CCJ Innovators profiles carriers and fleets that have found innovative ways to overcome trucking’s challenges. If you know a carrier that has displayed innovation, contact CCJ Chief Editor Jason Cannon at [email protected] or 800-633-5953. Supply chain snarls happen when goods can't quickly get from beginning to end, but there are numerous baked-in delays often shrugged off as a cost of doing business. Trailers are typically unloaded piece-by-piece, requiring dozens of trips in and out of the trailer and the touching of various pallets multiple times. Then there's all the manual work inside the trailer, placing load bars and securing pieces of freight, and all of it happens while a driver is waiting and the truck is parked – a process fraught with congested docks, damaged freight and driver dwell time, which increases processing times, customer claims and detention fees. Just before the pandemic, when supply chain inefficiencies shined brightest, ArcBest (CCJ Top 250, No. 18) kicked off a pilot aiming to improve freight handling, reduce damage and enhance working conditions in its own facilities – a multi-piece suite of hardware and software that modernizes and transforms how freight is loaded, unloaded and transferred, called Vaux. Vaux enables the contents of a trailer to be unloaded in a handful of seconds and offers total visibility into freight movement within warehouse facilities, on the dock and over the road, creating efficiencies and orchestrating seamless warehouse operation. The name Vaux, said ArcBest Chief Innovation Officer and President of ArcBest Technologies Michael Newcity, was inspired "by one of nature's most incredible flyers: the Vaux's swift. A swarm of these birds demonstrates an amazing synchronized movement," he said, "and that's exactly what this technology does." The Vaux Freight Movement System consists of the Vaux MP and MP Coupler, which enables freight handling operators to load and unload full trailers quickly. They connect to warehouse operations through Vaux OS, a suite of proprietary software that includes warehouse orchestration, operator fulfillment and MP Tracker. Modular platformThe process of loading and unloading a trailer is non-standard and can be messy, if not haphazard, depending on the type of freight. The Vaux MP is a customizable mobile freight platform that fits inside a trailer and can be loaded outside the trailer. Two 26-foot long MPs will fit inside a standard van, or one MP per pup trailer, each with a load capacity of 25,000 pounds. Each platform can be outfitted with a shelving system that allows for the stacking of freight. The MP is moved into and out of a trailer and around a warehouse using a standard forklift equipped with an MP Coupler, a patented device that enables a standard forklift to move the MP safely. The MP is moved out of the trailer in one swift movement, alleviating the need for multiple forklifts to enter trailers to work freight, reducing touches and damage and improving working conditions. The MP Coupler allows for a tight turn radius, enabling freight handling operators to move MPs to the optimal location in the warehouse, relieving dock congestion and allowing for efficient loading and unloading. With 360-degree access, freight handling operators can perform swarm processing, pulling product from the MP in seconds and unloading entirely in minutes. The coupler is affixed to a forklift that might be rated at 5,000 pounds, for example, but the coupler handles weight distribution between the 5,000-pound forklift and potentially up to 25,000 pounds on the Vaux MP. "The second thing the coupler does is it engages the wheels on the rollers on the MP. You don't want to put 25,000 pounds on a piece of equipment in warehouse or on a pallet where you've got rollers that don't actuate. That'd be very dangerous," Newcity said. "That's the beauty in the design of this. This is not just some simplified sled. There is a tremendous amount of engineering in the actual MP device ... and there's a lot of engineering design in the coupler because it has to handle the weight differential. "Consider what this means for shippers with hundreds of trailers to load and unload each day," Newcity added. "The ability to pull an entire shipment off a trailer in one movement is groundbreaking, and with customizable mobile platforms (MPs), those with freight that can’t be stacked can now move fully loaded trailers for a more sustainable operation, not to mention the efficiency gains the software offers.” ArcBest didn't have to look far to find a pilot test parter. ABF trialed the Vaux Freight Movement System in 2019 with the goal to not only test the technology but also to refine it. "We always knew, even before we began that pilot, that we were going to bring this to market, and we already saw the application with our shipping customers, our freight customers, our logistics customers," Newcity said. "We felt like the best way to refine it would be to trial it internally, and we've done that in Indianapolis, and we've done that in Kansas City, and we're about to open up one more location in Salt Lake City." The technologyThe Vaux OS software stack acts as "the brains of how you'd load and unload," Newcity said. It integrates with existing warehouse management systems (WMS) to orchestrate movements and assign tasks based on work prioritization, and its tracking capabilities offer detailed visibility into operations. Vaux OS gives warehouse supervisors real-time insights into freight moves, enabling better decisions that improve dock utilization, reduce costs and impact sustainability, Newcity said. The software is driven by bar coding technology