Equipment & Tech

ALBERT LEA, Minn. — Rihm Kenworth, a long-time truck dealership in Minnesota, opened a new facility in Albert Lea last week to meet the growing demand for trucks, parts, and services. The new dealership is conveniently located off Interstate 35 at 77847 209th Street in Albert Lea; Rihm’s original Albert Lea location, which opened in 2006, was off Interstate 90. Part of Rihm Family Companies, Rihm Kenworth offers a full array of services, including truck sales, truck parts sales, truck repairs, and truck equipment leasing and rental (offered through Rihm Leasing). “Relocating to this location after 14 years meets our need for more warehouse and shop capacity, efficiency, visibility and improved employee accommodations,” said Kari Rihm, CEO and president. “We had outgrown our original space and view this move as a terrific opportunity to meet truckers’ needs on the I-35 corridor near two major truck stops.” The Albert Lea dealership marks the fifth new facility Rihm Kenworth has opened since 2017. In early 2018, two new facilities in Minnesota’s Twin Cities opened for business, including Rihm Kenworth’s new headquarters in South St. Paul. Just before to, Rihm opened new dealership in Winona, Minnesota; then Rihm extended its network in late 2019 with a dealership in Mankato, Minnesota. The new Albert Lea facility has 27,000 square feet and includes 12 services bays, a wash bay and more than 6,000 square feet of warehouse space. Retail parts displays anchor the walk-in parts department and are adjacent to a spacious, comfortable drivers’ lounge. Both new, used and lease/rental offices are on-site for truck customer’s convenience.

COLUMBUS, Ind. — The 2020 heavy-duty truck market will close on a robust note, setting the stage for 2020, according to ACT Research’s recently released Transportation Digest. “Next year will certainly show significant year-over-year growth, as the industry builds on the remarkable momentum seen in the second half of 2020 rebound,” said Kenny Vieth, president and senior analyst of ACT. “We are pleased that we called for a second half 2020 recovery, even in the darkest days of the COVID recession, putting the timing and direction for the rebound in the forecasters’ win column. But candor makes us admit to surprise at the steepness of the growth trajectory over the last two quarters.” The report, which combines proprietary ACT data and analysis from a wide variety of sources, paints a comprehensive picture of trends impacting transportation and commercial vehicle markets. The monthly report provides a quick look at transportation insights for use by fleet and trucking executives, reviewing top-level considerations such as for-hire indices, freight, heavy- and medium-duty segments, the U.S. trailer market, used truck sales information and an overview of the U.S. macro economy. “Almost as surprising as the onset of the pandemic and the initial reaction of businesses, households and government authorities in the spring has been the speed of the recovery for the transportation industry,” Vieth said. “While the toll in human lives and misery has been high through the entire episode, particularly the setbacks for many service-related sectors that continues to this day, goods-related businesses, from construction to manufacturing to distribution, have seen business snap back, in some cases exceeding pre-pandemic levels,” he continued. “Clearly, the coronavirus continues to shape the heavy-duty business environment as we close 2020 and start 2021. But we also think it will have lingering impacts that will stretch through the five-year forecast horizon.”

COLUMBUS, Ind. — Preliminary data for November shows that same-dealer sales of used Class 8 trucks dropped 20% month over month. However, year-to-date figures show a more optimistic picture, with an increase of 18% compared to the first 11 months of 2019, according to ACT Research’s latest State of the Industry: U.S. Classes 3-8 Used Trucks report. Other data released in ACT’s preliminary report included month-over-month comparisons for November 2020, which showed that average prices increased 9% while average miles dropped 2% and average age was 3% lower than October. Year to date, average price, miles and age were all lower, down 8%, 3% and 8%, respectively, compared to the first 11 months of 2019. According to Steve Tam, Vice President at ACT Research, “Other than the preliminary used Class 8 sales volume contraction, there wasn’t much not to like about the used truck market in November,” said Steve Tam, vice president of ACT. “Our preliminary used truck dashboard revealed a lot of positive data, and the drop in sales was consistent with typical seasonality. That said, because of November’s softness, December volumes typically enjoy a strong sequential rebound.” ACT’s Classes 3-8 Used Truck Report provides data on vehicles’ average selling price, miles and age based on a sample of industry data. In addition, the report provides the average selling price for top-selling Class 8 models for each of the major truck OEMs — Freightliner (Daimler); Kenworth and Peterbilt (Paccar); International (Navistar); and Volvo and Mack (Volvo). “Generally speaking, the freight markets are still quite robust, which bodes well for continued sales and price gains for the used truck industry. Capacity is still being constrained by drivers sidelined directly or indirectly by COVID-19,” Tam said.

