Equipment & Tech Archives

ACT Research’s US Class 8 Tractor Dashboard showing ‘downbeat readings’

The Trucker News Staff - August 25, 2022

COLUMBUS, Ind. — The top line on the Class 8 Tractor Dashboard was unchanged in June, the fourth month of moderately downbeat readings. This according to ACT Research’s recently released Transportation Digest. “Our interpretation is a gradual erosion for Class 8 market demand in the second half, but no ‘spiral down’ and certainly not a ‘cliff event’,” said Kenny Vieth, ACT’s President and Senior Analyst. He continued, “With talk of recession in the air, we think the Dashboard reading, while negative, still suggests a better outcome for Class 8 than was the case in our last two recessions (COVID 2020 and the 2008-2009 Great Recession).” When asked about the take-away, Vieth concluded, “Looking at the components that comprise the index, we did see some very modest improvement in the freight-related metrics, with two categories exiting negative territory into neutral. However, ‘positive’ readings were cut in half in June, with just two of fifteen variables in positive territory. Combined with six indicators in negative territory, the Dashboard stood at -4 for a third consecutive month.” Vieth also mentioned that “for readers who are new to this framework or want a refresh, we believe that the dashboard offers a three-to six-month forward-looking window into conditions in the U.S. tractor market.”

Safety Series: Pre-trip checks save time and cash during CVSA inspections

Cliff Abbott - August 25, 2022

“Did you do a pre-trip?” This a question drivers are sometimes asked. The answer is almost always “yes.” It’s even in the driver’s record of duty status. In Canada, drivers are still required to complete a Daily Vehicle Inspection Report. In the U.S., the form only needs to be completed if defects are found — no form means passing condition. This is also a question Kerri Wirachowski often asks drivers when she visits weigh stations and other inspection sites. She’s the Director of the Roadside Inspection Program for the Commercial Vehicle Safety Alliance (CVSA). She’s no longer a vehicle inspector, but she visits those sites to stay current on what both drivers and inspectors are facing. “On a recent inspection, I pointed out a crack in the windshield and the driver told me it had been there for more than a week,” she said. “I found a cracked rim and he said he just thought it was a scratch.” Wirachowski pointed out that recording things like this on an inspection form brings another set of eyes to the problem, and can often the problem can be it fixed before a CVSA inspector finds it. She’s sympathetic to drivers that haven’t been trained how to properly inspect — to a point. “I’d ask drivers what size brake chambers are on their truck, and they don’t know,” she said. If a driver doesn’t know the correct push rod travel limits, he or she obviously can’t check brake adjustment during a pre-trip inspection. “You only have one truck, right?” she said. “Then you probably only need to know two types of chambers and have a way to check them. But they don’t.” Part of the problem with brake adjustment is that automatic slack adjusters have been required on new tractors for over 27 years. “There’s a mindset that you can just forget about it,” Wirachowski said of automatic slack adjusters. “Well, that’s not true. You can’t just put it on there, then forget it and never go look at the maintenance of the brakes, bushings and everything else.” Trucks equipped with disc brakes don’t have slack adjuster issues, but those brakes aren’t foolproof, either. Rotors build up heat and can crack from the stress. Another area Wirachowski says is often a problem during inspections is tire pressure. “A lot of trailers are equipped with tire inflation systems, but how does the driver know that’s working properly?” she said, noting that many such systems come with a monitoring system the driver can see. “A lot of the new tractors out there come with the self-check, so the driver can just hit the switch and go around and see all the lights flashing, see the ABS (automatic braking system indicator light) cycling and everything,” she continued. However, those systems don’t help much if they aren’t used or if the driver doesn’t know how to use them properly. Some drivers still check tires the old-fashioned way with a hammer, a tire “thumper” or even with a kick. These methods might identify a flat, but they’re not very accurate at finding underinflated tires. “I always used to joke that I had about a 20-pound tire kicker, because every time I found a low tire the pressure was never higher than about 30 psi,” Wirachowski said. “If a tire is 10 or 15 pounds low, it’s hard to tell that with a kick.” Wirachowski said that carriers can take steps to help their drivers keep trucks in good repair. “If they’re doing a PM and don’t measure all of the slack adjusters, they’re wasting their time,” she said. “With extended oil change intervals, it’s important that they check everything when they have the truck in.” Many carriers, however, use vendors for their PMs so trucks can be serviced without being routed to a terminal. Two things need to happen when vendors are used, according to Wirachowski. The first is that the carrier has to trust that the vendor is doing a complete PM, including a thorough inspection. The second thing is up to the driver. “We had a guy come in yesterday. Eight out of 10 bolts holding the hub cap on were loose, and all the oil had leaked out,” she said. “I looked over at the other side of the truck and an inner wheel seal was leaking and had contaminated the brakes on that side. The driver said he had told the vendor to check it.” It’s important that drivers check the service provider’s work, she said. If they’re not sure what to check for, they may have to get someone from their carrier’s maintenance department on the phone to walk them through the process. It’s easy for drivers to assume maintenance items are taken care of, especially when the carrier tells them where to stop and sends instructions directly to the vendor. But ultimately, it’s the driver who’s stuck on the side of the road when the truck is out of service for a repair that should have been made. Wirachowski says ELDs (electronic logging devices) have cleaned up a lot of the “form and error” citations that used to be written with paper logs, but she pointed to another issue. “Drivers are required to have the (ELD) user manual and to know how to transfer electronic data to law enforcement,” she said. “Many don’t have a clue.” ELDs aren’t a pre-trip item, but they can cause the driver to fail a roadside inspection. ELD manufacturers often make sure instructions are included in the device so they can’t be lost — but that doesn’t help if the driver can’t find them. And with more than 500 different ELDs registered with the Federal Motor Carrier Safety Administration, inspectors can’t know how every single one works, she said. “All the information is there but the driver gets cited because he doesn’t know how to access it,” she said. Carriers often trade trucks regularly, so drivers benefit from newer equipment that is less likely to have inspection defects. Still, it’s the driver who has to wait for repairs when inspections are failed, and those delays can cause the driver to miss the next load, hitting drivers right in the pocket. Pre-trip inspections help drivers to know the condition of their equipment — before someone in uniform writes it down for them.

Circle Logistics enhances spot market by monitoring non-API boards with intelligent bots

The Trucker News Staff - August 24, 2022

FORT WAYNE, Ind. — Circle Logistics is using Transport Pro’s backend rate engine platform for access to non-Application Programming Interface (API) boards and competitive rates. Using its Spot Quote system, Circle Logistics “has successfully built multiple AI-enabled bots to monitor those boards and bid in real-time using the rate engine,” according to a news release. The platform integration allows Circle’s team members to assist customers more quickly and effectively for rate monitoring and automated bidding on API and non-API boards for the spot market. “One of the most beneficial digital freight brokerage capabilities is monitoring data in real-time,” Eric Fortmeyer, president and CEO of Circle Logistics, said. “These tools empower our customer service representatives to have confidence in the customer quoting ability to adapt to market changes in a volatile market. This tech is also helpful in managing back office day-to-day operations.” The news release stated that “although API’s enable logistics service providers to quickly, efficiently and accurately retrieve and process data, some boards are not equipped with API-based software, so the ability to create bots to communicate with those systems enables Circle to offer loads that may not otherwise be easily accessible.” Kenneth Kloeppel, director of technology, Transport Pro, said that his company’s “backend rate engine platform compiles rate data from the load a broker moves, as well as data from top load boards. With this integration, Circle Logistics can build custom tools to communicate with APIs and non-API boards using bots that monitor the available load boards and offer real-time quoting based on preconfigured margins, which greatly empowers the Circle team and customers.”

