CCJ's weekly webisode, the 10-44, celebrated its first full year in 2021. Each week – in partnership with our sponsor, Chevron Lubricants – co-hosts Jason Cannon and Matt Cole bring readers, listeners and watchers news and updates from around the tucking industry in a conversational, informal, yet informative format. Below are Jason and Matt's Top 10 episodes of the year. Your engine may be trying to tell you something, and you better start listeningI think most fleets know the importance of oil sampling and its benefits, but there's still some hesitancy for a variety of reasons; the added time and another dataset for fleet managers to look at and worry over being just a couple. – Jason How has the CDL Drug and Alcohol Clearinghouse affected fleets?While the Clearinghouse didn't change any of the rules regarding drug and alcohol use for drivers, it did add a layer of accountability that didn't exist before. With marijuana laws rapidly changing across the country, here's an interesting perspective on what might be on the horizon for truck drivers. – Matt When an autonomous truck crashes, who’s liable?This question has crossed all our minds more than once: "What happens when a truck that doesn't have anyone inside hits something, or is hit by something else? Whose fault is it?" – Jason What a new Texas law means for lawsuits against fleetsNuclear verdicts are always a hot topic in trucking. A law passed in Texas this summer added a layer of protection for motor carriers in post-crash litigation. – Matt What does the color of your truck say about you?Truck color is as much about marketing as it is style, but this was a fun look at color trends and what color says about the person sitting behind the wheel. – Jason Electric trucks are here. What does the future hold in electric power?The writing is on the wall that electric trucks are going to be a big part of the future of trucking. But what exactly is that going to look like as time goes on? – Matt What’s it like to drive a truck that can drive itself?I want to be Ruben Cardenas when I grow up. Not only is Ruben one of the coolest guys I've met in a long time, he's got a pretty cool job. – Jason Diesel prices skyrocketed through the fall – will that trend continue into 2022?Fuel prices increased throughout the year in 2021, leading to prices that haven't been seen in more than seven years. What are the chances fleets get a reprieve in the new year? – Matt The rise, the fall and the rebirth of Stuckey’sYou can't have grown up in the South and not know what Stuckey's is (or was). This might be my favorite interview of 2021. Stephanie's enthusiasm for her company practically pours out of this video and she is absolutely the kind of person you want to pull for and see succeed. – Jason Inspiring the next generation of logistics workers with LegosWith worker shortages all through the logistics industry, why not take a shot at getting kids' attention with a toy warehouse? – Matt https://ift.tt/2ytPsnD
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Parcel delivery giant DHL Supply Chain has signed up for dozens of autonomous Class 8 trucks, but they won’t be all-electric—at least not yet. Self-driving tech company TuSimple recently announced that DHL will receive 100 International LT trucks in the U.S. equipped with TuSimple’s SAE Level IV self-driving systems. The trucks are expected to roll out in 2024 and according to TuSimple’s partner Navistar, will be spec’d with “a heavy-duty diesel engine and standard automated manual transmission.” However, DHL has its sights set on battery-electric autonomous trucks once range improves. “The plan is for the trucks to be battery-electric when battery life improves,” a DHL spokesperson told CCJ. “Current testing is done with diesel trucks because of the 200-mile range currently available.” [Related: Veteran trucker describes life inside an autonomous truck] Navistar’s sole all-electric truck is the International MV 60E, a medium-duty straight truck that maxes out at 33,000 lbs. of GVWR. International LTs are Class 8 heavy-duty trucks available in a variety of configurations from a day cab to a 73-inch Sky Rise Sleeper. LTs are not currently available with electric powertrains. “Battery electric powertrains are not in the current scope of the TuSimple project,” a Navistar spokesperson told CCJ. TuSimpleWhen asked about plans for adding self-driving systems to electric and fuel-cell trucks, a TuSimple representative told CCJ, “The timing will be addressed once the technology has advanced.” While DHL would not answer specific questions regarding how and where the autonomous trucks would be used, they did issue the following statement: Our partnership with TuSimple is still in its infant stages but we look forward to