with tie-ins to a customer's warehouse management system or warehouse execution system. Newcity said the software links into that system through APIs, "and you're able to move inventory, like say off a rack in a warehouse, and relocate it, where either the WMS recognizes or our software recognizes that it's associated with a particular MP. "The other thing; we're not just talking about 'It's on the MP.' It's 'What location is it on the MP," Newcity added. "If you think about things like space optimization; the software has intelligence built into it. If the software understands the scope of shipments – the scope of freight that needs to go on a particular MP – it can actually sequence labor. It can sequence a next-best-move algorithm. It can actually give out instructions about, 'Load this piece in this location, (and) load this piece in this location,' so it can build out and optimize a load that is at full capacity." He said that efficiency compounds with each MP that's added into the flow. "Say, for example, you had three or four or five of these on a dock or in a warehouse or a distribution center, and you've got 50 pieces of freight you're loading out. The software is going to look at those 50 pieces, and it's going to say, 'Load it this way.' Think about that. Think about the number of permutations that it would take for someone to actually think about the best way to load out," he said. "You may be in a situation where three MPs have gone onto the dock and they've got freight on them, and some of that freight needs to stay and some of it needs to go into the warehouse. And then there's stuff in the warehouse that needs to go on the MPs. This creates an opportunity to actually load and unload these three MPs at the same time, and the software coordinates all of that activity." That granular level of detail allows for the sequencing of delivery based on where a given item is located on the MP. "If you've got a partial load, you don't need to unload the whole thing," Newcity said. "I'm going to sequence the delivery and the movement of freight in my network in such a way where I don't have to unload the entire contents of a van or a trailer through all that labor." The MP Tracker enables full visibility into MP movement both in the warehouse and on the road, giving shippers more visibility and control. "There's a tracking technology that is GPS and cellular enabled built into the MP," Newcity said. "It's got a one-year battery life, and when that freight is associated with the MP, as long as it's on that MP – whether it's on the road or sitting inside the warehouse – you've got 24/7 tracking." Newcity said the level of speed, efficiency and visibility Vaux offers is game-changing for companies facing supply chain challenges such as congested docks, damage, throughput issues and a need to operate more sustainably. ArcBest is currently partnering with customers across various industries, including manufacturing, automotive and retail to continue testing and learning in those environments. However, with a customer base of roughly 40,000, Newcity said it could take several years before the full potential of the Vaux Freight Movement System is realized. "A lot of those customers, they're operating privately. They're operating their own complicated logistics environments that involve distribution centers, that involve private networks ... so we're working with those customers right now," he said, adding that ArcBest, to-date, has been selective in which companies it seeks pilot partnerships, but early feedback has been positive. "It's kind of a measured pace." The CCJ Innovators program is brought to you by Bendix, Comdata, Freightliner Trucks, SkyBitz and Valvoline. https://ift.tt/FAdfPVe
0 Comments
Trucking news and briefs for Monday, May 1, 2023: Motiv announces next-gen medium-duty electric trucksElectric truck manufacturer Motiv Power Systems on April 27 announced its next-generation electric trucks for medium-duty fleets. Motiv is a 14-year veteran providing all-electric step vans, box trucks and shuttle buses capable of moving 2-6 ton payloads. The company has deployed more than 150 vehicles and driven more than 2.5 million miles with fleets across North America. Motiv’s new trucks build on the company’s previous generations and are engineered to meet today’s fleet needs while embracing the latest EV technology, including a new motor and a new battery system – all assembled with a far more efficient powertrain design with fewer parts. Motiv worked with Nidec to design and patent a six-phase motor and motor controller producing torque that surpasses internal combustion engine counterparts. Motiv also co-developed and has patents pending for its battery interface to the new battery system, capable of reaching a 200-mile range on a single charge. The base version is rated at 150 miles range. “Motiv’s new technology platform tackles key barriers to electrifying a commercial fleet: payload confidence, range anxiety and serviceability concerns. And we’ve done so in collaboration with our customers,” said Tim Krauskopf, CEO of Motiv Power Systems. “The driver holding the wheel every day is our target – and our success at getting them to advocate for Motiv’s EV’s is the best validation for adoption.” Motiv’s next generation of vehicles are currently available for purchase and the first customer shipments will roll out in June. Autocar supplying electric terminal tractors to WalmartAutocar is supplying Walmart with a fleet of its battery-electric terminal tractors (E-ACTT). Walmart will receive the first of more than 20 E-ACTTs in May. "Our passion for excellence has led us to partner with Walmart