Equipment & Tech Archives

FTR, ACT report preliminary net trailer orders at lowest level for the month since 2016

Dana Guthrie - October 23, 2024

According to ACT Research, preliminary net trailer orders rose about 4,400 units from August to September, but at 12,100 units, were lower compared to last September, down 61% y/y. Seasonal adjustment (SA) at this point in the annual order cycle lowers September’s tally to 10,700 units, but that’s nearly 13% above August’s seasonally adjusted intake. Final September results will be available later this month. This preliminary market estimate is typically within ±5% of the final order tally. “Since September is the traditional start to the order season, this month’s uptick was expected, said Jennifer McNealy, director CV Market Research and Publications at ACT Research. “It’s also no surprise that the data is significantly below the September 2023 intake, given the soft demand recorded throughout this year. September’s data brings ytd 2024 US trailer net orders to 101,600 units, a 34% contraction when compared to the first nine months of 2023, and puts Q3’24 net orders at just 27,000 units, 51% lower than the same quarter last year.” According to McNealy, despite the sequential order improvement, September data continue to bear witness to our expectations of weaker demand against the backdrop of elevated order velocity the past few years, continuing weak for-hire truck market fundamentals, and already-filled dealer inventories. An order uptick showcasing demand, or the lack thereof, depends not just on one month, but on the next few months as OEMs more fully open their 2025 books. “Industry anecdotes suggest that the ‘pause button’ is expected to remain pressed through the remainder of 2024, and those on the frontlines are expressing concern about 2025,” McNealy said. “The timing and size of 2025 order bookings is the wildcard. Additional indicators supporting the lack of optimism include still-elevated cancellations and backlogs lower than we’ve seen in a decade. Despite positive momentum in the US economy, lingering weak carrier profitability suggests little support for trailer orders to bolster 2025 backlogs into the end of 2024.” FTR reported much the same as ACT Research. According to FTR, September U.S. trailer net orders rose by 75% month-over-month (m/m) from a low base to 11,532 units but were down 63% year-over-year (y/y). Net orders were the lowest for a September since 2016. Despite the opening of 2025 order boards, the industry’s net orders fell well below expectations, raising concerns for the upcoming order season. “Although trailer orders were weak in September, Class 8 orders slightly exceeded expectations at nearly 33,000 units for North America,” said Dan Moyer, senior analyst, commercial vehicles. “This divergence suggests that some fleets are prioritizing spending on new power units over trailers, possibly due to reduced profitability or shifting trade cycles. Higher-than-ideal trailer inventories at dealerships, lower fleet capital expenditures on trailers, and shrinking backlogs likely will put downward pressure on trailer build rates for the rest of 2024. If trailer orders for 2025 don’t pick up soon, some OEMs may extend or expand production cuts into next year.” The challenging truck freight environment in 2024 is continuing to suppress U.S. trailer demand, according to FTR. Year-to-date (YTD) for 2024, total trailer net orders fell 31% y/y, reaching 92,642 units, averaging just 10,294 units per month. Total trailer build decreased by 11% m/m and 40% y/y in September, totaling just 15,617 units – the lowest monthly output since July 2020. “In September, total net orders were once again below production levels, causing backlogs to drop by 4,255 units to just over 82,750 units,” FTR said in a media release. “The larger m/m decrease in production compared to backlogs pushed the backlog/build ratio up to 5.3 months. Despite this increase, it remains the second-lowest reading since July 2020 and is about 0.6 months below the pre-2020 historical average. This ratio suggests that manufacturers still have incentive to slow production further.”

From data to decisions: How Platform Science and Phillips Connect empower drivers in the cab

Dana Guthrie - October 22, 2024

SAN DIEGO, Calif. – Platform Science, the creator of Virtual Vehicle, is partnering with Phillips Connect to bring Phillips Connect’s DriverAssist, an integration that delivers actionable trailer insights such as tractor-trailer pairing and TPMS directly into the cab for drivers, to the Virtual Vehicle Marketplace. “By partnering with Phillips Connect, we are integrating innovative real-time tractor-trailer pairing validation directly into any workflow, scaling a fleet’s existing setup without the need for complex changes,” said Jake Fields, co-founder and CTO, Platform Science. “Drivers are at the center of everything we do and this partnership not only streamlines fleet operations but also enhances driver satisfaction. Phillips Connect is a true leader in smart trailer technology and by integrating them to our Virtual Vehicle platform, it creates more choice for our customers.” According to a press release, DriverAssist is accessible to all current Platform Science fleets through the Virtual Vehicle Marketplace. The solution delivers advanced trailer insights, sending important alerts directly to drivers in near real-time, empowering them to take immediate action. “We’re excited to partner with Platform Science to empower drivers and fleets with real-time, meaningful trailer insights that truly streamline operations for our customers,” said Rob Phillips, co-founder and CEO, Phillips Connect. “By integrating DriverAssist into Platform Science’s Virtual Vehicle platform, we’re helping fleets eliminate costly errors like mis-pulls and enhance safety with tire pressure alerts providing drivers with the tools they need to be more efficient and safer on the road. This collaboration is a significant step in driving the future of smart trailers, where seamless connectivity and actionable data deliver real value for both fleets and drivers.” According to the release, DriverAssist delivers key trailer data, including real-time tractor-trailer pairing validation, tire pressure monitoring, and many more expansion options, ensuring drivers stay informed about their load and trailer health at all times. Tractor-trailer pairing not only boosts driver confidence but also gives the back office the assurance they need by strengthening verification protocols, enhancing security, reducing the risk of trailer theft, and streamlining fleet operations overall. Real-time alerts on tire pressure problems when they are detected empower drivers to take immediate action if necessary. “Our goal is to leverage technology to streamline workflows and boost efficiency across our organization,” said Mike Narkys, president, MNS1 Express Inc. “With technology evolving so rapidly, we want partners that could help future-proof our operations. Platform Science and Phillips Connect stand out as leaders in their fields — Platform Science for truck technology and Phillips Connect for trailer technology — giving us the expertise we needed in both areas. Phillips Connect’s smart trailer platform allows us to integrate sensors that address today’s needs and easily adapt to future technologies. The real-time, actionable data we receive helps us stay ahead of maintenance and safety issues. DriverAssist and the T/T Pair technology streamline our drivers’ workflows even further, providing critical information on their tablets and preventing errors and avoiding common issues like mis-pulls.” Platform Science’s Virtual Vehicle is the premier application platform that unlocks all signals at the edge directly on the truck without any aftermarket hardware installation. It is being deployed by many of the world’s largest commercial trucking fleets, according to the release. “By adopting Platform Science’s Virtual Vehicle, fleets are leveraging a best-in-class driver experience, integrating an intuitive application ecosystem including solutions made by telematics providers, third-party developers, OEMs, shippers, and fleets themselves,” the company said in the release.