NASHVILLE, Tenn. — Bridgestone Americas Inc. has launched a new trailer retread with a rib design engineered to fight irregular wear, resulting in longer tread life. In addition, Bridgestone’s new Bandag B123 FuelTech Retread is designed to uniquely complement the Bridgestone R123 Ecopia tire in design and performance to help fleets reduce fuel cost, the company said in a news release. “The majority of a fleet’s fuel savings come from the drive and trailer tire positions, so we designed the Bandag B123 FuelTech retread to pair with Bridgestone Ecopia tires to maximize fleet savings,” said Keith Iwinski, director of marketing, Bandag, U.S. and Canada, Bridgestone Americas Tire Operations. “Our fleet customers expect to optimize their tire investment with premium performance and extended tire life, which is why Bridgestone is committed to making mobility more efficient through new, innovative technologies, products and service.” When used together, the Bandag B123 FuelTech retread and Bridgestone R123 Ecopia drive tire can reduce energy loss by 4.7% and optimize fuel efficiency. This comparison is based on Bandag B123 tread with R123 casing versus Bandag B197 tread with R197 casing; results may vary. By switching to the B123 FuelTech retread, fleets can save up to $165,900 in fuel costs compared to competitor offerings, according to a third-party comparison of the Bridgestone product to Goodyear’s G316 Fuelmax. Bridgestone’s Ecopia tire line is designed to lower rolling resistance and extend treadwear, in addition to meeting SmartWay verification and California Air Resources Board (CARB) compliance. For more information about Bandag retreads, click here.

HOUSTON — Neste, a producer of renewable diesel made from waste material, has opened two new fueling stations in central California, providing greater accessibility to Neste MY Renewable Diesel. The number of Neste MY Renewable Diesel fueling stations in California has more than doubled since 2019. The company’s ambition is to create a “green fueling network” across the U.S. West Coast, making it easier for fleet managers to switch to renewable diesel. The fueling stations are open 24/7, are strategically located near major commercial freight routes and are designed to accommodate commercial fleet vehicles of all sizes. The new cardlock locations are operated by Neste’s authorized distributor, Van De Pol Petroleum. Both new sites take Pacific Pride Cardlock Cards and are located in Stockton, California, at 4407 E. Waterloo Road, and Lodi, California, at 351 Beckman Road. Each location is regularly supplied with Neste MY Renewable Diesel, a low-carbon fuel produced from 100% renewable and sustainable raw materials that cuts greenhouse gas emissions by up to 80% compared to petroleum diesel, according to Neste. The two new fueling stations join eight existing Neste-branded fuel stations in the California cities of San Leandro, San Jose, Keyes, Ripon, Wasco, Buttonwillow and Shafter. In addition, Neste offers a resource page to help drivers and fleet managers find nearby fueling stations and certified distributors. “Intensified by climate change, wildfires in California have taken lives, upended whole communities and are on track to cause $10 billion in damages,’” said Carrie Song, vice president for Renewable Road Transportation in North America. “This is unacceptable and shows the urgent need for California to drastically reduce greenhouse gas emissions from its transport system. Our goal is to give fleet operators an easy choice — keep running your vehicles on fossil diesel and contribute to a climate catastrophe, or switch right now to renewable diesel and help fight climate change and pollution.” Neste’s fuel has already replaced more than 1.6 billion gallons of fossil diesel in California, the equivalent of taking up to 3.9 million cars off the road per year. Neste plans to continue expanding its renewable diesel footprint across the West Coast. Neste MY Renewable Diesel is a California Air Resources Board (CARB) compliant drop-in replacement fuel that’s compatible with all diesel engines and can be integrated into all diesel fuel infrastructures at no extra cost. The combination of modern diesel engines with renewable diesel is a “today” solution and will continue to provide fleet operators with an affordable way to future-proof their investments and equipment as new rules come into effect, according to a statement from Neste. Neste MY Renewable Diesel is available to public and private fleets in California through authorized distributors. For more information click here.

COLUMBUS, Ind. — According to ACT Research’s latest State of the Industry: North American Classes 5-8 Report, with the beginning of COVID vaccine distribution, the likelihood of Congressional assistance for those still suffering from COVID’s impact and healthy freight rates, commercial vehicle demand remains strongly positioned heading into 2021. “With vaccine distribution starting this week and the likelihood that Congress will finally provide assistance to those left in COVID’s wake, we are more optimistic that we are nearing the end of the pandemic tunnel and are on the cusp of a better 2021,” said Kenny Vieth, president and senior analyst for ACT Research. “Of course, with Americans now dying at a 100,000-per-month clip, these positive developments are tinged with the recognition that considerable misery remains.” ACT’s report provides a monthly look at the current production, sales and general state of the on-road heavy- and medium-duty commercial vehicle markets in North America. Market indicators are differentiated by Class 5, Classes 6-7 chassis, and Class 8 trucks and tractors, detailing measures such as backlog, build, inventory, new orders, cancellations, net orders and retail sales. In addition, Class 5 and Classes 6-7 are segmented by trucks, buses, RVs and step van configurations, while Class 8 is segmented by trucks and tractors with and without sleeper cabs. The report includes a six-month industry build plan, backlog timing analysis and historical data from 1996 to the present in spreadsheet format. A first look at preliminary net orders is also published in conjunction with the monthly report. Vieth noted that freight rates have been in “record territory” since September, which he says boosts profits and creates a freight-heavy outlook for 2021. “The rule of thumb oft-heard at ACT, ‘Truckers buy trucks when they make money,’ again passes the test,” he said. “It seems that everyone is ordering in the Class 8 segment, but the tractor market is rising at a considerably more rapid clip, against easier year-ago comparisons, than the truck market. Despite the uptick in orders and build, we do caution that the growing steel shortage and potential for COVID to still wreak havoc on the supply chain could impact build rates into early 2021.”

