Trucking news and briefs for Tuesday, Sept. 28, 2021: Diesel prices soar to nearly 7-year highDiesel prices across the United States hit the highest national average since December 2014 during the week ending Sept. 27, according to the Department of Energy’s weekly report. The U.S.’ average price for a gallon of on-highway diesel now stands at $3.406, up 2.1 cents over the previous week. This week's price is the highest since the week ending Dec. 15, 2014, when prices averaged $3.419 per gallon nationwide. Fuel prices have been steadily increasing since near the end of 2020. Prices fell to $2.372 during the week ending Nov. 2, 2020, and have since increased by more than a dollar. Last week the most significant increase was seen in the Midwest region, where prices jumped by 3.6 cents. Only two regions – the Rocky Mountain and New England regions – saw a decrease during the same week, with prices falling by 2.4 cents in the Rocky Mountain region and by a tenth of a cent in New England. The nation’s most expensive diesel can be found in California at $4.339 per gallon, followed by the West Coast less California region at $3.664 per gallon. The cheapest fuel can be found in the Gulf Coast region at $3.142 per gallon, followed by the Lower Atlantic region at $3.288 per gallon. Prices in other regions, according to DOE, are:
ProMiles’ numbers during the same week saw fuel prices increase by 1.7 cents, bringing its national average to $3.314 per gallon. According to ProMiles’ Fuel Surcharge Index, the most expensive diesel can be found in California at $4.282 per gallon, and the cheapest can be found in the Gulf Coast region at $3.088 per gallon. Nearly 500 Freightliner Cascadias recalled for potential exhaust issueDaimler Trucks North America is recalling approximately 460 model year 2022 Freightliner Cascadia tractors due to a potential issue in the exhaust system, according to National Highway Traffic Safety Administration documents. According to the recall, the exhaust pipe outlet may have been improperly installed with the tip facing towards the battery box mounted directly above the frame rail, which could melt the battery box, increasing the risk of a fire. No remedy for repairs has been established at this time. Owners can contact DTNA's customer service at 1-800-547-0712 with recall number FL-901. NHTSA’s recall number is 21V-715. Eroad seeks driver of the year submissionsFleet management services provider Eroad has opened submissions for its annual Safety Star Driver of the Year awards program. Submissions will be accepted through Oct. 29. Now in its third consecutive year, the Safety Star program shines a light on outstanding drivers that go above and beyond the call of duty to serve the trucking community. The award winner also embodies safety on the road and goes the extra mile to keep themselves, their fleet, and the public safe. This contest is open to any company driver or contracted truck driver from the Eroad base of customers. A company driver must be nominated by the motor carrier by which they are currently employed, and each company may nominate up to five drivers. Ten finalists will be chosen with the Safety Star Driver of the Year award winner announced in mid-November. The winner will be selected for their ability to operate safely and professionally, demonstrate leadership abilities within their company, and their contributions to the industry and community. Applications are judged by third-party experts. Crete announces driver pay increaseCrete Carrier Corporation (CCJ Top 250, No. 25) is once again raising pay for drivers with Crete Carrier, Shaffer Trucking and Hunt Transportation. Pay for drivers is set to go up on Oct. 9. Base pay for drivers has increased by 27% over the last year, according to the company. Drivers on the national random OTR fleet will see a 5 cents per mile raise. The top 50% of national random drivers will now average $1,998 per week, according to the company. Pay for regional drivers will be increased by 2-5 cents per mile, depending on the fleet. Pay on dedicated fleets varies, but most have increased recently or will increase in the future. Pay increases apply to company drivers (solo and team) and owner-operators. The company has also increased the allowed speed on trucks, as of Sept. 27. Cruise control speed has been increased from 65 mph to 68 mph, and speed on the foot pedal is now 65 mph. Most drivers will have these speed changes performed over the air, but some trucks may have to have the adjustments made in the shop. https://ift.tt/2ytPsnD
0 Comments