Samsara’s AI-powered drowsiness detection goes global for all customers

Dana Guthrie - October 22, 2024

SAN FRANCISCO, Calif. — Samsara Inc. has launched its Drowsiness Detection feature into general availability for customers globally. According to a company media release, Drowsiness Detection uses Samsara’s comprehensive AI models—trained on its large-scale dataset—to proactively detect when signs of drowsiness occur. Then, it triggers real-time in-cab audio alerts for drivers, while notifying managers via text or email to triage fatigue-related events in the moment. These insights can be viewed as aggregated reports within the Samsara Platform, allowing managers to analyze patterns of fatigue across their fleet, focus on driver coaching, and ultimately reduce drowsy driving to improve road safety. “It’s hard to detect when someone is truly drowsy,” said Evan Welbourne, vice president of AI and Data at Samsara. “It’s more than a single behavior, like yawning or having your eyes closed. Drowsiness can be less common than other risky driving behaviors, so accurate detection is only as good as the data that feeds and trains AI models. That’s where the scale of Samsara’s data sets our solution apart. We train our models on more than 38 billion minutes of video footage within our platform to provide high accuracy and impact for our customers.” The National Safety Council reports that drivers are three times more likely to be in a crash if they are fatigued, and according to the AAA Foundation for Traffic Safety, more than 17% of all fatal crashes involve a drowsy driver. In the commercial trucking industry, drivers are even more at risk given long hours and unpredictable road conditions. “That’s why preventing drowsiness is a top priority for Samsara’s tens of thousands of customers,” the company said in the release. “While advancements in AI and machine learning have made proactive alerts possible, drowsiness remains an incredibly nuanced behavior to train AI models to detect.” To ensure accuracy, Samsara’s comprehensive Drowsiness Detection is trained to consider several behaviors that indicate fatigue, in alignment with leading and clinically validated standards for defining drowsiness, according to the release. These behaviors include: head nodding, slouching, prolonged eye closure, yawning, rubbing eyes and more. Yawning alone is often not a sufficient detector of drowsiness. An analysis among early adopters of Samsara’s Drowsiness Detection found that approximately 77% of drowsy driving events were detected by behaviors other than yawning alone. Samsara first announced Drowsiness Detection at its annual Beyond conference in June, which gathered more than 2,000 physical operations leaders across the industry. Since then, customers have already experienced meaningful impact. For example, one of the largest oilfield services companies in the U.S. has seen a significant decrease in how often drivers are falling asleep during shifts since using Samsara’s Drowsiness Detection, according to the release. “We used to have multiple drivers falling asleep at the wheel,” said Samsara’s vice president of Health Safety and Environment. “Now, we’ve gone as long as 30 days without a single driver falling asleep due to these alerts.” Samsara’s petabyte-scale dataset collects more than 10 trillion data points each year and is used to train AI models that automate workflows, accelerate time to value, and provide personalized, actionable insights for customers. In one year alone, Samsara’s Video-Based Safety solutions have helped prevent more than 200,000 crashes among customers worldwide, according to the release. Drowsiness Detection is now generally available globally to customers. To learn more, visit samsara.com/products/safety/dash-cam

New York trucking association pushing for suspension of CARB-written ZEV rule

Bruce Guthrie - October 21, 2024

NEW YORK — With 11 states joining California in adopting the Advanced Clean Truck (ACT) rule by 2027 including New York, last week the Trucking Association of New York held an online meeting for the sole purpose of calling for an immediate delay to the regulation. The Advanced Clean Truck rule which is a rule that association president Kendra Hems said held “severe consequences” for the trucking industry and all the businesses and residents who rely on it. The regulation began in California and has been given ownership to most entities that refer to it. California implemented the regulation this year. The rule was approved by the California Air Resources Board (CARB) in March 2021 that requires medium and heavy-duty vehicle manufacturers to sell zero-emission vehicles (ZEVs) as an increasing percentage of their annual sales in the state from 2024 to 2035, ultimately transitioning to only ZEV sales in California by 2036. “We stand in support of creating jobs, supporting the economy, driving safety, and delivering a sustainable future for our members,” Hems said. “Unfortunately, this regulation could threaten our progress that we’ve been making as it relates to environmental initiatives.” While voicing staunch opposition to the ACT rule, Hems said her organization supports the transition to zero emission vehicles. “As an industry, we have worked closely with our governmental partners for many years to reduce the emissions from heavy duty trucks,” Hems said. “And as a result, the industry has seen tremendous achievements reducing pollutants by nearly 99%. In fact, it would take 60 of today’s trucks to generate the same level of NOx and soot emissions coming from a single truck in 1988. Hems also pointed out was that “trucking has virtually phased out harmful sulfur in the diesel fuel, practically eliminating sulfur oxide emissions, and significantly reduced fine particulate matter from trucks, improving the air quality, wellbeing, and livability of our communities. This success has come from working together, not by adopting overly aggressive mandates that create significant economic burdens and ignore the challenges that still face the industry as it moves toward the use of zero-emission vehicles. The advanced clean truck regulation requires manufacturers to sell a percentage of their total sales in New York State as zero-emission vehicles starting in 2025, with increasing percentages through 2035.” “In order to meet the percentage requirements, the sales of internal combustion vehicles will be reduced,” she said. “So to put this in perspective, on average there are 4,000 class eight trucks registered annually in the state of New York.” Starting in 2025, 7% of those trucks will need to be zero emission. That equates to 280 zero emission trucks in order to support the total number of trucks sold each year. To date less than 40 class 7 or 8, zero-emission trucks have been registered in the state of New York. “There are significant barriers in New York that make it nearly impossible to operate these vehicles,” Hems said. “Two of the most significant are the lack of charging infrastructure. We do not have infrastructure in the state of New York to support the use of these vehicles. The average range of use on a heavy duty electric truck is about 280 miles. And since the rule was adopted in 2021, New York has not installed a single publicly available heavy duty charger.” Hems pointed out that the state of New York is no further ahead in building out charging infrastructure than four years ago when the rule was adopted. Cost prohibition comparing a new clean diesel commercial truck which is between $180,000 and $200,000 opposed to the price of an electric truck is nearly $500,000. “So just these two challenges alone between the lack of infrastructure and the cost of the equipment, we know that our, our trucking companies will not buy or invest their money in these trucks that they cannot use,” Hems said. According to the ACT Regulation factsheet, the rule mandates the above ZEV sales percentages for all vehicle manufacturers that sell 500 or more vehicles per year in California. The ACT Regulation, which requires vehicle manufacturers to report the number of vehicles they sell within California each year, is structured as a credit and deficit accounting system. A manufacturer accrues deficits based on the total volume of on-road heavy-duty vehicle sales within California beginning with model year 2024 vehicles. These deficits must then be offset with credits generated by the sale of ZEVs or near-zero emission vehicles “This policy places a mandate on our truck dealers in New York to try and sell vehicles to an industry that currently has very limited applications for their use, making it impossible to meet the goals of the regulation,” Hems said. “It’s not that they don’t want to comply, they simply can’t comply. It’s not good policy, quite frankly, it’s irresponsible and it will only serve to hurt our businesses in New York.” States implementing ACT rule California – 2024 Massachusetts – 2025 New Jersey – 2025 New York – 2025 Oregon – 2025 Washington – 2025 Vermont – 2026 Colorado – 2027 Connecticut, New Mexico, Rhode Island and Maryland – 2027 (Draft rule language released) Chuck Burr of Burr Truck backed Thompson, citing his company’s challenges of compliance with the rule. “Over the past two years, our company has taken pride in being a pioneer in the new world of electric trucking,” Burr said citing the implementation of the first Level 3 120- kilowatt DC fast charging station to Broome County. “We even made it publicly accessible due to a shortage of charging stations locally,” Burr said. “We’re proud to have sold one of New York state’s 31 class eight battery electric vehicles that are in operation today. We’ve also signed on as a workhorse electric vehicle dealer, and we are the first certified Isuzu Electric vehicle dealer in the Northeast. We’ve invested heavily in training and tooling to make this new era of trucking available to our customers. Our commitment hasn’t changed. We are aligned with the New York State goals to achieve zero emissions by 2040, but for the first time in my 31 career, I’m questioning if our company will survive the rules in place starting January 1st and be here to see the path to 2040 unfold.”

