Trucking news and briefs for Friday, July 30, 2021: Volvo names first certified EV dealerTEC Equipment, Volvo Trucks’ largest West Coast dealership, has been named the company’s first Volvo EV Certified Dealer in North America. TEC Equipment’s Fontana branch in Southern California is the first location to achieve the electric vehicle certification, signifying that its sales team is fully trained to consult with customers that are considering investing in any of the VNR Electric model configurations. Its service team has also been fully trained and equipped to safely perform battery-electric truck maintenance and repairs for trucks in operations. “Volvo Trucks’ Volvo EV Certified Dealer certification program will help us build the robust sales and service ecosystem required to support customers across the country with their zero-emission transportation goals,” said Peter Voorhoeve, president, Volvo Trucks North America. “It’s fitting that TEC Equipment is our first dealer group to achieve this certification, as they have been an integral partner in the innovative Volvo LIGHTS project and deployed the first Volvo VNR Electric model in North America.” Volvo Trucks designed its Volvo EV Certified Dealer program to ensure technicians understand the proper safety procedures when servicing electric drivetrains and components. In addition, TEC Equipment’s technicians have been outfitted with personal protective equipment for working with high-voltage systems. Spot volume rebounds after three-week slide, flatbed rates suffer large dropData from Truckstop.com and FTR Transportation Intelligence for the week ending July 23 implies that the post-July 4 holiday volume bounce occurred a week later than anticipated. Volume was sharply higher in all segments, but volume also lagged pre-holiday levels in all segments by varying degrees. Despite a delayed rebound from lost holiday volume, there's no data that suggests spot volume will outpace seasonal expectations. June traditionally is the market’s peak, but a host of factors – supply chain and freight network disruptions, tight capacity, further stimulus, and intermodal sector service issues – should tend to keep volume robust, at least in the van markets. One major negative factor that bears watching is the recent resurgence of the COVID pandemic. One potential sign of seasonality or, perhaps, normalization is a moderation in rates. Total spot rates peaked in late May but had not fallen much since then. However, in the latest week rates were down almost 8 cents, led by the specialized and flatbed segments. Flatbed’s decline of nearly 9 cents was the largest since the collapse in April 2020. Dry van and refrigerated saw small declines in rates despite the solid rebound in volume. Total spot rates have fallen in six of the past eight weeks. Total truck postings rose 15.4%, not quite matching the increase in load postings. The Market Demand Index moved up to 153.7. Last week, market rates fell 2.5% to $2.98. Compared to last year, rates are up 35%. Total load postings in the Truckstop.com system jumped 18.7% during the week ended July 23 (week 29) as all segments saw sharp gains. Load volume was 15% below that in week 25 – the week prior to the recent three-week slide. Total spot rates fell nearly 8 cents per mile. Van increased 2.8 points to 188.0 as load availability rose 29.1% and truck availability rose 27.1%. Flatbed decreased 6.3 points to 213.9 as load availability increased 11.3% and truck availability rose 14.6%. Reefer increased 6.8 points to 136.5 as load availability rose 27.4% and truck availability increased 21.0%. TuSimple partners with Ryder for terminal locationsAutonomous trucking firm TuSimple has partnered with Ryder System to leverage select Ryder fleet maintenance facilities to serve as terminals on TuSimple’s Autonomous Freight Network (AFN). Through the partnership, TuSimple and Ryder will work together to identify existing Ryder facilities to serve as terminals along the TuSimple AFN. Terminals are secure facilities and serve as the start and end point for autonomous driving missions. By adding more terminals to TuSimple's AFN, shippers and fleets will have greater access to autonomous freight operations. Leveraging Ryder's existing freight trucking terminals, TuSimple can quickly scale across the country without needing to build new facilities. TuSimple's fleet of more than 50 autonomous trucks (SAE Level 4) transports freight for customers across the states of Arizona, New Mexico and Texas. Later this year, TuSimple expects to expand operations to the East Coast, carrying freight between Phoenix, Arizona, and Orlando, Florida. https://ift.tt/2ytPsnD
0 Comments
There's been increased emphasis on making training fun (gamification) over the past several years, especially as it relates to fleet managers' quest to squeeze more safety and efficiency out of drivers.