Nussbaum Transportation Services (CCJ Top 250, No. 195) and Boyle Transportation again have received top honors in the Best Fleets to Drive For program at the 2021 Truckload Carriers Association Annual Convention in Las Vegas. For Nussbaum, it is the company's third straight award. Boyle has now won the award for the second consecutive year. In a year with record participation and more than 150 fleet nominations, Nussbaum and Boyle stood out from the competition by leading in innovation, driver development and workplace culture efforts. Nussbaum was named best-in-class in the large carrier category, while Boyle won the small carrier category division. "Nussbaum has always believed that fostering an atmosphere of frequent communication, trust, and grace is paramount to building a strong culture," said Brent Nussbaum, CEO of Nussbaum Transportation Services. "As an employee-owned company, we look for opportunities to recognize our people for acts of service to our customers, vendors and each other. We call them 'Own It' moments and recognize them both internally and across social media. In addition, Nussbaum offers our drivers additional opportunities for career advancement. The Best Fleet to Drive For award challenges us each day to remember something my father used to say- If you take care of your people, everything else will take care of itself." "Eighteen months ago when we first received this award, I said that it was the proudest moment in our company's history," said Andrew Boyle, co-president and CFO for Boyle Transportation. "A week later, the pandemic hit. And every day since has actually been the proudest moment in our company's history. The way our people – at all levels and roles – have responded in the face of adversity has been inspiring. We're fortunate to have dedicated staff members who are committed to putting professional drivers in a position to be safe and successful, so it's gratifying to see their efforts validated." The companies were chosen from a group of 20 finalist companies who also were recognized during the event. Other large carrier category finalists include American Central Transport, Bison Transport, Challenger Motor Freight, Erb Transport, Fortigo, Fremont Contract Carriers, Halvor Lines, Prime and Wilson Logistics. Small carrier finalists include Central Oregon Truck Co., Chief Carriers, FTC Transportation, Garner Trucking, Grand Island Express, Jetco Delivery, Thomas E. Keller, Transpro Freight Systems and Wellington Group of Companies. In conjunction with driver training firm Carriers Edge, TCA evaluates and grades each participating company in the areas of compensation, benefits, driver performance recognition practices, human resources strategy, development and growth opportunities, operational strategy and work-life balance. https://ift.tt/2ytPsnD New York-licensed truck driver Bobir M. Kholmurodov has been effectively shut down by the Federal Motor Carrier Safety Administration following a hit-and-run crash and subsequent DUI charges. FMCSA declared Kholmurodov an imminent hazard to public safety after a crash on Aug. 4 in which Kholmurodov was driving a tractor-trailer in Courtland Township, Michigan. FMCSA said Kholmurodov failed to stop at a red light and hit another vehicle, then left the scene of the crash. He was later located and taken into custody in an adjoining county by the Michigan State Police. A blood alcohol test administered approximately five-and-a-half hours after the crash revealed Kholmurodov had a blood alcohol content (BAC) of 0.17 – more than four times the legal limit for commercial drivers. During the subsequent inspection of Kholmurodov's truck, MSP officers discovered opened beer containers and liquor bottles in the cab. Kholmurodov has been charged by the state of Michigan with: Operating While Intoxicated – second offense; Failure to Stop and Identify After Collision; and Alcohol – Open Container in Vehicle. Failing to comply with the provisions of the federal imminent hazard order may result in civil penalties of up to $1,951 for each violation. Kholmurodov cannot operate a commercial motor vehicle until he successfully completes the statutorily required return-to-duty process overseen by a Substance Abuse Professional. https://ift.tt/2ytPsnD Technology news and briefs for the week of Sept. 26: Lytx, HD Fleet collaborate to help parcel delivery services meet rental vehicle safety policiesLytx Inc. and HD Fleet unveiled a portable video event data recorder (VEDR) for use in rental trucks deployed by parcel delivery service providers. Parcel delivery contractors, including linehaul and pickup and delivery, often need an approved portable VEDR device installed in their rental vehicles to meet their contractual obligations. Lytx, whose VEDR technology meets corporate safety policy standards, is partnering with HD Fleet to help truck owners identify risky behaviors and coach their drivers to improve safety. The Surfsight AI-12 VEDR can capture in-cab and road-facing video to help with training and exoneration, providing fleet managers fast, on-demand access to video footage when they need it, subject to cellular connectivity. Using advanced machine vision and artificial intelligence, the Surfsight AI-12 can detect the use of a handheld device, eating, drinking, and smoking while driving, inattentive driving, and not wearing a seatbelt – coaching drivers