COLUMBUS, Ind. — Preliminary information for November indicates that the U.S. trailer industry booked 39,500 net orders for the month. While down 28% from October, last month’s volume was nearly double that seen in November 2019. The industry has now had six consecutive months with solid year-over-year gains in net orders, and November will likely rank in the industry’s top 10 months. Final volume will be available later this month. This preliminary market estimate should be within +/- 3% of the final order tally. “While November orders were down sequentially versus October, that matches the order pattern for last year. Remember that October was the third-best net order month in history, so that set up a tough comparison for the industry,” said Frank Maly, director of commercial-vehicle transportation analysis and research for ACT Research. ACT Research’s State of the Industry: U.S. Trailers report provides a monthly review of the current U.S. trailer market statistics, as well as trailer OEM build plans and market indicators divided by all major trailer types, including backlogs, build, inventory, new orders, cancellations, net orders and factory shipments. It is accompanied by a database that gives historical information from 1996 to the present, as well as a graph packet, to allow organizations in the trailer production supply chain, and those following the investment value of trailers and trailer OEMs and suppliers, to better understand the market. “Dry vans have been the foundation of the recent order surge, and that pattern continued during November. While more than twice the pace of last November, dry van orders appear to be roughly two-thirds of October’s level. Freight rates continue at robust levels, resulting in solid expectations for fleet financials. That means fleets have both the need and ability to invest in equipment.” Maly said. “Given concerns regarding availability and timing of production slots in 2021, since existing backlog extends to nearly the end of Q3 ’21 at current production rates, fleets pulled their order timing forward this year, resulting in the October volume peak.”

ELYRIA, Ohio — Freezing temperatures, snow and ice in the air and on the ground, corrosive road treatments — winter throws a lot at truck drivers and their vehicles. With an eye on keeping trucks in good operating condition in cold and nasty weather, the experts at Bendix offer tech tips for taking proper care of air, brakes and controls system components. A is for air “A lot rides on a truck’s air system — from braking to automated manual transmissions to emissions controls — and, in particular, on a reliable supply of clean and dry compressed air,” said Richard Nagel, Bendix’s director of marketing and customer solutions – Air Supply & Drivetrain. “When it’s cold, moisture in the air system can condense and freeze, which increases the odds of brake and valve malfunctions. That’s why it’s always advisable to manually drain the air tanks at the start of the cold weather season,” he continued. “And while draining every three months is generally sufficient, monthly or weekly drains may be necessary for vehicles like vocational trucks, which have a high air demand.” The beginning of cold weather is also a good time to replace the air dryer cartridge — although if you haven’t yet, it’s not too late, especially if you’re unsure whether it’s overdue. Since oil aerosols can be particularly harmful to a truck’s air system, by damaging valves and seals, Bendix recommends using a cartridge with an oil-coalescing filter, even if you’re replacing a standard cartridge. And if the vehicle is already using an oil-coalescing dryer cartridge, it’s important to stick with that type for system protection. Keep an eye on the dryer’s purge valve for grit accumulation or corrosive damage due to road-clearing chemicals. Putting in a new one is a quick and simple bit of preventive maintenance that can save bigger headaches in the future. Finally, avoid using de-icing solutions on an air system, unless it’s an emergency. These chemicals can corrode O-rings and valve seals. If it’s absolutely necessary, limit the exposure to the smallest area possible, and conduct follow-up checks on the affected parts. B is for brakes “At the wheel-ends, the onset of winter weather means paying extra attention to brake components,” said Mark Holley, Bendix’s director of marketing and customer solutions – Wheel-End. “During pre-trip walk-arounds, drivers should look at the air brake chamber housings for corrosion or damage that could allow corrosive materials to take hold, and make sure that dust plugs are properly installed. The idea is to prevent corrosion from getting a foothold when these areas are most exposed to hazardous situations.” In the shop, there are several steps to take to keep braking components healthy in the winter. On drum-braked wheel-ends, lubricate the automatic slack adjusters, clevis pin connections, cam tubes, shafts and bushings. It’s a standard preventive maintenance procedure that also keeps moisture from building up and enabling corrosion. On wheel-ends equipped with air disc brakes, check the guide pins and inspect the boots for tears or punctures that could permit corrosion. Replace any pins or boots as needed. Verify that the shear adaptor cover is in place and fully seated. Also check for free movement of air disc brake pads in the carrier. If necessary, remove them and clean the carrier surface with a wire brush to make sure the brake moves freely on its guidance system. C is for controls “Driver-assistance technologies, such as stability and collision-mitigation systems, may be called upon more often in wintry road conditions, while tire-pressure monitoring systems are valuable in keeping proper inflation during temperature swings,” said TJ Thomas, Bendix’s director of marketing and customer solutions – Controls. “It’s key to follow pre-trip inspection recommendations detailed in the Bendix Service Data Sheets to make sure these electronic systems are operating properly.” It’s also important to check electronic connections to ensure they are secure and watertight. Connectors and other sensitive components can be ruined by moisture, salt and road chemicals. Drivers should also be mindful of keeping external cameras and radar sensors, such as forward-mounted collision-mitigation units, free of snow and ice by checking them just before driving. Thomas noted that while today’s advanced driver-assistance technologies are integrated, the foundational technologies can sometimes remain operable if higher-level functions are limited by winter conditions. “A blocked lane-departure warning camera, for instance, doesn’t shut down the entire collision-mitigation system,” Thomas said. “Similarly, if a radar unit becomes obstructed by snow during driving, while the collision-mitigation functions may be limited, the underlying full-stability technology is still supporting the driver.” Like it or not, winter always comes around. Preparation and preventive maintenance help fleets and owner-operators avoid the toll it can take on their trucks, enhancing the safety of the men and women behind the wheel — and the safety of everyone who shares the road. For more tech tips from Bendix, click here.