Fleets often use technology platforms that focus the attention of managers and drivers on pulling the fuel efficiency of the lowest performers up to the fleet average. TruckLabs CEO Daniel Burrows said this strategy often pits apples against oranges, and for drivers it's no fun playing a game they know they can't win. "People like to engage in goals when they're achievable and, with some focus, they can get some early wins. If you're saying, 'I'm pulling 7 miles per gallon and the goal is 9 miles per gallon,' you're like, 'There's no point. I'm nowhere near that,' and you disengage," he said. "Say you've got one driver who's an excellent driver but his mpg looks really low," Burrows continues. "Well, it turns out he's an excellent driver and he gets heavy loads over the Rockies all the time and he's doing really well to hit 6.5 miles per gallon. It's like 'well done. You should have been getting around 5 (mpg).'" Setting well-informed goals is therefore a critical component to prevent driver disengagement. TruckLabs' TripDynamics platform uses telematics, machine learning, and cloud computing to bridge the gaps, he said, by creating a more fair and competitive means of measuring fuel efficiency associated with driver behaviors. "We understand the terrain, the equipment, the weather, the load you're pulling, and we put you against a sort of cohort of other drivers that's a fair measurement," Burrows said. "You're not being compared against a flat, light load. We actually compare like-to-like." Today’s driver mpg performance measurement approaches often lack comprehensiveness, Burrows said. They often do not account for variables like weather, traffic, terrain, and other driving conditions, nor do they provide periodic feedback such as every week or month after drivers have completed extended routes. TripDynamics puts the driver in control of their own performance because a driver can see how their skills fair against an average and a given segment's top performer. "You enter a segment. It's basically a small game – it's like 60 miles. You see a terrain profile that you're going to be driving and you see how well you did the last time you did that terrain. And you also see how well other drivers that are using similar equipment, facing similar conditions, with a similar load ... and then it's like, 'game on. Who can do better?'" Driver performance is then ranked, segment-by-segment and run-by-run, to show individuals how their performance is improving both against their own past and their peers. TripDynamics also provides live, actionable, in-cab feedback to drivers, such as driving tips, equipment utilization, and terrain strategy, all while they still have time to make adjustments to improve miles-per-gallon performance rather than at the end of the week or month when it’s too late. One of the advantages of tracking efficiency this closely at the driver level, Burrows said, is that it can reveal that drivers who are consistently below the fleet average may have a good reason, and they may actually be performing at a higher level than their peers in that same lane. It can also reveal maintenance issues. If a fleet sees the mpgs of a driver who's normally fuel conscious begin to slide, it might be time to check the equipment. https://ift.tt/2ytPsnD Nikola Motor Company founder and former CEO Trevor Milton was charged Thursday with disseminating false and misleading information about the company's products and technological accomplishments which caused the company's stock price and valuation to soar last year. The charges, levied by the Securities and Exchange Commission (SEC), accuse Milton of "repeatedly disseminating false and misleading information – typically by speaking directly to investors through social media." “We allege that Milton repeatedly made claims, mostly through social media, that either misstated or far exceeded what Nikola and its products actually did or could do,” said David Peavler, regional director of the SEC’s Fort Worth Regional Office. "Public company officials cannot say whatever they want on social media without regard for the federal securities laws. The same rules apply, and the SEC will hold those who make materially false and misleading statements accountable regardless of the communication channel they use.” Milton founded Nikola in 2015 with the goal of manufacturing trucks that run on alternative fuels – namely hydrogen – with low or zero emissions, and building an alternative fuel station infrastructure to support those vehicles. Milton helped Nikola raise more than $1 billion in private offerings and go public through a business combination conducted by a special purpose acquisition company (SPAC). [Related: Cummins, Air Products form hydrogen partnership] Milton in September stepped down as executive chairman of his Phoenix, Arizona-based hydrogen-electric upstart amid a firestorm of criticism sparked by stock short-seller Hindenburg Research, which released a report calling Nikola an “intricate fraud built on dozens of lies over the course of its founder and executive chairman Trevor Milton,” and claimed to have evidence, including recorded phone calls, text messages, emails and more detailing alleged false statements by Milton. According to the SEC’s complaint, Milton acted as Nikola’s primary spokesperson, appearing regularly on national media and communicating directly with investors through social media. Milton allegedly encouraged investors to follow him on social media to get “accurate information” about the company “faster than anywhere else," the SEC charges. Milton stands accused of using his media platform "to repeatedly mislead investors about, among other things, Nikola’s technological advancements, products, in-house production capabilities, and commercial achievements." The complaint further