in real-time to operate more safely. Adam McCarty, senior vice president of Lytx's channel and international business, said the Surfsight AI-12 device is easy to install, features an intuitive LCD touch screen, and is equipped with Lytx's machine vision and artificial intelligence (MV+AI) technology to detect and deter driving risk. Transfix set to debut on NYSEDigital freight platform Transfix Inc., plans to go public on the New York Stock Exchange after entering into a definitive business combination agreement with G Squared Ascend I, Inc., a special purpose acquisition company focused on the technology sector. The closing of the transaction is expected by early next year. The combined company is expected to be listed on the NYSE under the ticker symbol “TF." Transfix’s digital freight platform - powered by its proprietary technology, AI, and automation – works with some of the largest Fortune 500 companies as well as mid- and small sized shippers, and has built a strong carrier community across the U.S. CameraMatics refocusing on U.S. MarketCameraMatics, an Ireland-based Internet-of-Things fleet and vehicle safety technology specialist, has reengaged in the U.S. market, hiring key industry veterans across the United States. The company just launched a new website specifically designed for decision-makers of American trucking fleets and business-vehicle operators to help them improve safety, efficiency, and compliance. "Launching our dedicated US website and strengthening our presence in this market is an important milestone for the business. We're extremely excited about the response we received in the US around our solution and look forward to helping all our customers drive new safety standards across their fleet operations and keeping drivers and other road users safe and protected in North America," said CameraMatics Co-founder and Director, Simon Murray. "The future looks very bright." The CameraMatics SaaS solution is a modular and configurable software platform based on connected camera technology, vision systems, AI, machine learning and telematics, combined with fleet safety modules. To manage overall fleet management, safety, driver behavior, and compliance, many fleet operators use multiple systems, but those systems are generally not built to work together. CameraMatics is in-house developed and designed as a comprehensive, one-stop-shop, intelligent solution that helps address the challenges fleet operators face, and is ideal for all kinds of fleet types, sizes, and industry sectors. https://ift.tt/2ytPsnD Finding truck parking can be hard tough, especially if you pull up to the truck stop at the worst possible time. Trucker Path, providers of real-time parking availability, access to information and reviews on truck stops, fuel prices, weigh station status and more, analyzed data captured by its driver-users and compiled by region the worst times to be in need of a place to pull the air brake. In every region, chain truck stops tend to be favored by drivers and fill up earlier and more often than independent truck stops, rest areas and other truck-friendly parking areas across the country. "Fleet fuel programs tend to be tied to the major chains, thereby leading most of their drivers toward those locations," said Chris Oliver, CMO for Trucker Path. "The major chains tend to be in the “prime locations” that are closest to the highway and easiest to find/access [and] major chains tend to offer more ancillary amenities that attract more traffic than those with fewer ancillary amenities." Truck stops on the east coast tended to fill up earlier than those located on the west coast at night. In the Northeast region, most truck stop parking can be fully filled as early as 7 p.m. Trucker Path data suggests users of independent truck stops have about an extra hour, noting those and rest areas are generally full by 8 p.m. In the Southeast region, chain truck stops get filled up the earliest by 7 p.m., rest areas get filled up the second earliest by 8 p.m., and independent truck stops filled by around 9 p.m. In the Southwest region, chain truck stops get filled up the earliest by 8 p.m., independent truck stops by 10 p.m., and rest areas by 11 p.m. In the Midwest region, most truck stop parking can be fully filled as early as 8 p.m., with truck stop chains filling up earlier than independent truck stops and rest areas. In the West region, chain truck stops get filled up the earliest by 10 p.m., and independent truck stops and rest areas both tend to get filled up around midnight. https://ift.tt/2ytPsnD Vehicle shopping woes build as Biden admin threatens to force OEMs to provide semiconductor data9/24/2021 I got a surprising text message last night that really made me smile. My teen daughter, who’s currently shopping for a used car along with her teen brother, sent me a picture of a restored 1965 Mercury Comet that’s currently up for sale. Hannah loves classic cars—not that the Comet is a big headliner at