Practical innovation: Shell Starship 3.0 shows how to get the most from available technology

Cliff Abbott - October 19, 2024

The development of technology simply for the sake of using technology is not practical, nor is it useful. That’s a lesson exemplified by the 48-cylinder, 4,200 CC Kawasaki Whitelock Tinker Toy, one of more than 1,000 motorcycles on display at the Barber Vintage Motorsports Museum in Leeds, Alabama. Although the bike holds the record for “functional vehicle with the greatest number of cylinders,” its fuel efficiency (or lack thereof) and required maintenance render it into nothing more than a novelty. Enter the Shell Starship program. At the other end of the practicality spectrum are technological developments that have the potential to bring greater efficiency to an entire industry. On Oct. 8, 2024, the Shell Starship 3.0 was put through its paces at Alabama’s Barber Motorsports Park Proving Ground, with all of the latest practical technology available for Class 8 trucks on display. Members of trucking media from across North America were treated to a presentation about the technology used in the creation and operation of the vehicle, along with the opportunity to inspect and photograph the latest iteration of the truck. Some attendees received rides around the proving grounds track — while those with CDLs, including this writer, were encouraged to drive a lap or two. Of course, I took the opportunity to take the Starship for a spin. The Shell Starship program began in 2018 with the goal of setting new benchmarks for energy efficiency for the commercial vehicle industry. Combining the latest in aerodynamic design with lightweight and efficient drive train components, low rolling resistance tires and the most advanced Shell lubricants, each Starship iteration has set new standards for fuel efficiency and reduced emissions. The Starship 3.0 deviates from the industry standard of diesel fuel, with a goal of meeting the Environmental Protection Agency’s (EPA) upcoming emissions standards and, at the same time, to improve fuel mileage and reduce costs. The Starship is powered by a Cummins X15N natural gas engine and can use renewable natural gas where available. The engine is lubricated with Shell Rotella NG Plus SAE 5W-30 FA-4 synthetic oil, which the developers say is capable of handling the higher heat load produced by natural gas engines. Shell Spirax S6 GME 40 lubricant, specially formulated for high-torque transmissions, protects the auto-shift unit. The truck and trailer are equipped with some familiar technology — with a few adaptations. The tractor body is constructed of carbon fiber for strength and weight reduction. Tractor side fairings covered the drive wheels. Cab extender fairings, both side and top, are designed to deploy at 50 mph, closing the tractor – trailer gap. Trailer side skirts extended to within an inch of the road surface and completely covered the trailer tires. A “boat tail” device at the rear of the trailer extended all the way down. Because less air can move underneath the tractor and trailer, heat extractors are molded into the body of the cab behind the steer tires to prevent buildup of engine heat. A 5,000-watt solar panel array, mounted on the roof of the trailer, provides charging for batteries without taxing the truck’s generator or increasing fuel consumption. During on-road testing in the fall of 2023 while operating at nearly 80,000 pounds, the Starship 3.0 achieved more than 2.5 times the freight-ton per gallon efficiency of the U.S. average for Class 8 diesel trucks. Additionally, because natural gas requires less emissions aftertreatment, the unit scored more than three times the freight-ton efficiency for carbon dioxide emissions of its diesel equivalent. A second Starship 3.0, a hybrid diesel-electric, is being tested in China. So, what’s it like to pilot the Starship? Driving the Starship 3.0 was a unique experience in some ways — but rather ordinary in others. Entering the cab using the electric powered fold-down stairway was reminiscent of similar stairs on smaller business jets. Raising the stairs closes the door, which blends nearly seamlessly into the passenger side of the cab. Familiarizing myself with the cab involved checking out the display panels that replace traditional west-coast mirrors. Mounted near the windshield pillars, these displays provided a superior view of the area alongside the truck with less head movement required to check them. An additional “blind spot” camera and display clearly shows anything that’s near the right side of the tractor. An electronic control mounted near the left mirror display controls adjustment of the camera view for each separate camera. In addition, there’s a “night view” available that uses infra-red technology to provide a clear view alongside the truck even when visibility is compromised. The gauges are incorporated into a driver interface to the right of the steering wheel. Although the displays are digital, they look very similar to traditional gauges with “needles” that moved accordingly. Operating the auto-shift transmission is as simple as rotating a switch located on a stem on the steering column, about where automobile shifters have been located for decades. The action was much like turning on windshield wipers in an automobile. The traditional yellow and red parking brake/protection valve buttons operate as normal. Once I was acclimated, we were on our way. The Starship’s acceleration is smooth and powerful, with the transmission smoothly shifting as the truck’s speed increases. The natural gas powerplant provides power similar to that of a diesel engine, but perhaps a little higher RPM is needed to provide torque at startup. Controlling the Starship feels much like any other truck with smooth, responsive steering and solid controlled braking. In some ways, driving the truck is a whole new experience. The most noticeable driving difference I noticed was visual: The aerodynamic shape of the windshield and the side-to-side dimensions of the tractor make the cab seem cavernous. Without lines painted on the proving ground test track, it took a little extra effort to determine lane positioning. The difference, however, doesn’t seem to be anything a driver wouldn’t become accustomed to within a few miles of driving. While the Starship 3.0 is definitely different in looks, as well as in some functions, the overall driving experience doesn’t feel that different from any modern Class 8 vehicle, at least to me. The engine even sounds like a diesel! The familiar odor of diesel exhaust was missing while I walked around the idling truck, replaced by a less-noticeable aroma. At a time when it’s difficult to predict how the truck of the future will be powered, the team behind the Shell Starship 3.0 is demonstrating what can be achieved with currently available technology. As the world pursues zero-emissions vehicles, every extra mile and every reduction in emissions brings the trucking industry closer to zero — in a good way.

Lessons learned: Use Roadcheck results to make sure equipment, drivers are roadworthy and safe

Cliff Abbott - October 18, 2024

In September, the Commercial Vehicle Safety Alliance (CVSA) released the results of its 2024 Roadcheck inspection blitz. As a refresher, the event was conducted over a three-day period May 14-15. In jurisdictions throughout North America, 48,761 inspections were performed, with 23% of the vehicles inspected being placed out of service (OOS) for safety violations. Additionally, 4.8% of drivers were OOS. CVSA describes the Roadcheck event as an “inspection, enforcement and data-gathering initiative” — but it can be so much more. The Roadcheck can also be an educational experience for carriers and — especially for owner-operators — who pay attention to the results. Knowing what the top violations were during the blitz helps truck owners focus their maintenance efforts on issues that are most likely to arise. For example, the No. 1 violation for the 2024 Roadcheck was Defective Service Brakes, which totaled 25% of all vehicle OOS violations. “Other Brake Violations” was No. 3 on the list at 18.3%. Together, 5,873 violations were found totaling 43.3% of all vehicle violations found. Why were so many violations discovered? Obviously, there’s an issue with drivers and truck owners when it comes to making sure their trucks’ braking systems are working properly. It’s astounding that, given months of advance notice of the dates, plus information about the focus of the Roadcheck event, so many drivers were found driving around in equipment that couldn’t pass inspection. Granted, drivers who know how to check slack adjusters for adjustment have become a rare breed. Even rarer are drivers who actually do it. But with ample notice of the inspection event, thousands of trucks still failed, many for items that could have been found on a half-decent pre-trip inspection. Brake drums that are contaminated by a leaking wheel seal, for example, aren’t hard to find. The No. 2 OOS violation in this year’s event was an item that’s much easier to inspect: Tires were responsible for more than a fifth of all violations at 20.8%. While drivers might be excused for not knowing about an out-of-adjustment slack adjuster, tires are pretty simple to access during a pre-trip inspection. The same is true of lights, which were responsible for 1,406 OOS violations and 12% of the total. How ‘random’ are these random inspections? It would be incorrect and unfair to assume that the 23% of vehicles placed OOS for one or more violations is representative of all trucks on the road. That’s because the inspections aren’t totally random. While some jurisdictions might choose randomly, others might focus on appearance, choosing trucks that appear older or poorly maintained. Still others might target trucks from a specific industry such as logging or trash hauling. Some choose trucks to inspect based on CSA data, selecting equipment from specific carriers. Some jurisdictions don’t participate at all, while others may inspect a larger or smaller number of trucks. The newest trucks with the greatest chance of passing without violations may be the ones least often inspected. On the other side of that coin, however, are the drivers and carriers that avoid inspection by shutting down or by avoiding scales or likely inspection areas. With months of notice, it isn’t difficult to avoid inspection delays by simply not running during the dates of the event. Enough trucks are shut down during inspection days to have an impact on spot freight rates, which rise due to the decrease in trucking capacity. What about driver violations? Many of the inspections included checking drivers’ credentials, hours of service (HOS) and records in the Drug and Alcohol Clearinghouse. Incredibly, given the advance warning the industry is provided about the inspection, 63 drivers who had been barred from driving due to failed drug and/or alcohol tests in the Clearinghouse record were still found — and removed from — behind the wheel during the Roadcheck event. One hundred and four more drivers were issued OOS violations for possession of drugs or alcohol. Nearly 700 drivers (688, to be exact) were cited for not having a CDL in their possession, and 138 for driving on a suspended license. Another 304 were cited for not having a medical card. The largest number of violations, however, were for HOS violations. During this year’s Roadcheck, 870 OOS violations were found, comprising 32.1% of all driver OOS violations. An additional 297 drivers, or 10.9%, were placed OOS due to falsified record of duty status. As usual, there were a group of drivers cited for not wearing their seat belts; 535 citations were issued. There were undoubtedly more drivers who quickly put their belts on as they approached the inspection area, cleverly avoiding a citation. The FMCSA estimates that about 14% of drivers do not wear their safety belts, about double the percentage of personal vehicle drivers. The agency has announced its intention of conducting an online survey to better understand driver perceptions about safety belts. In the past, drivers have expressed fear of entrapment in case of an accident as a reason for not belting in, while others simply find seat belts uncomfortable. Efforts to educate drivers on the probabilities of being entrapped versus the increased odds of surviving a crash have met with some success, but old attitudes sometimes prevail. What can motor carriers and drivers learn from Roadchecks? The CVSA Roadcheck event is well publicized and the results are widely shared. While getting unsafe equipment and drivers off of the road is certainly a goal, carriers and truck owners would be wise to pay attention to the results. While it’s true that equipment defects can appear at any time, it’s doubtful the nearly 21% of OOS violations for tires all “suddenly happened” in the half-hour just before the inspection, or that all of the non-working lights went out just a mile before the weigh station where inspections were conducted. The sad reality is that too many drivers failed to perform a thorough pre-trip inspection on the day they were inspected. Others knew they were driving illegally, like the drivers with failed drug screens in the Clearinghouse, while still others didn’t check to make sure important credentials, like CDL and medical card, were in their possession before leaving home. There are lessons to be learned by those who don’t want to be among the statistics in the next inspection event. Inspect your truck. Make sure you have your driving documents with you. Leave the alcohol at home. Take the time needed to follow simple steps to help ensure you and your truck get a passing grade at the next roadside inspection.