to supply them with our state-of-the-art E-ACTT," said Andrew Taitz, chairman of Autocar. "Walmart's commitment to emission elimination is truly inspiring. We are glad to team up with Walmart in their journey to an emission-free future, while also helping them increase efficiency and reduce maintenance costs. The first Autocar-brand electric vehicle launched in 1923, and it’s fitting that we celebrate the 100-year electric truck anniversary with this milestone." Autocar's E-ACTT, hand-built in the United States, helps fleets like Walmart’s by replacing diesel tractors with a zero-emission truck uniquely fitting the same standards set by its diesel counterpart, the severe-duty Autocar ACTT. "We are excited to receive our first E-ACTT and continue to advance our zero-emissions transportation strategy in line with our goal to achieve zero emissions across Walmart’s global operations by 2040,” said Fernando Cortes, senior vice president, Transportation, Walmart U.S. "Working with Autocar is a natural fit for us as we share a commitment to innovation and sustainability. I look forward to the positive impact the E-ACTT will have on our distribution center operations and journey to becoming a regenerative company.” Waabi launches Million Mile Driver Advisory BoardAutonomous truck developer Waabi last week announced the launch of what the company said is the autonomous trucking industry’s first Million Mile Driver Advisory Board Waabi said the advisory board is meant “to give the world’s most experienced truck drivers –those who have safely driven over a million miles – their long-overdue seat at the AV development table.” The company added that members of the advisory board have the “opportunity to help influence and shape the industry they have spent their lives in. Even more so, it’s a chance for them to continue ensuring the roads and highways they have logged so many miles on remain safe, especially as new drivers take the reins.” The board currently has seven members:
“Waabi wants to make sure every truck driver can stay safe and retire as a truck driver,” the company said. “The Million Mile Driver Advisory Board is an important step toward a more intentionally transparent relationship with best-in-class drivers. We are peeling back the curtain of AV development and integrating their input and wealth of real-world expertise into our technology.” https://ift.tt/FAdfPVe The California Air Resources Board Friday voted unanimously to finalize its Advanced Clean Fleets (ACF) rule, a sweeping set of regulations that requires all new medium- and heavy-duty vehicles sold or registered in the state to be zero emission by 2036 and requires all trucks to be zero emission by 2042. CARB estimates that, of the 1.8 million medium- and heavy-duty vehicles operating daily in California, 532,000 will be subject to ACF fleet requirements. The regulation has heavy implications for motor carriers in the state, as it bars truck manufacturers from selling any combustion-engine trucks in the state by 2036. The 100% ZEV manufacture sales requirement was moved up to 2036 from the original 2040 start date. The regulation applies to fleets performing drayage operations, those owned by state, local, and federal government agencies and "high priority fleets." High priority fleets are defined as entities that own, operate or direct at least one vehicle in California, and that have either $50 million or more in gross annual revenues, or that own, operate, or have common ownership or control of a total of 50 or more vehicles (excluding light-duty package delivery vehicles). The regulation affects medium- and heavy-duty on-road vehicles with a gross vehicle weight rating greater than 8,500 pounds, off-road yard tractors and light-duty mail and package delivery vehicles. Drayage fleetsBeginning January 1, 2024, trucks must be registered in the CARB Online System to conduct drayage activities in California. Non-zero-emission “legacy” drayage trucks may register in the CARB Online System through December 31, 2023. Legacy drayage trucks can continue to operate through their minimum useful life however, effective January 1, 2024, only zero-emission drayage trucks may register in the CARB Online System. All drayage trucks entering seaports and intermodal railyards would be required to be zero-emission by 2035. High priority and federal fleetsHigh priority and federal fleets must comply with the Model Year Schedule or may elect to use the optional ZEVMilestones Option to phase-in ZEVs into their fleets:
Drayage and high priority fleets can continue using existing trucks until the earlier of 18 years or 800,000 miles, or a minimum of 13 years if the truck has over 800,000 miles, meaning affected fleets may keep existing combustion-powered vehicles for its full useful life. American Trucking Associations President and CEO Chris Spear said CARB's adoption of its Advanced Clean Fleets regulation forces motor carriers to purchase zero-emission vehicles, ignoring the fact that these trucks are early-stage technologies and the infrastructure to support them does not exist. "Fleets are just beginning to understand what it takes to successfully operate these trucks, but what they have learned so far is they are significantly more expensive, charging and refueling infrastructure is nonexistent, and ZEVs are not necessarily a one-for-one replacement —meaning more trucks will be needed on California roads to move the same amount of freight," he said. "California is setting unrealistic targets and unachievable timelines that will undoubtedly lead to higher prices for the goods and services delivered to the state and fewer options for consumers. As it becomes clear that California’s rhetoric is not being matched by technology, we hope the Board will reverse course and allow trucking companies the freedom to choose the clean technologies that work best for their operations.