deploying autonomous vehicle technology at scale across multiple regions to support our digitalization and sustainability strategy. DHL Supply Chain is vendor agnostic, which allows us to partner with the optimal suppliers and technologies to address different challenges in different regions, where necessary, and to scale the technologies that prove themselves within our operations across multiple regions. TuSimple President and CEO Cheng Lu welcomed the deal with DHL and said it signals growing interest for self-driving technology that can help improve a fleet’s bottom line. "We're excited to be working with DHL, one of the world's largest logistics leaders, to help them adopt, integrate and scale our autonomous trucking technology into their operations," Lu said. "This new partnership further validates the appetite for autonomous trucking technology as the industry looks for ways to increase freight capacity, improve safety, and control operating costs." In addition to partnering with Navistar, San Diego-based TuSimple has contracted to produce self-driving trucks with Traton, Volkswagen’s truck subsidiary in Europe. DHL recently reported a record surge in ecommerce-related business during the peak holiday shopping season between Nov. 26 and Dec. 3 which generated an additional 15% in ecommerce network growth over last year’s record peak holiday shopping. Benefits of AV technologyTuSimple has continued to attract fleets following its founding in 2015. Earlier this year, some of the nation’s biggest carriers, including Penske Truck Leasing, Schneider and U.S. Xpress, placed reservations for Navistar LT trucks equipped with TuSimple self-driving systems. Reservations in May amounted to 6,775 SAE Level IV autonomous trucks scheduled for delivery in 2024.DHL committed to buying 100 trucks through TuSimple following a positive experience earlier this month with TuSimple’s San Antonio-to-Dallas Autonomous Freight Network that relies on Level IV autonomy. "Partnering with leading-edge technology companies is foundational to our digital transformation strategy, and TuSimple will play a key role in supporting our adoption of next wave transportation solutions," Jim Monkmeyer, president of transportation at DHL Supply Chain, said in a TuSimple press release. "We share TuSimple's vision of utilizing efficiencies to drive a more sustainable future and have been encouraged by the results so far." [Related: Waymo, Ryder ink partnership on autonomous truck maintenance] At a time when truck accidents can result in financially devastating nuclear verdicts, TuSimple reports on its website that its self-driving system can provide freight transportation that’s “safer, more efficient, and on-demand.” TuSimple trucks are SAE Level 4 which the company states “can achieve full automation without human intervention under defined driving conditions. Most other autonomous trucks are operating at SAE Levels 1 through 2 and, according to SAE guidelines, Levels 1 through 3 require consistent human intervention.” LiDAR, radar and HD cameras provide a 360-degree view that extends up to 3,280 feet away or nearly two-thirds of a mile from the truck. This extended view provides a roughly 30-second window for the system to respond to various situations when traveling at highway speeds. Automated steering, acceleration and braking also results in a roughly 10% improvement in fuel economy, according to TuSimple, compared to trucks controlled by human drivers. TuSimple
https://ift.tt/2ytPsnD Trucking news and briefs for Friday, Dec. 24, 2021: Werner founder to pay nearly $487k in fines for alleged antitrust law violationsThe Federal Trade Commission (FTC) announced that Clarence L. Werner, founder of the Omaha, Nebraska-based truckload carrier Werner Enterprises, Inc. (CCJ Top 250, No. 13) will pay a $486,900 civil penalty to settle charges that certain of his acquisitions of company stock while he was a director of the company violated the Hart-Scott-Rodino (HSR) Act. The HSR Act requires companies and individuals to report stock purchases over a certain threshold to the FTC and Department of Justice and wait before closing the transaction so that the federal agencies can investigate the potential competitive impact of the acquisition. Smaller transactions may also be reportable under the Act due to the need to aggregate the new purchase with all current holdings. The maximum civil penalty for Werner’s failure-to-file violation is currently $43,792 per day. “Several of Mr. Werner’s acquisitions were large open-market purchases,” said Holly Vedova, Director of the Bureau of Competition. “As a director of the issuer and an active participant in these transactions, Mr. Werner should have realized that he might have regulatory obligations