The fully electric truck may feel like it's a couple battery iterations away from mass production, but the electrification of existing parts of a conventional driveline is the technology of today. Granted, the goals here are markedly different. One is a planet-saving zero-emission vehicle, the other – in this case Mack Trucks' Command Steer – takes aim at driver comfort and safety. Command Steer, an electrically-assisted hydraulic steering system, has been available on certain Mack Models since 2020. It adds an electric motor to the existing hydraulic steering system to reduce manual steering input from the driver by up to 85%, and reduces driver fatigue and muscle strain by up to 30% by providing nearly 11 pounds of steering assist. The short version: it gives steering a light feel. "This is similar to when we started having power steering... the fact that it takes so much feedback from the road – the wear and tear – out of your arms, your neck, your shoulders and head." said Jonathan Randall, Mack Trucks senior vice president. I took a pair of Mack Granites – one equipped with Command Steer and one without – through mid-Atlantic construction giant H&K Group's Easton Quarry and Asphalt plant, and the effectiveness of the optional upfit couldn't have been more obvious. A quarry is a violent place to drive – especially a loaded with 40,000 pounds of rock – but it's everyday life for thousands of drivers. Without Command Steer, the truck is heavy and rams its way across the jobsite. You feel every pothole in every inch of your body. Driving through tight S-curves, sawing back and forth on the wheel, is an upper body workout. Command Steer not only takes head-on all that work and abuse, it keeps the truck on course; something I struggled with manually while bouncing all over the cab. Multiple sensors throughout the truck monitor road condition and driver input and relay those observations more than 2,000 times per second, and based on the data collected the system provides variable steering effort through the electric motor, applying additional torque as needed to make it easier to keep the truck on the intended route. Hitting a deep pothole or driving off the shoulder, it's inevitable that the truck will turn itself based on the forces applied to the tire. Command Steer sensors can recognize the difference from when the driver wants to go left, for example, versus being jostled left, seeing that the input to move the tires either did or didn't come from the correct place – the steering wheel – and react accordingly. Command Steer won't stop you from bouncing around the cab like the pea in a can of spray paint, but it will remove the influence that has on the vehicle's line of travel. Along with a reduction in driver steering efforts at low speed, Command Steer also suppresses uneven terrain and reacts to surface irregularities by countering the steer force, smoothing the steering feedback and reducing steering wheel kick. In a truck without Command Steer, the steering wheel feels like holding a paint shaker in an earthquake, but transfer of road input into the driver's arms is muted considerably in a truck spec'd with the unit. The steering shaft is still connected (the motor simply sits on top of the gear), so in the unlikely event of failure, the driver still has the ability to steer the old-fashioned way. What about the highway?Parts of the U.S. highway system may feel like a rock quarry but, for the most part, feel like a silk sheet compared to a construction site. So why spec Command Steer on the highway? All the benefits listed above are still applicable. A Command Steer spec'd Mack Anthem still features a lighter wheel feel; turns were easier and road inputs were dampened. I think the system's return-to-center feature – where the wheels straighten themselves when the driver turns loose of the wheel – stands out in on-highway applications. It certainly makes backing easier and simplifies tight maneuvers in both forward and reverse. Yes, Command Steer really shines at low-speeds, but it tightens up at highway speed and doesn't feel loose or sloppy. The system can learn and compensate for a road crown (or high wind conditions), for example, based on a persistent pull in that direction from the driver. Poor surface conditions may be less of a concern on the interstate than the construction site, but in conditions where a driver slides a tire off a gravel shoulder or suffers a steer tire blowout, Command Steer can help mitigate these conditions and prevent an overcorrection by the driver. If you're a tanker fleet, it could be the difference in sloshing around tens of thousands of gallons. Getting truck drivers in the cab and keeping them there is a challenge for all companies, regardless if they're hauling aggregate, pallets of toilet paper or anything in between, and Command Steer adds a layer of comfort and safety for all fleets. https://ift.tt/HV1if4w
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Technology news and briefs for the week of Sept. 25, 2022: Safety Cloud integrates hazard data with DrivewyzeDrivewyze, the largest public-private weigh station bypass network in North America, and HAAS Alert have partnered on connected truck safety solutions. HAAS Alert’s Safety Cloud will be integrated into the Drivewyze Connected Truck platform to deliver digital alerts about vehicles and equipment to commercial drivers through the Drivewyze in-cab application. “Maintenance, emergency response, and work zone events can often place vehicles and equipment in situations that can be hazardous to both workers and drivers,” said Drivewyze CEO Brian Heath. “This collaboration will give commercial truck drivers added reaction time to slow down and move over when approaching roadway operations, helping to avoid potential crashes.” Safety Cloud integrates hazard data directly from roadway vehicles, equipment and partners and will share this information with Drivewyze in real-time. Drivewyze will notify approaching truck drivers in advance through visual/audible in-cab alerts. It takes 66% longer for a truck to stop compared to a car. Vehicles and equipment deployed on the roadway for maintenance work, emergency response or work zones represent real challenges to government agencies due to the higher crash and fatality rates associated with these operations. This collaboration allows transportation agencies to expand their highway safety programs into the cabs of trucks, communicating advance awareness to potential risks. Convoy introduces new capabilitiesDigital freight network Convoy has introduced a new approach that provides shippers with a new level of depth and insights into their freight. Convoy’s Hi-Fi Visibility provides detailed, real-time updates across trailer pools and shipments hauled by Convoy-connected carriers as well as robust analytics to improve supply chain health. These capabilities are enabled by Convoy’s app use – with carriers using Convoy's app 97% of the time at every step of the job – powering