McLane Company integrates Volvo VNR electric trucks into Southern California supply chain logistics

The Trucker News Staff - August 24, 2022

LOS ANGELES — Volvo Trucks North America customer McLane Company is taking delivery of three Volvo VNR Electric trucks to provide zero-tailpipe emission deliveries in Southern California. The Volvo VNR Electric trucks are the first Class 8 electric tractors that will be on the road for McLane and will operate on the highways and city streets of the densely populated Los Angeles metropolitan area, transporting products to valued customers, including leading convenience and grocery stores. “McLane is a dedicated environmental partner supporting its customers in their sustainability goals and aligning well with Volvo Trucks’ own commitment to quieter cities, cleaner air, and efficient, sustainable transport,” Peter Voorhoeve, president of Volvo Trucks North America, said. “The adoption of battery-electric trucks continues to expand in Southern California and our dealer partner TEC Equipment has been invaluable in providing support to customers as they begin their electromobility journey.” Through McLane Grocery and McLane Foodservice, McLane operates more than 80 distribution centers and one of the nation’s largest private fleets. The company buys, sells and delivers more than 50,000 different consumer products to nearly 110,000 locations across the nation. As part of its Green Advantage initiative, McLane has made operational improvements that will not only reduce its environmental impact, but also make it a better and more efficient company. The three VNR Electric trucks McLane is integrating into its fleet feature Volvo Trucks’ adaptive-loading system, which helps improve energy efficiency. The adaptive-loading system switches automatically between 6-by-2 and 4-by-2 drive-axle configurations using a forward axle that lifts tires off the ground when a trailer is empty, nearly empty, or carrying a light load. McLane’s Volvo VNR Electric trucks have an operational range of up to 275 miles and were designed as sustainable transportation for fleet operators looking to decarbonize their distribution, supporting local and regional pickup and delivery, and food and beverage distribution. To support its new battery-electric trucks, McLane has installed a 62.5 kW charging infrastructure that includes two ChargePoint Express 250 Stations. “We are excited to add these new battery-electric tractors to our fleet,” Tony Frankenberger, chief executive officer of McLane Company, said. “McLane is committed to improving the communities we serve and to exemplify the innovation and leadership needed to help our customers meet sustainability goals with the adoption of zero-tailpipe emission battery-electric vehicles.” Volvo Trucks national accounts electromobility team consulted with McLane to determine ideal routes for the Volvo VNR Electric, based on vehicle range, ideal charging opportunities, and duty cycle. TEC Equipment’s Fontana location will be the servicing dealer. TEC Fontana was Volvo Trucks’ first Certified Electric Vehicle dealership and will support McLane with maximizing vehicle uptime by performing all scheduled maintenance with specialty trained technicians and maintaining an inventory of parts and components. The three trucks are part of the SWITCH-ON project, a grant to Volvo Trucks to deploy battery-electric trucks in Southern California for regional freight distribution and drayage. The U.S. Environmental Protection Agency’s (EPA) Targeted Air Shed Grant Program is providing the funding, supplemented by the South Coast AQMD for charging infrastructure, to improve air quality in the region.

Truck manufacturers call for investment, coordination to support zero-emission vehicle rollout

The Trucker News Staff - August 24, 2022

TACOMA, Wash. — Speaking jointly on a recent panel at the Green Transportation Summit and Expo, representatives from Daimler Truck, Navistar, PACCAR and Volvo Group outlined a shared vision for an industry-wide transition to medium-and heavy-duty zero-emission vehicles (ZEV). “ZEV commercial vehicles are in production and ready for use in many applications,” Dawn Fenton, vice president of government and public affairs at Volvo Group North America, said. “But the ZEV transition relies on more than OEM innovation. To get these vehicles onto roads, our nation must prioritize a coordinated and comprehensive strategy, encouraging ZEV uptake and addressing gaps in charging and utility infrastructure. For this reason, Volvo Group applauds the recent adoption of the Inflation Reduction Act and the Infrastructure Investment and Jobs Act which provide meaningful federal support for heavy-duty zero emission vehicle and infrastructure deployment.” The four OEMs are founding members of Partners for a Zero Emission Vehicle Future, a growing coalition of stakeholders from across the transportation industry that considers ZEVs to be the future of commercial transportation. PZEVF (Partners for a Zero Emission Vehicle Future) members include trucking associations, private operators, and other stakeholders committed to meeting environmental and economic goals of medium-and heavy-duty ZEV deployment. Members of the panel addressed a wide range of issues, including the benefits of a coordinated national approach to ZEV deployment, the importance of point-of-sale EV sales incentives to defray upfront purchase costs for fleets and operators, the challenges facing electric utilities tasked with upgrading grids and the interplay of federal and state legislation in aligning policies and programs to support deployment targets. The Inflation Reduction Act, which contains tax credits for the purchase of medium-and heavy-duty ZEVs and installation of charging infrastructure, was cited by panelists as an example of policy progress, who cautioned more must be done. “In the early stages of the industry’s transition to zero emissions, grants and incentives are essential to help operators and owners offset initial higher purchase costs and encourage deployment of these vehicles on our nation’s roads,” said Alec Cervenka, Kenworth Zero Emissions sales manager, who represented PACCAR on the panel. “Down the road in the future, as volumes increase and the industry brings to bear economies of scale, we eventually expect ZEV technology to provide a Total Cost of Ownership on par or better than the current diesel truck.” Panelists pointed to California as an example of medium-and heavy-duty ZEV leadership, noting that more needed to be done to achieve the aggressive ZEV adoption goals that many states are pursuing, with investment in charging infrastructure as a key example. “We are committed to zero emission trucks and buses,” Kevin Maggay, senior manager of public policy at Navistar, said. “Successful build out of charging and refueling infrastructure is one of the key drivers to successful adoption of zero emission technologies. As states look to grow deployment of commercial vehicle zero emission technology, infrastructure build out should lead and keep pace with vehicle deployments to drive a smooth technology transition.” Despite the challenges ahead, OEM representatives were adamant that, through collaboration and cooperation among public and private stakeholders, the end goal of ZEV commercial truck fleets was achievable. “From consumers to policymakers to OEMs, it is clear the nationwide transition to ZEVs is necessary and imminent,” Kevin Otzenberger, eMobility product marketing senior analyst at Daimler Truck North America, said. “We must learn from the earliest lessons this nascent transition has to offer in order to make the long-term, nationwide deployment of ZEVs a success.”