and sought legal advice. Even more concerning is the fact that he made some of his acquisitions after he learned that some of his prior purchases violated the antitrust laws.” According to the complaint, on May 14, 2007, when Werner exercised his stock options to acquire shares of Werner Inc., he failed to make the requisite HSR filing, even though the acquisition, together with his prior holdings of Werner Inc., caused him to cross the $100 million HSR filing threshold. Throughout 2009, FTC said Werner made additional acquisitions of Werner Inc. stock that he did not report, including several large open-market transactions. Werner made more acquisitions of Werner Inc. stock on Nov. 20, 2012, FTC added, by exercising his stock options, and on Feb. 7, 2019, due to the vesting of restricted stock. He again failed to make the requisite HSR filings for each of these transactions, FTC said, even though each acquisition, together with his prior holdings, caused him to again cross the $100 million HSR filing threshold. He then made additional acquisitions even after learning that he was in violation of the HSR Act. FTC voted 4-0 to accept the settlement and refer the matter to the Department of Justice for filing. The Department of Justice filed the complaint and proposed stipulated order on the FTC’s behalf in the U.S. District Court for the District of Columbia on Dec. 22, 2021. FMCSA set to update certain hazmat regs to reflect updated CVSA OOS criteriaThe Federal Motor Carrier Safety Administration is amending its Hazardous Materials Safety Permits regulations to reflect changes in the Commercial Vehicle Safety Alliance’s Out-of-Service criteria for inspections of shipments of transuranic waste and highway route-controlled quantities of radioactive material. The update to the regulations will take effect Feb. 21. Currently, FMCSA regulations reference the April 1, 2019, edition of the CVSA handbook regarding transuranic waste and highway route-controlled quantities of radioactive material. The update will reflect changes published on April 1, 2021, by CVSA. FMCSA says there are 21 updates that distinguish the 2021 edition from the 2019 edition of the handbook, and each of the changes generally serve to clarify or provide additional guidance to inspectors regarding uniform implementation and application of the out-of-service criteria, and none is expected to affect the number of out-of-service violations cited during Level VI inspections. Additionally, the incorporation of the 2021 edition does not change what constitutes a violation of FMCSA regulations, the agency says. https://ift.tt/2ytPsnD
Barely two decades ago, market penetration for automated transmissions – then a budding and often unreliable spec – were under 20%. Now, they're the industry standard with nearly 90% of tractors rolling down the assembly line coming without a clutch pedal.
The number of pedals on the floor isn't the only change tied to the evolution of the gearbox. Transmission fluid for many fleets is a lifetime fluid. With drain/change intervals set at hundreds of thousands of miles, many motor carriers trade trucks before ever having to address it. But in this week's 10-44, hosts Jason Cannon and Matt Cole, look at how the maintenance needs of transmissions have changed thanks to fluid intervals that have increased, in some cases, by 50% when compared to manuals. Chevron Lubricants Technical Specialist Penney Do said going as far as 750,000 miles before changing transmission fluid is largely enabled by optimized and standardized shifting, but just because a fleet doesn't have to perform a daily check on its transmission fluid doesn't mean it should check out on it completely before reaching the interval benchmark. CCJ's 10-44 is a weekly video feature covering the latest in trucking news and trends, equipment and technology. Subscribe to our YouTube channel here. https://ift.tt/2ytPsnD Despite component and material shortages inhibiting trailer manufacturers from building units at a pace that meets demand, November net U.S. trailer orders hit 32,103 units – up more than 84% from the previous month. Before accounting for cancellations, new orders of 33,900 units were up more than 73% versus October, but 18% lower than the previous November, according to ACT Research. Frank Maly, director of commercial vehicle transportation analysis and research at ACT Research, noted there were concerns that more 2021 commitments might need to be shifted into 2022, resulting in an additional surge in cancels. "It now appears that most of that adjustment occurred in September, and excluding September," he said, "the industry has had an average 1.0% cancel rate since May.” The increase in order activity was mainly a result of large fleets placing 2022 orders and OEMs having the confidence of entering them into the backlog, said Don Ake, FTR vice president of commercial vehicles. "This is great news for the trailer market. Fleets are signaling they will need considerably more trailers in 2022 to handle the freight growth and relieve some of the pressures in industry capacity and the spot markets," Ake said. "It also indicates the OEMs are beginning to look forward beyond Q1 and expect to be able to lift build rates at some point. Orders have been under the 30,000-unit mark for nine months, so this is an impressive number in that regard.