alleges that Milton ultimately reaped tens of millions of dollars in personal benefits as a result of his misconduct. “Having chosen to promote Nikola through social media, Milton was obligated under the securities laws to communicate completely, accurately and truthfully,” said Gurbir S. Grewal, director of the SEC’s Division of Enforcement. “That obligation exists for all public company officials, even those whose companies have only recently entered the public markets through SPAC transactions.” [Related: Hyundai bringing hydrogen tractors to California] The SEC’s complaint charges Milton with violating the anti-fraud provisions of the Securities Act of 1933 and the Securities Exchange Act of 1934. The complaint seeks a permanent injunction, a conduct-based injunction, an officer and director bar, disgorgement with prejudgment interest and civil penalties. Mark Russell has served as Nikola’s Chief Executive Officer since a few months before Milton's departure, and has largely worked to keep the company on track in Milton's absence. Earlier this month the company announced a second phase in establishing a nationwide plan for its Class 8 truck sales and service coverage with the addition of five independent dealers with more than 51 locations in Texas, Arizona, California, Colorado, New Mexico, Florida, Delaware, Virginia and Maryland. In April, Nikola announced a partnership with RIG360 Service Network, a network of heavy-duty truck service and maintenance centers, to provide sales and service products for commercial customers at more than 65 RIG360 dealer locations throughout the Southeast, Midwest and Northeast regions of the United States. In a statement provided to CCJ Thursday, the Nikola Motor Co., noted that Milton "has not been involved in the company’s operations or communications since [September 20, 2020]. Today’s government actions are against Mr. Milton individually, and not against the company. Nikola has cooperated with the government throughout the course of its inquiry. We remain committed to our previously announced milestones and timelines and are focused on delivering Nikola Tre battery-electric trucks later this year from the company’s manufacturing facilities." https://ift.tt/2ytPsnD Despite growing interest in electrification, interest in natural gas trucks has seen an uptick this year. U.S. and Canadian Class 8 natural gas truck retail sales through the first five months of the year climbed 19% year-to-date against a COVID-impacted 2020, according to ACT Research's quarterly report Alternative Fuels Quarterly. Total U.S. Class 8 sales were up 32% for the same period. Sales of natural gas-powered vehicles as reported by the six major truck OEMs – who account for approximately 60% of the heavy-duty natural gas market, were mixed in the March to May 2021 time period, said ACT Research Vice President Steve Tam, who added that March experienced a sizable sequential gain and even more impressive year-over-year growth. "Counter to COVID-influenced expectations, April natural gas vehicle sales volumes dropped month-over-month and year-over-year, also reducing the year-to-date increase," he said. "Activity in May appears to have shrugged off whatever afflicted April, returning to solid, across-the-board improvement, with sales jumping 23% sequentially and 206% higher than the year-ago level.” [Related: Renewable nat gas firing up interest for nat gas trucks] The Alternative Fuels Quarterly also analyzes changes in existing and planned alternative fuel/power infrastructure and equipment developments, and Tam noted there's a shift taking place. "We’re seeing an overall increase in electric charging stations, but a continuing decline of total natural gas stations," he said. "That said, we continue to see articles about natural gas use in transportation, as well as discussions about hydrogen fuel cells and investments in electric commercial vehicle development, making trade-industry headlines.” Equipment utilization 'about as good as we have ever seen'Natural gas powertrains or otherwise, new trucks are entering a freight market that's as healthy as it's been in generations. “Indicators we track for the economy, for freight, and for equipment utilization are about as good as we have ever seen,” said Kenny Vieth, ACT’s president and senior analyst. "U.S. economic activity continues positive and robust, and we expect real GDP growth in 2021 to sprint ahead by 6.5% and by 5.9% in 2022. In the out-years, real GDP is projected to return to its longer-run pace of approximately 2%. Transportation and freight will shine in this environment.” With the economy reopening and a semblance of normalcy returning, Vieth said the near-term outlook is particularly robust. However, even if all goes well, pockets of the economy will still be hobbled by the unique circumstances of this recession and recovery cycle. "Some factors may slow the economy’s forward momentum temporarily, but are not likely to cause a reversal in direction," he said. "That said, we’ve been reporting for some time that the commercial vehicle market situation is not one of customer demand, but rather of OEM production constraints. Semiconductor, steel, resins, and port bottlenecks represent just some of the constraints impacting the commercial vehicle supply chain. Dislocations should ease in coming months as the