FMCSA’s certification label requirements on rear impact guards: Safety or silliness?

Cliff Abbott - October 17, 2024

Professional drivers have been known, on occasion, to question some of the regulations put in place by federal agencies and their effectiveness in making our nation’s highways safer for everyone. Once in a while, however, a rule makes the news that causes a national pandemic of head-scratching. It’s even more perplexing when the Federal Motor Carrier Safety Administration (FMCSA) has an opportunity to make a correction … and passes. The saga to which I’m referring involves multiple government agencies, notably the National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Vehicle Safety Standards (FMVSS) it issues, and the Commercial Vehicle Safety Alliance (CVSA), an independent association that includes government agencies, law enforcement, carriers, manufacturers, safety groups and more. The regulation in question is FMCSR 393.86, “Rear impact guards and rear end protection.” The regulation deals with a device once called the “ICC bumper” and later, the “DOT bumper” — but it’s officially referred to as the rear impact guard, or RIG. The regulation requires RIGs to be installed on all trailers and semitrailers manufactured after Jan. 26, 1998, and regulates its width (with 4 inches of the trailer sides) and how close to the ground (not more than 22 inches) it must be, along with other measurements. These RIGs can be bolted or welded in place, and they must be “substantially constructed.” FMVSS Standard 223 provides strength and force-resistance requirements. None of the regulations noted in the paragraph above have been contested. The issue around the RIG requirements comes down to a sticker. In subparagraph 6, the regulation states that each RIG must be permanently marked or labeled with the name of the manufacturer of the guard, the year it was manufactured and the letters “DOT.” This labeling is certify that the guard conforms to all the requirements of FMVSS 223. As the CVSA pointed out in a March 12, 2019 petition for rulemaking in which it asked the FMCSA to remove the labeling requirements, there are several issues with the label. During normal use, the label is exposed to the elements, ice-removal chemicals and other damaging conditions. Parts of the RIG often come into contact with bumper pads or other parts of loading docks, which could damage the label. Further, shippers and receivers often employ devices that grip or restrain the RIG, preventing drivers from moving the trailer while loading and unloading are occurring. Damage to certification labels is a common occurrence. The CVSA petition also notes that these labels can’t be replaced if they’re damaged or removed. Trailer manufacturers or the suppliers who constructed the RIG will not issue a new certification for a device that has been in use, possibly for years. Then there’s the justification for a “certification” that the device meets regulations. Is there a similar requirement for other parts of the vehicle (for example, a sticker on the front bumper “certifying” it was properly made)? Are certification stickers required on critical safety parts like brake drums, or fifth wheels and kingpins? Are manufacturers required to “certify” that windshields are strong enough or tires are able to handle the rigors of the road? In a September 4, 2024, letter, the FMCSA denied the CVSA petition. One argument cited for the denial was that, if the RIG was damaged beyond repair and replaced, the new RIG would come with a shiny new certification sticker, so the regulation was satisfied. Not mentioned were the far more likely scenarios in which the “damage” included scratches, scrapes and cosmetic damage such as rust or paint blisters that did not result in replacement of the entire RIG but obliterated the information printed on the sticker. The FMCSA also cited an NHTSA denial of the petition based on the premise that the labels enable crash investigators to determine if a RIG was compliant with the regulations and whether it contained any defects. Such reasoning assumes, of course, that every RIG with a label is automatically compliant and those with no label are not. Finally, the FMCSA made the statement that “damaged or worn labels during regular operation of the vehicle on the original equipment would compromise the overall safety to the motoring public but would not represent a compliance issue with the requirements of FMVSS No. 223.” Wait. Let’s make sure we have this straight. A damaged or worn sticker compromises “the overall safety to the motoring public” — but it isn’t a “compliance issue?” If it’s not a “compliance” issue, does that mean violations will not be recorded if the sticker is missing? That no citations or warnings will be given to drivers or vehicle owners? The FMCSA closed with this statement: “As such, the permanence and placement of the label are left to the discretion of the manufacturer of the rear impact guard.” The permanence? Does this mean that it doesn’t even need to be a quality sticker that doesn’t fall off as the trailer leaves the sales lot? After all, it’s up to the manufacturer, as is the placement. If the sticker is on the part of the RIG that faces the front of the vehicle, requiring the inspector to crawl under a trailer to see it, that’s fine. In summary, the FMCSA is requiring a label to certify that one particular vehicle part meets regulations even though they don’t require similar labels on other parts; if the sticker is missing or damaged it there’s no replacement available but that’s not an issue because nobody gets a ticket for it anyway. Those whose living is governed by federal regulation, however, can rest assured that important matters like this one are handled speedily by our safety agencies. The CVSA petition for removal of the requirement for the certification label only took five and a half years to resolve. One wonders if the ruling was expedited because of the danger to “the overall safety of the motoring public.”

What key insights are found in NACFE’s revolutionary refrigeration report?