Mecum’s and Barrett-Jackson’s—she was just excited to find a great example of my first car and thought I’d appreciate taking a look. She was right. Putting the $24,000 price tag aside, what really dawned on me is that this car, in its original state, has no microchips. I’d bet that most, if not all, of the parts used to build it were sourced in the U.S. Outsourcing is a controversial topic, particularly now as the level of scarcity for one of the most important parts in a vehicle, the microchip, has idled vehicle production and sent used vehicle prices soaring. A recent story posted by CCJ Chief Editor Jason Canon bears a headline that probably left you shaking your head like me: Used truck prices at post-Recession high with appreciation climbing. Of course, it’s not just Class 8 truck prices that warrant concern—it’s every vehicle class as auto journalist Joel Feder at Internet Brands Automotive reminded this week after commenting on a 142,000-mile 1994 Toyota Landcruiser that sold for $78,777 on Bring-a-Trailer. “What world are we living in?” Feder Tweeted. So true. As I guide my two young drivers through various websites for an ultra rare bargain, it’s not uncommon to find me with mouth agape and uttering much to my kids dismay, “Does everybody think they’re selling gold?” My jaw’s still on the floor after coming across 2011 Ford Rangers selling for over $20K. But my kids are resourceful. As they pan through pages of used vehicles looking at mileage, accident histories, etc., etc., they’ll occasionally come running to me with a nugget or two—or at least what they believe could be a 24 karat find. A lot of it is fool’s gold, but they’re learning so much in the interim about stacking up their humble budgets against the best possible used vehicle they can find during one of the most strained auto markets in history. How strained? The Biden administration is now threatening to invoke the Defense Production Act to force manufacturers to hand over data regarding how they’ve been using semiconductors so that the administration might intervene to introduce a more equitable approach to the chip feeding frenzy. Much like the toilet paper hoarding craze that swept across the U.S. at the start of the pandemic last year, some manufacturers are being accused of chip hoarding, Commerce Secretary Gina Raimondo told Bloomberg this week. The result? Chip suppliers in Asia reportedly strained by COVID shutdowns are telling Raimondo that because of this alleged hoarding they can’t accurately determine how many chips manufacturers truly need to overcome production bottlenecks. Manufacturers, on the other hand, are complaining that chip suppliers are not completely fulfilling orders as promised. Further stress comes from a 4% price hike on chips that ACT Research reported Tuesday. In a controversial attempt to get a better grip on the semiconductor crunch, Raimondo is giving companies 45 days to voluntarily provide data on their chip supplies versus their actual production needs. That’s the kind of information that companies typically keep close to the vest in a very competitive market and is akin to having Uncle Sam poke around in your closet, attic and the trunk of your ’65 Comet for stashes of toilet paper. If companies don’t respond, Raimondo said she could turn to the Defense Production Act to get the information she’s after. "What I told them is, ‘I don’t want to have to do anything compulsory but if they don’t comply, then they’ll leave me no choice,’" Raimondo told Bloomberg. "I said today we’re evaluating all of our options right now, all the tools. I hope not to go there but we need to see some progress and we definitely need compliance." With the crisis actually being a chip shortage brought on various factors, including a woeful imbalance of outsourcing as it relates to critical components, I’m not so sure that having a chip czar will make much difference. If anything, crises like these prompt companies to become even more resourceful, much like my kids searching for that prized first car where a constrained market is further hampered by a constrained budget. Speaking of which, Hannah landed on a 1965 Mercury Monterey last night that she absolutely adores. Priced at roughly $6,000, the big red boat is a time capsule of sorts that got me thinking about those American relics that the very resourceful and tragically oppressed Cuban people have kept running for generations. Hannah and others in the U.S. still have more options at their fingertips but with some forecasters pointing to longer chip production shortages than originally anticipated, those options will continue to be snatched up fast. https://ift.tt/2ytPsnD
Aside from diesel fuel, engine oil might be the most critical fluid in a truck because it influences two of the top three equipment-related costs for fleets: fuel and maintenance. And with various weights, blends and formulations available, proper selection is a key enabler of driving down cost of ownership.