industry adjusts and supply channels improve, but we note that supply constraints in 2021 have been especially sticky.” https://ift.tt/2ytPsnD The global trucking industry is worth $700 billion annually, and trucking is the number one occupation in no less than 29 U.S. states. In addition, the sector has emerged as the key battleground in the development of automated driving. The efforts of tech engineers had focused on the quest to build commercially-viable driverless automobiles, but in the last year there has been a shift toward the commercial vehicle sector. This shift can be seen in several key partnerships that have been signed between tech startups and the world’s largest truck manufacturers. Waymo, often seen as the leader in driverless technology, has partnered with Daimler, the biggest truck manufacturer in the world. Meanwhile, TuSimple is teaming up with Traton, a subsidiary of Volvo, and Aurora -- which is backed by Amazon and has recently acquired all of Uber’s self-driving tech -- has joined forces with Volvo and Paccar. In many ways, trucks are a more viable focal point for the development of the artificial intelligence (AI) for fully-autonomous driving. Long haul vehicles travel on long, monotonous highways, whereas the urban mobility navigated by automobiles and robotaxis is more complex. The difficulty with developing the AI, centers around what engineers refer to as "edge cases" – those unique scenarios that are rarely encountered in your average vehicle journey. Put simply, there are more edge cases for the AI to deal with in complex urban environments. Could the trucking industry reap the benefits of autonomy ahead of other vehicle sectors? Cost savings with ATThere is a strong commercial case for greater investment in AT. One factor is the current limitation on human driver hours for safety reasons, which limits journeys to eleven hours. With autonomous trucking, the vehicle could be on the road for longer periods. It’s estimated that a trip from New York to L.A. could be cut from five days to two, resulting in significant cost savings. AT is also being touted as a possible solution to the shortage of truck drivers. Although two-thirds of all U.S. consumer goods are transported by trucks, the American Trucking Association (ATA) predicts the driver shortage will reach 160,000 by 2028. By investing in greater levels of autonomy, the industry can solve the driver shortage while continuing to meet growing demand for deliveries. According to advocates of AT, AI-based cruise control will save up to 10% in fuel costs. The optimized driving judgement of the AI can yield other savings, from reduced tire and brake wear to lower maintenance and insurance costs. The process of optimizing journeys will make further improvements as the AT will gather data from journeys and use this to enhance fuel efficiency. How exactly will AT work? Rather than automating the entire journey, the current plan is for a hub-to-hub approach. This means the autonomous, or semi-autonomous, heavy goods vehicle would transport goods from one depot to another, along a relatively straightforward route. The more complex last mile of the delivery would then be performed by a human driver. A common approach to the development of AT is the development of a computer ‘driver’. This can be retrofitted to an existing vehicle, rather than having to develop an entirely new vehicle from scratch. For example, autonomous start up Aurora – which has agreed to partnerships with Volvo and Paccar – has been developing a one-size-fits all system that can be installed on any vehicle. The importance of conventional componentsVehicle original equipment manufacturers (OEMs) have always demanded high quality components. These vehicles must travel immense distances in all manner of weather conditions, placing significant demands on steering and suspension parts. To be ready for the AT future, component manufacturers may need to raise their game. According to 2019 data from the Commercial Vehicle Safety Alliance, 538 out-of-service (OOS) violations were discovered during vehicle checks, in addition to a further 1,000 non-OOS violations. Problems included suspension defects or steering-related problems. The most common steering-related defects were when components were found to be worn, welded or even missing. Although relatively rare, reducing the risk of component defects is of growing importance, as AT must demonstrate the highest levels of reliability and safety to become commercially viable. It is not enough to demonstrate that an autonomous vehicle is as safe as a human driver, as can be seen from some of the high-profile accidents that have undermined efforts to develop driverless tech in other vehicle sectors. Whether we are talking about a steering universal joint or steering columns, opting for high quality parts helps reduce the risks of defects. A decade ago, few would have predicted that long haul trucking would have been the focal point of new autonomous driving technologies. Now, the sector looks like it will reap the benefits of autonomy ahead of other vehicle sectors. Although the main focus will be on software development and testing of AI, parts suppliers also need to contribute by making sure their components will meet the unique challenges these vehicles will face. Roger Brereton is head of sales at