Loadsmith launches mobile app for drivers

The Trucker News Staff - August 24, 2022

DENVER — Loadsmith has launched its new Loadsmith Driver App, which it says is the first mobile app for truck drivers that provides 24/7 access to view every available load in the Loadsmith Freight Network and book loads with just a tap. Available now in the Apple App Store and on Google Play, Loadsmith’s Driver App allows carriers “to maximize their loaded drive time and income by giving them complete control over load scheduling, tracking and billing on their own schedule,” a news release stated. “And by facilitating the transactional tasks of load management, the app gives drivers and their Loadsmith carrier manager counterparts more time to discuss business growth opportunities and build stronger relationships, rather than focusing on load transactions.” Uriel Guizar, CEO at Glo Cargo Inc., said that the new app allows him to plan his entire schedule for the next few weeks, booking every load in advance. “That means I can earn more and make plans with my family because I know when I’ll be home and when I’ll be on the road,” Guizar said. “Plus, with so much freight available in the Loadsmith Freight Network, I have more opportunities for loaded drive time, which increases my earnings.” Complete load management Built on the Loadsmith CaaS platform, the Loadsmith Driver App allows carriers to: View all available freight in the LFN in real-time to plan their schedules out weeks at a time, if desired. Book loads directly through the app at the Book it Now price or submit an offer for instant consideration and feedback. Real-Time visibility into every load through Loadsmith’s integration with Project44 for automated arrival and departure times with shippers and consignees using Project44 geofencing. Submit proof of delivery (POD) and invoices directly through the app to accelerate payment time. Powered by Triumph Pay, Loadsmith’s world-class payment system delivers remittance in less than 48 hours from receipt of invoice with an average of just seven days to pay from date of delivery. View a complete history of their work through Loadsmith for tracking and reporting. “Our aim is to make our platform as simple, seamless and profitable as possible for drivers, and this new app puts everything they need right at their fingertips so they can do business on their timeline,” said Brett Suma, CEO of Loadsmith. “With 24/7 access to our entire freight network, the Loadsmith Driver app means we’re working for drivers, day or night. And when they do need to talk to one of our carrier managers, they can have real, meaningful dialogue about business strategy, knowing the logistics tasks have all been handled.” In the coming months, Suma says Loadsmith plans to launch a desktop Carrier Portal based on the same data and infrastructure. The portal will give dispatchers that have multiple trucks under management real-time visibility to see where all their freight and drivers are at any time in the Loadsmith network.

Sales on the rise: Signs point to slowing market, but truck buyers keep buying

Cliff Abbott - August 24, 2022

U.S. sales of new Class 8 trucks remained above the 20,000 threshold for the third consecutive month in July, reaching 20,919 according to data received from ACT Research. In 2021, three total months exceeded the 20,000 mark, including December, which is typically the biggest sales month of the year. This year, sales lagged behind last year’s pace until finally catching up in June and then pulling ahead in July. For the first seven months of 2022, OEMs reported sales of 136,165 on the U.S. market compared to 131,571 at the same time last year — an increase of 4,594 trucks (3.5%). Compared with an exceptionally strong June, however, July sales dropped by 1,931 units for a decline of 7.6% month over month. Contrasted with July 2021 however, sales increased by 20.8% with delivery of an additional 3,595 trucks in July this year. Note that June is the final month of the second quarter; quarter-ending months are typically strong as carriers adjust their numbers in preparation for SEC filings. Clearly, truck manufacturers are finding solutions for supply chain issues that have held back production since the COVID-19 pandemic began. However, OEMs are still running behind their maximum output levels, so supply chain problems still exist. Despite moving more new Class 8 trucks in the past three months, a North American backlog of over 200,000 units remains. Some of those — about 20,000 — are orders for 2023 models. The OEMs, however, won’t be able to finish the orders for 2022. “There are about 135,000 build slots left for this year,” said Kenny Vieth, president and senior analyst at ACT Research. “There are about 180,000 orders for trucks this year, so there are about 45,000 more orders to be built than they can build before they change over to the 2023 models.” North America Class 8 net orders fell to 11,400 units, according to a release by ACT. A large reason that may be the manufacturers themselves declining to take further orders for 2023. The current backlog already stretches well into 2023, and with current inflation rates, it is undoubtedly difficult to predict the price of a new truck a year from now. Builders are understandably reluctant to lock in truck orders at today’s pricing, knowing that their costs for parts and materials will certainly rise. While inflation is driving trucking costs skyward, freight rates are going the opposite direction. Spot rates continue to fall, according to DAT Trendlines. The service reported that dry van rates fell 1.7% in July from June and have declined 3% compared to July 2021. Refrigerated spot rates have fallen further, down 1.6% from June but down 4.3% compared to July 2021. Flatbed July rates fell 4.3% from June but are still 6.1% ahead of July 2021 rates. Weekly reports so far in August show further declines. Contract rates typically follow spot rates, but with a delay of months; average contract rates are now falling too. While economists debate whether the economy is in recession, ACT’s Vieth thinks it’s already here for trucking. “Our call was that we are in a freight recession, starting in the second quarter,” he said. One industry factor that isn’t following the usual course is order cancellations. Typically, when rates drop, buyers start cancelling orders to avoid buying trucks without enough freight to support them. “The last four months, I can’t recall a four month period with lower cancellations without going back to like 2010 when nobody was ordering trucks and there were no trucks in the backlog,” he said. ACT is predicting an economic recession during the first half of 2023. Whether the recession is already here or is coming in six months, buyers haven’t been scared away from ordering new trucks. As usual, Freightliner led all sellers with July U.S. sales of 7,855, according to data received from Wards Intelligence. That number represents a decline of 3.4% from June sales but a 34.4% increase over July 2021. In July, Freightliner sold 38.3% of the Class 8 trucks sold in the U.S. Freightliner sibling Western Star was the only OEM to sell more Class 8 trucks in July than June, although the manufacturer’s market share is considerably smaller at 2.7%. The company reported sales of 552 trucks in July compared with 450 in June for an increase of 22.7%. International sales of 2,229 were down 23.8% from June sales of 2,929. The company also represents the only OEM that saw worse sales numbers in July than in the same month a year earlier, selling 394 fewer Class 8 units for a 15% decline. International was responsible for 10.9% of Class 8 sales in July. Volvo’s sales of 2,123 trucks in July was a decline of 20.8% from June’s 2,679. However, July 2021 was a poor month for the OEM with just 888 Class 8 trucks sold, so July 2022 represents a whopping 139.1% increase. Sales of Volvo-owned Mack Class 8 trucks declined 17% in July, dropping from June’s 1,560 to 1,295. Compared with July 2021, Mack sales increased by a modest 43 trucks (3.4%). In July, Mack sales represented 6.3% of the market while sibling Volvo took 10.3% Kenworth reported sales of 3,067 trucks, down 4% from June’s 3,194 but up slightly (1.2%) from the 3,032 trucks sold in July 2021. Kenworth sales took 15% of the U.S. Class 8 market in July. Peterbilt sales reached 3,392 in July, down 0.8% from June’s 3,418 and up 24% from July 2021 sales of 2,735. Peterbilt took 16.5% of the U.S. Class 8 market in July. Together, the PACCAR siblings were responsible for 31.5% of the market. Parts and components, especially semiconductors, seem to be in greater supply now than earlier in the year but supply chain issues aren’t over yet. Carriers are still profiting from the higher freight rates and are likely to keep investing in new equipment as long as there is money to make. Possible headwinds are inflationary pressures, including increasing interest rates that will impact purchasing power for those who finance equipment purchases, continued supply chain issues, and falling freight rates.