Engine oils are formulated with two primary components: base stocks and additives. Base stocks – or base oils – "serve as the building block for the formulation and can account for 70% to 80% of the total lubricant composition," said Mobil Delvac Applications Engineer Nicolas Rivera. "Very high performing lubes are formulated made using synthetic base stocks from specially tailored and selected materials which have no impurities. Mineral base stocks are produced from crude oil and depending on final application, can undergo different refining methods in order to remove impurities and achieve the desired properties." Chevron Lubricants Staff Engineer Shawn Whitacre noted that synthetic oils feature a base oil that is more highly refined, which produces a less volatile oil with increased temperature performance/Viscosity Index (VI). Also, lower volatility means lower consumption and less top-off. Synthetic oils may cost more upfront, but there are savings on the backend. Find out more in the video above. "Oils thicken at low temperatures and thin at high temperatures," added Karin Haumann, OEM Technical Manager for Shell Global Solutions. "Synthetic oils are made with base oils that have a higher VI, meaning that they are more temperature stable with less dramatic viscosity changes with temperature." Because synthetic oils offer more temperature stability, Whitacre said they are optimal selection for applications that operate in extreme environmental or severe-duty conditions. "Synthetic and highly refined mineral based oils are designed to be more resistant to thermal breakdown, which helps them retain their 'new-oil' properties longer," added Rivera. "This helps the customer realize an oil’s fuel efficiency advantages across the oil drain cycle and also ensure engine cleanliness and long-term durability." In a cold climate, synthetics allow for better flow and protection on start and warm up, according to Darryl Purificati, OEM technical liaison at HollyFrontier Lubricants & Specialties, which includes the Petro-Canada Lubricants brand. "Using synthetic fluids also means less work is required from the engine, which improves the overall health of the vehicle." Synthetic oils also tend to have better oxidation stability, which can lead to a longer oil life. "Oxidation is driven by high temperatures, which make severe operating conditions an excellent application for synthetic oils," Haumann said. Synthetic oils cost more upfront than conventional, but Whitacre noted there are savings to be had in that synthetics can enable longer service intervals on top of fuel economy benefits. Heather Wales, North American brand and communications manager for Shell Rotella, posed the following example: Truck One runs a conventional 15W-40 at 20,000 mile drain intervals. Truck two runs a full synthetic 5W-40 at 60,000 mile drain intervals. Both trucks run 120,000 miles per year and require 15 gallons of oil per oil change. That means Truck One will be off the road for service five times per year using 75 gallons of oil and Truck two will be off the road two times per year using only 30 gallons of oil. "Add that to the benefits of fuel economy, uptime and longer engine life and the savings could be significant," Wales said. "So, while a lower viscosity synthetic engine oil might seem like a bigger investment, it pays off in the long run." There's also environmental considerations because, as Purificati points out, reducing the number of drains also reduces the waste oil that needs to be processed and disposed of. At the same time, Rivera said, a full synthetic oil may not make economic sense for fleets with older equipment or limited PM optimization potential. "Regardless of the application, these are all situations where an oil analysis program can add value in evaluating the condition of the oil, condition of the equipment and whether or not the correct oil is being used," he said. Should you change your oil type? Check out the video above. Synthetic blend formulations act as a step between full synthetic and conventional products. In this case, manufacturers blend specific cuts of highly refined/synthetic base stocks with conventional base oil to achieve a certain performance level, Rivera said and "these can strike a perfect balance between enhanced wear protection, fuel efficiency, extended drain potential and value." While synthetic blend products could be seen as a bridge because of their lower price point compared to full synthetic, Wales said "they are great products in their own right," adding synthetic blend engine oils offer protection for longer engine life, extended oil drain capabilities and up to 2% fuel economy compared to a conventional 15W-40 heavy duty engine oil. "[Synthetic blend] has become probably the number one choice of large fleets who are looking for that fuel economy advantage and really that combination of price and performance," Whitacre said. "It's also a very key consideration for fleets that operate in a variety of operating climates." https://ift.tt/2ytPsnD International Truck on Thursday unveiled its newly refreshed medium-duty MV Series. When International debuted the MV Series in early 2018, it completed the company’s Project Horizon product refresh and brought driver comfort and fit and finish to Navistar‘s medium duty segment. In re-tooling the MV Series, International focused on increasing maneuverability, visibility and safety with and extra splash of exterior styling – namely a restyled bumper and black, molded-in-color grille with optional chrome surround. When