The Federal Motor Carrier Safety Administration's Safe Driver Apprenticeship Pilot program that will allow under-21 truck drivers for participating trucking companies to cross state lines is currently in the development phase, but it's already drawn attention from both inside and outside of trucking. Aside from the safety argument some groups have made about the prospects of younger CDL holders crossing state lines, there are also likely to be implications on the insurance side of the business for participating carriers. With already sky-high insurance rates for many fleets, bundling coverage for younger and inexperienced drivers isn't likely to help. In this week's 10-44, Jason and Matt talk with Shuie Yankelewitz with the Central Analysis Bureau (CAB), who shares what he learned from some of CAB's insurance company customers about how they will approach under-21 interstate drivers. With the Safe Driver Apprenticeship Pilot being a pilot program, therefore with unproven safety results, trucking companies that want to participate in the program may have difficulty getting their apprenticeship drivers insured. CCJ's 10-44 is a weekly video feature covering the latest in trucking news and trends, equipment and technology. Subscribe to our YouTube channel here. https://ift.tt/CZkN8pd
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Trucking news and briefs for Friday, April 1, 2022: Labor Secretary visits with Yellow to promote Registered ApprenticeshipsSecretary of Labor Marty Walsh this week joined Pennsylvania Gov. Tom Wolf, leaders of the International Brotherhood of Teamsters and Yellow Corp. (CCJ Top 250, No. 5), and union members to announce the expansion of the Yellow’s 17th Commercial Driver’s License Driving Academy in Carlisle, Pennsylvania. The expansion comes in response to the Biden-Harris administration’s 90-Day Trucking Apprenticeship Challenge to get more well-trained drivers behind the wheel in good-paying jobs through Registered Apprenticeships. Walsh met with Wolf, Teamsters’ Vice Presidents Sean M. O’Brien and John F. Murphy, Yellow Corp. CEO Darren Hawkins and President Darrel Harris, and Teamsters Local 776 truck drivers and dockworkers at Yellow Corp.’s facility. “The success of Yellow’s CDL Academy in producing some of the safest drivers on the road reflects the great power and promise of apprenticeship to be a proven workforce tool in the trucking industry,” Walsh said. “The 90-Day Trucking Apprenticeship Challenge has shown that joint labor management programs and public-private partnerships are critical, and that we succeed when we work together.” TCA accepting nominations for safety professional awardThe nomination period for the 2022 Truckload Carriers Association Safety Professional of the Year — Clare C. Casey Award begins Friday, April 1. The nomination period is open through April 14. The award recognizes a TCA member who goes above and beyond in the name of safety. Individuals can nominate themselves, someone within their organization, or another industry safety professional. The nomination period consists of two rounds. Round 1 is open April 1-14. The Round 1 entry form includes questions regarding nominator and nominee information, the recent safety performance of the nominee’s company and the nominee’s industry involvement. After the panel of judges has determined which applicants will move on to Round 2, nominators will be notified and will have until May 5 to submit a second entry form. Round 2 questions ask about nominee employment history, achievements and community involvement. The winner will be announced at TCA’s 2022 Safety & Security Meeting, June 5-7 in Nashville, Tennessee. FMCSA acting administrator gets to ‘touch a truck’ at MATSThe Women in Trucking Association recently hosted Federal Motor Carrier Safety Administration Acting Administrator Robin Hutcheson on a “touch a truck” visit of WIT’s traveling tractor-trailer at the Mid-America Trucking Show last week. Hutcheson was given a detailed tour of the association’s ambassador trailer, WITney, and its tractor that pulls the educational trailer. “Part of WIT’s mission is to encourage the employment of women in the trucking industry and to minimize obstacles they face,” said Ellen Voie, president and CEO of WIT. “Many of these obstacles are directly related to safety of professional drivers on the road, including driver fatigue, supply chain requirements such as tight delivery windows, safety training, and harassment of female drivers.” WIT’s driver ambassador, Kellylynn McLaughlin, provided Hutcheson with a detailed tour of the WITney trailer, which includes interactive kiosks on trucking 101, common myth busters, and a digital quiz for visitors to determine if a career in professional truck driving would be a good fit for them. In