FREMONT, Calif. — Azuga, a provider of connected vehicle and fleet technologies, has been chosen by RUC West as the account management provider for a Road Usage Charge and Autonomous Vehicle Test that will determine the feasibility of applying road-usage charges (RUCs) to automated vehicles. The research demonstration will analyze and validate methods for data-sharing between AV telemetry and RUC systems and address technological and administrative considerations, working in partnership with private autonomous vehicle (AV) vendors and product-design specialists. The one-year test will include a six-month pilot with AV vendors in Arizona, California and Texas, and is open to more AV volunteers across the nation. Because modern vehicles rely increasingly less on fuel, resulting fuel-tax revenues are declining. Many states are investigating revenue alternatives, such as per-mile charges, to secure roadway longevity and expansion. RUC West is a voluntary group of 17 state departments of transportation that are committed to the study of RUC viability. The collaboration of Azuga, RUC West and other AV stakeholders will establish a smoother transition to advanced forms of revenue collection. Automated vehicles (vehicles capable of driving without human intervention) are expected to have wide-ranging impacts on many aspects of the transportation system, including transportation funding. Many AVs will likely be electric and will not pay conventional fuel taxes. They may also generate significantly more vehicle miles traveled than the average vehicle today. Currently there is not a mechanism to fairly charge these potentially high-mileage, electric vehicles for their use of the roadway. It is likely that AVs will be deployed on more than a trial basis before road-usage charging programs have evolved into a nationally interoperable system. “Our contribution to this project will lay the groundwork for AV businesses to intersect with RUC programs on a statewide and multi-state level,” said Nate Bryer, Azuga’s executive vice president of RUC. “It is estimated that over 1,400 driverless vehicles are on the road — with more on the way — and it’s probable that a mandatory RUC is necessary for these vehicles. Many states will need this research to move forward.”