it first debuted, the Class 6/7 truck, which replaced the DuraStar, missed out on many of the aerodynamic refinements found on its Project Horizon-inspired siblings like the LT and RH series. This go-around, the MV Series gets an aerodynamic hood which, along breakaway mirrors, provide improved visibility. Debbie Shust, vice president of medium-duty truck, noted that while the MV Series was designed to look good, it was also designed to work hard and work safely and Vice President of Marketing Diane Hames noted the refresh after four model years was "an evolution, rather than a departure, from our existing strategy." Several optional collision mitigation enhancements are also available including Bendix Wingman Fusion System technology with adaptive cruise, enhanced collision mitigation, multilane vehicle braking, stationary object alert, lane departure warning, and front radar and cameras. The Bendix BlindSpotter Collision Warning System is equipped with side object detection alert.The Bendix Wingman Fusion System technology includes adaptive cruise, enhanced collision mitigation, multilane vehicle braking, stationary object alert, lane departure warning, and front radar and cameras. The Bendix BlindSpotter Collision Warning System is equipped with side object detection alert. The MV Series was also designed with upfitters in mind. A high efficiency cooling module eliminates mega-brackets enabling integrated front frame extensions and an improved snowplow upfit offering. Smart chassis packaging changes allow for improved body integration and improved operating costs for a wide variety of applications. The Diamond Logic electrical system comes standard, allowing for customized programming for driver and equipment protection, ease of body integration and greater uptime. Hundreds of off the shelf features exist today for improved safety, examples of which include: driver safety with the inclusion of pre-trip light inspection, safety on the jobsite with external regen warning, and equipment protection with hydraulic oil power take-off (PTO) shutdown and an outrigger stowed interlock. Hood mounted splash panels and on-engine air cleaner provide improved under-hood access while an optional under-hood work light is available for improved visibility during daily maintenance checks. The MV Series offers two engine options – the Cummins B6.7 and L9 – with increased fuel efficiency as well as extended and aligned maintenance intervals. Corrosion protection is also improved with InterCoat ChemGuard standard on the cab floor as well as optional LINE-X offering for particularly tough environments. The new MV Series is supported through OnCommand Connection, Navistar’s remote diagnostics system, offering the industry's most comprehensive portfolio of connected vehicle services. Customers have the option to receive real time information to protect their assets through GPS and geofencing capabilities as well as easy to understand and actionable vehicle health reports. The new MV Series includes the option for customers to add International 360 – the service communications platform that makes it easier than ever to seamlessly communicate with the International service network and streamline the repair process. https://ift.tt/2ytPsnD Western Star's overhaul of its vocational line continued this week with the debut of the all-new 47X. With a standard 111.6" bumper-to-back-of cab (BBC), the 47X will usher out the Western Star 4700, and will do so by adding significant flexibility. The 4700 is exclusively available in 110" BBC, but for the 47X an optional 110.8" BBC will also be made available for fleets that need to meet federal or local bridge law requirements, such as mixers or dumps. Daimler Trucks North America Vice President of Vocational Market Development Sam Parlier called the new model a "construction powerhouse," noting with its shorter hood and up to 50 degree wheel cut, the 47X optimizes maneuverability for work on job sites and congested urban environments. The 47X is the younger, smaller and lighter sibling in Western Star's X-Series and joins the 49X as the third and fourth trucks in the lineup (both models are available with set-forward and set-back front axles). The X-Series is Western Star's new-generation lineup – a product suite born following a seven-year development cycle alongside customers, and the 47X was developed in unison with 49X, which debuted almost a year ago. Approximately 200 pounds lighter than the 49X in like-for-like spec and 10 inches shorter, the 47X is suited for weight-sensitive applications like mixers and bulk haul. Light-weighting was a focus of the 47X engineering team. Parlier said the group "built a truck from the ground up, and they weighed every single part to determine where we were putting hidden weight." All X-Series trucks have a tougher but lighter single-channel frame rail option versus legacy products. The platform offers frame rails with best-in-class RBM (resisting bending moment) of up to 3.8 million inch-lbs., which increases lifecycle and offers greater payload. A new 9.5-millimeter single channel rail option is available and features comparable strength as today’s 11-millimeter rail. Standard high-strength aluminum forward, rear and end-of-frame crossmembers further reduce mass, as does a new two-battery option. Lighter, larger cabThe X-Series steel-reinforced aluminum cab further reduces mass by up to 8% while offering 13% more room than competitive models. An optional two-person bench seat is available and a new space-optimized, in-cab