its base of more than 400,000 connected trucks, allowing Convoy to collect massive data sets and pair them with machine-learning models to help shippers improve their freight operations. Capabilities include hi-fi shipment tracking within Convoy’s online shipper platform that provides real-time shipment status updates and delay alerts, including more than 30 detailed reason codes, allowing Convoy to communicate more granular status information. Shippers can extend this visibility to their customers and partners through shareable tracking links. Advanced insights and benchmarking tools that help shippers identify opportunities to save costs and improve operations are also part of the new capabilities. A new interactive insights dashboard visualizes trends for more than 40 metrics per shipment, delivers helpful context on facility performance through written driver reviews and provides benchmarking data that compares key metrics against other facilities across Convoy’s network. In addition, there is a facility dashboard that gives shippers the precise GPS location and status for their Convoy Go drop trailers, plus trailer availability data. Also included are TMS integrations and APIs that extend Convoy’s Hi-Fi Visibility offering into the tools that shippers use every day. Recent integrations include live tracking within the Flexport platform with more coming soon. Central to Convoy’s Hi-Fi Visibility offering is its load execution platform – a set of machine-learning models and process automation that enhance the data collected through the company’s GPS-enabled app with real-time data from other drivers, trailers, facilities and lanes. These models update every five minutes, improving the accuracy and visibility into ETAs, shipment status and shipment delays when they occur. In addition to providing visibility benefits, the platform also predicts supply chain disruptions and allows Convoy’s team to respond in real time to events like driver cancellation, eliminating logistical hassle and operational costs for customers. These capabilities are accessbile through TMS integrations, APIs and Convoy’s shipper platform at no additional cost. Trucker Path partners to offer insurance for truckersTrucker Path, a mobile app for North American truckers, and nationally licensed insurance agency Smart and Simple Insurance Development (SASid) have partnered to make it easier to obtain reduced rate health and life insurance for Trucker Path users. Through its partnership with SASid, Trucker Path is offering app users access to a range of insurance options at reduced rates. The programs from major insurance carriers include short term health, major medical, accident, dental, vision, telehealth, prescription drugs and life insurance. Support is available through a call center dedicated to Trucker Path users. Those participating in any of the health plans receive a free drug discount card. Users receive a free first two months of Telehealth service, making attending appointments easier by using a smartphone, tablet or computer to communicate with a health care practitioner – a significant benefit for truck drivers who are often on the road and away from home for long periods of time. “As truck drivers continue to support our economy, having the ideal health, life and other types of insurance at an affordable price is essential,” said Greg Hellmich, vice president of insurance at SASid. “In addition to offering Trucker Path users a complete line of products and services, we will provide access to efficient, user-friendly tools so they can build insurance plans that are specific to their needs.” https://ift.tt/HV1if4w Freight disruption likely for Florida coast as HOS waivers issued ahead of hurricane landfall9/27/2022 Hurricane Ian is currently steaming toward Florida's west coast with an anticipated landfall as soon as Wednesday as a major storm, prompting Florida Gov. Ron DeSantis to issue a state of emergency, suspending hours of service regulations, along with certain size and weight restrictions in the state. Hurricane Ian is currently a Category 3 hurricane and is expected to strengthen as it moves across the Gulf of Mexico toward Florida. Freight movement is among the many things caught in the upheaval of a serious weather event. Load posts and spot truckload rates usually surge when shippers anticipate the approach of a big storm. Last year, during the last week of August and with Hurricane Ida on the way, the total number of van, refrigerated, and flatbed loads posted to the DAT network increased 10% while truck posts fell 4.3% week-over-week. New Orleans inbound van load volumes rose 5% week-over-week and outbound volumes increased 19%. Ida, a Category 4 hurricane, became the second-most damaging storm to make landfall in Louisiana, behind Hurricane Katrina. When Hurricane Harvey made landfall in Houston in August 2017 near Port Aransas, it sent inbound and outbound rates in the Houston area skyward. Outbound rates settled down after a month, but inbound rates remained elevated through the rest of the year. “We learned from the flooding in Houston several years ago that inbound volumes pick up immediately after the storm as supplies move in. Outbound volume waits a week or two as shippers slowly restart their operations," said Noel Perry, chief economist at Truckstop.com. "Since Florida is primarily inbound for dry van, this means little in relation to normal patterns. For reefer, the outbound truck type, the recovery could be delayed for more than two weeks if the storms damage the crops.” Recovery efforts in the Sunshine State could be a boon to van and reefer spot rates that are about 43-cents and 28-cents lower, respectively, than contract rates, falling since January 2022, 33% and 26%, respectively, while contract rates decreased by 3.7% and 4.1%, according to DAT. Hours of service regs, size and weight restrictions lifted in Florida ahead of Hurricane IanAn emergency declaration from Florida Highway Safety and Motor Vehicles exempts truck drivers providing emergency services or supplies; transporting emergency equipment, supplies or personnel; or transporting FEMA mobile homes or office style mobile homes into or from Florida from parts 390-399 of the Federal Motor Carrier Safety Regulations until Oct. 23. Regulatory relief is only granted to drivers providing direct assistance for emergency relief. Drivers operating under the exemption must keep a copy of the waiver with them at all times. DeSantis also issued an executive order suspending the size and weight restrictions for divisible loads on any vehicles transporting emergency equipment, services, supplies and agricultural commodities and citrus. Overweight vehicles are required to operate within certain parameters, listed in this order. Trucks must also not exceed 14 feet wide, 14 feet six inches high and 95 feet long. Vehicles greater than 10 feet wide and up to 12 feet wide, and up to 80 feet long, are required to travel with one amber warning light