steering components manufacturer, Pailton Engineering. https://ift.tt/2ytPsnD Kenworth is making the Cummins Westport ISX12N near-zero emissions natural gas engine available for its T680 on-highway truck. The T680 Next Gen offers the 12-liter Cummins Westport ISX12N with ratings up to 400 hp and 1,450 lb-ft of torque. The engine can operate on compressed natural gas (CNG), liquefied natural gas (LNG) and renewable natural gas (RNG). The ISX12N engine features a closed crankcase ventilation system, unique maintenance-free three-way catalyst and on-board diagnostic capability. Certified by both the Environmental Protection Agency and California Air Resources Board (CARB), the ISX12N engine meets CARB’s optional low NOx standard of 0.02 g/bhp-hr. “The Cummins Westport ISX12N provides an excellent, near-zero emissions solution for fleets and truck operators that order the Kenworth T680 Next Generation for service in line haul, pickup and delivery, and regional haul applications,” said Genevieve Bekkerus, Kenworth marketing director. Available in day cab, 40-inch, 52-inch and 76-inch sleeper configurations, the T680 Next Gen is standard with the proprietary Paccar Powertrain featuring the 2021 MX-13 engine, Paccar TX-12 automated transmission and DX-40 drive axle. https://ift.tt/2ytPsnD The trucking industry being mired in a driver shortage has raised the level of interest in artificial intelligence-enabled trucks with autonomous capabilities. Owners and executives of motor carriers see untapped potential to improve operating efficiencies, safety and productivity. Several technology companies have been testing self-driving trucks in real-world conditions for several years. Drivers are in the vehicles now, but the switch could flip to full autonomous mode as early as 2023, experts say. With the future of self-driving trucks coming into sharper focus, technology companies are working on applications to digitize the full transportation ecosystem to automate steps, like inspecting vehicles and exchanging paperwork, which until now have required human involvement. The final hurdlesOne of the frontrunners in the race to full, scalable deployment of autonomous technology is Plus. In 2016 the company started working on a driverless system that would meet the SAE definition of Level 4 autonomy. It didn’t take long. In 2018 Plus completed a pilot test of its new system at one of the world’s largest ocean ports in Qingdao, China, without a driver in the seat. “The truck was able to fully operate in that scenario,” said David Liu, chief executive and co-founder of Plus. Before starting the company, Liu was a professor at Stanford and has a Ph.D. in electrical engineering. Plus is heavily capitalized to see its technology through to the finish line. The company has raised $400 million since last year and is looking at going public via stock merger in the next two months, which will bring in another $500 million, he said. Liu explained that Plus and other developers are working to make progress in software and hardware but are mostly waiting for regulations to catch up with technology for trucks to operate in full-autonomous mode on public roads. More testing and validation of software is needed to address the various scenarios and operating conditions that trucks will encounter, he said. Similarly, vehicles need to have more hardware redundancy and testing of systems, like steering and braking, to ensure they can react safely if they experience system failures. The biggest hurdle could be waiting for regulations and social acceptance of autonomous vehicles, Liu said, but “we have been seeing a lot of progress over the past few years.” Liu said his best guess timeline for clearing these three hurdles is 2024. By then, Liu envisions Plus will have accumulated billions of miles for testing and analysis from thousands of trucks with the technology deployed in real-world applications. [Related: Who's set to win Big Tech's 'insanely hot' race to self-driving trucks?] When the system is ready for fleets to switch to full-autonomous mode, the most likely model will be for fleets to run driverless trucks between depots that are close to the highway system, and then use drivers to complete the last leg at both ends, he said. Plus has a product in the market today, PlusDrive, that any fleet can install on trucks. Drivers engage the system voluntarily to have lane keeping and adaptive cruise control. The product makes trucks safer and more comfortable to drive. It also makes them up to 10% more fuel efficient, Liu said. Amazon is one of Plus’s largest fleet customers in the United States. The company also has a large presence in China, where one of the country’s largest truck manufacturers, FAW, is equipping vehicles with PlusDrive from the factory. Working with OEMsAftermarket technology suppliers are out in front of original equipment manufacturers (OEMs) in developing autonomous driving systems. Even so, OEMs see autonomy as one of their most important future endeavors, Liu said. Truck makers have internal development efforts and are working with companies like Waymo, TuSimple and Plus. “For us it is important to be part of this transformation and, together with our customers and partners, be leading in building up the new ecosystem,” said Sasko Cuklev, head of on-road solutions, Volvo Group. “Our belief is that