Pilot Company, Kodiak Robotics partner to supply self-driving truck services

The Trucker News Staff - August 23, 2022

KNOXVILLE, Tenn. and MOUNTAIN VIEW, Calif. — Pilot Company and Kodiak Robotics, Inc. are collaborating to develop autonomous truck services at Pilot and Flying J travel centers. Pilot Company and Kodiak are in the process of creating an autonomous truck port in the Atlanta area to evaluate potential service offerings and explore scalable solutions, according to a joint new release from the two companies. These services will include spaces to pick-up and drop-off autonomous trucking loads; conduct inspections; maintain and refuel trucks and the ability to transfer data for processing, such as feature development and mapping. “Pilot Company is committed to providing best in class service to its customers today and going forward,” John Tully, vice president of strategy and business development at Pilot Company, said. “In making this strategic investment, we understand that our customers have a need for real solutions that help address the growing demand to move goods and Kodiak is a strong leader in the autonomous trucking space. As we explore the future of autonomous trucks and how we can best support these customers, we will continue to be the travel center network that the trucking industry and professional drivers can count on for the services and care they need.” Kodiak officials said that combining Pilot Company’s nationwide network of travel centers and services with Kodiak’s technology “will play a crucial role in the deployment of autonomous trucks.” “Pilot Company’s industry-leading network of highway-adjacent travel centers provides unprecedented geographic reach for the launch and scale of Kodiak’s fast-growing network of autonomous trucking lanes,” Don Burnette, founder and CEO of Kodiak Robotics, said. “Their customer first approach, with a focus on technology, scale, and infrastructure, makes Pilot Company an ideal partner to support the service and maintenance of self-driving trucks nationwide. We are honored to have Pilot Company as an investor, strategic partner, and supporter of our continued commercial footprint growth.” Kodiak entered a growth phase in 2022, expanding its service and partner network. In July, the company announced a partnership with 10 Roads Express, a provider of time sensitive surface transportation for the U.S. Postal Service, expanding the company’s service to Florida. Earlier this year, Kodiak announced a new route between Dallas and Oklahoma City with CEVA Logistics and a route between Dallas and Atlanta with U.S. Xpress. The company has been delivering freight commercially since 2019 and currently has six routes that run regularly between Dallas and Houston, Austin, San Antonio, Atlanta, Oklahoma City and Jacksonville, Florida.

USDA awards $649,998 grant to FR8relay

The Trucker News Staff - August 23, 2022

BENTONVILLE, Ark. — The United States Department of Agriculture (USDA) recently announced that FR8relay will receive $649,998 as part of its Small Business Innovation Grant Phase II program. “We’re honored to receive this second grant award from the Department of Agriculture,” FR8relay CEO Aayush Thakur said. “It provides us the opportunity to further establish traction as we commercialize our novel technology.” In 2021, FR8relay received a USDA SBIR Phase I award to evaluate the potential impacts of their relay technology to address major trucking industry problems while creating new economic development opportunities in select rural and tribal communities along major trucking corridors. Using mathematical simulations and real-world data from major trucking companies, researchers were able to demonstrate significant benefits to all stakeholders. Seventy-two percent of America’s land mass is rural, and truck lanes already move through them. “Workers from rural communities are overrepresented in the trucking industry, so they are disproportionately affected by the myriad of challenges facing the trucking industry,” a news release stated. “FR8relay’s technology would vastly improve the quality of life for the substantial proportion of existing rural truck drivers by localizing the long-haul driving job. Strategically placing relay nodal centers in rural communities would harness existing truck traffic leading to the creation of new jobs (e.g., relay nodal operators, truck drivers, mechanics, food and service industry) and new revenue sources like truck parking and alternative energy infrastructure.” FR8relay’s forthcoming USDA Small Business Innovation Research (SBIR) Phase II project “aims to prove the practical feasibility of relay trucking in the real-world context of American logistics,” company officials said. Primary objectives for this research and development effort include the completion of a relay software beta product, the coordination of pilot partners domiciled in the “relay exchange node” communities, along with rigorous monitoring and evaluation throughout pilot implementation with reports back to participants and other stakeholders. “Leaders from the towns and cities we approached expressed great interest in the potential of our technology to benefit their communities, and have graciously offered to support our efforts,” Thakur said. FR8relay also received $200,000 in SBIR grant award from US Department of Energy in May 2022. Through the SBIR and Small Business Technology Transfer (STTR) programs across the federal government, small business powers the U.S. economy and generates thousands of jobs, both directly and indirectly. USDA SBIR/STTR awards aim to offer competitively awarded grants to qualified small businesses to support high quality research related to important scientific problems and opportunities in agriculture that could lead to significant public benefits.’

No driver needed: Startup manufacturer Solo AVT sees a future for completely autonomous, electric vehicles

Cliff Abbott - August 23, 2022

Truck brands are so prevalent that even children who spend time on the road learn the familiar names. Freightliner. International. Kenworth. Mack. Peterbilt. Volvo. Western Star. Most drivers can picture the logos for each in their minds. Some can still picture older logos that aren’t in production anymore. For a while, there was Sterling, too. When Freightliner purchased Ford’s heavy-duty truck line in 1997, the company rebranded Ford’s Aeromax lineup with the Sterling nameplate, featuring a stylish “S” that just happened to be the same dimensions and shape of the old Ford oval. Soon, however, another truck line may have its own version of the “S” proudly displayed on its front end. Unlike the Sterling, however, nobody will be driving the Solo SD1, slated to be offered by Solo AVT (Advanced Vehicle Technologies) beginning next year. That’s because the new model tractor will be completely autonomous, with no human on board. The SD1 combines a battery powered electric drivetrain with other new technology to produce a totally new vehicle design. “We realized that both building an electric vehicle and building an autonomous vehicle by retrofitting trucks isn’t a way to really usher in the age of electric mobility or autonomy,” said Graham Doorley, founder and CEO of Solo AVT. “We see a future where a new truck, built from the ground up new, is the way to go.” Current developers of autonomous trucks, including those running freight in Arizona and Texas, are using common truck brands and adding cameras, sensors and computers to control the units electronically. On public highways, drivers are in the cab to take over when safety dictates and to provide feedback from the driver’s perspective of the truck’s performance. Development of Solo AVT’s new truck — including engineering for the electric drivetrain, drive-by-wire system and the software — is in progress as this story goes to press. The developmental vehicle is expected to transition to production in 2026. Doorley spoke about some of the other developers of electric vehicles. “If you have a truck with a frame and an engine in the front, you’re limited as to where you put the batteries and electric motors. The vehicle wasn’t designed for them, so you have to hang batteries from the frame like saddlebags and add motors where you can,” he said. “So, when you start saying OK, I’m gonna design a vehicle from scratch to be electric now, and that means we have kind of a modular setup where the heart of the truck is essentially a battery on wheels with a truck around it,” he continued. Doorley and many of the team members at Solo AVT have past experience working on autonomous or electric vehicles at other developers such as Waymo, Tesla or Tu-Simple. Solo AVT, however, is doing things differently. While other builders are focused on building either an electric vehicle or an autonomous one, Solo AVT started with a blank sheet of paper and a desire to combine both concepts in one vehicle. The Solo AVT website, soloavt.com, features a video in which Eric Canonge, vice president of production and director of engineering, notes, “We are rethinking every facet of the truck: gear meshing, brake design, battery system layout and aerodynamics.” He says the mission of Solo AVT is to build “the safest, cleanest truck ever.” The company moved into its Fremont, California, headquarters in March 2022. “That facility was picked due to the high ceilings and high bay doors so we can get trucks inside, but we’re not going to be doing the production there,” Doorley clarified. “That is purely an engineering R&D (research and development) facility. We’ve just actually surpassed 20 employees and continue to grow.” Solo AVT’s website claims that the SD1 will achieve 500 miles on a single charge. That range will work for local, drayage or short-haul applications where the truck is returned to a facility with a charging station, but the lack of driver equipment and amenities is what makes the range feasible, according to the company. Power-consuming features like heat and air conditioning aren’t needed in a driverless truck. Inverters won’t be needed to power refrigerators and microwaves. Stereos, dome and bunk lights, and other interior features will be gone. In addition, equipment that adds weight without using power are gone — no driver’s seat, no bunk, not even a steering wheel or shifter, no dash display. Windshield wipers are unnecessary because there is no windshield. “This is echoed every day, that every kilowatt matters,” Doorley said. “We really bake it down into: How efficient are we from an aerodynamic perspective? How efficient are our brakes and tires gonna be? What cable sizing can we use to increase efficiency, decrease weight? All of that means less battery, less battery mass, more range.” There are plans to incorporate some special lighting into the design of the SD1, Doorley said. “The lighting can be a bit more interesting, right?” he asked. “Let’s say how you would demonstrate to external parties that your intention is turning, stopping, you know, moving forward or whatever.” While turn signals and brake lights are already commonplace, additional lighting might be necessary so the public knows what that driverless truck is doing. Doorley suggested that the truck might display actual words to alert the public. Sound is another area being developed, since electric vehicles don’t produce engine noise. “When you talk about sound, you want it to produce a noise that will alert people that it’s going to be around,” Doorley explained. Could he be thinking of something like a continuous back-up alarm that simply makes noise to attract the attention of others? “I can’t give too much away too much, but I can say, be more clever,” he said. “It’s going to be a little bit more elegant. You’ll hear a nicer sound. It’s not like an engine sound or alarm sound, but it just notifies people that it’s around and that it’s moving.” When the SD1 goes into production, expected for the second half of 2023, you won’t find one for sale on a dealer’s lot, however. “We’re actually going to be doing trucking as a service,” Doorley said. Rather than selling SD1s, the company will lease them out to carriers along with support systems such as Information Technology and maintenance. No one knows exactly what trucking will look like in 50 years, but Doorley doesn’t see trucks with drivers going away. However, he is excited about the trucking niche that autonomous trucks will fill without adding carbon to the environment.