“ Some exceptions applyCarriers with 10 or fewer vehicles, or agencies that are in certain designated counties, will be exempt from the ZEV purchase requirement until 2027. In cases where a zero emission truck is not available for purchase, fleets are also exempt from the requirement. The ZEV Purchase Exemption allows a fleet owner to purchase a new internal combustion engine vehicle and exclude it from the internal combustion engine vehicle removal requirement of the Model Year Schedule, or exclude it from the ZEV Milestones calculation. Exemptions to purchase internal combustion engine vehicles would only be needed if the fleet cannot otherwise meet the ZEV targets, CARB said. A fleet owner may also apply for an exemption if a ZEV cannot be configured to meet the primary intended function the fleet owner needs. There are also exemption provisions for infrastructure challenges, and mileage/range shortfall considerations. https://ift.tt/9NZe0r7 The less-than-truckload (LTL) transport industry has never been more important to the U.S. economy than it is at a time when supply chains are snarled and consumers are relying on quick delivery of online orders. Yet in many ways, the situation has never been more perilous for LTL trucking companies, and it’s all because of the growing reliance on – and growing threats associated with – digital technology. Cyberthreats have materialized in the form of ransomware attacks, in which trucking companies literally have to pay hackers a ransom to stop their systems from being paralyzed. These threats have also taken the form of diagnostic system attacks, in which hackers can get access to information about routes and other critical data. Hackers will shut down entire assets. They can steal customer information. They can make it impossible to run payroll. And every attack jeopardizes far more than just the company targeted. It jeopardizes the very heart of America’s system of commerce. The National Motor Freight Traffic Association (NMFTA) has maintained a laser-focus on this issue in recent years andadded some of the nation’s best minds on cybersecurity to its staff, and offering extensive materials to help the industry protect itself and, most prominently of all, hosting an annual Digital Solutions Conference. The 2023 version of this complimentary conference will take place in Houston October 22-25, and will cover the landscape when it comes to transport-related cybersecurity issues. These programs include a review of the cyberthreat landscape facing the trucking industry; current tools and strategies for preventing truck hacking; explaining the IoT (Internet of Things) and how it can leave you vulnerable; how to build a culture of cybersecurity at your company; best practices in API security; exercises to test your company’s preparedness; understanding IT security and OT security; threats from the most basic of sources: Email; and securing the right level of cybersecurity insurance to match your need and risk. NMFTA’s focus on cybersecurity has proven to be essential for an industry that is quickly embracing technology as a way of enhancing operational excellence, reducing costs and improving efficiency. Just think how quickly the trucking industry is coming to depend on digital tools. Within just a few years, most functions pertaining to dispatch, finance, routing, warehousing and even truck maintenance have come to be controlled by digital platforms. The driver who used to keep track of delivery details with Excel spreadsheets, and communicated via text or e-mail, now uses sophisticated transportation management systems that can be operated entirely from a smartphone. Entire enterprises gain efficiency, visibility and unprecedented opportunities to upgrade customer service and employee satisfaction. That’s the power of digital advancements in the trucking industry. It’s also the reason hackers have their sights on the industry. They realize that digital innovation is a relatively new development in trucking, and they understand how seriously they can cripple the industry if they prevent its digital platforms from operating in a secure and effective manner. It must be our top priority to make sure there is no reason for these cyberattackers to smell blood in our water, and the Digital Solutions Conference is the annual linchpin of that effort. Speakers in recent years have dealt with both the technical and the personal, with one of last year’s most popular presentations dealing with how easy it is to get people to click a link without really knowing if it’s trustworthy. This year, the lineup of speakers will include, but not limited to Chad Hunt, Supervisory Special Agent Cyber Division, Federal Bureau of Investigation, Atlanta Office; Michele Sullivan, Security Sales Specialist, Microsoft; Dr. Jeremy Daily, Associate Professor of Systems Engineering, Colorado State University; Dr. Ryan Gerdes, Associate Professor, Virginia Tech; George Reeves, Cybersecurity Advisor, Region VI, Southeast Texas and New Mexico, Cybersecurity and Infrastructure Security Agency (CISA); Eileen J. Sciarra, Vice President of Growth, Cloud Security Alliance; and Robert Kaster, Chief Technical Expert, Robert Bosch LLC. The conference will also offer NMFTA’s own in-house experts, such as Director of Enterprise Security Antwan Banks, Senior Cybersecurity Research Engineer Ben Gardiner, and Digital Solutions Development Manager Brian Kresge. And because of