autonomous solutions will be a complement to the transport system of today,” he continued. “It will be implemented where there is a purpose and where it makes sense, meaning it will be implemented in specific applications, sites, routes or lanes. How exactly the future ecosystem and logistics value chain will look like when autonomous solutions have been introduced is difficult to say at this stage.” One of the most important milestones for self-driving technology is to reduce power consumption since massive inputs are captured by the vehicle’s network of sensors, radar and cameras. Several years ago, the first prototypes of autonomous vehicles required an entire rack of computers — a mobile data center — in the vehicle to handle processing needs. Besides drawing a lot of power in the range of 2,000 watts, the equipment was susceptible to damage from vibration and temperature, said Micah Snodgrass, a systems engineer and technical director at Crystal Group, a designer and manufacturer of rugged computer and electronic hardware working with self-driving truck company TuSimple and robotics developers on autonomous trucks. The company has been working with TuSimple to develop software that runs on 75% less power than first-generation systems, he said. Crystal Group is also working with OEMs to tie into a vehicle’s cooling system to run thumb-sized hoses to the vehicle’s computer system. “We also work with other companies that prefer to keep things quieter,” Snodgrass said. One of its customers is a truck OEM. Plus has been able to reduce the power consumption of its industrial strength onboard computers to 128 watts, Liu said. By comparison, a typical laptop uses 100 watts. Driverless inspectionsA new process for vehicle inspections is one of many regulations that need to be in place before driverless trucks hit the highway. Drivewyze, which provides the PreClear weigh station bypass program, is currently working on a pilot project with the Texas DOT for inspecting autonomous commercial vehicles (ACMVs). Sara Steele, product manager and director of compliance for Drivewyze, is working with the Texas DOT and is also the secretary of the CVSA Enforcement and Industry Modernization committee. The committee, she said, is discussing a framework of how enforcement and ACMVs will interact, including inspections, and what needs to be included in an inspection. The CVSA committee is planning on having the framework completed in a few months in anticipation of driverless trucks coming in 2023, she noted. One of the items likely to be included is that, before each dispatch, an autonomous vehicle must have a “very thorough” pre-trip inspection completed by a CVSA-trained individual who works for the carrier. The inspection is to be redone every 24 hours to ensure that all AV systems are working, Steele said. Results of that inspection will be passed electronically from the vehicle to weigh station facilities while the vehicle is in motion. CVSA is not yet clear on what exactly will need to be inspected or checked, she said, but everything should be operating as expected. Paperless deliveriesBills of lading and proof-of-delivery receipts used by shippers and carriers to document exchange of custody will also have to be digitized to create a self-driving ecosystem. Vector is one of several companies that develop cloud-based document management systems. The company has a digital exchange process that works like Google Docs to share and edit files in real time. “We are bringing that paradigm to the pickup and delivery process,” said Will Chu, co-founder and chief executive of Vector. Shippers are using the platform to create “fast pass” lanes for carriers at their facilities, he explained. Instead of waiting in line at a facility, drivers can use their mobile device to check in ahead of time. By capturing location data, the system knows who the truck driver is. Similarly, if an autonomous vehicle arrived at a facility to load or unload, the truck could submit data ahead of time to check in at the guard shack, he said. Vector is participating in a consortium with shippers and technology companies to come up with standards for these paperless, electronic exchanges. “We have it working right now,” Chu said. Shippers in the consortium include Coca Cola, Clorox, Land O’Lakes and Home Depot. https://ift.tt/2ytPsnD Trucking news and briefs for Thursday, July 29, 2021: President Biden touts Buy America reform at Mack TrucksPresident Joe Biden, on a tour of Mack Truck's Lehigh Valley Operations (LVO) truck plant Wednesday, revealed proposed changes to the Buy American Act that would increase U.S. content in the products the federal government buys, thereby supporting the domestic production of goods. Mack Trucks President Martin Weissburg, president of Mack Trucks noted that this week marks the 121st anniversary of Mack Trucks, "and we are very pleased to celebrate this milestone with the President." The Volvo Group, which includes Mack Trucks, is the only heavy-duty truck manufacturing group to assemble all of its trucks exclusively in the U.S. for the U.S. market. With $600 billion in annual procurement spending – almost half of which goes to manufactured products like trucks – the Federal government is the single largest purchaser of consumer goods in the world. The Buy American statute currently requires