McLeod Software releases new market analyst tool

The Trucker News Staff - August 22, 2022

BIRMINGHAM, Ala. — McLeod Software has introduced a new marketing analysis tool that company officials say will break down nationwide truckload lanes in great depth. According to a news release, MPact PRO “can create a detailed picture of capacity and volume in markets and evaluate the rate landscape.” Spot versus contract rates According to McLeod officials, customers “can now discriminate between spot and contract rates, further improving their understanding of the business that is subject to the fluctuations represented in both markets.” Further, “whether customers need to know how rates change over time using rate trends, or how rates are distributed through time using rate analysis, they can see with clarity just how important contract rates are, or aren’t, to a given market lane,” the news release stated. Bounty Defining “bounty” as the measure of profit relinquished by a carrier or broker, “MPact PRO shows McLeod customers where the bounty lies in their business. It can be measured based on their specific profit targets or based on the market at large,” company officials said. “By measuring bounty, customers can now see the opportunity to earn more with the business they already have, dissecting by equipment type, origin market, destination market, length of haul, commodity, market buy rate segment, market sell rate segment, transaction type and profit,” according to the news release. “New dimensions to slice and dice the analysis are being added all the time.” Benchmark Because MPact PRO is integral to the McLeod customer’s own transport management system and all of the history they have, this latest release of MPact PRO organizes a customer’s view of their current and historical business, prioritizing the market lane pairs based on volume and rates, allowing for a complete understanding of the rates they charge as compared to the industry rates. Customers can: Differentiate between average market rates and median market rates. View the arket total volume against their own order count. Get a sense for how many carriers or brokers are currently participating in a given lane in the time frame being examined.

Brake Safety Week is here

The Trucker News Staff - August 22, 2022

AVON, Ohio — In trucking, as in life, there’s no substitute for being prepared — whether it’s the next load, storm or inspection. And inspections are top of mind right now in the North American commercial vehicle industry, as one of the biggest touchpoints on the calendar is now here: Brake Safety Week, happening Aug. 21-27. The annual event run by the Commercial Vehicle Safety Alliance (CMVSA) examines commercial vehicles across the United States, Canada and Mexico. To help drivers prepare, the team at Bendix Commercial Vehicle Systems LLC is offering some suggestions. “During last year’s CVSA Brake Safety Week, 12% of the 35,764 vehicles inspected were placed out of service for brake-related issues,” Fred Andersky, Bendix director of demos, sales, and service training, said. “So many aspects of safe vehicle operation are directly impacted by what goes on at the wheel-ends and in the braking system that you really can’t overstate the importance of keeping up with maintenance and inspection of those areas. From stopping power to the performance of higher-level technologies like collision mitigation, everything is linked to how well the brakes and wheel-ends perform when they’re needed. That’s why these inspections matter so much, and why Bendix puts the word out with practical tips for being prepared and staying safe.” Brake Safety Week is part of CVSA’s Operation Airbrake initiative, an outreach and enforcement campaign that aims to reduce the number of highway crashes caused by faulty brake systems on commercial motor vehicles. The event involves local, state, provincial, territorial and federal motor carrier safety officials in the United States, Canada and Mexico inspecting large trucks and buses, focusing on brake system violations. What to expect Brake Safety Week roadside inspectors conduct North American Standard Inspections, which cover a range of driver qualifications, documentation and vehicle equipment conditions. They’ll be checking for: Missing, nonfunctioning, loose, contaminated, or cracked parts. Holes caused by rust and through rubbing or friction. Broken springs in the spring brake housing section of the parking brake. Air leaks around brake components and lines. Air pressure in the target range of 90-100 psi. Slack adjusters not at the same length. Mismatched air chamber sizes across axles. Warning device functionality (such as antilock braking system indicator lights). Inspectors will also look for brake hose and tubing chafing violations — the focus of this year’s Brake Safety Week. How to get ready “Pre-trip, post-trip and regular inspections can go a long way toward catching some obvious violations, including loose hoses or damaged components like air chambers or pushrods,” Mark Holley, Bendix director of marketing and customer solutions at Wheel-End, said. He recommends the following: Every day Check for damaged or loose-hanging air chambers, pushrods, or slack adjusters. Make sure slack adjusters on each axle are extended out to the same angle. Different angles can indicate an out-of-adjustment brake or a broken spring brake power spring. Examine tubing and hose condition, positioning, and connections. Every week Perform a 90- to 100-psi brake application with the wheels chocked and the parking brakes released, and listen for leaks. Check air disc brake rotors for cracks. Inspect drum brake linings for wear and cracks. Every month: Check for moisture in the air system to prevent contamination that leads to component deterioration and system leaks. “It’s also worth greasing the S-cam brake tubes and automatic slack adjusters any time you’ve got a vehicle in the shop,” Holley said. “This quick process helps prevent rust and corrosion and helps keep the slack functioning properly.” Regarding brake hose and tubing chafing, Bendix recommends watching for two typical causes. First is improper routing and clipping, which can cause hoses to rub together while the vehicle is operating. Preventive measures include periodic inspections to ensure tie straps, clips and any brackets are not damaged or broken. The second typical cause is improper hose length — an overly long replacement hose is susceptible to chafing. Damaged hoses should be replaced. “In addition, from the larger perspective, never underestimate the significance of communication between drivers and technicians,” Andersky said. “A driver out on the road may be the first one to notice an issue with the truck. Being able to tell the technician what happened, where, and other details such as weather conditions is important – as is the technician asking questions to get a clearer understanding of the situation.” Andersky said this is all part of the holistic approach to upkeep, which is critical when considering the complex interconnectivity of the entire brake system and more advanced safety technologies. “Any sign of something out of compliance can indicate wider maintenance issues,” Andersky said. “Meaning that, taken individually, things like an active full-stability light on the dash or a kink in an air hose – and everything else inspectors are looking for – are of consequence.” How drums and discs differ Where Brake Safety Week is concerned, air disc brakes and drum brakes have a few differing maintenance needs. “Key among the differences is the measurement of brake stroke,” Holley said. “Because air disc brakes include an internal adjustment mechanism, their brake stroke is not measured externally, as is the case with drum brakes. The internal adjustment mechanism significantly lowers the risk of out-of-adjustment violations.” Measuring a drum brake’s chamber stroke is a matter of checking the distance from the air chamber to the clevis pin with the brakes released, and then again after a fully charged brake application. The difference between these is the brake stroke, and its maximum length depends upon the brake chamber type and size. Improperly adjusted brakes can also drag — impacting fuel efficiency and speeding up pad wear — or experience decreased stopping power. Bendix has developed an infographic (included below and attached) to note the differing maintenance needs of air disc and drum brakes. Select the right parts If you notice it’s time for new brake friction, make sure to keep things up to spec: Not all friction that is marketed as “acceptable” under current reduced stopping distance (RSD) regulations will actually perform to that standard. Whether you’re replacing air disc brake pads or drum brake shoes, select components that will ensure the original equipment manufacturer (OEM) requirements are met, so that the vehicle remains compliant. “The aftermarket is more crowded than ever, particularly when it comes to brake friction,” Holley said. “The wrong choice can harm your system and undermine vehicle safety. Complications arising from improper friction selection can include cracks, degradation of braking performance or damage to other wheel-end components. Remember, these are things that a roadside inspector will note and penalize you for.” When it comes to remanufactured drum brake shoes, ask your supplier whether they have been coined back to their OEM-engineered shape, and not simply relined with new friction, Holley noted. Shoes become misshapen under the stress of regular use and relining one of these without returning it to its original geometry can impact stopping power and friction life. You’ll also want to protect the air supply against corrosive oil aerosols that lead to leaks and potential violations. Bendix recommends using an oil-coalescing air dryer cartridges, which can be used to replace standard cartridges. However, the reverse is not the case: You shouldn’t downgrade from an oil-coalescing cartridge to a standard.