the importance of this issue, the conference is offered at no charge and open to the entire trucking industry, not just those in LTL. If you can’t afford to have your company vulnerable to cyberattacks, then you can’t miss this conference in Houston from October 22-25. Find out more here. Debbie Ruane Sparks is executive director of the National Motor Freight Traffic Association (NMFTA). Since 1956, the NMFTA has represented the interests of the less-than-truckload (LTL) motor carrier industry, as well as carriers doing business for the government, or crossing the border. NMFTA is also working to help all carriers meet the challenges confronting the transportation industry in the 21st century through research, education, and the publication of specifications, rules, transportation codes, and the preparation and dissemination of studies, reports, and analyses. Membership in NMFTA is available to all for-hire interstate and intrastate motor carriers. https://ift.tt/9NZe0r7 The Federal Motor Carrier Safety Administration, in a report to Congress on the cost and effectiveness of the electronic logging device mandate, said external factors since the implementation of ELDs have prevented the agency from determining the safety impacts of the devices. The report to Congress was required by the 2021 Infrastructure Investment and Jobs Act, which directed the Secretary of Transportation to submit a report that, in addition to analyzing the cost and effectiveness of ELDs, also details the processes FMCSA uses to review driver logs recorded by ELDs, protect proprietary and personally identifiable information obtained from ELDs, and explain how an operator can challenge or appeal a violation notice issued by FMCSA relating to an ELD. In analyzing the effectiveness of ELDs, FMCSA cited “confounding factors” -- the 2020 changes to hours-of-service rules, HOS exemptions issued in response to COVID-19, and the implementation of FMCSA’s Drug and Alcohol Clearinghouse – as “events that have occurred that have impacted the use of ELDs, safety, and HOS enforcement.” The agency added that the factors “have increased the challenges relating to any further analysis of the ELD mandate, making it difficult to tease out their individual safety impacts.” [Related: ELDs and highway safety: Crashes, injuries and fatalities rise post-mandate] According to Overdrive research conducted last year on crash rates before and after the ELD mandate, it's at least clear that truck-involved crashes, injuries and fatalities have been on the rise since the mandate took effect. Owner-operators generally feel the ELD mandate is at least in part to blame, with a whopping 87% of respondents to Overdrive polling noting negative safety impacts. Attendant to Overdrive's examination of the issue last Fall, FMCSA Administrator Robin Hutcheson echoed the message of this new report to Congress, in some ways. She believed that there “isn’t one factor" on which "you can place an increase or a decrease” in crashes and fatalities, and that there is “always a set of factors.” FMCSA did note to Congress that since ELDs were implemented, the number of HOS violations recorded have decreased. According to the agency, in December 2017, 1.19% of driver inspections cited at least one HOS violation. By December 2021, that percentage was down to approximately 0.77%. [Related: Why FMCSA keeps revoking ELDs, and how to tell if yours is next] Another area where FMCSA has seen improvement since the mandate is with driver harassment and forced dispatch, according to the report. “Many drivers have anecdotally reported that the use of ELDs has prevented dispatchers from encouraging or forcing them to commit HOS violations." Operators paid by the mile represent a majority of OTR drivers, FMCSA said, though Overdrive's most recent compensation survey showed a majority of owner-operators paid percentage of the load. For per-mile-compensated drivers, the agency nonetheless contended, "improved documentation supported by ELDs helps reduce paycheck errors.” FMCSA also said in its report that its ELD data-transfer system meets government data security and privacy standards, adding that its “ELD Submission Web Service received an ‘A+’ grade” during a security test conducted in February 2022. Finally, on costs, FMCSA said its knowledge of ELD costs and benefits aligns with the estimates published in the ELD rule. Among benefits estimated with the rule's publication were an annual 26 lives saved and more than 500 injuries avoided. [Related: ELD mandate and rising crash rates -- cause or just correlation?] https://ift.tt/9NZe0r7 Trucking news and briefs for Friday, April 28, 2023: Legislation would ease entry into trucking for military vetsU.S. Representatives on Thursday helped introduce a bipartisan bill to cut red tape for veterans looking to use their GI benefits to pay for commercial driver’s license (CDL) education programs. The bipartisan bill is led by U.S. Reps. Chuck Edwards (R-North Carolina) and Chris Pappas (D-New Hampshire). Rep. Abigail Spanberger (D-Virginia) is an original cosponsor alongside Rep. Eli Crane (R-Arizona). A companion bill is led in the U.S. Senate by U.S. Sens. Deb Fischer (R-Nebraska) and Alex Padilla (D-California). Right now, if an approved trucking school opens a secondary facility in a new location, existing laws require the U.S. Department of Veterans Affairs (VA) and state regulators to deny the branch’s ability to receive GI benefits for two years. To shrink this wait time, the Veteran Improvement Commercial Driver License Act would exempt new branches of established commercial driver-training facilities from this statutory waiting period — if the primary training facility has been approved to receive these benefits by the VA and state approving agencies. By clarifying this two-year moratorium statute, the bill would allow veterans more accessibility to nearby CDL schools and lead to high-paying careers in the industry. Under the legislation, CDL schools must still comply with state and VA rules regarding curriculum standards to ensure no programs are exploiting veterans or offering fraudulent courses. The bill is endorsed by several nationwide veteran service organizations, labor groups, and trucking industry leaders, including the American Trucking Associations, International Brotherhood of Teamsters, Commercial Vehicle Training Association, Nebraska Trucking Association and more. “When the brave men and women in our armed forces return home, the last thing they should have to worry about is red tape preventing them from realizing the American dream that they fought to defend,” said Chris Spear, President & CEO, ATA. “Improving veterans’ access to CDL programs will open the door of opportunity to good-paying, in-demand jobs in the trucking industry.” Illinois Volvo dealer becomes state’s first EV certified dealerVolvo Trucks North America announced this week that Gateway Truck & Refrigeration has completed the rigorous training and facility upgrades to become the first Volvo Trucks Certified Electric Vehicle (EV) Dealership in Illinois. Gateway has been in business for more than 30 years and operates two Volvo Trucks dealership locations in Collinsville, Illinois, and Wright City, Missouri. The Collinsville location is Gateway’s headquarters and was chosen as the first location to certify due its proximity to the St. Louis market. Given the anticipated market demand for battery-electric trucks, Gateway is designing and building a new facility west of St. Louis that will support battery-electric trucks and will be its second Volvo Truck Certified EV Dealership, the company said. “Battery-electric vehicles are still new to the Class 8 market, and the team at Gateway Truck & Refrigeration strives to be a leader in the shift, especially when our customers look to us to guide them through the purchase, maintenance and operation of a new technology which will make such an impact in their business,” says Zach Wagner, dealer principal, Gateway Truck & Refrigeration. Gateway has already sold 46 Volvo VNR Electric trucks, with 10 having been delivered to its customer, Quality Custom Distribution (QCD) that have been deployed in QCD’s Southern California fleet operations delivering products to restaurants and coffee shops. QCD’s remaining 35 Volvo VNR Electric trucks will be built and delivered throughout 2023 and 2024. Gateway also worked with customer Artur Express to deploy the first Volvo VNR Electric truck domiciled in the central region with a home base in St. Louis. The Volvo Trucks Certified EV Dealer network spans 16 states — California, Florida, Idaho, Illinois, Indiana, Massachusetts, Minnesota, Missouri, New Jersey, New York, Ohio, Oregon, Pennsylvania, Tennessee, Texas, and Virginia — and three Canadian provinces — British Columbia, Ontario, and Quebec. Volvo Trucks is on track to certify numerous additional dealer locations in 2023 as it progresses toward its goal of building a robust North American dealer support network for battery-electric trucks, Volvo says. Averitt associates combine for 10,000+ hours of community serviceAveritt Express (CCJTop 250, No. 26) associates combined to give more than 10,000 hours of community service over the course of 2022 as part of its “Team Up Community Challenge.” Overall, Averitt employees served 10,433 hours, with 95 facilities across Averitt’s system helping 223 organizations through efforts including clothing, food and toy drives, disaster relief, litter cleanups and blood donations. In recognition of those hours, as well as associate milestones and accomplishments, Averitt also made a matching contribution of $750,000 to Averitt Cares for Kids, the company’s employee-giving program. “The Team Up Community Challenge is an important tradition for our team, and I’m very proud of how our associates stepped up to make a difference in our communities during 2022,” said Gary Sasser, Averitt’s chairman and chief executive officer. “I’m proud of the commitment our associates have to serving in our communities, and I’m even more excited about the potential we have to make a difference throughout our network in the future.” The Team Up Community Challenge is a year-round initiative through which associates at each facility across Averitt’s network are encouraged to participate in various charitable initiatives. https://ift.tt/lUfiotu Daimler Truck Thursday evening unveiled its new zero emission truck brand, Rizon. The new lineup of Class 4/5 medium-duty electric cabover trucks joins in North America the Class 6/7 Freightliner eM2 and Class 8 eCascadia. Rizon is Daimler Truck's ninth brand. "This region (the U.S.) has immense potential as a market for electric vehicles," Daimler Truck President and CEO Karl Deppen said, noting the company has already amassed a wealth of data from electric trucks currently in operation, and used that to refine Rizon's vertically integrated battery electric powertrain. "We are confident this brand will resonate with our loyal customer base and attract new ones." [Related: California mandates electric trucks] The Class 4/5 Rizon truck will initially be available in three models: the e18L, e16L and the e16M. Powered by an eAxle, models will feature a range of between 75 and 160 miles depending on battery spec (110 to 160 miles for L models with 3 battery packs