while operating on state-maintained roadways in Florida. Trucks greater than 10 feet wide (up to 12 feet wide), and up to 95 feet long have to travel with two amber warning lights (one on the front and one on the rear) while operating on state-maintained roadways in Florida. Vehicles greater than 12 feet wide (up to 14 feet wide), and up to 95 feet long are required to have an escort and two amber warning lights (one on the front and one on the rear) while operating on state-maintained roadways in Florida. Finally, trucks larger than 10 feet wide must have an escort when traveling south of Florida City, and no overweight loads are permitted south of Florida City. https://ift.tt/HV1if4w Trucking news and briefs for Tuesday, Sept. 27, 2022: Connecting rod issue prompts recall of nearly 7,000 International trucksNavistar is recalling approximately 6,883 model year 2018-2021 International HV, 2018-2020 International HX, 2018-2019 International LT and International RH trucks over a problem in the International A26 engines, according to National Highway Traffic Safety Administration documents. In the affected trucks, the connecting rod wrist pin can crack, resulting in a connecting rod failure, which could cause an engine shutdown. Dealers will install new knock detection software to warn the driver prior to engine connecting rod failure, and replace connecting rods as necessary, free of charge. Owner notification letters are expected to be mailed Nov. 14. Owners can contact Navistar customer service at 1-800-448-7825 with recall number 22518. NHTSA’s recall number is 22V-691. Nikola recalls battery-electric trucks for seat belt issueNikola Corporation, a manufacturer of battery-electric and hydrogen fuel-cell trucks, is recalling 93 of its model year 2022 Nikola Tre battery-electric vehicles (BEVs) because the seat belt shoulder anchorage assembly may have been improperly installed, according to National Highway Traffic Safety Administration documents. In July, a Nikola employee doing a pre-delivery inspection at a dealer found that the shoulder anchorage on the passenger side seat belt disconnected from the B pillar. The issue was reported to Iveco, which manufactures the Nikola Tre cabs. Iveco informed Nikola in August and September that the final torque on the seat belt anchorage was not installed to spec, is susceptible to cross-threading and that the condition could exist in other trucks. After further investigation, Nikola decided the original design of the seat belt shoulder anchorage could be improved and issued the recall. Dealers will replace the seat belt anchor assembly and adjuster, free of charge. Owners may contact Nikola customer service at 1-888-429-9216 with recall number 22VDC07007R. NHTSA’s recall number is 22V-689. Expressway Trucks becomes first Volvo Trucks certified EV dealer in Ontario, CanadaVolvo Trucks North America has recently designated Expressway Trucks as a Volvo Trucks Certified Electric Vehicle (EV) Dealer, signifying that it is ready to support customers interested in adding Volvo VNR Electrics to their local and regional distribution, pickup and delivery, and food and beverage distribution routes. The dealership’s Waterloo, Ontario, Canada, location is the first to be certified in Ontario and is located near Highway 401, one of the busiest traffic corridors in the country. “Expressway Trucks continues to be an outstanding dealer partner and is taking a leadership role to expand Volvo VNR Electric deployments in Canada,” said Peter Voorhoeve, president, Volvo Trucks North America. “We have had great success running Volvo VNR Electrics in the cold Canadian winters in the Quebec region, providing a proof point to other Canadian fleets that battery-electric trucks perform well in extreme temperatures.” Expressway has locations in Ayr (Waterloo) and Owen Sound. Given its role in growing Volvo Trucks’ market share and delivering superior customer service, it has been named the Volvo Dealer of the Year Award three different times (2010, 2012, and 2014). Bridgestone expanding Bandag retread facilityBridgestone Americas is investing $60 million to expand its Bridgestone Bandag manufacturing plant in Abilene, Texas. The 50,000-square-foot expansion of the Abilene plant is aimed at the growing demand for the company’s tread rubber products, driven by the rapid growth of its retread business, the company said. The expansion includes an immediate increase in operational activity by running on six- and seven-day production schedules, as well as the construction of new mixing operations at the facility. The mixing operations are expected to be completed and in operation by January 2025. The investment in the facility and the additional days of operations increase the plant’s output by 16%, the company added. https://ift.tt/oV3Wx1c Nuclear verdicts are on the rise, and insurance rates are right there along with them. Insurance is one of the top five most costly line items on a trucking company’s budget behind driver compensation, fuel and equipment, according to an analysis of the operational costs of trucking by the American Transportation Research Institute. With fuel prices up and demand for freight capacity lowering, trucking companies are looking for ways to trim insurance rates, and industry experts say investing in technology, combined with other factors, can help. “There have been very sharp rate increases to clients because of what I'll call industry challenges and industry deterioration in profitability … If all of a sudden you have to come out with significant rate increases year-over-year-over-year, it becomes unsustainable,” Gary Flaherty, senior vice president of commercial auto E&S wholesale at Nationwide said in a TCA webinar about leveraging driver data for the best insurance rates. “It's really important to have good data. Your insurance agents can certainly work with you on that; experts in the field can tell really good stories related to the things that you've done as a motor carrier, and lots of motor carriers have done really good things. Whether that be investments they've made in technology, investments they've made in equipment and people, you want to be able to show your insurance company those things so that you're getting the best rate that you possibly can.” Flaherty, along with Brandon Guiliani, principal and transportation practice leader at insurance brokerage Seubert & Associates, offered some tips on how carriers can get the best insurance rates during their next renewal. Transparency in dataWhile using technology can benefit carriers, it can also hurt, so transparency is key, they said. The insurance industry as a whole reported a $4.1 billion loss last year. That means for every dollar in premium, the insurance provider is paying out $1.05, Guiliani said. “Technology is great. It's out there for everybody. But you also have to understand if you're not using technology to benefit you, unfortunately, these plaintiff attorneys are going to use it against you, which