GREENSBORO, N.C. — After a successful four-month pilot program, Volvo Trucks announced Dec. 14 that the Driver Display Activation (DDA) application has been added to Remote Programming as part of the manufacturer’s Remote Diagnostics bundle of Uptime Services. DDA allows drivers to directly activate over-the-air system updates within minutes at a time and location that’s convenient to them. Volvo Trucks’ Remote Programming service provides fleet operators with a faster, more flexible way to make updates to software and parameters that enhance the performance of a truck’s engine, transmission and aftertreatment. DDA moves the activation step into the cab and the hands of the operator, providing another option than calling a Volvo Action Service agent to initiate a remote update. This cuts administration and updating time in half and opens the service up to 24/7 availability. “The capabilities of the new DDA application and the benefits it represents for owners and operators are part of a change journey in our industry,” said Rodney Lloyd, global program manager and pilot leader for Volvo Trucks North America. “This pilot program further reinforced that the uptime and productivity gains from this feature will be a huge step forward for our customers.” DDA underwent multiple pilot testing phases, from dealer stock trucks to more than 500 customer trucks at 15 different over-the-road and vocational fleets. Lloyd said that during the latest phase of testing, he heard from one national retail chain that drivers initially expressed resistance to the new option, but quickly came to appreciate the new DDA feature after one try. The DDA service can easily be done during a typical operator break. The participating customer was able to complete approximately 400 software updates in less than four weeks, with each vehicle taking minutes to convert instead of the typical three hours. “We knew we had something really good at the onset based on the feedback we received from dealer technicians during our initial stock truck tests,” Lloyd said. “They realized that DDA is much easier and faster than pulling out a laptop for performing updates. They saw firsthand how this feature immediately added efficiency and decreased administration time.” Rick Randall, diagnostic services manager, Volvo Trucks North America, also noted the importance of keeping fleets updated on the latest software. “We have clear data showing that trucks running the latest software versions throw fewer faults and experience higher efficiency and less downtime. Our goal with Remote Programming and Driver Display Activation is to make updating a breeze so more trucks can run optimally,” Randall said. “With DDA, the customer decides who is allowed to run the update,” he continued. “Most fleets are fine with the operator activating the update when prompted by an alert on the instrument cluster, but others may want to enable the password option that comes with DDA so only their technicians can update. The configurability removes any customer concerns over authorization. They can also choose between three cluster notification options. It’s totally configurable, and the preferences can all be managed remotely simply by calling Volvo Action Service.” The DDA interface will be available, free of charge for the first two years, bundled into the manufacturer’s Remote Diagnostics services on all new Volvo trucks built after Nov. 30, 2020. Model-year 2018 and older trucks can be adapted to allow DDA using a conversion kit that’s available in the Volvo Premium Tech Tool diagnostic application. Operators are not required to contact a Volvo Action Service agent or visit a certified Volvo Uptime dealer to update the vehicle, but support is available 24/7 through the Volvo Trucks Uptime Center, if needed. Fleet managers and owners can contact Volvo Action Service to have multiple qualifying vehicles updated simultaneously.

PORTLAND, Ore. — Daimler Trucks North America (DTNA) on Dec. 14 announced that its Portland truck manufacturing plant is setting the course for the company’s “green” production in the U.S. by achieving carbon neutral production in 2020 with reduced energy consumption and the offset of on-site emissions. DTNA further plans to incorporate CO2-neutral production at its remaining truck manufacturing plants by 2025. The Portland plant will be the first vehicle manufacturing plant to achieve CO2-neutral production in the global Daimler Trucks network. DTNA is making significant investment in the facility as it prepares for production of the Freightliner eCascadia and Freightliner eM2, the company’s first battery-electric medium- and heavy-duty trucks planned for the start of series production in 2022. “The commitment we have to CO2-neutral vehicles starts with how they are produced, and we are on the path to achieving carbon neutral production, beginning with our Portland truck plant in 2020,” said Roger Nielsen, president and CEO of DTNA. “With our quickly growing portfolio of battery-electric vehicles and our transformative work in hydrogen fuel cell commercial vehicles that will be on the road within the decade, our future and our industry’s future is electric.” Through a partnership with Energy Trust of Oregon, DTNA’s Portland plant has reduced its energy consumption from vehicle manufacturing with equipment replacement and facility upgrades. The upcoming implementation of ISO 50001 will ensure further improvement in energy efficiency for the Portland plant. As a signing member of Portland General Electric’s Green Future Impact program, DTNA has committed to the purchase of “green” energy from wind and solar power generation, including from the recently announced Pachwáywit fields, slated to be Oregon’s largest solar facility, located in Gilliam County, about 150 miles east of Portland. “Sustainability is not a new topic for Daimler Trucks North America or for those of us here in Oregon, and we are excited to support our global commitments by getting a head start in our own home town,” said Geoffrey Jansen, plant manager for DTNA’s Portland truck manufacturing plant. “This announcement is even more meaningful since we will begin building the all-new electric Freightliner eCascadia and Freightliner eM2 here within the next couple of years.”