addition, McLaughlin demonstrated a customized state-of-the-art driver simulator, designed by Advanced Training Systems, that allows visitors to experience truck driving in different scenarios, regions of the country, and weather conditions. TForce Logistics expands in CanadaTForce Logistics, a subsidiary of TFI International (CCJ Top 250, No. 7) announced an expansion of its dedicated last-mile delivery capacity in Toronto with the opening of its fourth facility in the greater metropolitan area. The new Hamilton facility, an 8,140 square foot distribution center, is located in Stoney Creek and gives TForce Logistics the ability to provide next day delivery service down the Highway 401 corridor from Hamilton to Niagara Falls, the company said. “This expansion is an important step forward to better service our customers, and their customers,” said Luke Henshaw, vice president, operations, TForce Logistics Canada. “Even as restrictions ease from the global pandemic, the trend in online shopping continues and the expansion into Hamilton will provide TForce Logistics’ customers with a cost effective and fast shipping option to keep up with this trend.” Henshaw added that as with its expansion last year into Kitchener, the current move allows TForce Logistics “to stretch further out to the population while reducing costs and giving our fleet more hours to be on the road making deliveries. We continue to examine the landscape and to look at opportunities to improve both the delivery experience for our fleet and the service we provide to our customers.” The Hamilton center can support the full complement of e-commerce customers currently serviced by TForce Logistics with order fulfillment, final-mile delivery and returns management.
https://ift.tt/CZkN8pd Mobile application Trucker Path has released a new personalized dispatch service for drivers that is expected to create less office work and more revenue hauling loads. Trucker Path Dispatch features load sourcing and negotiation, finding profitable loads by gathering driver preferences and sharing them with their personal dispatcher armed with Artificial Intelligence tools and millions of datapoints. It also includes truck navigation that shows the quickest, safest truck-specific routes with pick-up and delivery locations, timing windows and special instructions sent directly to drivers’ Trucker Path app; status reporting that allows dispatchers to handle check calls with real-time reporting to keep customers informed without interrupting the driver; compliance monitoring that allows the dispatcher to monitor and ensure hours-of-service compliance by looking ahead for a good place for drivers to shut down for rest periods at more than 300,000 points of interest and parking locations; and a digital paperwork function that allows drivers to scan trip documents and submit them to the dispatcher to speed up payment processing and keep everything organized in one place. “With Trucker Path Dispatch, we handle all the back-office work so drivers can just concentrate on driving,” said Trucker Path CMO Chris Oliver. “The personalized approach lets drivers determine their lane and commodity preferences, and then we find the loads they want to haul at profitable rates, eliminate forced dispatches, handle the check calls and also help with finding parking and the best places to shut down at the end of a shift. This is in addition to our fuel optimization feature that can help drivers experience significant savings on fuel costs." Drivers who use the service will pay 5% per booked load. To use the service, operators submit their Motor Carrier Authority, Certificate of Insurance and W-9 tax forms and sign a Service Level Agreement to begin sharing their load and lane preferences with a personal dispatcher. Trucker Path CEO Joe Chen said this service addresses the needs and enhances the competitive advantage of smaller carriers and owner-operators who don’t have the capital to expend on technology that larger carriers and brokers have. “The trucking industry has received tens of billions of venture and private equity investment in the past decade with very little supporting the individual driver” Chen said. “Trucker Path Dispatch is a tech-enhanced, highly-efficient, full-service dispatch service designed specifically to serve the back-office needs of the hundreds of thousands of small carriers and owner-operators who rely on the suite of driver-focused features Trucker Path provides.” Oliver said Trucker Path asked its users what they wanted in a service like this, and the initial launch includes their top selections. Trucker Path will continue to build the service with additional features. https://ift.tt/CZkN8pd Given the litigation-happy activities of plaintiff's attorneys when it comes to truck-involved