is taking claims usually where they were paying out X to a multiple of X,” he said. “When you go to market, open your doors up to these insurance carriers. They want to see where you guys are not doing well; they want to see where you are doing well.” Data plays a big role in how insurance providers assess carriers. With so much data available from ELDs and cameras to the FMCSA portal and internal accident registry, among other things, what data actually matters? Flaherty said an insurance provider is going to look for the basic data like vehicle and driver files as well as deeper information like retention rates and hiring and training processes. But in the end, he said it’s all about bringing the data together to share the story of how the carrier is using it to gain insights to lower the frequency of accidents. He said it’s important for an insurer to understand the process of how carriers are using data to push a culture of safety. Guiliani added that it’s important to analyze fleet data and use it accordingly so others can’t use it against you. “I think a lot of fleets out there today, they're well behind the eight ball. You have to get out in front of it. You have to tell a story before the underwriter gets your account, and they let the data tell that story for them,” Guiliani agreed. “I know we're talking about how to lower your renewal costs. Guys, unfortunately, the litigious environment we're in, not just underwriters, but plaintiffs’ attorneys are using your data against you. If you're not putting those proactive coaching steps in place [and] finding the drivers that are causing some of your problems, you're not getting out in front of that.” Managing relationshipsGuiliani’s best advice to do that is to start the process of gathering data for your next renewal right after you finalize your current renewal. To combat the current litigious environment, he said to take that time to also evaluate your insurance agent and how the agency manages its claims because no matter how much a carrier preaches safety, human error can’t be controlled, so claims are inevitable. Flaherty said your insurer’s claims department matters for the longevity and livelihood of a carrier, and there are a lot of imposters coming onto the scene these days. So he said it’s important to report claims, no matter how small, immediately. “Those tractors and trailers have targets on them,” Flaherty said. “I can't tell you how many incidents get out of hand, settle for policy limits, and there wasn't even contact between the tractor and trailer and the other parties involved, and it's because we didn't have an opportunity to investigate thoroughly. We didn't have an opportunity to take action to mitigate the overall exposure of that particular claim.” Gone are the days of keeping the insurance provider at arm’s length. If a carrier hides or omits information, a provider will assume the worst, said Hayden Cardiff, founder and chief innovation officer at Idelic, which provides predictive analytics that identify risky drivers coupled with professional development plans to help change behaviors. “The devil you know is better than the devil you don't,” Cardiff said. If a carrier has data that doesn’t show them in the best light, he said there are steps they can take to get them back on the right track and use that data as a growing point for the next renewal. He advises carriers to seek feedback from their insurance providers regularly to determine what they’re doing well and what needs improvement and develop and enact a plan that illustrates a desire to improve. “Transparency has certainly been king. If you're not transparent, we absolutely don't assume the best. There's probably a chance we wouldn't even necessarily want to offer terms,” Flaherty said. “Bad things happen. Be accountable. Have a plan. And that's what some of these technologies we're talking about help you do.” Leveraging data from technologyFlaherty has been a big fan of camera technologies – especially driver-facing – for over a decade because they are incredibly valuable in exonerating drivers in nuclear verdicts cases, he said, and there are additional technologies like safe and optimized routing, for example, among many others, that can provide opportunities to lower rates. But a camera – and other technologies – isn’t a magic pill, Flaherty said. A carrier must decrease losses in a way that is sustainable. In general, insurers are looking for five or more years of consistent loss reduction. But he said loss history is merely a small slice of the pie and doesn’t carry much weight because if driver scores, for example, are elevated and a carrier has high turnover rates, an underwriter will view that account as lucky with expectations that it’s only a matter of time before a bad claim occurs. He said carriers need to constantly make investments in people and safety technologies, yes, but “don’t just enable tech and then not use it.” There has to be proof of its benefits. “It's all about action in my mind and how you take insights that are being delivered by (technology) … and how you then turn that into improved performance through your drivers; how you apply management and training and support to a driver,” Flaherty said. “It improves the overall driving performance of the fleet, which we believe there's a direct correlation to (accident) frequency, which we directly correlate to overall losses. So if you can create that happy circle over a couple or few policy periods, I think you're going to be sitting in the catbird seat with some of the best rates, terms and conditions that you can get in the industry.” https://ift.tt/oV3Wx1c The Inflation Reduction Act (IRA), the Bipartisan Infrastructure Law (BIL), the Volkswagen emissions settlement and others are examples of big money being made available to facilitate transition to zero- and near-zero emission vehicles and energy sources. The “b” in big money reflects billions of dollars. With big money comes not only big opportunities, but also big challenges. Emissions reductions – both greenhouse gases and particulates – are critical to the future of trucking. There is an urgency to this as seen in the commitments from transport companies, their customers, local, state and regional governments and others to meet aggressive sustainability goals. One of the things the government is very good at is rapidly applying large amounts of funding to help improve situations. Disaster recovery by the Federal Emergency Management Administration (FEMA) is an excellent example of where the power of government funding rapidly applied has helped improve life. The 1956 National System of Interstate and Defense Highways Act led to the building of the majority of the interstate highway system and state feeder networks in a decade, promoting major expansion of commercial and public travel. The federal and state governments in the 1930s funded significant hydroelectric power generation that facilitated electrifying America while also providing