Dana Guthrie - October 17, 2024

FORT WAYNE, Ind. — With major developments happening in the zero-emission temperature control freight movement sector of the trucking industry, The North American Council for Freight Efficiency (NACFE) has released its groundbreaking, first-ever report on transport refrigeration, “Decarbonizing Truck and Trailer Refrigeration.” According to the NACF, “Decarbonizing Truck and Trailer Refrigeration” provides basic information about transport refrigeration units (TRUs) and electric transportation refrigeration units (eTRUs). It also identifies and discusses key challenges and opportunities facing the trucking industry ecosystem and its support systems as the CARB eTRU rules come into effect, and as the industry begins to transition away from fossil-fuel powered refrigeration. “About one of every seven straight trucks and trailers on the road uses transport refrigeration units to keep their freight in a specified temperature range,” said Rob Graff, NACFE’s senior technical consultant and study lead. “Most TRUs today are diesel powered. These are increasingly subject to regulations on their emissions — including GHGs. We’ve seen the development of low- to no-emissions TRU technologies emerging to meet these requirements.” There are benefits and challenges of switching to eTRUs from both a cost and operational standpoint, and the report explains those in detail. Based on its research and analysis, the study team came to a number of conclusions about the state of transport refrigeration today. Freight requiring transport in a specified temperature range encompasses about 15% of straight trucks and trailers. Regulations and heightened sustainability expectations are converging to require more sustainable solutions for moving refrigerated goods. New refrigeration units have been developed to run with zero emissions using electricity.Other allied solutions are emerging to support eTRUs. Moving and delivering refrigerated goods with zero or significantly lower emissions while maintaining quality is a large challenge. Activities are underway to plan for and harmonize the connectors and power requirements for charging electric trucks, charging eTRU batteries, and providing shore power when electric reefers are parked or idling. “Range Energy is excited to see NACFE publishing this important report about eTRUs, said Collin MacGregor, head of systems engineering at Range Energy. “There are a lot of challenges and opportunities in the transition to electric TRUs. This report will be valuable to the trucking industry as it moves forward to adopt this technology.” According to the report, successful freight movement requires the timely delivery of goods from a vendor to a recipient, often using multiple carriers, and many shipments must be kept within a specified temperature range from the point of origin to the final destination. Careful temperature control — the cold chain — has enabled short- and long-distance shipping of temperature-sensitive goods. “PLM leases refrigerated trailers to [hundreds of fleets],” said Alan Gassler, national account support and zero emission operations and sales analyst, PLM Fleets. “While many of our customers are interested in zero-emissions TRUs, the industry is changing so quickly with the introduction of innovative technologies, that businesses hesitate to adopt the newest technology for fear of it quickly becoming outdated. PLM Fleet is pleased to see NACFE detail the challenges and opportunities the industry faces as it transitions away from diesel-powered TRUs and into a clean technology future.” To read the report in full, click here.

Charging ahead: Voltera adds two new sites to California electric truck network

Dana Guthrie - October 17, 2024

PALO ALTO, Calif. — Voltera is making another stride forward with the acquisition of two new ZEV infrastructure development sites. “Securing these two sites in California is a significant step forward in our mission to support the electrification of commercial fleets,” said Sylvia Hendron, chief development officer at Voltera. “Each location has been carefully chosen and developed to meet the unique needs of ZEV fleets, from proximity to key transit routes to securing necessary funding.” According to a company press release, the acquisition brings the company’s total portfolio to 22 sites strategically positioned across key transit hubs in California, Texas, Georgia, Arizona, and Florida. This portfolio of sites underscores Voltera’s commitment to supporting the growing demand for sustainable transportation solutions in the United States. The first newly acquired site, a prime 0.85-acre parcel at 1707 East Pacific Coast Highway in Wilmington, CA, is strategically located just four miles from the Port of Long Beach (POLB) and five miles from the Port of Los Angeles (POLA), according to the release. “This ideal location will support the region’s significant drayage operations,” the company said in the release. “The site can accommodate up to 30 electrified stalls and has already secured a power supply of up to five megawatts from the Los Angeles Department of Water and Power. Additionally, Voltera has obtained an exemption from the local truck use moratorium, ensuring smooth operations.” Additionally, the Wilmington site has been awarded grants totaling $4.1 million to reduce truck emissions and improve air quality in Southern California. These grants come from the South Coast Air Quality Management District’s Carl Moyer Program ($2.3 million) and the Federal Highway Administration’s Reduction of Truck Emissions at Port Facilities Program ($1.8 million). The second site, spanning 2.75 acres at 3755 Industrial Boulevard, West Sacramento, CA, is strategically positioned close to the I-5 and the I-80 highways. It holds up to 100 electrified charging stalls and has secured a power supply of one megawatt. “This is a testament to Voltera’s commitment to overcoming the complexities of site development and accelerating the deployment of zero-emission fleet infrastructure across California and the U.S.,” said Brett Hauser, Voltera chairman of the board. According to the release, with strong backing from infrastructure investor EQT, Voltera takes a proactive approach to site acquisition and development to accelerate project timelines and more quickly deliver power to ZEV fleet customers. In 2023, the company evaluated over 1,200 sites and reinforced its ability to effectively navigate and overcome frequent challenges that exist when assessing prime real estate for ZEV infrastructure. “The location of charging infrastructure for medium- and heavy-duty trucks is crucial for a sustainable energy transition in the trucking sector,” said Dawn Fenton, board chairperson, Powering America’s Commercial Transportation. “Commercial fleets require access to power near major freight routes, along with ample space for vehicles to enter, exit and maneuver. The work of PACT’s charging developer members is essential in ensuring that M/HD trucks and fleets have the necessary power infrastructure to comply with regulations. This effort is vital for accelerating transportation electrification and can serve as a strong indicator of the demand for utility services.”

Holt Truck Centers expands reach with Kyrish Acquisition

Dana Guthrie - October 16, 2024

SAN ANTONIO, Texas – HOLT Truck Centers has acquired Kyrish Truck Centers, bringing the combined number of HOLT Truck Centers locations to 35, making it the third largest International Motors dealership in the United States, a significant milestone for the company’s growth and innovation. “As a family-owned company, this acquisition marks an important milestone in our growth and allows us to expand while staying true to our roots,” said Bert Fulgium, senior vice president of HOLT Group. “Our commitment to putting our customers first remains at the heart of everything we do. We’re proud to welcome Kyrish Truck Centers into our family. Together, we will continue to provide the same level of service and dedication that define us.” According to a media release, Kyrish, a provider of new and used on-highway trucks, operates 20 International Motors, Fleetrite Truck Parts, Idealease, and Longhorn Bus dealerships and service centers in Texas. HOLT Truck Centers is an authorized dealer for International, IC Bus, and Idealease at dealerships in Oklahoma and in North and East Texas. The company also operates seven sales and service locations across Texas, providing comprehensive parts and service for all makes of trucks, RVs, and trailers, including engine rebuilds, diagnostics, maintenance, and emergency services like brakes, drivelines, and transmissions. Headquartered in Houston, Kyrish Truck Centers has been family-owned and operated since 1976, selling medium-duty, heavy-duty, and severe-service duty trucks, and leading Texas as an International and IC Bus dealer, according to the release. “With this acquisition, HOLT Truck Centers will expand its presence in Texas to locations in Austin, Houston, and the Rio Grande Valley,” the release said. “The 550 current Kyrish Truck Center employees will become employees of HOLT Truck Centers and will continue to operate from current locations. Longhorn Bus will continue to operate under that brand and is the authorized IC Bus dealer throughout Texas.”