TA Truck Service Center opens Summit, South Dakota, location

The Trucker News Staff - August 22, 2022

SUMMIT, S.D. — TravelCenters of America is expanding its network of TA Truck Service Centers by opening a new location at the TA Express in Summit, South Dakota, located at I-29 and exit 207. The truck service repair facility offers four service bays, with TA Truck Service Emergency Roadside Assistance available for drivers in need of help while in transit. The TA Truck Service has a team of technicians dedicated to providing preventive maintenance, computerized diagnostics, tire services, DOT inspections, brake/wheel end, electrical systems services and oil changes. All TA Truck Service centers provide a selection of parts inventory, oil brands and a full line of tires from Bridgestone, Michelin and Goodyear. “As TA celebrates its 50th anniversary year, we are pleased to continue expanding our TA Truck Service network so drivers have more places they can count on while they are on the road,” Brian Lukavich, divisional vice president of truck service, said. “We are honored to serve all professional drivers and our ASE certified technicians work hard every day to deliver on our mission of returning every traveler to the road better than they came.”

Transicold to standardize more environmentally sustainable refrigerant

The Trucker News Staff - August 19, 2022

ATHENS, Ga. — Beginning later this year, new-generation refrigerant R-452A Carrier Transicold will become the standard for new transport refrigeration units in North America in an effort to reduce global warming, company officials said. “Carrier Transicold truck and trailer refrigeration units have been qualified for R-452A since 2017, and it has been available as a customer-specified option for several years,” Bill Maddox, senior manager of product management at Carrier Transicold, said. “R-452A is already standard with some of our newer units, and we’re pleased to expand this standardization to the broader array of Carrier Transicold products, effectively halving the refrigerant GWP of our transport refrigeration offerings.” Beginning in October, R-452A with a GWP of 2,140, will become the standard refrigerant for all Carrier Transicold models that currently use R-404A, which has a GWP of 3,922. The timing of the transition will help California customers placing orders for 2023. The California Air Resources Board this year approved a measure requiring all new transport refrigeration units placed into service in 2023 to use a refrigerant with a GWP of less than 2,200. In 2025, Canada will require refrigerants with a GWP of less than 2,200 in new transport refrigeration units, to reduce greenhouse gas emissions in accordance with the Kigali Agreement of the Montreal Protocol. Previously, there was a significant cost differential between the new and traditional refrigerants; however, over the last several years, that has diminished with changing demand and refrigerant production trends, helping to encourage adoption of the more sustainable R-452A. Maddox added that some customers may consider switching refrigerants for units already in service, noting that with relative ease, Carrier Transicold customers can transition newer existing equipment from R-404A to R-452A. Carrier said that unlike some systems that require replacement of a thermal expansion valve when converting, late-model Carrier Transicold systems — those with an electronic expansion valve — simply require a software upgrade, along with purging the R-404A and replacing it with R-452A. On Carrier Transicold truck units and older trailer units that use a mechanical expansion valve, the valve will require a manual adjustment or, in some cases, replacement based on the age of the model. For more information about R-452A for transport refrigeration applications, turn to the experts within Carrier Transicold’s North America dealer network.

Autonomous Trucking: Leadership change at Daimler Truck’s independent subsidiary Torc

The Trucker News Staff - August 18, 2022

BLACKSBURG, Va. — Daimler Truck and Torc Robotics have announced a change in leadership at Torc, which company officials say “will usher in the next era of growth, product commercialization and customer focus, according to a news release. Effective Oct. 1, Dr. Peter Vaughan Schmidt, currently head of Daimler Truck’s Autonomous Technology Group, will succeed Michael Fleming as chief executive officer of Torc Robotics, an independent subsidiary of Daimler Truck. Fleming will retain a seat on the Torc board of directors and remain engaged as a key advisor. “I would like to extend my heartfelt thanks to Michael Fleming,” Martin Daum, chairman of the board of management of Daimler Truck, said. “His achievements for our company and for our industry as a whole cannot be overstated. He is a true pioneer and visionary who paved the way for autonomous driving, founding Torc Robotics 17 years ago. Torc has been part of the Daimler Truck family since 2019 and, with Michael at the helm, has successfully further developed its software solution for autonomous driving and adapted it to our Freightliner trucks.” Daum continued: “As a consultant and Member of Torc’s Board of Directors, Michael Fleming will continue to contribute his expertise and I am very much looking forward to continuing our cooperation. Following the pioneering work in recent years, Torc is now entering the next phase. The aim now is to establish Torc as a global company with four locations, bring autonomous trucking technology to perfection in the next few years, and ultimately to series production. I am very pleased that we have the right personality in Peter Vaughan Schmidt to shape this next phase as CEO of Torc. Peter has been responsible for autonomous driving at Daimler Truck for many years and has been closely supporting Torc since we invested in 2019. He therefore has everything it takes to lead Torc, as an independent company in which Daimler Truck holds a majority stake, into a successful future and to bring the entire potential of autonomous trucks to the road.” Schmidt has served Daimler and Daimler Truck in a variety of roles since 2005, including production and plant management, as well as product and platform management. Since assuming responsibility as head of strategy at Daimler Trucks in 2015, Schmidt has been involved in the field of autonomous trucking from developing Daimler Truck’s autonomous strategy to implementing it as head of the Autonomous Technology Group of Daimler Truck in the past three years. “He was a key figure in acquiring Torc Robotics in 2019 and worked closely with Michael Fleming ever since,” the news release stated. After competing as a student for Virginia Tech in the 2004 and 2005 The Defense Advanced Research Projects Agency Grand Challenges, Fleming founded Torc to commercialize self-driving technology. Since then, Fleming has led Torc Robotics as CEO, deploying its technology across the trucking, automotive, transit, mining and defense industries. Following a majority investment by Daimler Truck, Fleming and his team have completely focused Torc on autonomous hub-to-hub trucking. Under his leadership, Torc has quadrupled in size into a global organization with teams in four locations in the United States and Europe. “He pushed development of Level 4 autonomous technology significantly forward by successfully implementing Torc’s software stack on a fleet of heavy-duty vehicles now running daily testing programs out of Torc’s testing facilities,” according to the news release.