and 75 -110 miles for M models with 2 battery packs). Rizon trucks are capable of Level 2 AC Charging (J1772) and DC Fast Charging (CCS1). Andreas Deuschle, global head of Rizon Truck, said the structure of the chassis is body builder friendly and each model will feature the same safety systems available in the company's comparable diesel models, like lane departure warning, automatic braking and anti-lock brakes, among others. The trucks will initially target businesses in urban retail logistics, last-mile delivery and municipal work and will be distributed exclusively through Velocity Vehicle Group – a California-based group with more than 80 Daimler Truck dealerships in eight states. Brad Fauvre, president and co-founder of Velocity Vehicle Group, said the Rizon truck is available to order as of now, and deliveries will begin late this year. Fauvre said sales would begin in Southern California before expanding in the southeast and southwest. Velocity will appoint other dealership groups outside its own footprint to the Rizon brand in CARB opt-in states, and states that offer EV incentives. Rizon will carry a warranty package that protects the powertrain, chassis and cab for 5 years/75,000 miles and the high voltage batteries for 5 years/120,000 miles. Daimler Truck's goal is to offer only new vehicles that are CO2-neutral in driving operation in Europe, North America and Japan by 2039. [WATCH: What California’s new zero-emission requirements mean for smaller fleets] Also Thursday, Daimler Truck North America, in partnership with NextEra Energy Resources and BlackRock Alternatives, announced Greenlane, a more $650 million joint venture to design, develop, install and operate a U.S. nationwide, high-performance zero-emission public charging and hydrogen fueling network for medium- and heavy-duty battery-electric and hydrogen fuel cell vehicles. The network of charging sites will be built on freight routes along the east and west coasts and in Texas. https://ift.tt/lUfiotu Trimac Transportation (CCJTop 250, No. 64) has acquired American Industrial Partners (AIP) Logistics, a Central Ohio-based specialist in bulk terminal services, transportation and warehousing for the plastics, liquid chemical, food grade storage and metal production industries. AIP operates a fleet of 13 tractors and 119 trailers. Its 52-acre property, located in in Wapakoneta, Ohio, just south of Lima, Ohio, is home to cold, dry and food grade warehousing, bulk transloading and storage with access to CSX Transportation rail line, and dry van, reefer, dry bulk and bulk liquid transportation. The location has indoor rail access and 70 railcar spots for rail transloading and storage. The property is strategically positioned on the busy I-75 corridor within proximity to several major Fortune 500 shippers, including many current Trimac customers. It's also halfway between Cincinnati and the Detroit-Windsor U.S./Canada border crossing. "We are excited about this next step in our U.S. growth," said Matt Faure, Trimac President and CEO, adding that AIP provides a strong base to build a trucking branch with high density. "The integration with a leading logistics company such as AIP will place Trimac in an excellent position for its continued growth and contribution to business partners and communities in this region.” Founded in 1982 by Charles Kantner, AIP was originally known as Riverside Storage, offering basic warehousing for dry food ingredients. Today, AIP employs a staff to service over 450,000 square feet of storage space, transportation fleet, and a rail terminal that serves customers worldwide. Kantner will stay on for a transitional period immediately to provide expertise. Currently, the business is made up of approximately 38% trucking, 42% warehousing, and 20% transloading/other. Trimac said the acquisition is part of its five-year strategy to further position itself as a leader in bulk transportation, wash and maintenance. Trimac's is at least the fifth acquisition made this year by a CCJ Top 250 fleet. Forward Air Corporation (No. 57) in January agreed to acquire full-service expedited LTL carrier Land Air Express for $56.5 million and R.E. Garrison Trucking (No. 124) completed the acquisition of certain assets of Boaty’s Transport. In March Big G Express (No. 173) acquired RTR Transportation and Knight-Swift Transportation (No. 5) announced its acquisition of U.S. Xpress (No. 19). https://ift.tt/lUfiotu I think it’s pretty safe to say that we’ve all been guilty of distracted driving to one extent or another. Just ask truck drivers. They have a bird’s eye view of folks behind the wheel doing a lot more than just driving. From texting to watching videos, grooming in the rearview mirror, arguing and nodding off, truck drivers have seen it all and have also fallen prey to distracted driving themselves. But they’re not always the ones to initiate the distraction. Employers and loved ones reaching out to drivers on the road can prove to be a risky distraction. And it can be hard for truckers to refuse either call. “Phone calls with managers can be very distracting and calls with family can be very distracting too,” Chris Hayes, Travelers assistant vice president of risk control told me during a recent interview regarding the recently published 2023 Travelers Risk Index for Business. “From moment to moment, it's hard to know when that phone call is going to take a turn you weren't expecting,” Hayes continued. “So to me that's a good indication that if at all such calls should be rare and brief.” Changing phone call habits can be tough since those making calls to truckers — particularly employers — expect a driver to answer. In