.0 which will feature the Cummins 15L natural gas internal combustion engine, in an innovative truck design,” said Tom Mueller, global general manager of Shell’s commercial road transport lubricants. “The updated Starship will integrate a best-in-class aerodynamic cab, trailer and tires, with an efficient powertrain and driveline, powered by Shell Renewable Natural Gas and Shell Rotella low-friction lubricants.” Puneet Jhawar, general manager of Cummins’ Global Spark Ignited Business, said that his company is excited to help advance the innovative work of the Shell Starship 3.0 project by integrating the new X15N big bore natural gas engine. “The growth of the renewable natural gas supply and addition of public (compressed natural gas) refueling locations is helping long-haul fleets recognize the environmental, economic and operational benefits natural gas engines can deliver, with minimal disruption to their business model,” he said. This completed the diesel-powered testing of the Shell Starship initiative, which conducted cross-country drives in 2018 and 2021 designed to demonstrate the real-world capabilities of currently available Class 8 truck technology.