crash lawsuits, a panel convened at the Truckload 2022 conference of the Truckload Carriers Association last week in Las Vegas provided insight on just who would be the principal litigation target in crashes involving possible future rigs piloted in large part by automated systems. In the view of Wiley Deck, former Federal Motor Carrier Safety Administration chief and now vice president of government affairs with autonomous-systems developer Plus.ai, post-crash litigators would target not only trucking companies, but also companies like his own, and truck manufacturers. "Everybody is liable," Deck put it bluntly in response to a question from the moderator of the discussion, Dave Williams of Knight-Swift. "That's the easiest answer, because that’s who the trial attorney will go after," Deck elaborated, predicting an "exponential increase of exposure in liability lawsuits" for truck manufacturers, given they just don't experience a high level now compared to motor carriers large and small considered together. His own company and others like them, too, Deck wagered, would be a target. "The OEM chose us" as a technology partner "and sold that vehicle" to the motor carrier. Given on-board vehicle systems likely to be responsible for piloting autonomous rigs of an uncertain future, OE "exposure will be exponentially greater than it is now. ... If I were an OEM, I would have reservations." [Related: How a plaintiffs' attorney shop works -- and how to play defense work it] Deck was joined on the panel by representatives from the Waymo company, owned by Google parent company Alphabet, as well as tech developer Aurora. "Controlling where those [future autonomous] vehicles are allowed to be operating" could develop into a strategy to mitigate liability risk, Deck said in reference to Texas' tort reform legislation, expected to limit the size of so-called "nuclear verdicts." For his part, though, Charlie Jatt, Waymo's trucking commercialization head, disagreed with the notion that truck-maker liability exposure increases were inevitable. "We stand behind our technology, full stop," he said. "Our lane is pretty clear. We are driving the vehicle" as a tech provider. "To any extent that there's an incident from driving the vehicle, we stand behind that." The liability situation, Jatt felt, might only be likely to get nuanced when there's evidence of motor carrier maintenance negligence. The Waymo "business model [is] to make [technology] available to carriers like you all that you can purchase and utilize in your business," Jatt said. "Most of the driving task will come down to Waymo. Some of it may come down to how did you take care of that asset. That’s where some of that nuance may creep in." Jatt felt that today's post-crash litigation environment features a great deal more nuance, and risk, than is likely to be the case if fully autonomous vehicles are in play. "Right now, if a truck driver gets into an incident," he said, questions arise as to the conditions the driver was put it: "Were they overworked? How were they trained? All sorts of things where the carrier's responsibility gets muddied with driver performance. The line gets a little clearer with autonomous development." Aurora Vice President of Truck Programs Dima Kislovskiy agreed with Jatt, to an extent, on the question of crash liability. Autonomous system "failures can occur," sure, he noted, but stressed a "very tight partnership with an OEM, ... getting really good requirements of what their platform is supposed to support" as a way of better defining the responsibility/liability line between the parties. "It’s about defining the line very dramatically," Jatt said. It could be quite a while, though, before real-world tests of the question of liability are seen in numbers sufficient to gauge, though. The difficulty of achieving autonomous development -- "you're literally trying to teach a stone how to drive a truck," Kislovskiy said -- means it's likely to be a long time indeed before driver displacement from manning the controls in-cab happens in any significant way. [Related: Behind the wheel with 'autonomous driving' start-up Plus' safety driver Ruben Cardenas] "On the road today what you see is specially trained test drivers ... sometimes carrying real freight in commercial applications," said Jatt, "but we’re on the cusp where you’ll start to see more commercial deployment." He emphasized, however, that "this tech is still very early in development." All three providers represented on the panel sought to reassure today's active CDL drivers in longer-haul applications that displacement of operator positions isn't in the cards for the foreseeable future, though all three are working clearly toward moving the human operator out of the mix with a so-called "Level 4" autonomous