battery box affords additional legroom to the operator. Feedback from early adopters of the 49X drove engineers to develop the new battery box seat, which will become the new standard across the X-Series line next year and add up to 3 additional inches of legroom. An optional roof-mounted condenser offers maximum airflow through the radiator for stationary applications like construction and mining while keeping operators comfortable. All X-Series models come standard with a wrap-around dash that provides easy access to the driver command center and B-panel. On the B-panel, a flex panel can be prepped for a tablet or configured for an additional 12 switches or 10 gauges. The truck’s interior also includes premium appointments like metal accents, and all-metal exterior brightwork is distinctive as well as durable. The 47X’s unique hood provides a forward visibility of 24.8 feet – an 11-inch improvement over the 49X – while its composite construction and ISO Tech suspension system resists bending and cracking by absorbing and dissipating vibrations from road inputs. Power hungryThe 47X comes standard with Detroit's DD13 Gen 5 engine, which features higher compression ratios and a new swirl piston design to improve combustion and efficiency, matched to an Allison Transmission. ThermoCoasting in the DD13 Gen 5 prevents aftertreatment cool-down during a driving regen to keep the system at its optimum temperature and reduce the need for parked regens. Cummins L9 and X12 engines are available for weight-sensitive applications. Optional front-engine power take-off (FEPTO) is offered on all three engine options. Rectangular fuel tanks and a raised aftertreatment system mounting are offered with Cummins engines for better clearance for belly plows. The 47X is also offered with the all-new DT12-V transmission, which is built on DT12 and has more than 35 million miles of vocational-specific testing. The DT12 includes three work-ready mode applications: Rock-free mode, Off-road mode, and Paver mode for the challenges of specific vocational applications. Users also have the choice of Eaton Fuller or Eaton UltraShift transmissions. Any 47X equipped with the DD13 Gen 5 gets the Detroit Assurance suite of active safety systems standard, bringing active safety solutions to the vocational segment. The product suite includes active brake assist, side guard assist and adaptive cruise control. Ease of upfitWestern Star partnered with truck equipment manufacturers (TEMs) to ensure the X-Series facilitates easy upfits. The 47X’s mid-chassis packaging has a number of clear back-of-cab configurations while unobstructed frame rails provide more efficient body integration. The QuickFit Interface System offers ready access to electrical architecture and was designed for quick TEM interface, programming and access to power. The CHEC Tool from DTNA enables TEMs and dealers to view and modify electrical configurations, giving them the power to customize inputs and outputs and change parameters within minutes. A Flex Panel located in the dash B-panel of the truck gives TEMs the ability to mount body controllers, freeing up the space between the seats that's almost always been used for this function. Parlier said safety was the primary driver of this change, noting that it's easier to look up at the dash than it is to search for body controls in the floor. The Flex Panel can also accommodate additional gauges, switches, or a RAM Mount prep. The all-new 47X is available for order now and delivery to customers begins in early 2022. Even though the industry is facing a generational shortage in parts that has hindered truck production for much of this year, Parlier said component commonalities between the 47X and 49X help with parts procurement. https://ift.tt/2ytPsnD The year 2021 may go down in history as "the best freight economy in U.S. history," according to ACT Research. But, as all carriers will know, while demand for physical goods has surged, so too has the demand for tractors, trailers and everything else needed for fleets to do their jobs correctly. When will new trucks hit the streets? When will truck parts arrive? When will the unheard of backlog of ships anchored and drifting off the coast clear? ACT tackled these questions and more at a webinar on Tuesday. Jim Meil, ACT's principal industry analyst, summarized the broad economic outlook for trucking as "still good, but with a cloud or two forming." On the good side of the equation, Meil pointed to the lightning-fast pace of the 2020 COVID recession and recovery, solid global jobs growth, a "sugar rush" from federal stimulus payments and programs, and strong asset and commodity prices, even as markets slightly dipped on Tuesday. On the bad side, Meil said inflation, COVID variants and shortages of everything from steel to chassis to semiconductors as major bottlenecks. "Right now, forecasting is about supply, not demand," said Meil. How different freight transportation sectors are managing the strainWith a pent-up demand for physical goods and ocean and intermodal freight backlogged, the trucking industry has been running hot. Tim Denoyer, ACT's vice president and senior analyst, projected the U.S. economy would grow at a whopping 6% in Q3 of 2021, but that the economy would struggle with transitory inflation. "The message from the freight market continues to be 'stronger for longer,'" said Denoyer, indicating that this hot freight cycle could last into 2023 and beyond. "We are pushing 170 or so container ships anchored off of North American ports at the