much needed Depression Era jobs. The 1972 bipartisan Clean Water Act rapidly applied funding to address polluted waterways with significant tangible improvement. Big, rapid spending can also spawn fraud and waste. As Glenn Frey so aptly sang in Smuggler’s Blues, “It's the lure of easy money. It's got a very strong appeal.” Governments have a troubled history with big money projects. There is a rush to spend to show progress, to respect the wishes of the voting public and to aid commercial entities. Careful auditing and accountability tend to come later, sometimes including public outrage. Rapidly spending money to solve problems inherently typifies a “beg for forgiveness later” approach that focusses on getting the money flowing quickly. It also epitomizes an 80/20 rule, where the expectation is that the majority of outlays will be responsibly executed, and the others will eventually face accountability. A recent example where big money was quick to spend and accountability was slow include investigating fraud in the COVID Paycheck Protection Program (PPP) loans in 2020-2021. While many were helped by PPP funding, some took advantage of the program. The massive funding related to conflicts in Kuwait, Iraq and Afghanistan also brought with it waste and fraud. The rapid retooling of America to become the arsenal of democracy heading into World War II required spending oversight as articulated by the Senate Special Committee to Investigate the National Defense Program (commonly known as the Truman committee). An example of emergency plans and execution being superseded by world events is the Mallow Bay Ghost Fleet in the Potomac about 40 miles from Washington D.C. Congress created and President Woodrow Wilson signed the Shipping Act of 1916. This Act created the U.S. Shipping Board, which in April 1917 created the Emergency Fleet Corporation (EFC), shortly after the U.S. formally entered the war. The EFC is perhaps an early example of a public-private partnership. The EFC funded a massive urgent ship building program with a goal of providing 1,000 steamships in 18 months to aid material and personnel flow to Europe in support of U.S. Great War commitments. Depending on which source you read, anywhere from 40 to 218 shipyards were engaged. Ultimately only about 130 ships were completed by November 1918 – the end of the war. Construction of ships under these contracts continued after the war with deliveries as late as 1922. Reportedly none of the ships were ever used for their original purpose because they were not completed fast enough as world events superseded their war use. Some were repurposed for commercial use. Many went to scrapyards. Others were set to waste away in Mallow Bay, eventually becoming a National Marine Sanctuary in 2019 under the National Oceanic and Atmospheric Administration. An insightful conclusion reported by W. J. Williams was that in urgent situations, doing things fast in the government translates to high costs and risk of profiteering. Desperate times require desperate measures. Quick action to deal with crisis is something we expect in our governments. Those quick actions invariably include the risk of waste and fraud. While auditing agencies and contracting agencies try to spend funding responsibly, the process of discovering waste and fraud inevitably follows the spending and can take years to find. Responsible spending can add time to funding responses, and time is a premium as we look to meeting the goals of becoming a net-zero emissions society by 2050. We are in the phase aptly described as designing and building the plane while concurrently flying it. Oversight and auditing tend to take a back seat at these times to just making progress. Rapid response by providing big money funding is something governments need to be able to do to help solve challenges. Auditors, courts and media help find the exceptions to responsible spending in these emergencies. The warning to industry is that in all of these historical examples: accountability eventually occurs. The U.S. people are not very forgiving of either waste or fraud, and auditors and investigators eventually succeed in discovering both. Revising Glen Frey’s lyrics a bit, waste and fraud in government spending is a losing proposition, but it seems one hard to refuse, it’s the nature of the business, the big money blues.
https://ift.tt/oV3Wx1c Trucking news and briefs for Monday, Sept. 26, 2022: Toyota/Kenworth FCEV partnership sees successToyota Motor North America and Kenworth Truck Company announced recently they have proven the capabilities of their jointly designed heavy-duty, Class 8 fuel-cell electric vehicles (FCEVs) as a potential zero-emissions replacement of diesel-powered trucks with the completion of their operations in the Zero- and Near-Zero Emissions Freight Facilities (ZANZEFF) “Shore to Store” (S2S) project at the Port of Los Angeles, the Los Angeles basin, and the Inland Empire. The primary goal for Toyota and Kenworth’s participation in the project was to nearly match the performance of diesel-powered drayage trucks while eliminating emissions to provide a sustainable solution in heavy-duty transportation. The baseline for the Toyota-Kenworth T680 FCEV truck – codenamed “Ocean” – was a 2017 diesel engine operating about 200 miles a day. The T680 FCEV has a range of about 300+ miles when fully loaded to 82,000 pounds. With no downtime between shifts for charging and the short 15- to 20-minute fill time, the FCEVs could run multiple shifts a day and cover up to 400 to 500 miles, the companies said. Kenworth designed and built the Class 8 T680 FCEVs, while Toyota designed and built the powertrain’s fuel-cell electric power system powered by hydrogen. The Ocean trucks reduced Greenhouse Gases (GHG) by 74.66 metric tons of CO2 per truck annually compared to the baseline diesel engine. The success of the 10 trucks in serving real-world customers was a result of close collaboration among diverse project members, including Kenworth and Toyota, the Port of Los Angeles as the project lead, Shell for hydrogen fuel infrastructure, and a grant from the California Air Resource Board (CARB). The program paves the way for further development and commercial opportunities for hydrogen-powered fuel-cell electric transportation in California and beyond. Though officially concluding their duties in the ZANZEFF “Shore to Store” project on Aug. 5, some of the trucks will remain in use as demonstration or working models, including one that will continue supporting Toyota operations in the lower LA Basin. The 10 “Ocean” trucks for this project were operated by customers, including, among others, Toyota Logistics Services, Total Transportation Services, Inc., and Southern Counties Express. Toyota plans to produce fuel-cell powertrain modules at Toyota Motor Manufacturing Kentucky beginning in 2023. Schneider announces newest Ride of Pride driverSchneider (CCJ Top 250, No. 9) announced company driver Jeff Waggoner, a 24-year U.S. Army