FlowBelow’s Tractor AeroKit; Built to endure, designed to save

Dana Guthrie - October 15, 2024

NASHVILLE, Tenn.— FlowBelow Aero Inc. has launched a re-engineered Tractor AeroKit with Flex Fairing to add to FlowBelow’s portfolio of fuel-saving solutions building on the success of the widely used AeroKit, first introduced in 2012. “The Tractor AeroKit with Flex Fairing represents years of collaboration between our engineers, fleet customers and truck OEMs,” said Josh Butler, president and CTO of FlowBelow. “We’ve taken a great product and made it even better, addressing the challenging environments faced by today’s fleets in the real world.” Announced at a press conference at the American Trucking Association’s Management Conference & Exhibition , the redesign delivers increased durability in the field and vastly improved operational performance and is now made with cutting-edge materials and design features, according to the announcement. Key features of the new Tractor AeroKit with Flex Fairing: Enhanced Durability: The new Flex Fairing is made with a rubber alloy TPE (thermoplastic elastomer) resin, similar to that used in vehicle bumpers. This advanced material enables the fairing to bend and flex under impact, then immediately return to its original shape, making it well-suited for the tough conditions of heavy-duty trucking, according to the release. Improved Bracket Design: All-aluminum support brackets are lighter, corrosion-resistant and repositioned to provide better clearance, the release noted. The rear mounting bracketry features a 360-degree spring-loaded shoulder joint, allowing for multidirectional flexibility that works in conjunction with the fairing’s more pliable material. Proven Fuel Savings: Independent testing confirms that the Tractor AeroKit with Flex Fairing saves fleets $1.26 per mile, or 3.16 gallons of fuel for every 1,000 miles driven, according to the release. Impressive Extended Warranty: The release also noted that FlowBelow now offers a five-year/500,000-mile limited warranty, five times longer than the previous version, demonstrating FlowBelow’s resolute confidence in the product’s longevity. The re-engineered AeroKit has undergone extensive field testing with 30 to 50 fleets, ranging from 100 to 600 sleeper cabs, since early 2024. Paul Pettit, vice president of maintenance, fuel and facilities at Ascend, a 1000+ truck fleet based in Jackson, Tenn. shared his experience. “We had a tire blow-out on a truck running the new AeroKit, and the entire kit survived the incident unscathed,” Pettit said. “It was an impressive testament to the durability of the new product.” According to the release, when combined with other products in FlowBelow’s aerodynamic portfolio, including its AeroFender and Trailer Wheel Covers, fleets can achieve savings of up to 5.88 gallons of fuel for every 1,000 miles driven, or 2.4 cents per mile. “To put this into perspective, a fleet of 100 long-haul trucks traveling 12,000,000 miles per year could save as much as $247,000 annually using FlowBelow’s complete suite of aerodynamic technologies,” the release said. “This substantial savings is based on current diesel prices of $3.50 per gallon and demonstrates the significant impact that FlowBelow’s Tractor AeroKit with Flex Fairing, AeroFender and Trailer Wheel Covers can have on a fleet’s bottom line.” The Tractor AeroKit with Flex Fairing is now available for purchase through FlowBelow directly or can be specified through any mod-center for installation on new truck builds. For more information about the Tractor AeroKit with Flex Fairing or to schedule a product demonstration, please visit www.flowbelow.com or visit booth 16043 at the American Trucking Associations’ Management Conference & Exhibition. To access videos of the Tractor AeroKit with Flex Fairing being put through its paces, please visit https://vimeo.com/manage/videos/937524019 and https://vimeo.com/manage/videos/1017276906.

Pronoss acquires City Trailer, strengthening its portfolio

Dana Guthrie - October 14, 2024

OKLAHOMA CITY — Pronoss has acquired City Trailer Inc., an Oklahoma City-based full-service truck and trailer sales, service, maintenance and distribution business. “Combining these two companies just makes sense,” Jake Nossaman, Pronoss founder. “From Pronoss’s focus on specialty vehicles, including over-the-road tractor trailers, delivery vans, ambulance, fire trucks, and RVs, to City Trailer’s all encompassing semi-trailer offerings, our priority is to keep the hardest working vehicles working hard. With this acquisition, our goal is to create a fully-integrated company that takes care of anything that touches the highway.” Established in 2001 by Richard Walker, City Trailer provides quality customer service across a variety of services related to semi-trucks and trailers, including sales, service, maintenance and repair, parts and paint, according to a press release. City Trailer is comprised of four divisions all located on the same 45-acre facility, including City Trailer, City Paint Works LLC, City Secure Parking LLC and City Medium Duty Truck Repair Shop. “I couldn’t be more proud of the business my team and I have built, and I’m confident I’ve found the right partner in Pronoss to help pass along the legacy of City Trailer,” Walker said. “I trust City Trailer and our employees are in good hands as we combine with the Pronoss team.” The company’s leadership team will remain in place as the two companies merge into the broader platform of CTPN Operating, LLC, of which Pronoss is an affiliate. City Trailer has grown to become not only a leader in Oklahoma, but also in the surrounding region, with long-lasting industry relationships with all major dealers, vendors, and customers. “City Trailer, owned by Richard Walker and the recently retired Jim Crofford, helped make Gemini Motor Transport into what it is today — the safest and largest hazmat carriers in North America,” said Brent Bergevin, executive vice president of Gemini Motor Transport and Loves Travel Centers. “Their leadership and friendship will never be forgotten. Now as we head into 2025, we are looking forward to working with the new leadership led by Jake Nossaman and his company, Pronoss. We look forward to creating new memories and milestones with the team at Pronoss.” Infinity Capital Partners served as City Trailer’s exclusive investment banking advisor, and Gable Gotwals served as City Trailer’s legal counsel. McAfee & Taft served as legal counsel to Pronoss and CTPN. “Assisting Richard and the City Trailer team through this transaction was extremely rewarding, particularly because it represents two great Oklahoma businesses combining forces,” said Ben Lewallen, director at Infinity Capital Partners. “We look forward to watching these businesses grow within the state and for each to learn from the other.” The transaction amount was not disclosed. Infinity Capital Partners arranged the transaction.

Nikola and GTS Group strike deal to strengthen electric vehicle presence

Dana Guthrie - October 11, 2024

FONTANA, Calif. — Nikola Corporation has expanded in the southern Calif. market with the introduction of the “Next Generation Truck” (NGT) division of GTS Group as its newest sales and service dealer. “After many successful years specializing in traditional diesel-powered Class 8 trucks, GTS is thrilled to embark on an exciting new chapter by introducing Next Generation Truck – what we call NGT – a new division that was created for the sales and service of Nikola trucks,” said Amir Delvarani, CEO of GTS Group. “We believe that Nikola has created the best Class 8 zero-emission trucks in the world, between the battery-electric and hydrogen fuel cell electric vehicles, with superior technology that will help drivers, fleet owners and companies meet their goals. Adoption of Nikola trucks into a fleet marks a significant step toward sustainability, and we are eager to contribute to a cleaner future for the trucking industry.” According to a company media release, the dealership, located at 14578 Valley Boulevard in Fontana, will sell both Nikola Class 8 trucks – battery-electric and hydrogen fuel cell electric and assist customers with securing local, state and federal incentives. With the addition of the new dealer, the number of Nikola sales and service locations is now up to nineteen locations across the U.S. as it rapidly continues to fulfill its commitment to the expansion of the distribution network. “Nikola is committed to building a strong and comprehensive sales and service network to ensure our customers receive the best support for their zero-emission transportation needs,” said Stephen Girsky, Nikola president and CEO. “Partnering with GTS Group strengthens our ability to deliver clean, efficient trucks while providing top-tier service and infrastructure solutions across Southern California.” Delvarani noted that that with the expanded offerings, GTS and NGT remain fully committed to providing the same exceptional support and service to its valued customers across the nation. “Together, we are driving the future of transportation forward,” Delvarani said.