system. Each of the panelists stressed safety improvements as the No. 1 goal in pursuit of it, with Kislovskiy pointing out that continuous improvement is the reality of the way its software system learns: "The collective experience of our fleet is brought to bear in every system that we deploy. ... We might get a novel situation," but after a test vehicle has encountered it, "subsequent versions of the software have the benefit of having been trained with that scenario in mind. This is really the most experienced driver" anywhere. Yet the state of play today is such that there's still no substitute for the human mind's quick-reaction creativity. "If you are just entering" trucking, Deck said, "you’ll be able to retire as a truck driver, if you want to. This industry is so diverse, so large – we’re talking millions of trucks out there right now. … How quickly can the OEMs replace all these trucks?" We're many "years out before we see vast quantities" of automated vehicles on the roads, Deck believed. Jatt offered a caveat to the discussion of the speed of development, though. "Can any of us really predict how this will turn out?" he asked. "Well, no." [Related: Over-the-road reality creeps toward 'automated future'?] https://ift.tt/CZkN8pd Peterbilt is adding the Cummins B6.7N natural gas engine as an option to its medium duty models 536 and 537. The engine features a power range of 200 to 240 horsepower and 520-560 lb-ft torque while emitting 50% lower NOx emissions than current EPA standards. Peterbilt introduced natural gas engines into its medium duty lineup in 2007 as an option on the Model 320. Today, three natural gas engine platforms are available in several Peterbilt truck models. Medium duty trucks can be configured with the B6.7N or the L9N, featuring 300-320 HP and 860-1,000 lb-ft torque. Heavy duty trucks, including the Model 520, Model 567 and Model 579, can be outfitted with the ISX12N and its 400 HP and 1,450 lb-ft of torque. https://ift.tt/AjlJRU4 Aurora has launched its Aurora Driver Beta 2.0, the second release of its integrated hardware and autonomy system that powers Aurora’s truck fleet. The updated platform also includes new capabilities and critical improvements to prepare the Aurora Driver for commercial launch, including advanced highway and suburban capabilities, including more complex construction zone navigation, key for hauling freight across the country; upgraded cameras with higher resolution, allowing for obstacle detection at twice the distance; and new commercial route between Fort Worth and El Paso supported by daily map updates. “Aurora Driver Beta 2.0 represents an incremental yet critical milestone in our path to launching an end-to-end autonomous product that can safely move both freight and people,” said Aurora CEO and Co-Founder Chris Urmson. “Whether we’re hauling goods for FedEx or preparing to take passengers to the airport, we’re seeing our technology evolve into a valuable product, and that’s exciting.” New autonomy capabilitiesAurora Driver Beta 2.0 unlocks the capability to handle more challenging highway and suburban roads, allowing the Aurora Driver to safely and reliably operate on longer commercial routes, including navigating construction zones that require changing lanes and nudging around concrete barriers and/or cones; identifying and reacting naturally to temporary speed limit and lane closure signs, construction workers and vehicles, trucks hauling oversized oil equipment and other unique vehicles and actors commonly present in long-haul trucking; and performing Texas U-turns, a road configuration commonly adjacent to Interstates and an essential maneuver for terminal-to-terminal operation. Through continued virtual and on-road testing, this release also features matured driving capabilities released in Beta 1.0, such as unprotected left turns, high-speed merges and lane changes. Higher camera resolution for earlier detectionAurora Driver Beta 2.0 features upgraded cameras with four-times the amount of pixels. The company said the higher resolution of the Beta 2.0 camera suite gives the Aurora Driver four-times more camera data to ingest, allowing it to see the same level of detail at two-times the distance. Combined with Aurora’s FirstLight lidar and imaging radar, these high-resolution, long-range cameras allow the Aurora Driver to perceive and react to distant objects like road debris, vehicles on the shoulder, construction zones and more, resulting in extremely reliable and safe operation on highways. New commercial route with enhanced mapping for daily maintenanceAurora Driver Beta 2.0 includes several advances that enhance its ability to operate on long-haul routes like Fort Worth to El Paso. This lane is the middle leg between Atlanta to Los Angeles – one of the busiest commercial