veteran, as the newest Ride of Pride driver. Ride of Pride is Schneider’s specially decorated fleet of trucks for veterans in the trucking industry. Over the years, Schneider has received 14 Ride of Pride trucks – the most awarded to any carrier – from Freightliner since the program began in 2001. “I am honored beyond belief to be one of Schneider’s Ride of Pride drivers and not only represent the company, but also represent veterans and those in active duty,” Waggoner said. “It shows we appreciate the sacrifice people have made and continue to make.” Schneider has been independently ranked as a top military-friendly employer in the trucking industry, and almost 14% of current associates come from a military background, the company said. During his two-part Army tenure, Waggoner served tours in Iraq, Bosnia and Serbia, also spending time in the U.S. Virgin Islands after Hurricane Hugo to assist with natural disaster relief and humanitarian aid. Waggoner will participate in major events across the United States like Wreaths Across America. “Schneider stuck out to me because they offered an apprenticeship program sponsored by the VA,” said Waggoner. “They also credited my driving experience in the Army, and I was able to start with ten years of driving experience which increased my starting pay.” Waggoner will take part in leading a national effort including participating in major events across the United States like Wreaths Across America. PGT Trucking partners with Penske for fleet maintenancePGT Trucking (CCJ Top 250, No. 93) announced that it selected Penske Truck Leasing as its provider of choice for comprehensive fleet maintenance. By working with Penske for extensive maintenance solutions, PGT will provide advanced repair options, simplify roadside service and reduce maintenance downtime for its drivers. Improved analytics will provide data for more accurate preemptive maintenance. PGT’s customers will also benefit from the company’s enhanced reliability, increased capacity and improved efficiency as a result of the new partnership. “As part of our Future of Flatbed program, PGT is committed to implementing strategic partnerships, like our new relationship with Penske, that will expand our service offerings and reimagine transportation solutions,” said Gregg Troian, PGT Trucking President. “We are confident that the addition of Penske’s fleet maintenance program will contribute to PGT’s goal of providing an enhanced driver experience.” Penske Truck Leasing will provide on-site maintenance at five PGT-owned locations, 24/7 roadside assistance nationwide, mobile roadside maintenance services and access to Penske’s expansive network of more than 880 maintenance locations across North America. PGT and its drivers will also tap into Penske’s digital customer experience tools that includes mobile apps and a portal to streamline internal processes and fleet management. https://ift.tt/oV3Wx1c The Federal Motor Carrier Safety Administration is considering a change to its regulations to require every commercial motor vehicle operating interstate to be equipped with electronic identification technology capable of wirelessly communicating a unique ID number to federal or state motor carrier safety enforcement personnel. FMCSA said it is considering the amendments “to improve the efficiency and effectiveness of the roadside inspection program by more fully enabling enforcement agencies to focus their efforts at high-risk carriers and drivers.” [Related: Hutcheson confirmed to lead FMCSA] The agency said it doesn’t currently require trucks to be equipped with systems capable of transmitting a unique electronic ID, but FMCSA provides grant funding to states for technology projects that electronically identify a CMV; verify its size, weight and credentials information; and review its carrier’s past safety performance while the vehicle is in motion. FMCSA added that it is testing Level 8 Electronic Inspections to enhance its current process for monitoring and enforcing safety compliance. The electronic inspections being tested would enable FMCSA to “assess on-the-road safety compliance while a CMV is still in motion, minimizing disruption to the motor carrier and, therefore, supply chain, and doing so in a way that significantly reduces large trucks and bus emissions across the nation.” FMCSA’s notice stems from a 2010 petition from the Commercial Vehicle Safety Alliance that requested that all CMVs used in interstate commerce be equipped with an electronic device capable of transmitting a unique ID number when queried by law enforcement. FMCSA denied the petition in 2013 due to a lack of information regarding the costs and benefits of an electronic ID mandate. CVSA requested in 2015 that FMCSA reconsider the denial and provided more information, and FMCSA granted the request in November 2015. Comments will be accepted on FMCSA’s advance notice of proposed rulemaking for 60 days beginning Friday, Sept. 23. Comments can be made here through Nov. 22. The agency asks that respondents provide information regarding the best possible technical and operational concepts along with associated costs, benefits, security, vulnerability, privacy and other relevant deployment and operational implications. A full list of questions FMCSA is seeking information on can be found in section VI of the docket when it’s published. https://ift.tt/F2Qik7R If you’ve found yourself shaking your head at how much it has cost to pay for a tank of diesel over the past year, you’re not alone. After hitting record fuel prices this summer, we’re finally getting some relief at the pump with prices on a downward trajectory. Still, the nationwide average per gallon remains above what it was this time last year, and certainly higher than what it was during the peak of the pandemic. Its impact on operating costs has many fleets looking for solutions to reduce fuel consumption. Typically, those conversations start with specifications to improve the aerodynamics of the truck and trailer, powertrain performance, tires, coaching drivers to optimize fuel economy, and more. Rarely do they begin with alternatives to reduce or eliminate idle time, especially during a driver’s downtime to help power onboard electronics. Did you know, a typical long-haul truck idles about 1,800 hours per year, consuming about 1,500 gallons of diesel? Considering idling burns roughly .08 gallons of fuel per hour, you can do the math on how much that’s currently adding up to be. Not to mention the wear and tear idling has on powertrain components, which the American Trucking Association estimates adds $2,000 per truck in maintenance costs annually. While idling adds to operating costs, there is also increasing pressure from state and federal agencies to significantly reduce emissions caused by idling. Cutting idle time by switching to alternative methods to power electronics and HVAC systems can significantly reduce operating costs over time and help trucks reduce emissions and stay compliant