Navistar rolls out new International rig, last new diesel-powered engine

The Trucker News Staff - August 17, 2022

LAS VEGAS — Navistar has released plans for a redesigned International LT Series rig, along with a new global integrated powertrain that was developed in collaboration with the Traton Group. The S13 Integrated Powertrain was created over a five-year period and will provide “superior operating economy, stellar performance and simplicity and serviceability to the North American commercial vehicle market,” according to a Navistar news release. It will also be the manufacturer’s last newly-designed internal combustion engine. “The International S13 Integrated Powertrain sets an industry standard for efficiency, profitability and sustainability,” Navistar CEO Mathias Carlbaum said. “Not only is it the most efficient powertrain we have ever produced, but it is also a major milestone in our journey to zero-emissions transportation.” The S13 Integrated Powertrain features a clean-sheet design with the engine, transmission and aftertreatment developed and integrated concurrently, “ensuring maximum efficiency without compromising performance,” according to Navistar. In comparison to the first-generation International A26 engine specified with the 12-speed overdrive Eaton Endurant HD automated transmission, the S13 Integrated Powertrain is the lightest weight powertrain on the market. With the same comparison when specified with the updated International LT® Series aerodynamics package, the S13 Integrated offers up to a 15% gain in fuel efficiency. It also provides improved reliability and sustainability, marking a leap in the progress toward carbon neutral transport. The S13 Integrated Powertrain was designed using a modular system approach, which allow for mass customization of broad variant offerings and ensure a long-term competitive advantage. “This equates to faster time to market and lower production costs,” according to Navistar. The Traton Group modular system enables cross-brand development and production, while still allowing for regional adaptation and validation of the S13 Integrated Powertrain for the North American market. This is the first group-wide demonstration of a modular solution. “The S13 Integrated Powertrain is the catalyst for us to provide a simple, comprehensive ownership solution,” Göran Nyberg, executive vice president of commercial operations for Navistar, said. “Our new optimized powertrain paired with a comprehensive ownership solution has a long-expected product life with excellent residual value, truly resetting the standard for total operating economy in our industry.” The S13 Integrated Powertrain will be manufactured at Navistar’s Huntsville Powertrain Manufacturing Plant in Huntsville, Alabama. A next-gen Class 8 truck Navistar is touting its new International model as offering multiple safety and performance updates, including an improved aerodynamic package, as well as the option to specify the International® S13 Integrated Powertrain. “The new International LT Series updates will deliver superior operating economy and optimal value to our customers,” Chet Ciesielski, vice president of On-Highway Heavy Duty Truck Business for Navistar, said. “We ensure the customer is top of mind for any product updates we make. We rely on their input and real-world feedback to optimize the design of our products. This latest LT Series update is a proof point of listening to our customers, ensuring they can maximize their fleet vehicles’ efficiency and performance.” Navistar says that efficiency and performance are improved significantly with an updated aerodynamic package on the LT Series. This aero package includes: Diesel Exhaust Fluid (DEF) and fuel fill closeouts allow air to flow smoothly over the chassis skirts. Steer wheel closeouts and a modified lower skirt trim improves underbody air flow by restricting air flow through the wheel opening. A new roof extender improves air flow between the tractor and trailer gap. The updated front-end design includes a new bumper and grille style that aligns with recent updates to other International truck models. A new premium 9-inch sleeper mattress and flip-up bunk help maximize cab space for over-the-road drivers when they’re not operating the vehicle. Advanced driver safety enhancements to braking and collision mitigation systems further improve driver safety and comfort. This includes electronic parking brake technology to automatically engage the vehicle and trailer parking brakes if the driver forgets to set them. “In terms of vehicle design updates, the main focus was to offer a simple, sturdy and strong design that will appeal to fleets and reduce their total cost of ownership,” Ciesielski said.

Kenworth: New PACCAR TX-18, TX-18 Pro automated transmissions available for order

The Trucker News Staff - August 16, 2022

KIRKLAND, Wash. — Kenworth announced that the new PACCAR TX-18 and PACCAR TX-18 Pro automated transmissions for Class 8 heavy on-highway and select off-highway vocational applications are now available for order. Both 18-speed transmissions build upon the efficiency of the PACCAR TX-12, which was designed to be the most efficient on-highway automated transmission, according to a news release. “The PACCAR TX-18 offers additional capability for heavy on-highway use for applications, such as heavy haul transport,” the news release stated. “The PACCAR TX-18 Pro adds enhanced capabilities and unique features for extreme duty vocational applications and other select off-highway applications.” The new transmissions are available with the Kenworth T680, T880 and W990 equipped with the PACCAR MX-13 and PACCAR MX-11 engines. Engineered to operate with the PACCAR MX engine platform, the new TX-18 and TX-18 Pro transmissions support maximums of 510 horsepower, 1,850 pound-ft of torque capacity and 140,000 pounds of gross combination vehicle weight (GCVW). The new 18-speed ratio transmission has three reverse gears, and TX-18 Pro has six, which pairs well with deep axle ratios, the news release stated. Multiple reverse gears allow for improved maneuverability around job sites. Both transmissions offer expanded high-capacity PTO functionality with an 8-bolt bottom mount and 4-bolt rear mount for a combined 160 hp capacity at 1,400 RPM. The transmissions are equipped with an internal oil temperature sensor. The sensor shows transmission temperatures on the in-cab 15-inch digital display and provides driver notifications in situations causing excessive temperatures. The TX-18 and TX-18 Pro are standard with Kenworth’s driver-friendly column-mounted, right-hand shifter. The shifter places gear selection and engine brake controls at the driver’s fingertips for enhanced ergonomics, comfort and overall performance. On-highway maintenance intervals are 500,000 miles or five years, and vocational intervals are 250,000 miles or three years for the TX-18 and TX-18 Pro. The transmissions utilize a maintenance-free clutch. The TX-18 and TX-18 Pro join Kenworth’s PACCAR transmissions lineup, which include the PACCAR TX-12 automated transmission for fuel efficient, on-highway applications and the PACCAR TX-8 automatic transmission standard on Kenworth’s new medium duty models. More information on PACCAR transmissions is available at www.paccarpowertrain.com/products/#transmissions.