thoroughfares in the U.S. and a route on which the Aurora Driver is delivering commercial freight on a weekly basis. As Aurora Driver-powered vehicles navigate commercial routes, Aurora’s HD mapping system, the Aurora Atlas, continuously updates to reflect new construction, fresh lane markings, vegetation growth and more. These updates are shared across Aurora’s fleet of trucks and minivans. Now, with stronger tooling and data pipelines, the Aurora Atlas releases updates in hours, giving all vehicles powered by the Aurora Driver up-to-date and reliable information about the state of the road. One Driver to power Aurora’s cars and trucksThe Aurora Driver 2.0 is the first version that is powering the vehicle platforms that are expected to launch both Aurora Horizon – its trucking product – and Aurora Connect, the company's ride-hailing product. Aurora’s Common Core of Technology enables the intelligence and learnings from its trucks to easily adapt to its minivans. https://ift.tt/AjlJRU4 Trucking news and briefs for Thursday, March 31, 2022: DOT implements annual regs violation penalty increasesThe Department of Transportation last week published a final rule updating the civil penalty amounts that may be imposed for violations of certain DOT regulations, including Federal Motor Carrier Safety Administration regulations focused on in trucking-company audits. DOT is required by Federal Civil Penalties Inflation Adjustment Act Improvements Act of 2015 to adjust fine amounts each year based on inflation. A final rule that published in the Federal Register Monday, March 21, made the new fine amounts effective immediately. The 2015 Act required FMCSA and other DOT agencies to issue an initial “catch-up” adjustment, followed by annual adjustments for inflation. The DOT, to find the 2022 adjustment amount, had to multiply the previous penalty amount by the percentage change between the October 2021 Consumer Price Index for All Urban Consumers (CPI-U) and the October 2020 CPI-U, which for that period was 1.06222. Given this multiplier, all of the fine amounts increased. The updated fines for FMCSA regulations violations can be seen here. Speeding to be focus of 2022 Operation Safe Driver WeekThis year’s Operation Safe Driver Week targeting unsafe driving behaviors is scheduled for July 10-16, the Commercial Vehicle Safety Alliance announced Tuesday. Law enforcement personnel in the U.S., Canada and Mexico will be on roadways throughout that week issuing warnings and citations to commercial and passenger vehicle drivers engaging in unsafe driving behaviors, such as speeding, distracted driving, following too closely, improper lane change, drunk or drugged driving, etc. Earlier this month, the U.S. Department of Transportation’s National Highway Traffic Safety Administration released its latest annual traffic crash report, showing that 38,824 lives were lost in traffic crashes nationwide in 2020 – the highest number of fatalities since 2007. And while the number of crashes and traffic injuries declined overall, fatal crashes increased by 6.8%. Due to speed-relating fatalities increasing by 17% in 2020, according to NHTSA’s data, law enforcement officers will be keying in on identifying and targeting speeding during Operation Safe Driver Week. The Operation Safe Driver Program was created to improve the driving behaviors of all drivers and reduce the number of crashes involving commercial motor vehicles on roadways through educational and traffic enforcement strategies. Operation Safe Driver Week was created by CVSA with support from federal agencies in Canada, Mexico and the U.S., the motor carrier industry, and transportation safety organizations. FedEx to test drone air delivery in its middle-mileUnveiled in January, Elroy Air's Chaparral autonomous aircraft is an eVTOL aerial cargo system that can autonomously pick up 300-500 pounds of cargo and deliver it by air up to 300 miles. The Chaparral is capable of longer-range flights without the need for additional infrastructure, such as airports or charging stations. FedEx and Elroy Air have been working together since January 2020 and will continue their collaboration to pursue certifications and begin flight testing in 2023. Werner gets waiver allowing certain CLP holders to drive teamIn a notice set to publish in the Federal Register Thursday, March 31, the Federal Motor Carrier Safety Administration is granting a five-year waiver to Werner Enterprises (CCJ Top 250, No. 13) that will allow certain commercial learner’s permit holders driving for the company to operate a truck without a CDL holder in the front seat. Werner requested an exemption to allow CLP holders who have passed the CDL skills test but have not yet obtained their CDL from their home state to drive a truck without having a CDL