with local laws. Many fleets are already using Auxiliary Power Units (APUs) to reduce engine runtime, maintenance and fuel usage – either through diesel APUs or ones that are battery/electric (EPUs) to power cooling and heating systems. Diesel APUs practically eliminate truck engine idling for hotel loads, but still require some fuel and maintenance themselves, although much less than idling the truck engine. EPUs do not require maintenance or fuel but do auto-start the truck from time to time when the batteries need to be recharged. Inverters, which convert DC power to AC power, are widely used to power onboard electronics like CPAP machines, refrigerators, TVs, etc., but unless you’re connected to shore power, it isn’t an ideal way to power heating and cooling systems. Shore power provides unlimited power, but that isn’t always an option along a driver’s route, let alone finding a vacant space at a truck stop that does offer it. AC or DC heating and cooling systems draw a lot of power and can require multiple batteries to keep up. With technology advancing, there are now better solutions to run all your electronics including climate systems that can supplement or replace traditional electronic powering techniques. Switching from lead-acid or AGM batteries to lithium-ionUnlike traditional batteries found in most over-the-road trucks, lithium-ion (Li-Ion) batteries are designed to be drawn down deep into the battery’s power storage. The main reason that lithium batteries are such a game-changer is that they can be completely discharged without damage and provide up to 8 to 10 times more cycles than the typical lead-acid battery. Think of these batteries like the ones used in your smartphone. How many times have you drained the battery to 0% and it starts back up once it’s plugged into a charger like nothing happened? It's the same concept with the Li-Ion batteries in trucks. If you have a 600-amp hour lithium battery, you have 600-amp hours of usable power. Lead-acid batteries, on the other hand, can only be discharged 50% at most without causing them damage. Most commercial vehicles have 400-amp hour battery banks, which only gives you 200-amp hours of usable power. Making that even less effective, most OEMs only allow you to discharge the batteries 30%, so in that case, you're hardly getting any usable battery power at all. Li-Ion batteries also weigh 60 to 80% less than their lead counterparts and have an expected battery life of up to 10 times more than traditional batteries. A typical Group 31 battery weighs about 75 lbs. while a similar Li-Ion battery only weighs 28 lbs. A typical warranty on a traditional lead-acid battery is three years, but the importance of uptime can lead fleets to replace batteries much more frequently. A Group 31 Li-Ion replacement can come with a 10-year warranty, essentially designed to last through the ownership of the truck. So why are lead or AGM batteries the standard in OTR trucks? Cost. Li-Ion batteries on average may run 5 to 6 times more than traditional batteries. Li-Ion may cost more initially but are a better investment in the long run since it can offer up to 10 times more cycles and give constant voltage through the entire cycle of the battery. Trickle charging with solar powerDrivers using AC units to keep cool, plus other electronics drivers use during their downtime, draw a lot of power. Even though most trucks are on the road for seven to 10 hours every day, and the truck alternator provides enough power to charge the lithium pack, adding solar is the icing on the cake to keep the battery fully charged and extend its lifespan. Solar acts as a secondary charging source for house batteries and battery based APUs, all of which, if not properly charged, can create downtime and lost productivity. Park a truck and measure how much power is being depleted out of the battery — it's significant. All the computer sensors and electronic devices in the truck are constantly drawing power. If you're just off-venting parasitic loads, which is the major issue with sleeper cabs, a 165-watt solar panel measuring approximately 3'x4' is sufficient and can be mounted inconspicuously in places on tractors, including roof fairings, sleeper roofs and trailers (any area that has direct access to sunlight). Thinner, flexible solar panels also mean improved aerodynamics. Some thin, flexible panels available on the market are literally peel-n-stick, which enables installation of panels without drilling a hole. This simplifies an otherwise complex installation in some cases. Solar panels connect to the batteries by way of a “charge controller” that regulates the power being delivered and ensures it’s the right voltage for the specific type of battery. There are also products available that integrate with inverters and chargers that display data that lets you know exactly how the solar system is functioning. Sure, solar panels are technically dependent on the sun, but advancements with this technology have come a long way since it was first brought to market. These panels can still harvest quite a bit of power, even on cloudy days. Connecting solar panels to Li-Ion will produce the most efficient results, although they can be paired with traditional batteries. Not only can solar extend the time you’re able to draw power from your batteries, but also they help improve overall battery health. In fact, trickle charging with solar can increase all battery lifespan by up to 50%. Hybrid power control solutions If a driver or fleet wanted to go all out on configuring their trucks to generate an endless supply of electricity to power heating and cooling systems and other electronics, and installation costs didn’t matter, there are systems that can deliver that. Bundling Li-Ion batteries with solar and adding hybrid power control systems that charge batteries natively from an alternator can achieve it. Control power systems, like ZeroRPM by Mission Critical Electronics, is a centralized system that stores power generated through running the engine by driving, solar, line chargers and other power generating devices it’s connected to, in addition to the truck’s main battery. It holds enough power to keep batteries charged, allowing you to efficiently run all connected devices in the cab. With a combination of Li-Ion batteries, solar panels and this hybrid control system, you could pump the AC all night, watch TV, keep your food cold in the refrigerator and charge electronic devices without any worry of draining your battery or needing to start the engine. These types of power control systems are most popular with work truck operators needing to power take-off equipment like booms, lifts, hydraulic buckets, etc., while the engine is off. But, for a driver or fleet that wanted the ultimate in-cab experience to power electronics any time of day without needing to fire up the engine, connect to shore power, or use fuel, there are premium packages out there to do that. With the recent advancements in electrical technologies, there are now more efficient and cost-effective ways to power onboard electronics without needing to burn fuel or limit use if shore power isn’t available. It’s easy to see how solar and lithium can save the day when it comes to increasing battery life and reducing maintenance and fuel consumption. That’s especially so when hybrid power control systems are added to the mix. It won’t be long until idling to keep batteries charged is a thing of the past. And with what the prices for diesel have been recently, you wouldn’t want to idle long anyway.