Wabash teams with University of Delaware to fuel sustainable future

Dana Guthrie - October 11, 2024

LAFAYETTE, Ind. — Wabash has been selected to receive a $1.6 million grant award from the U.S. Department of Energy Solar Energy Technologies Office (SETO) to support a research and development project aimed at decarbonizing the commercial transportation industry. “This project has the potential to revolutionize refrigerated transport by reducing reliance on the electrical grid and minimizing overall emissions,” said Michael Bodey, director of technology discovery and innovation at Wabash. “While many of today’s zero-emission products focus on tailpipe emissions, they still draw power from energy grids, which often rely on non-renewable sources. Our goal is to offer a truly green solution—a well-to-wheel approach—that accounts for the full life cycle of energy consumption, from production to usage.” According to a media release, the three-year project, set to begin in 2025 in partnership with the University of Delaware’s Center for Composite Materials, focuses on integrating high-efficiency solar energy into refrigerated trailers and truck bodies. This innovation will play a pivotal role in making zero-emission mid-mile transportation a commercially viable option. Wabash will use its proprietary EcoNex Technology, a composite material designed to enhance thermal efficiency and reduce energy consumption, while the University of Delaware will contribute its proprietary TuFF technology, which utilizes recycled aerospace-grade carbon fiber, to strengthen and lighten the trailers and truck bodies. “By incorporating lightweight solar panels and utilizing EcoNex Technology in refrigerated trailers and truck bodies, we are addressing two of the most significant barriers to electrification: weight and energy consumption,” Bodey said. “EcoNex not only improves the insulation and performance of the trailers but also contributes to overall weight reduction, making the solution even more efficient.” The release noted that batteries powering heavy trucks can weigh between 5,000 to 10,000 pounds, often limiting the payload capacity and drawing significant energy from the electrical grid when charging. The goal of the project is to develop enabling technologies that reduce the weight and energy needs of these vehicles while offering fleet customers greener, more efficient transportation options. “TuFF is the world’s strongest short fiber composite that is reciprocal with sustainable solutions to the mobility industry. It’s great to collaborate with Wabash on building the most sustainable solar panel integrated refrigerated trailer for the trucking industry,” said Srikanth Pilla, UD PI and director of the Center for Composites Materials at the University of Delaware. According to the release, Wabash is the only trailer and truck body original equipment manufacturer (OEM) selected for this government grant, highlighting its unique leadership position in sustainability and innovation. By focusing on mid-mile transportation, the project seeks to create a flexible solar energy system that can be CARB-compliant across different vehicle types, without requiring fully electric platforms to meet compliance. “This initiative is part of the DOE’s Silicon Solar Manufacturing and Dual-use Photovoltaics Incubator Funding Program, which supports advancements in PV technology across the supply chain and fosters new markets for American products,” the release said. “The outcomes of this project will help Wabash continue to evolve its technology ecosystem and green its supply chain to better serve its customers’ sustainability goals.”

Transitioning to a zero-emission fleet just got easier in the Garden State

Dana Guthrie - October 10, 2024

TRENTON, N.J. – CALSTART, a global clean transportation nonprofit is making strides with its partner, the New Jersey Department of Environmental Protection (NJDEP) with the creation of the New Jersey Fleet Advisor Program. “Children, whose lungs are still developing, are most vulnerable to the harmful health effects of poor air quality, yet millions of them are transported to and from school every day in buses that release harmful diesel emissions,” said Shawn M. LaTourette, Environmental Protection Commissioner. “It is critical that our school buses be equipped with the latest technology to protect them. The DEP congratulates grant recipients for their commitment to the health of our children and looks forward to helping school districts and fleet operators as we work together to grow the use of electric school buses and trucks.” The New Jersey Fleet Advisory Program, is a free technical assistance program that helps medium- and heavy-duty fleets plan for electrification in support of sustainability goals. During its first round, the program will provide free technical assistance to 15 New Jersey fleets interested in learning how to transition to zero-emission vehicles (ZEVs). According to a media release, the goal of this program is to help small fleets overcome challenges to electrification, such as bridging knowledge gaps about ZEVs, evaluating charging needs, securing incentives, and engaging with utilities, manufacturers, and permitting authorities. By working directly with fleets, the program hopes to spur ZEV adoption and achieve state climate and health goals. Participation in this educational program is free and aims to help fleets navigate key decisions around transitioning to ZEVs. “CALSTART is thrilled to partner with NJDEP to bring personalized fleet assistance to small fleets in New Jersey,” said Jennifer Kritzler, regional deputy director, Northeast, CALSTART. “We truly believe that working one-on-one is the best way to meet fleets’ needs as they begin to think about what the zero-emission vehicle transition means for them.”

In-cab insights: Platform Science, Phillips Connect team up to empower drivers with smart trailer tech

Dana Guthrie - October 10, 2024

SAN DIEGO, Calif. — Platform Science is partnering with Phillips Connect to bring Phillips Connect’s DriverAssist directly into the cab for drivers. “By partnering with Phillips Connect, we are integrating innovative real-time tractor-trailer pairing validation directly into any workflow app, scaling a fleet’s existing setup without the need for complex changes,” said Jake Fields, co-founder and CTO, Platform Science. “Drivers are at the center of everything we do and this partnership not only streamlines fleet operations, but also enhances driver satisfaction. Phillips Connect is a true leader in smart trailer technology and by integrating them to our Virtual Vehicle platform, it creates more choice for our customers.” Platform Science, the creator of the leading edge application platform for transportation, Virtual Vehicle, and its partnership with Phillips Connect, a renowned technology company specializing in IoT devices and fleet solutions will bring Phillips Connect’s DriverAssist, an integration that delivers actionable trailer insights such as tractor-trailer pairing and TPMS directly into the cab for drivers, to the Virtual Vehicle Marketplace, according to a media release. “We’re excited to partner with Platform Science to empower drivers and fleets with real-time, meaningful trailer insights that truly streamline operations for our customers,” said Rob Phillips, co-founder and CEO, Phillips Connect. “By integrating DriverAssist into Platform Science’s Virtual Vehicle platform, we’re helping fleets eliminate costly errors like mis-pulls and enhance safety with tire pressure alerts, providing drivers with the tools they need to be more efficient and safer on the road. This collaboration is a significant step in driving the future of smart trailers, where seamless connectivity and actionable data deliver real value for both fleets and drivers.” According to the release, DriverAssist is accessible to all current Platform Science fleets through the Virtual Vehicle Marketplace. This solution delivers advanced trailer insights, sending important alerts directly to drivers in near real-time, empowering them to take immediate action. DriverAssist delivers key trailer data, including real-time tractor-trailer pairing validation, tire pressure monitoring, and many more expansion options, ensuring drivers stay informed about their load and trailer health at all times, the release said. Tractor-trailer pairing not only boosts driver confidence, but also gives the back office the assurance they need by strengthening verification protocols, enhancing security, reducing the risk of trailer theft, and streamlining fleet operations overall. Real-time alerts on tire pressure problems when they are detected empower drivers to take immediate action if necessary. “Our goal is to leverage technology to streamline workflows and boost efficiency across our organization. With technology evolving so rapidly, we want partners that could help future-proof our operations,” said Mike Narkys, president, MNS1 Express Inc. “Platform Science and Phillips Connect stand out as leaders in their fields — Platform Science for truck technology and Phillips Connect for trailer technology — giving us the expertise we needed in both areas. Phillips Connect’s smart trailer platform allows us to integrate sensors that address today’s needs and easily adapt to future technologies. The real-time, actionable data we receive helps us stay ahead of maintenance and safety issues. DriverAssist and the T/T Pair technology streamline our drivers’ workflows even further, providing critical information on their tablets and preventing errors and avoiding common issues like mis-pulls.” According to the release, Platform Science’s Virtual Vehicle is the premier application platform that unlocks all signals at the edge directly on the truck without any aftermarket hardware installation. It is being deployed by many of the world’s largest commercial trucking fleets. By adopting Platform Science’s Virtual Vehicle, fleets are leveraging a best-in-class driver experience, integrating an intuitive application ecosystem including solutions made by telematics providers, third-party developers, OEMs, shippers and fleets themselves.