fact, a whopping 87% of employers surveyed by Travelers expect their employees to respond to work-related messages when they’re out of the office during work hours. Getting in touch with drivers doesn’t have to entail talking on the phone or sending a text. Walmart, CCJ’s Innovator of the Month for April, created a driver app that sends a recorded audio message to drivers that they can hear while driving down the road. If necessary, they can find a safe place to park and call in for additional details, otherwise the idea is to leave drivers alone. “They have a very important job. It takes a lot of skill, a lot of talent and a lot of focus,” Hayes said. “Let's respect them at their work and let them do it safely.” Of course, drivers also play a big role in remaining distraction-free. Travelers study found that 31% of employees admitted to distracted driving prior to getting into a crash or collision. That’s up 5% from last year. Hayes pointed out that distracted driving can also result from other causes like tiredness, stress and extreme emotion. Still, it’s cell phone use that can be the most troubling. As most of us can attest it’s tempting to reach for a device that can provide a quick bridge to countless things and people around the world for both business and entertainment. In fact, Travelers study found that cell phone use is on the rise. “Things like updating social media, taking photos, taking videos, and shopping online are continuing to increase. In fact, social media use has almost doubled since last year,” Hayes said. To help reduce the risk of distracted driving, Travelers recommends that employers have a policy in place regarding communication on the road; train employees to avoid distracted driving; reinforce policies through discipline and rewards; use technology to monitor employees behind the wheel; and have employees police each other when on the road. When I asked Hayes about monitoring drivers with AI-equipped video he expressed mixed feelings. “I'm always hesitant to suggest a technology solution for a technology problem. There's often organizational behavioral issues that need to be addressed along with it,” he said. “If you simply go with a technology solution, people can defeat that technology. They can find ways around that. But if you have a solid safety risk management program and an employee engagement program that goes hand in hand with it, then you start seeing results.” The problem with the all-seeing eye of video monitoring systems is the time often required to review incidents. “A camera system that will simply record video events and then send it back to a manager to review can work great if the manager is actually going to review them,” Hayes said. “That's one thing we see a lot with telematics programs is the time commitment and the resource commitment to look at the data, look at the events and coach the events which can sometimes be more than people expect.” Hayes left me with a sobering statistic. “The National Safety Council has put out their estimates for the number of motor vehicle fatalities in the United States for 2022, and they're estimating 46,000,” he said. That’s staggering. In fact, that’s up from 2021’s estimate of 42,915. News like that really puts things into perspective. https://ift.tt/lUfiotu The U.S. Senate narrowly voted Wednesday to overturn Environmental Protection Agency (EPA) rules to slash emissions from heavy-duty trucks. The rollback faces an uphill climb as President Joe Biden is certain to veto it. The measure passed by the narrowest of margins (50-49), with West Virginia Democrat Joe Manchin crossing the aisle to negate the standards set by the EPA in December. The House of Representatives has not voted on the bill. [Related: What do OEMs think of EPA's new emission regs?] EPA's updated emission standards for heavy-duty commercial vehicles for the 2027 model year tightened tailpipe NOx limits to a level 80%-plus below the current standard and reducing the particulate matter limit by 50% and require heavy-duty commercial vehicles to limit nitrogen oxide (NOx) emissions to 0.035 grams per horsepower-hour during normal operation, 0.050 grams at low load, and 10.0 grams at idle. It also increases the useful life of governed vehicles by 1.5 to 2.5 times and yield emissions warranties that are 2.8 to 4.5 times longer – provisions that guarantee that as vehicles age, they will continue to meet EPA’s more stringent emissions standards for a longer period of time. Lawmakers and trucking groups have argued that EPA's onerous regulations would make trucks more expensive, thus slowing down fleet renewal cycles and effectively keeping older and less efficient trucks on the road for longer. Now is indeed a confusing time to be in trucking with regard to tailpipe emissions. EPA announced in a Federal Register notice earlier this month that it will host a public hearing on its latest proposed emissions regulations on heavy-duty trucks. A two-day virtual public hearing is set for May 2-3 on EPA’s proposal titled, “Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles – Phase 3.” An additional session may be held on May 4 if necessary to accommodate more testifiers, the agency noted. The Biden administration last month cleared the way for California to require that half of all heavy trucks sold in the state be fully electric by 2035, and the state becomes the world’s first government to require zero-emission trucks. California needed approval from the White House because its rule exceeds Environmental Protection Agency (EPA) requirements. https://ift.tt/lUfiotu |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
April 2023
Categories |