https://ift.tt/F2Qik7R Trucking news and briefs for Friday, Sept. 23, 2022: Trucking Conditions improved in July but remained negativeFTR’s Trucking Conditions Index (TCI) improved in July to a reading of -0.7 from the previous -3.36, principally because of falling diesel prices, FTR said. Although the index was just below the index’s base of zero, it was the third consecutive month of negative readings -- a situation that had not occurred since March-May 2020. FTR expects that trucking market conditions are in for a long period of moderate weakness. “Trucking companies had a great run, but freight dynamics clearly have softened,” said Avery Vise, FTR’s vice president of trucking. “While the economy and freight markets look more resilient than many observers fear, risks are weighted to the downside. Market weakness will not be uniform, but the type of freight is hardly the only differentiator.” Vise said carriers with more contract freight “should continue to fare significantly better than the total market,” and carriers that have managed costs well “certainly will be in a better position to prosper.” The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices and financing costs. The individual metrics are combined into a single index indicating the industry’s overall health. A positive score represents good, optimistic conditions. Conversely, a negative score represents bad, pessimistic conditions. Readings near zero are consistent with a neutral operating environment, and double-digit readings in either direction suggest significant operating changes are likely. ACT: Volumes flat, productivity down in AugustFreight volume was flat while productivity was down in August, according to the latest release of ACT’s For-Hire Trucking Index. The index also showed the Supply-Demand Balance and capacity rising marginally. The ACT For-Hire Trucking Index is a monthly survey of for-hire trucking service providers. ACT Research converts responses into diffusion indexes, where the neutral or flat activity level is 50. “While Volume Index flatness m/m reflects the difficult freight environment, August’s number remains above the June/Q2 dip and reflects diminished but wage-supported underlying economic conditions,” said Kenny Vieth, President & Senior Analyst at ACT Research. Vieth added that fleet productivity/utilization was down 7 points from July, “as the lower volume freight market increases inefficiency. Downward pressure on freight volumes related to inflation and interest rates, recovering equipment production, and still-rising driver populations suggest that fleet utilization is likely to be choppy across coming quarters,” he said. Regarding supply and demand, Vieth said even though volumes were up, “the reading still reflects a loose trucking market and a late stage in the freight cycle.” He added that freight volumes “are not in significant downturn, but have certainly stagnated since Q1,” while capacity is still growing. “With capacity growth set to continue amid flattish industry volumes, the looser environment is likely to persist, even as volumes ramp into peak freight season in the coming months,” Vieth said. TLSS acquires Freight ConnectionsLogistics service provider Transportation and Logistics Systems (TLSS) has acquired Ridgefield Park, New Jersey-based Freight Connections – a provider of transportation, warehousing, consolidating, distribution and local cartage services throughout the tri-state area – for more than $9 million. Joseph Corbisiero will remain with the company as President and CEO of the new subsidiary. TLSS, through its wholly-owned operating subsidiaries, Freight Connections, Inc, Cougar Express, Inc. and JFK Cartage, Inc., operates as a full-service logistics and transportation company from Jupiter, Florida. FMCSA considering requiring electronic IDs on trucksThe Federal Motor Carrier Safety Administration is considering a change to its regulations to require every commercial motor vehicle operating interstate to be equipped with electronic identification technology capable of wirelessly communicating a unique ID number to federal or state motor carrier safety enforcement personnel. FMCSA said it is considering the amendments “to improve the efficiency and effectiveness of the roadside inspection program by more fully enabling enforcement agencies to focus their efforts at high-risk carriers and drivers.” The agency said it doesn’t currently require trucks to be equipped with systems capable of transmitting a unique electronic ID, but FMCSA provides grant funding to states for technology projects that electronically identify a CMV; verify its size, weight and credentials information; and review its carrier’s past safety performance while the vehicle is in motion. FMCA added that it is testing Level 8 Electronic Inspections to enhance its current process for monitoring and enforcing safety compliance. The electronic inspections being tested would enable FMCSA to “assess on-the-road safety compliance while a CMV is still in motion, minimizing disruption to the motor carrier and, therefore, supply chain, and doing so in a way that significantly reduces large trucks and bus emissions across the nation.” FMCSA’s notice stems from a 2010 petition from the Commercial Vehicle Safety Alliance that requested that all CMVs used in interstate commerce be equipped with an electronic device capable of transmitting a unique ID number when queried by law enforcement. FMCSA denied the petition in 2013 due to a lack of information regarding the costs and benefits of an electronic ID mandate. CVSA requested in 2015 that FMCSA reconsider the denial and provided more information, and FMCSA granted the request in November 2015. Comments will be accepted on FMCSA’s advance notice of proposed rulemaking for 60 days beginning Friday, Sept. 23. Comments can be made at www.regulations.gov by searching Docket No. FMCSA-2022-0062. A direct link to the comment page will be added to this post when it becomes available. The agency asks that respondents provide information regarding the best possible technical and operational concepts along with associated costs, benefits, security, vulnerability, privacy and other relevant deployment and operational implications. A full list of questions FMCSA is seeking information on can be found in section VI of the docket when it’s published. https://ift.tt/F2Qik7R |
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