for “substantially all” of a product bought with taxpayer dollars to be made in the U.S. Products could qualify if just 55% of the value of their component parts were manufactured stateside. Wednesday's Notice of Proposed Rulemaking (NPRM), revealed by President Biden at Mack's Pennsylvania plant, would immediately increase the threshold to 60% and phase-in an increase to 75% by 2029. The NPRM proposes applying enhanced price preferences to select critical products and components identified by the Critical Supply Chain review, mandated under E.O. 14017, and the pandemic supply chain strategy called for under E.O. 14001. These preferences, once in place, would support the development and expansion of domestic supply chains for critical products by providing a source of stable demand for domestically produced critical products. The NPRM also proposes to establish a reporting requirement for critical products, requiring the disclosure of the total domestic content they contain. The new reporting requirement would bolster compliance with the Buy American Act and improve data on the actual U.S. content of goods purchased, President Biden said. During Wednesday’s visit, Biden met with employees, including those represented by United Auto Workers Local 677, and toured LVO, learning about Mack’s assembly process, its supply chain, and Mack’s commitment to battery-electric vehicles. Biden was able to see firsthand the Mack LR Electric battery-electric refuse vehicle, Mack’s first fully electric Class 8 truck. Mack emphasized to Biden the importance of robust funding investments in infrastructure for zero-emissions vehicles (ZEV), as well as for all types of transportation. “We need these types of investments to support American manufacturing’s competitiveness in the global economy and to prepare for innovative technologies like the Mack LR Electric,” Weissburg said. “President Biden’s visit to Mack Trucks spotlights the importance of manufacturing and good-paying jobs to the U.S. economy, and we are pleased to have hosted him at our facility,” said Gunnar Brunius, vice president and general manager of LVO. Bipartisan infrastructure deal struck among senate negotiatorsPresident Biden and a bipartisan group of Senate negotiators announced Wednesday they had reached an agreement on a $550 billion infrastructure investment deal, which includes $110 billion in new funds for roads, bridges and major projects. In addition to the 20% of funds dedicated to roads and bridges, another $11 billion would be dedicated to highway safety, which, according to a White House fact sheet, includes truck safety – though no specifics are mentioned. The American Trucking Associations lauded the effort by the Senators to get the deal done. “It’s refreshing to see Congress do its job and address national problems facing businesses and families," said ATA President and CEO Chris Spear. "Americans, and the hardworking men and women who carry this economy on trucks, have waited long enough for Washington to act on our decaying infrastructure. We cheer this bipartisan breakthrough and hope it helps elected officials find more areas where they can work together to actually get things done.” The deal would also invest $39 billion in public transit, $66 billion in freight and passenger rail, $7.5 billion in electric vehicle infrastructure, and more. Wildfires prompt FMCSA to extend HOS waivers in three statesThe emergency declarations previously issued by governors in Oregon, Idaho and Montana have been extended by the Federal Motor Carrier Safety Administration’s Western Service Center. The extensions waive hours of service regulations for truck drivers hauling relief supplies related to the wildfires in the states. The waivers apply to drivers providing the transportation of supplies; goods; equipment; fire retardants; and fuel for generators, equipment, vehicles and aircraft related to fire suppression activities, including aviation fuel. As FMCSA recently clarified, truck drivers can continue operating under the waiver as long as they are providing direct assistance to the emergencies, which includes backhauls to other states to pick up more goods to bring to the affected states. Following FMCSA’s extension of the waivers, the declarations in Oregon, Idaho and Montana are now in effective through Sept. 30. I-40 bridge in Memphis set to partially reopenThe Tennessee Department of Transportation announced Wednesday that the I-40 Hernando DeSoto Bridge over the Mississippi River will reopen to limited traffic while contractors finish the work. Contractors will have completed all of the phase three plating by Friday, July 30, TDOT says, at which point crews will begin removing equipment and barriers. As of July 28, the reopening plan is as follows:
The reopening schedule is barring any complications, and another update will be issued Friday, July 30. https://ift.tt/2ytPsnD Trimac Transportation (CCJ Top 250, No. 63) has acquired Zengistics Inc., a technology-based freight brokerage company that provides non-asset-based transportation solutions. This is Trimac’s second acquisition this month, heaving earlier picked up Hesperia, California-based bulk hauler Double Eagle Transportation. Zengistics marks Trimac's first foray into the non-asset transportation space, which Trimac Transportation President and CEO Matt Faure called "an exciting benchmark in our Trimac history." "With the additional capabilities of Zengistics’ technologies and capacity, this will add an accelerator to our top line growth and provide synergies to our base trucking operations," he added. "We are poised to realize substantially stronger growth by leveraging our partnership with the Zengistics team in the non-asset-based segment.” Zengistics is a brokerage company that utilizes a “technology first” approach to transportation and brokerage, operating as a third-party logistics company that specializes in connecting shippers with carriers who provide capacity to transport dry van, reefer, and flat deck-based freight across North America. Zengistics, founded in 2014, will remain a standalone company and will retain its brand name and corporate headquarters based in Austin, Texas. https://ift.tt/2ytPsnD Growing concerns over COVID-19 infection rates may spell trouble for some businesses while providing opportunities for others, particularly trucking, as the Center for Disease Control and Prevention announced a guidance change on Tuesday calling for mask-wearing indoors regardless of vaccination status in COVID hot spots. In a phone conference with reporters this afternoon, CDC Director Rochelle Walensky said that “new science related to the Delta variant” required the agency to change its mask-wearing guidance. “In areas with substantial and high transmission, CDC recommends fully vaccinated people wear masks in public, indoor settings to help prevent the spread of the Delta variant, and protect others,” Walensky said. [Related: Walmart closing stores for COVID cleansing] Though somewhat rare, breakthrough cases occur where vaccinated people are catching the Delta variant and passing it on to others, Walensky added. Mask-wearing is being recommended by the CDC to help prevent that. COVID cases have been on the rise in 90% of U.S. jurisdictions, according to the CDC, with the Delta variant now the most prevalent strain in the U.S. The COVID resurgence, coupled with these breakthrough cases, has led to mandatory mask-wearing in some areas regardless of vaccination status, including St. Louis, Mo., Los Angeles County, Calif., Philadelphia and Savannah, Ga. Tightening COVID restrictions amid growing infection rates may mean more business for carriers while other industries more vulnerable to the mutating disease may find any recent business recovery short-lived. “As to trucking related impact of the COVID resurgence, one of the keys to this cycle has been the diversion of consumer spending from services (sports, converts, restaurants, etc.) to spending on goods,” said ACT President and Senior Analyst Kenny Vieth. “To the extent that consumers pulled-back from social activities due to the rise in the pandemic, what the past year has shown is that we will still spend our money. So, if there are fewer concert and sporting event tickets sold and fewer hotel stays, the implication would be that there will be more freight to haul.” FTR Transportation Intelligence Vice President Avery Vise said that the virus is proving more problematic in areas where vaccination rates are low. “Honestly, we are not experts in COVID dynamics, but it does appear that the variant is a serious issue particularly in states where vaccination rates are low,” Vise said. “Those states also appear to be those most resistant to severe restrictions in commerce. Therefore, we would not expect an overall impact resembling the first waves of infections. “We might see some regional weakness in areas like restaurants, but the unprecedented levels of financial stimulus and pent-up demand should keep volumes strong,” Vise continued. “Of course, if it turns out that vaccinations are not effective against the variant, all bets are off.” Despite growing concern with breakthrough cases, Walensky said that currently the majority of hospitalized COVID patients are unvaccinated. Vieth supported that finding. “With recent COVID data showing nearly all hospitalizations and deaths are occurring amongst the unvaccinated, the message is pretty clear on both vaccine efficacy and what you should be doing if not yet vaccinated,” Vieth said. The CDC's new mask-wearing guidelines for vaccinated individuals comes with controversy since three months ago the CDC had advised that masks need only be worn by the unvaccinated. "The CDC changing their mind is an unfortunate look, smacking of bureaucratic incompetence and giving the anti-vax crowd more 'told-you-so' ammunition," Vieth said. "Hindsight tends to be closer to 20:20 and clearly, they should have had a vaccination rate threshold for mask guidance. Of course, with case rates falling and vaccinations rising, we were all hopeful a few months back that we could actually beat the COVID." When it comes to wearing a mask, Vieth said it's still largely a personal choice. "As with vaccines, masks are ultimately a personal decision: there are no mask police and the CDC can only recommend that people do what is best for the greater good," Vieth said. "Of course, with the vaccination rate hovering at around 50% and virtually 100% of people are not wearing masks (at least in Central Indiana), that means virtually none of the unvaccinated are masking up." https://ift.tt/2ytPsnD |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
April 2023
Categories |