holder in the front seat, effectively allowing them to drive team. The waiver goes into effect March 31, 2022, and expires March 31, 2027. FMCSA has previously granted similar exemption requests to C.R. England, initially in 2015, CRST Expedited in 2016, and Wilson Logistics in 2021. https://ift.tt/AjlJRU4 There is an old saying that a business’ biggest assets are its people. That has never been more true than it is today given the labor shortage in the trucking industry. According to the American Trucking Associations, there is a shortage of 80,000 drivers in the United States. In addition to drivers, many firms are competing to retain and attract officers of the company, many of whom are approaching retirement. Despite these challenges, a firm may have excellent driver and officer retention. There is still a risk that one of more of these people either dies or becomes permanently disabled. The firm may have significant losses of revenue and time from one of these two events. Moreover, if one of those employees has equity in the firm (such as a business partner), the firm may have to pay out the value of those shares at market price to their estate. If this were to happen, a fleet would have three choices from which to draw payments: company money, a loan or insurance proceeds. Insurance proceeds, generally through a Key Person – or commonly called a Key Man – policy is by far the most efficient method of indemnification. By pooling the risk with other policy owners, the firm can cover this risk for pennies on the dollar. Key person insurance is a life insurance policy purchased by the company on an owner, a key executive, or any individual critical to the business. The products most often deployed are: Term Life, which covers a named insured for the smallest premium with the highest death benefit. Unfortunately, the coverage only lasts for a set period. Universal Life, which covers a named insured for a moderate amount of premium with a moderate death benefit relative to the premium. The coverage lasts for life as long as the internal costs of insurance are hemmed in by gains in the cash value. Whole Life, which covers a named insured for the highest amount of premium with a relatively low death benefit. While this option is seen as the most expensive, the cash values are guaranteed and are not subject to internal costs of insurance. Disability Insurance, which covers a named insured's income and business overhead should the employee become permanently disabled. Finally, there's Long Term Care Insurance, which covers a named insured's home health, assisted living and/or nursing home expenses. If you were looking for advice on these products, reach out to your financial advisor or insurance agent. While all advisors and agents who deploy these products are licensed in their resident state, make sure they have competency and experience with Key Person Planning. John Scarborough is a financial advisor and can be reached at [email protected]. https://ift.tt/AjlJRU4 Hiring military veterans as truck drivers can do more for a fleet than just fill empty seats. That was the message from veteran advocacy groups and fleets during a session last week at the Mid-America Trucking Show in Louisville, Kentucky. Dave Harrison, Executive Director of Work Force for Fastport, outlined the benefits to fleets of recruiting veterans, which includes a much lower turnover rate than non-military veteran drivers, fewer safety violations and a bevy of “soft skills” that are mostly unique to military veterans. “They bring the skills that no one is getting in college, high school or at home,” Harrison said. “Things that no one else can offer. This is what they bring to the table.” Among the “soft skills” Harrison mentioned that veterans bring to a fleet are specialized training in challenging and purposeful high-stress situations, ethics training, leadership training and more, which the veterans will likely pass on to other drivers. Harrison noted that 94% of veterans who go through Fastport's Registered Apprenticeship program stay at their employer after completing their apprenticeship. He also said Fastport has found that equipment and driver violations are 15% lower for veterans than the industry average. Josh Mecca, the director of recruiting for American Central Transport, said about one-third of ACT’s drivers are veterans. With him at the event was ACT driver Ken Mateer, an Army and National Guard veteran, who is now a driver trainer for ACT. Mecca said Mateer – and drivers like him – are a big reason ACT operates the way it does. Mecca added, “the background he brings, his commitment, loyalty and just being a damn good human being.” Mecca said that’s what he sees in many of the company’s veteran drivers. Matt Roland, the vice president of sales for Veterans