SALT LAKE CITY — Kenworth Sales Co. recently celebrated its 75th anniversary as a Kenworth dealer, the longest tenure in the Kenworth dealer network. Founded by W. Jay Treadway, his wife Veda and son J.E. “Gene” Treadway in 1945, Kenworth Sales Co. began as a single-office business in Salt Lake City with W. Jay calling on customers, Veda handling the books and 17-year-old Gene selling parts. Today, Kenworth Sales Co. remains under the ownership of the Treadway family; Kyle Treadway, grandson of W. Jay Treadway and son of Gene Treadway, serves as company president. Kyle Treadway received the 2014 Truck Dealer of the Year from the American Truck Dealers (ATD) and served as ATD Chairman from 2009 to 2012. With the recent expansion of eight dealerships, through an agreement with Truck Enterprises Inc., Kenworth Sales Co. now employs more than 1,200 staff members and operates 31 dealerships in the Intermountain West and Mid-Atlantic. “We congratulate Kenworth Sales Co. for its outstanding achievement of representing the Kenworth family and products for a remarkable 75 years,” said Kevin Baney, Kenworth general manager and PACCAR vice president. “We commend Kyle Treadway and all the company’s employees for carrying on the Treadway family legacy of providing excellent Kenworth trucks and outstanding parts and service support to a multitude of fleets and truck operators over these many years.” While Kenworth Sales Co. has grown significantly since its humble beginnings in 1945, Kyle Treadway said the core values the company was founded upon remain at the heart of how the dealer group does business today. “My grandfather, W. Jay, was a firm believer that a handshake is the heart of a truck sale. Back then, a handshake meant that a customer was good for their money and that Kenworth Sales would provide excellent customer service and deliver a quality truck on-time and specified to meet their operational needs,” Treadway said. “While the times have changed, customer service remains a top priority. I believe the service we provide has played a significant role in our success and growth over the years. W. Jay would be proud to see us reach this 75-year milestone.” Kenworth Sales Co. was not able to host events to celebrate the company’s 75th anniversary because of health and safety precautions, Treadway said it doesn’t take away from the importance of this accomplishment. “It’s unfortunate we couldn’t welcome customers and our employees to celebrate the anniversary, but staying safe and healthy is the most important thing right now,” he said. Despite the market challenges this year has presented, Kenworth Sales Co. has continued to expand its business. Earlier this year the company relocated its full-service North Las Vegas dealership to a brand-new 67,000-square-foot facility that includes a 27,500-square-foot service department with 26 service bays. “Over the course of 75 years in business, our company has overcome a number of challenges. We are a resilient group, and we will continue to serve our customers and overcome this challenge together. We look forward to the better days ahead and to what’s next for Kenworth Sales Company,” Treadway said.

PLANO, Texas — Touted as “the future of heavy-duty trucking,” two fuel cell electric heavy duty Class 8 trucks built under the Zero and Near Zero Emissions Freight Forwarding (ZANZEFF) project are scheduled for delivery this month to demonstration fleet customers. ZANZEFF is sponsored by the state of California. Toyota Logistics Services and Southern Counties Express each will receive a Kenworth T680 Class 8 truck powered by a Toyota fuel-cell electric drivetrain. Both of the zero-emissions trucks will be used for drayage operations in the ports of Los Angeles and Long Beach. “We have been involved with Toyota’s hydrogen truck project since the beginning and we are excited to see the latest models now being released for further testing,” said Gordon Reimer, president of Southern Counties Express. “We are proud to be associated with the Toyota research and development team, and look forward to the continued progress of this technology.” An additional eight trucks will be delivered in 2021 as part of the ZANZEFF program. Three of the eight trucks will go to UPS for its port operations, while two of the eight trucks will go to Total Transportation Services, another prominent port operator. Toyota Logistics Services receive the remaining three trucks. “After extensive testing with our proof-of-concept prototypes, we’re ready for the next step of putting more trucks into drayage operations,” said Andrew Lund, chief engineer for Toyota Research and Development. “Moving toward emissions-free trucks is more important than ever, and the ZANZEFF project has been instrumental in getting us closer to that goal.” Development of the Kenworth T680 fuel-cell electric vehicle (FCEV) is part of a $41 million ZANZEFF grant awarded by the California Air Resources Board (CARB), with the Port of Los Angeles as the prime applicant. CARB has awarded those funds to the Port of Los Angeles for the ZANZEFF project as part of California Climate Investments, a California initiative that puts billions of cap-and-trade dollars to work reducing greenhouse gas emissions, strengthening the economy, and improving public health and the environment. “The port is currently engaged in 16 different zero-emission demonstration projects to support development of on-road trucks that we expect will help bring feasible zero-emission technology to the marketplace,” said Chris Cannon, chief sustainability officer for the Port of Los Angeles. “Conversion of the port drayage fleet to zero-emission technology involves tremendous financial investment and will take the collaboration and commitment of many stakeholders — both public and private — to create a viable market for zero-emissions drayage technology,” Cannon continued. “We are proud of our continuing partnership under this project to deploy these trucks as an important step in verifying the capabilities and role of hydrogen fuel cell technology in the path to zero emissions.”

MADISON, Ind. — Grote Industries has received a waiver from the Federal Motor Carrier Safety Administration (FMCSA) that allows motor carriers to install brake-activated pulsating warning lamps on trailers and van body trucks. The pulsating lights supplement the steady-burning lamps required by Federal Motor Carrier Safety Regulations. According to a Dec. 8 statement issued by Grote, more than 300 rear-end collisions involving trailers occur on U.S. highways each day. According a recent study, a flashing amber brake-activated light can help reduce the frequency of rear-end collisions by more than 33%. The waiver, FMCSA–2020–0122, was granted based in part on this data. Grote didn’t just petition for the waiver; the company also developed a solution. To bring greater visibility to trailers during the critical moments when the vehicle is braking, engineers at Grote developed the Auxiliary Strobe and Stop Lamp, an add-on warning light that can be easily wired into a trailer’s existing brake-light circuit. In developing this new lamp, rather than just repackaging an existing product, Grote’s engineers studied the problem and listened to the needs of their customers. The Grote Auxiliary Strobe and Stop Lamp was designed to effectively draw the attention of traffic and give following motorists greater warning of braking. To ensure that nearby drivers are aware of the vehicle’s actions, braking initiates a sequence of five amber flashes in four seconds, followed by a solid-red burn. This light sequence far exceeds the attention-getting capability of standard solid-burn brake lights — while not overwhelming following drivers with long periods of strobing. “The unique advantages of Grote’s Auxiliary Strobe and Stop Lamp have gotten the attention of fleets throughout the nation,” said Mark Blackford, Grote’s director of national fleet sales. “Additional functionality for auxiliary lights will cut down on accidents and property damage, and will make our roadways safer. With a product like this, at the end of the day, everyone wins.” Blackford said he expects to see a number of benefits as a result of the waiver and the option of the new warning-light system, both for fleets and for the driving public. Drawing attention to the actions of trailers will increase operator safety and minimize rear-end collisions, resulting in less equipment and freight damage, less downtime, and fewer delayed shipments. For fleet managers, that means a better safety record, fewer CSA headaches, more money saved, and most importantly, a safer road for everyone.