PACCAR to offer Cummins X15N natural gas engine

The Trucker News Staff - August 16, 2022

BELLEVUE, Wash. – PACCAR has announced that it will work with Cummins Inc. to offer the new Cummins X15N natural gas engine in Kenworth and Peterbilt trucks. The engine will feature 1,850 foot-pounds of peak torque output, according to a news release. The X15N is the first natural gas engine to be specifically designed for heavy-duty truck applications with up to 500 horsepower output, the news release stated. The engine will include the integration of the Cummins Clean Fuel Technologies fuel delivery system. “PACCAR can help customers achieve their business goals by offering sustainable, affordable power solutions that use proven engine technology and existing infrastructure,” John Rich, PACCAR chief technology officer, said. The engine will be real-world tested by FedEx Freight and Knight-Swift, among others, according to the news release. “The X15N is essential to our commitment to help customers reach net-zero greenhouse gas emissions and to improve NOx. Importantly for the customer, the X15N will reduce the cost of adopting low emissions technologies for their fleet, and gives them the confidence to do so, built on the strong foundation of more than 30 years of experience with natural gas,” Srikanth Padmanabhan, vice president and president of Cummins Engine Business, said. When operating on renewable natural gas, also known as RNG or biomethane, the X15N engine will be able to achieve major reductions in the lifecycle greenhouse gas emissions of Peterbilt and Kenworth trucks, the news release stated. “This can range from a 90% reduction to carbon neutral, or even carbon negative, depending on the bio-source and waste feedstock used to produce the fuel,” according to the news release. The new X15N is capable of lower NOx levels than the 2024 EPA and CARB standards.

Drivewyze Safety+ incorporates severe weather alerts

The Trucker News Staff - August 15, 2022

DALLAS — Drivewyze is now providing real-time weather warnings as part of its Drivewyze Safety+ proactive driver notification platform. Drivewyze has integrated its technology with trusted weather data partners – to pinpoint extreme or severe weather occurrences in the U.S., giving drivers time to slow down, alter routes, or pull over in severe weather cases. Severe weather alerts start at up to 50 miles from the severe weather occurrence. Alerts are only delivered when and where drivers need them and are discontinued when the weather threat passes. Safety+ is an always-on service and does not require 3rd party navigation services to be running. “Providing early warning for extreme and severe weather helps protect truck drivers and others on our roadways,” Brian Heath, CEO of Drivewyze, said. “The latest FMCSA data showed that weather was a factor in 20% of truck crashes that resulted in death, and 12% that resulted in injuries. It also created 13% of property damage. It’s very clear that early warning can help prevent accidents involving trucks – we now have a tool that can deliver specific weather alerts to vehicles based on location and bearing.” According to Heath, the alerts help drivers prepare for inclement weather, as well as high-risk weather events. “Every year we hear of cars and trucks that hit a wall of fog or an area where an ice storm made the interstate an ice rink, causing a major pileup,” Heath said. “Tornados, extreme high winds, and wildfires – causing dense smoke — are occurring more frequently. And, earlier this summer, a dust storm in Montana caused virtually zero visibility — killing several people who couldn’t see cars or trucks that were stopped ahead. We collect critical risk information from our data partners and use it to warn our subscribers before they get caught in a serious situation.” Since Drivewyze Safety+ is running in the background on supported ELD devices, the alerts are always on. Currently, the severe weather alerts feature is rolling out to all compatible ELD devices. In cab alerts with messages like “Snow Squall Warning, Drive for Conditions” are displayed on the ELD. “Weather can turn on a dime and we work with partners to utilize real-time, high-quality data that impacts real driving conditions,” Heath said. “Our platform allows us to take that critical information and immediately pass it along to drivers.” C.R. England, Western Express ‘test drive’ weather alerts Prior to Drivewyze’s launch of Severe Weather Alerts, C.R. England and Western Express had been using the “custom” geo-fencing function on Drivewyze Safety+ — to create their own, manually created driver weather alerts using existing geo-fencing capabilities in the Drivewyze platform. Both companies talked with Drivewyze about their experiences, which prompted Drivewyze to develop the new Severe Weather Alert warnings throughout the U.S. “Drivewyze was awesome to work with and they were receptive to what we were doing,” Gerardo Granados, who is part of C.R. England’s safety department management team, said. “When they said they’d move forward with the alerts, we volunteered to beta test the notifications with our drivers. We’re excited about the rollout.” According to Granados, weather is every fleet’s enemy. “Safety is a core function and it’s engrained in C.R. England’s culture,” he said. “When we started using Safety+, we took advantage of geo-fencing for weather. We have a fleet of 4,000 trucks, so we began to identify our busiest lanes — providing our own weather alerts for our drivers, taking info from the National Weather Service, and other sources. In Texas, for example, we were providing heavy rain alerts to get our drivers ready for incoming weather. The alerts were well received, and the proactive alerts provided ‘foresight’ – minimizing risk for our drivers is something we’re always trying to do. Drivers have a tough job with traffic, weather, and delivery windows. Anything we can do to help them; we want to do. The Severe Weather Alerts Drivewyze is now offering is a great complimentary tool that we’re excited to use.” Daniel Patterson, who serves as Western Express’ director of safety, said five of its regions geo-fenced the company’s own weather alerts. Western Express has more than 3,500 power units. “We had our regional teams put together alerts and we focused on the major interstates – giving our drivers a heads up on incoming snow for example, or where chains were being required,” Patterson said. “And we gave alerts on when states didn’t allow empty trailers to be transported due to weather conditions. All these winter weather alerts we put together helped our drivers – they appreciated the notifications. In the summer, we gave out heat advisories, which was really important for our flatbed drivers. We wanted them to stay hydrated and not have any heat related health incidents.”

Wabash expands tech production with $20M investment, 200 new jobs

The Trucker News Staff - August 15, 2022

LAFAYETTE, Ind. — Trailer maker Wabash is expanding the manufacturing capacity of its EcoNex™ Technology in order to make what company officials say are “significant improvements to refrigerated trailers.” According to a news release, this will “address customer demand and equipment challenges that refrigerated carriers have faced for years, including thermal efficiency, strength, weight and asset life.” As part of this expansion, Wabash is investing an additional $20 million at its 53-acre facility in Little Falls, Minnesota, and adding more than 200 jobs by the end of 2023. “EcoNex Technology is Wabash’s proprietary, next-generation molded structural composite that utilizes environmentally conscious materials aimed at reducing greenhouse gas emissions and dependency on non-renewable energy,” according to the news release. A refrigerated trailer with EcoNex Technology is estimated to save up to 13.5 metric tons of CO2e per year compared to Wabash’s former ArcticLite® refrigerated trailer made with conventional materials, company officials said. “Although Wabash developed EcoNex with trailers in mind, its scalability across our portfolio is substantial,” Brent Yeagy, president and chief executive officer, said. “At the end of 2021, we announced the launch of our refrigerated home delivery vehicle, and our initial backlog of $10 million for these new vehicles doubled in the following 90 days.” Yeagy added, “What’s more, we think EcoNex has applications beyond our core markets because of its superior thermal capability, weight and strength. Our investment to expand EcoNex capacity, which we discussed at our May investor meeting, is intended to serve our trailer and truck body customers while we scale EcoNex in adjacent industries.” EcoNex Technology boasts greater thermal capability while being lighter weight, and Wabash officials claim the technology “substantially reduces corrosion and extends asset life.” “Whether we are transporting frozen vegetables in the heat of summer or fresh fruit in the cold of winter, EcoNex Technology assures the temperatures inside the trailers are consistent,” Ken Johnson, chief executive officer at Leonard’s Express, Inc., said. Little Falls Mayor Greg Zylka praised the company for its expansion. “I admire Wabash’s commitment to corporate citizenship and am proud to see the incredible impact this expansion will have on our local economy and community,” the mayor said. “We are looking forward to a long-term relationship with Wabash to continue to expand opportunities and help our great community grow and prosper.”