in Trucking (VIT), outlined how his group works with fleets to make them more attractive to prospective military veteran drivers. “We do the military-themed wrap, which recognizes the driver,” Roland said. “That driver becomes an advocate for the company. The wrap serves as recognition of the military driver. From there, we give additional decals for veterans. We introduce drivers to you as a company.” VIT also has a job board where it lists companies that it works with in getting jobs for veterans transitioning out of the military. The group also helps fleets build custom landing pages online for veteran recruiting. “If it’s custom – speaking the language of a veteran – you’ll get a higher response rate,” Roland noted. Mecca noted that once a veteran hires on with a fleet, it’s important to show appreciation and treat them well. “Take those moments [to] be intentional with veterans; to say ‘thank you,’” he said. “The most important part is to be genuine in who you are.” Kevin Ridings, an executive vice president with Clean Harbors, echoed Mecca’s thoughts. “Continue to make connections, protect the folks doing the job,” he said. “Sometimes we can get a little far removed from what the reality is. You’re servicing the person in that truck. Be willing to learn.” https://ift.tt/AjlJRU4 Trucking news and briefs for Wednesday, March 30, 2022: FedEx founder will become Executive ChairmanFedEx (CCJ Top 250, No. 1) President and Chief Operating Officer Raj Subramaniam will be promoted to President and CEO, replacing founder Fred Smith, who will become Executive Chairman effective June 1. In his role as Executive Chairman, Smith said he look forward to focusing on Board governance "as well as issues of global importance, including sustainability, innovation, and public policy.” “There is no bigger titan in trucking and transportation than Fred Smith," said American Trucking Associations President and CEO Chris Spear. "Over the course of five decades, Fred built FedEx from the ground up into one of the most iconic and innovative companies the world has ever known. His contributions have not only benefited our industry; they have helped transform our economy and forever changed the way we all live." Subramaniam has more than 30 years of global experience across strategy and operations and has led the company through a period of tremendous growth. Subramaniam was elected to the FedEx Board of Directors in 2020 and will maintain his seat on the Board. Prior to his role as President and Chief Operating Officer of FedEx Corp., Subramaniam was President and Chief Executive Officer of FedEx Express, the world’s largest express transportation company. He also served as Executive Vice President and Chief Marketing and Communications Officer of FedEx Corp., where he was responsible for developing the corporate strategy. In addition, he served as the President of FedEx Express in Canada and in several other management and marketing roles throughout Asia and the U.S. since he joined FedEx in 1991. Old Dominion Freight adds capacity with seven new or expanded facilitiesOld Dominion Freight Line (CCJ Top 250, No. 10) has opened and/or expanded seven new service centers in strategic locations that the LTL carrier said reduces shipping time, enhances delivery flexibility and allows for increased capacity in key metropolitan areas.Old Dominion’s recent service center openings and expansions include:
Volvo gets its largest order for electric VNRThe logistics company placed its first order of 16 Volvo VNR Electrics in mid-2021 which Performance Team will soon begin operating in its Southern California fleet operations serving port drayage and warehouse distribution routes. Performance Team has ordered an additional 110 Volvo VNR Electric trucks to scale its zero-tailpipe emission freight logistics fleet in 2022. All 126 trucks are scheduled for deployment by early next year. 4 Gen Logistics orders 20 Kenworth electricsThe family-owned transportation company plans to base its Kenworth T680E EVs at those two facilities. The Kenworth T680E is designed for pickup and delivery, regional haul and drayage applications, and is available in a day cab configuration as either a tractor or straight truck. The T680E has an 82,000 lb. gross vehicle weight rating and an estimated 150-mile operating range, depending on the application. To help support the purchase of the 20 Kenworth T680E battery electric vehicles, 4 Gen Logistics qualified for voucher incentives through the California Air Resource Board (CARB) Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP). The company also applied for grant money from the Mobile Source Air Pollution Reduction Review Committee (MSRC) in Southern California. https://ift.tt/KcfP6LA |
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