VAN BUREN, Ark. — The first time Daniel Bearden laid eyes on a Kenworth truck was when he watched the classic film “Smokey and the Bandit” as a kid. The movie featured a Kenworth W900A, driven by a character nicknamed Snowman. More than 30 years later, it’s still a memory Bearden vividly remembers. “I remember thinking the Kenworth truck featured in ‘Smokey and the Bandit’ was the most beautiful truck I had ever seen,” Bearden recalled. “It was then that I knew I wanted to be the owner of a Kenworth someday.” Today, Bearden is vice president of Marrlin Transit in Van Buren, Arkansas. The family-operated transportation company was founded in 1993 by his mother, Marr Lynn Bearden, who currently serves on the board of the Arkansas Trucking Association. The company specializes in transporting dry-van commodities throughout most U.S. states and regionally from its headquarters. As vice president of the company, Daniel Bearden is responsible for purchasing equipment and managing operations for the company. Marrlin Transit operates 52 trucks, primarily Kenworth T680s with 76-inch sleepers along with a few day cabs. All the T680s are specified with PACCAR MX-13 engines rated at 455 horsepower and PACCAR 12-speed automated transmissions purchased through MHC Kenworth-Van Buren. “We first began adding Kenworth aerodynamic truck models in the early 2000s and have continued to buy Kenworth’s latest models since,” Bearden said. “These trucks have played a significant role in our company’s success over the years. Kenworth’s latest aerodynamic model, the T680, is the best truck we’ve ever owned.” According to Bearden, fuel economy, weight savings and engine reliability were key factors for him when deciding how to spec the company’s first Kenworth T680s in 2014. “When we were getting ready to place our first order, Eddie Wakefield at MHC Kenworth (Van Buren) recommended going with the PACCAR MX-13 engine rated at 455 horsepower and the PACCAR 12-speed automated transmission,” Bearden said. “We get plenty of power with the 13-liter engine and it’s lighter than other engines on the market. Combined with the PACCAR automated transmission, we’ve achieved improved fuel economy and further reduced truck weight, which allows us to increase payload,” he said. “We’re finding the PACCAR MX-13 engine to be very reliable for us,” said Bearden. “We do our maintenance in-house and we haven’t run across any problems – just the regular scheduled maintenance. We’re able to keep our trucks on the road and away from the shop, which keeps us, and our drivers, more profitable.” In the past, Marrlin Transit operated a few automatic-transmission trucks with the majority specified with manual transmissions — until the fleet began adding Kenworth T680s. Many new drivers entering the industry only possess licenses that certify them to operate automatic-transmission trucks. Bearden said he is finding that specifying trucks with automated transmissions is the way of the future. “The industry is changing,” he said. “There are fewer drivers on the road now that have the experience to operate manual transmissions. For us, having trucks with automated transmissions opens up a bigger pool of drivers we can recruit from. Plus, our more experienced drivers — who were hesitant at first when we made the transition to automatics — are finding automated transmissions make driving ‘easier’ since they don’t have to worry about shifting gears.” When it comes to driver retention and recruiting, Bearden noted that operating Kenworth T680s helps in the company’s retention and recruiting efforts. “We hear all the time how much our drivers enjoy the large space and creature comforts the Kenworth T680 provides. And, they appreciate being in equipment that performs at a high level,” he said. “We’ve had several drivers who decided to join us primarily based on the equipment that we have.” According to Bearden, driver safety is a top priority for the company. Marrlin Transit uses the Bendix Wingman Advanced collision-mitigation system, which detects when a truck may be about to collide with another vehicle or object; the system then alerts the driver and takes preemptive braking action — when necessary — to avoid or considerably reduce the severity of a collision. The collision-mitigation system is a standard feature on Kenworth T680s. “This technology helps keep our drivers safer on the road,” Bearden said. “We’ve reduced the number of incidents that occur since this system first became available. I believe Kenworth is on the forefront when it comes to the truck technology that they provide. This system makes a difference.” On average, Marrlin Transit’s long-haul drivers accumulate 120,000 miles on the road each year. Once a Kenworth T680 reaches 400,000 miles, Marrlin Transit trades it in to MHC Kenworth-Van Buren. “We’ve been pleased with the resale value we get from our T680s. Eddie (Wakefield) knows how to spec our trucks so that we can maximum the return on our trucks when it’s time to trade them in,” Bearden said. “It’s funny — you’d think drivers would be excited to jump into new equipment every couple of years. What we’ve found is that some of our drivers don’t want to give up the T680s that they’re in. They’ve made it their ‘home’ and the truck still performs great. When a driver is happy being in equipment that is a few years old, that says something about the quality of the T680,” Bearden said.