Hankook Tire boosts car hauler segment with SmartLine AL50 TBR launch

Dana Guthrie - October 9, 2024

NASHVILLE, Tenn. — Hankook Tire has developed a new way to support the challenging and unique commercial car hauler segment with its new SmartLine AL50 truck bus and radial (TBR) tire. “Our SmartLine AL50 TBR product is another key step in our plans to further support the commercial transportation industry, especially across some of its more nuanced applications, such as the car hauler segment,” said Rob Williams, president of Hankook Tire North America. “Looking ahead to 2025, we are excited to continue that growth and continued investment in the U.S. commercial vehicle market upon the completion of the expansion of our Tennessee Plant which is underway and adds capabilities for TBR production in Clarksville.” According to a company press release, the SmartLine AL50, in addition to Hankook’s other commercial product lines, are part of the company’s strategic vision. The current expansion of Hankook’s U.S. manufacturing plant in Clarksville, Tenn., which is scheduled for completion by the end of 2025, will enable the production of one million TBR tires annually. The release noted that due to the height restrictions for loading vehicles, the car hauler segment poses considerable challenges in developing a tire that can accommodate significant load-bearing stresses, long-distance durability required for vehicle transportation, and a lower profile construction to address common clearance challenges. “The SmartLine AL50 features a maximum load range of 7,390 lbs. per tire in its 60 series specification (295/60R22.5), which provides an advantage over other common 75 series specifications,” the company said in the release. Equipped with a three-peak mountain snowflake rating (3PMSF), the SmartLine AL50 is engineered with multi-season performance in mind and technology to help commercial operators go the distance with innovations including: Stiffness Control Contour Technology (SCCT), which controls the dispersion of internal forces and maintains the casing profile to improve performance, safety and durability. Hidden Groove Technology that improves wet grip and traction, appearing when the tire reaches its 70% wear markInnovative Mixing System (IMS) strengthening the bonding force between carbon black and rubber in the tire’s compound, allowing greater durability and improved fuel efficiency. In addition to the SmartLine AL50, other Hankook Tire TBR products available for car hauler trailers include the AH37, DH37, TH31 and AH37 in select specifications. For more information, visit the Hankook TBR product page.

JB Hunt and UP.Labs launch Logistic Venture Lab to transform logistics landscape

Dana Guthrie - October 9, 2024

BENTONVILLE, Ark., Oct. 2, 2024 — J.B. Hunt Transport Inc. and UP.Labs have launched a first-of-its-kind venture through the Logistics Venture Lab (LVL) with a mission to unlock the future of transportation and mobility. “From the inception of modern intermodal transit to digital freight matching platforms to emerging safety technology and beyond, J.B. Hunt has always been people focused, technology empowered and capacity driven, and we’ve been on an innovation journey since our founding in 1961,” said Shelley Simpson, president and CEO at J.B. Hunt. “Our collaboration with UP.Labs will continue this journey as we look for new ways to disrupt, adapt and accelerate across the transportation industry.” Announced at the recent UP.Summit, the logistics and freight-focused lab will aim to launch as many as six startups over the next three years to solve core strategic challenges within the industry, according to a company press release. The startups, the first of which the companies target to begin launching in 2025, are inspired by opportunities to drive efficiency and solve common problems faced by providers in the logistics and freight transportation space. They will focus on key industry service areas such as brokerage, dedicated, intermodal and truckload, among others. “I’m thrilled to be collaborating with J.B. Hunt, a leader in the transportation and logistics industry, said John Kuolt, founder and CEO of UP.Labs. “Through the Logistics Venture Lab, we will launch startups rooted in big data, GenAI, and emerging technologies to solve industry problems with some of the world’s best entrepreneurs. Having successfully collaborated with Porsche AG, Alaska Airlines and an undisclosed retail corporate partner, we’re excited to bring our unique venture lab model to a new transportation sector – logistics and freight.” UP.Labs is a venture lab and a core part of the UP.Partners ecosystem, which includes mobility investment fund UP.Ventures and the annual UP.Summit, an event that brings together 300 of the world’s most innovative minds rethinking the future of transportation, according to the release. “UP.Labs believes that partnering with leading corporations in the mobility space is the fastest way to make an impact on the challenges our society faces,” the company said. “Since its founding in 2022, UP.Labs has worked with corporate partners to identify their most pressing challenges and launch startups built by proven entrepreneurs, product leaders, and technologists to develop transformative solutions. Once these companies have matured, the corporate partners will have the option to acquire them. J.B. Hunt represents UP.Labs’ fourth corporate partnership with the mission of bringing innovation to the forefront of the transportation industry.”

Mack Trucks spotlights Mack Anthem models at ATA’s MCE

Dana Guthrie - October 9, 2024

GREENSBORO, N.C. – Mack Trucks will feature two Mack Anthem models at the American Trucking Associations (ATA) Management Conference & Exhibition (MC&E) Oct. 12 – 15 at the Music City Center, Nashville, Tenn. “A Mack Anthem 70-inch Stand Up Sleeper and a Mack Anthem 4×2 Day Cab will be spotlighted at Mack booth No. 13139,” the company said in a media release. “With its sleek aerodynamic design, the Mack Anthem was built for efficiency, comfort and connectivity. The Anthem models in the booth are spec’d with the Mack MP 8 engine and Mack mDRIVE 12-speed automated manual transmission (AMT), boosting fuel efficiency and driver productivity.” Both vehicles are equipped with Mack GuardDog Connect, a telematics diagnostic and repair solution dedicated to protecting and maximizing customers’ uptime, according to the release. GuardDog Connect monitors a truck’s critical fault codes, instantly diagnosing potential issues and navigating the repair process. The Mack Anthems also feature the Mack ClearTech One emissions system. ClearTech One is a durable and compact exhaust aftertreatment system that delivers near-zero tailpipe emissions. Specs for the Mack Anthem models displayed in Mack Booth No. 13139 at ATA MC&E include: Mack Anthem 70” Stand Up Sleeper Model Engine. Mack MP8-445C, 445 horsepower Transmission: Mack mDRIVE 12-speed overdrive AMT Front axle: Mack FXL12.5, 12,500 lb. Features: Air Ride air suspension rated up to 40,000 lbs.; Mack PowerLeash engine brake; Mack GuardDog Connect; Mack ClearTech One. Mack Anthem 4×2 Day Cab Engine. Mack MP8-415SE, 415 horsepower and 1,650 lb.-ft. torque Transmission: Mack mDRIVE 12-speed overdrive AMT Features: Mack Maxlite 20EZ Gen2 air suspension rated up to 20,000 lbs.; Mack Powerleash engine brake; Mack GuardDog Connect; Mack ClearTech On For more information about the Mack Anthem model, please visit Mack booth No. 13139 at ATA MC&E, your local Mack dealer or www.macktrucks.com.

Shreveport’s newest power couple: Great Dane and Lonestar Truck Group unite for trailer sales and service excellence

Dana Guthrie - October 8, 2024

SHREVEPORT, La. — Great Dane and Lonestar Truck Group Shreveport, are collaborating to extend Great Dane’s reach across the state of Louisiana. “Like Great Dane, Lonestar Truck Group has a storied history,” said Chris Hammond, executive vice president of sales at Great Dane. “The team is backed by more than 200 years of industry expertise and their mission is one of mutual support and profitability, setting them apart in the market. We look forward to a long partnership together.” Lonestar Truck Group Shreveport is dedicated to being a one-stop shop and is renowned for comprehensive service offerings, specializing in new and used truck and trailer sales, parts, service, leasing and rental, as well as finance and insurance services, the company said in a press release. “We’re thrilled to welcome Lonestar Truck Group Shreveport into the Great Dane family,” said Rob Ulsh, vice president of dealer and international sales at Great Dane. “Their commitment to providing exceptional customer service and their experience in their region is the perfect combination for an ideal partnership and for expanding our capabilities in Louisiana.” With this partnership, Lonestar Truck Group Shreveport will offer the complete range of Great Dane products, including dry vans, reefers, and flatbeds, expanding their portfolio of offerings as a full-service trailer dealership, according to the release. “The partnership between Lonestar Truck Group Shreveport and Great Dane will bring together two industry leaders with a shared commitment to excellence,” said Adam Arrington, executive vice president of sales and marketing at Lonestar. “The ability to offer Great Dane’s complete line of world-class products and Lonestar’s unwavering commitment to customer service will only further enhance our mutual customer’s experience.” For more information, contact Lonestar Truck Group Shreveport at (318) 938-9955 or visit www.TNTXTruck.com.