moment, which is the longest backlog in history," he continued. "There will be a bit of an air pocket as those ships that are waiting to reload in Asia will wait longer," even into the holiday season. Additionally, rail transport can't rescue the struggling ports. Denoyer projected the chassis shortage will continue for six to 12 months, and that it will get worse before it gets better. So with ocean and rail freight under massive strain, trucking will corner the market. "Ocean shipping costs are likely to continue to rise next year, but ocean and trucking are very different," said Denoyer. "With the flexibility of the highway system and improving logistics technology, empty miles for truckload carriers are actually down this year." Meanwhile, surging retail sales, and the inventory-to-sales ratio, will mean purchasing managers continue to demand freight. Denoyer estimated retail restocking has driven upwards of 3% growth in trucking and that it would continue well into 2022. Ultimately, Denoyer forecasted that as drivers return to the workforce, and there's pent up demand for manufactured goods, Class 8 production disruptions and labor competition will keep the trucking market tight until it rebalances some time by 2023. Class 8 production forecastsKenny Vieth, ACT's president, sees almost exclusively positive indicators for Class 8 orders going into 2022. "One of the key indicators" to vehicle demand, according to Vieth, is the question "are truckers making money?" "When you get a lot of positive cash to spin off, your option is to invest in your business or pay taxes, and most people choose to invest in their taxes," he continued. But buying trucks requires more than just having cash on hand. Vieth's chart, shown above, shows a four or five month lead time traditionally in the Class 8 market between when indicators turn positive and when trucks are ordered. Now, however, the move between indicators and orders happens concurrently. Vieth cited "massive lead times on production levels" in Class 8 builds as keeping truck deliveries from meeting demand. The demand, he said, was "as good as it gets" for tractors and vocational vehicles alike. "Tractor orders in the past 12 months are a third higher than the best-ever year for Class 8 tractor demand in North America. For the vocational markets, they're right up there with the best ever year," he said. At this point, the only thing constraining tractor orders appears to be order books closing. "Any weakness we see here in orders is OEM management of the backlog of orders as opposed to any softness in demand," he said, nothing that OEMs are addressing the tractor backlog before the vocational one. Additionally, the tractor inventory to sales ratio hit a decade-long low, which has pushed used truck prices to unseen heights. Vieth pointed to a 12-month moving average of orders and overlaid actual production numbers to display the unprecedented mismatch between supply and demand in Class 8 sales. "We believe that there were something around 25,000 red tag units at the end of July, based on anecdotes," said Vieth. "The expectation is that supply of incomplete trucks should be completely built out by the end of this year" as additional supplies come in. Work from home, school from home, COVID production shutdowns, weather events, labor issues and a number of other factors have all conspired to depress Class 8 orders in the face of surging demand. "There is semiconductor or silicon capacity coming online," said Vieth, citing efforts from Bosch and Intel. He hopes the shortage can start fading in the second half of 2022. Vieth cited industry watchers as saying there should be in the neighborhood of a 15% increase of semiconductor capacity coming online in the market in 2021 and 2022, and that the shortfall now was around 10%. Used truck market to remain expensive"We are seeing absolutely record levels in terms of pricing," Steve Tam, an ACT vice president said. "On the retail front, we're pushing on an average of $70,000. Keep in mind when I say average, the average age of that truck is around 7 yard and it’s got around 500k miles on it." All in, including auctions and wholesale, the average is still north of $60,000, setting another record. Related: Used truck prices at post-Recession high with appreciation climbing With a bare bones inventory of new and used trucks, Tam found the prices for used trucks all but "unbelievable" and said new trucks creeping into the market would start to apply downward pressure to mileage and prices, but not in the near term. Trailer orders not fairing much better than tractor ordersFrank Maly, ACT's director of commercial vehicle transport, reported that trailer orders had climbed to 12,300 units in August, but that much like the tractor market, orders had been depressed by OEMs. While trailer builds don't require as much steel, and sometimes can skip semiconductors, the OEMs in this sector still had to contend with labor and parts shortages. Maly said that Wabash was expanding its facilities and OEMs could, in some cases, add more shifts to combat the backlog, but overall buyers should expect long wait times into next year. "We are at a point were we have a lot of volume and not a lot of production slots permitted for 2022, and the remainder could well be disappearing pretty quickly," he said, warning that wait times could soar to 14 months or more. "At the current production rates we’re almost all spoken for for 2022." https://ift.tt/2ytPsnD |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
April 2023
Categories |