WEST COLUMBIA, S.C. — The Peterbilt Store has opened a new, expanded facility in West Columbia, South Carolina, according to Denton, Texas-based Peterbilt Motors. The new facility, built on an 11-acre site just off Interstate 26 at exit 119, provides 300% more warehouse space than the previous location. In addition, the new site offers customers easy access straight from the interstate to one of the 19 air-conditioned service bays. “This new facility serves as a symbol of our continued commitment to the Midlands, and the state as a whole. It seems fitting that during our 10th year in Columbia we unveil a $12 million investment that will support our growth here for decades to come,” said Greg Arscott, president of The Peterbilt Store Southeast. “We’d like to congratulate Greg Arscott and his team at The Peterbilt Store Southeast on their relocation and investment in South Carolina. The new West Columbia location represents a significant commitment from The Peterbilt Store to provide superior service to their customers and is a great representation of the growing Peterbilt Dealer Network,” said Peyton Harrell, Peterbilt’s director of dealer network development. For more information about The Peterbilt Store, click here.

GREENSBORO, N.C. — Volvo Trucks North America is now accepting orders for its zero tailpipe emission Class 8 VNR Electric truck in the U.S. and Canada, the manufacturer announced Dec. 3. Production of the battery-electric tractor is scheduled to start in early 2021. “The Volvo VNR Electric marks a significant step forward for electromobility in an industry that we are committed to leading as it undergoes rapid, significant change,” said Peter Voorhoeve, president of Volvo Trucks North America. “Volvo Trucks believes and invests in sustainable electromobility. Our deep understanding of the transportation ecosystem — the technology, infrastructure and applications in the trucking industry — have enabled us to deliver a solution that is both advanced yet easy to own and operate.” The cab and chassis of the VNR Electric model will be manufactured following the same safety criteria as in the traditional VNR truck, and the battery-support carrier system keeps the same standards in mind. Drivers who are familiar with the gas-powered VNR regional-haul model will benefit from a fast learning curve, ease of operation and service, and a seamless transition from miles per gallon to kilowatt hours per mile, according to a statement from Volvo. In the Volvo VNR Electric, drivers are provided with a familiar human-machine interface, operation and design. At the same time, they’ll experience a significantly quieter ride and an improved working environment, reducing stress and fatigue and increasing overall comfort. “For us, it is more than just the truck. The transition to electromobility requires a tight stakeholder collaboration. We are committed to working closely with our customers and dealers, providing end-to-end consultative support, matching available incentives, understanding the required charging infrastructure and matching the right model and specifications to their operational needs,” Voorhoeve said. “As we hit this landmark milestone, moving forward with our pioneering customers toward a shared vision of the future, Volvo Trucks is making electromobility accessible, efficient and operationally viable. The future is here, and we are proud to bring this new and very real solution to the North American commercial trucking industry.” The Volvo VNR Electric is designed for customer applications and driving cycles with local and regional distribution ranges, including food and beverage and pick-up and delivery routes. The 264-kWh lithium-ion batteries, which charge up to 80% within 70 minutes, have an operating range of up to 150 miles, depending on the truck’s configuration. Advanced battery chemistries deliver increased power at reduced costs, while self-learning controls optimize energy usage. Regenerative braking can increase range by returning power up to 15% back into the battery, depending on the duty cycle. Cutting-edge battery monitoring technology relays the state of health for the energy source in real time, streamlining service needs and maximizing uptime. The electric driveline is a fully integrated, Volvo proprietary solution, rated at 455 horsepower and generating up to 4,051 lb.-ft. of torque. The Volvo VNR Electric features a two-speed Volvo I-Shift transmission that delivers smooth and efficient acceleration with excellent startability and low-speed maneuverability. Models are offered in three configurations, including a single-axle straight truck with a gross vehicle weight rating of 33,200 lbs, and two tractor configurations — 4×2 with a 66,000-lb. gross combination weight rating (GCWR) and 6×2 with an up-to 82,000-lb. GCWR in specific applications. Volvo’s new Gold Contract offering, which provides premium uptime services from Volvo Trucks, is standard with the VNR Electric model.