“ Net orders year-to-date and new orders for the first 11 months of 2021 were both about 11% lower compared to the same time period in 2020, which included the COVID-stricken spring data. “Trailer OEMs continue to be cautious regarding order acceptance, as they attempt to maintain acceptable delivery schedules given their available staffing and anticipated supply-chain support,” said "The difficulty of developing pricing in the current inflationary market conditions also impacts order acceptance. OEMs are attempting to avoid the renegotiation cycles that occurred earlier in 2021, and the best way to achieve that is to extend their orderboards in small steps as the year progresses.” Maly said he expects trailer OEMs to continue closely managing backlogs, which now edge into the second half of 2022 at current build rates. "There is still much uncertainty as we enter 2022. Some OEMs are still reluctant to enter orders too far in advance under these conditions," Ake aded. "Quoting prices for future sales remains a challenge and some OEMs are employing surcharges and other tactics to manage new orders and total backlog. Therefore, the November orders indicate that progress is being made. When there is enough certainty and confidence about 2022, orders should rise accordingly.” https://ift.tt/2ytPsnD Vendor managed inventory (VMI) has been around for a while. Those who previously used VMI and those who never have, might want to do some research to see if it’s right for them — especially during the parts crunch. For the uninitiated, VMI “is a system where the supplier manages replenishment to the location based on mutually agreed to objectives and goals,” says Amanda Baldwin, industry support manager for Datalliance’s VMI solution in the industrial space. TrueCommerce’s Datalliance is a third-party software provider that hosts the application and provides data and subject matter expert support. Baldwin says the “really cool thing” about VMI is Datalliance gathers information from the supplier and the distributor and then Datalliance adds its own calculations or, as Baldwin says, the company’s “secret sauce.” Orders placed will follow the parameters agreed to by the supplier and the stocking location. “Obviously, the distributor’s locations are quite capable of placing orders on their own, but what they can’t do is see what’s going on at the supplier [level],” she says. Doug Bethea, vice president, supply chain solutions and general manager of the Datalliance division of TrueCommerce, adds, “With our solution we’re creating this collaboration platform by which we’re taking data from both the supplier and then we add in the data coming from the distributor. We’re taking the data into this hosted solution, and we do our magic — we run our model that produces these recommended replenishment orders.” The case for VMI Stone Truck Parts has used VMI for over a decade and says the service “has come around 180 degrees from 12 to 15 years ago,” says Don Purcell, partner. “We use vendor managed inventory and Electronic Data Interchange (EDI) with several key manufacturers. We use VMI and we review the order and once we approve it, we send the order electronically back to them and then the order is shipped. It’s electronic payment so it’s a combo of VMI and EDI,” he says. Purcell says VMI simplifies ordering because the service gives manufacturers access to Stone Truck Parts inventory movement, which helps them plan and fill orders better. “If my sales ramp up and [VMI] sees I’m selling more units of a particular part number, [suppliers] pick up on it and will respond to it quicker. Right now, everyone is having inventory issues. For some of the manufacturers we do VMI with and our fill rates are still questionable but not as bad some of the other ones reporting a drop in fill rates of 20 to 30 percent,” Purcell says. He adds when the company got onboard with Karmak several years ago “they were really instrumental in working with manufacturers setting it up.” Six Robblees’ jumped into VMI when it was the talk of the trucking industry years ago. “We looked at it as, ‘Wow this could really help us save and improve on some efficiencies.’ And it allows drop ships into our locations so we can save on handling it into a master warehouse; it goes straight into our branch-level warehouses,” says President Andy Robblee. “As distributors, we tend to really spend a lot of time micromanaging our inventories but with VMI you have to trust the system a little bit. In some cases I think it works, in others I think it falls short,” Robblee adds. Tim Grabow, vice president, Blaine Brothers family of companies, says there are benefits to VMI. “Sometimes you’re at that point in your business when you’re not big enough and you’re not small enough either so you may need that extra help,” he says. “The opportunity is you get somebody that has the capability to track certain data points for your buy times, and that is a big help. For the right company, it makes sense.” For some, jury is still out on VMI One way Six Robblees’ says VMI falls short is it can miss out on the opportunities for C, D and E movers because the system is concentrating on those high-turn A and B parts and products. “It’s great we have A and B items, but you don’t have all the other stuff that doesn’t turn as often. But when you have it, the customer says, ‘I can go to Six Robblees’ because I know they’re going to have what I need.’ Maybe we don’t always have all they need, but at least we have a start to get them through the day or the week and the rest comes in later.” Robblee adds the company, outside of VMI, will order those C, D and E parts even if it doesn’t make the most financial sense. “We like having that widget on the shelf because we have become known for stocking some of these oddball pieces of inventory.” Robblee says VMI would work better for Six Robbles’ if the company paid more attention to it. “It’s a cost-benefit analysis for us; how much do we want to throw into it to get more out of it? Right now, our resources are put in other areas. I think we could improve our VMI process, but I don’t know how much improvement we get versus the cost of what it’s going to take. We’re probably getting 80 to 90 percent of what VMI does and that’s great, but there’s an extra 10 to 20 percent of improvement. Is it worth the cost to get there? I don’t know,” says Robblee. VMI challenges in running the program are data, people and ever-changing supply chain constraints. If those can be quantified, Datalliance can use that data in the planning. “If you are completely blind to what’s going on in your supply chain, then VMI will struggle. We must have the data, people and business rules for VMI to be successful. Those are the three biggest channels,” Baldwin says. Some distributors also question if the solution can really outperform its own internal expertise. Grabow says Blaine Brothers knows its buying habits and those of their customers. The company says inventory is studied and tracked, and employees gain a great deal of knowledge over time. “The skill and proficiency that our parts department has in-house is critical to our business and I have hesitation that getting other vendors involved would outweigh our in-house capabilities at this time. Companies need to decide if bringing vendors into their business is the right fit for where they are at with their business,” Grabow says. “There is nothing like being able to walk down the hall to our director of parts or director of purchasing and not have to call on the vendor and wait for them to get back to us,” he adds. VMI and the parts shortage VMI can help with inventory ordering and communication with suppliers on the status of stock and delivery times, among other features, but has it helped — or can it help — companies during the parts shortage? Baldwin says suppliers who are doing an effective job of communicating accurate lead times to VMI as they change weekly are doing a good job servicing their customers. It depends on the ability of the supplier to mine good information on plant production and material availability from its own business system and then feed it into the engine. “If you cannot feed updated information into the engine, the engine can’t help. We’re there to synthesize the data from the supplier and the distributor,” she says. “There is a lot of functionality the VMI engine can support but I have to have data to drive it.” Purcell says his top 10 vendor lines have had better fill rates during the last year due to VMI, which has enabled him to better manage his inventory. Six Robblees’ doesn’t feel there was any difference between VMI and direct order. That said, Robblee adds that, in general, VMI is a good system. “It’s good technology and it’s going to get even smarter. We’re at the ground level here and we’re learning things and the learning curve becomes less steep the deeper we go in,” Robblee says. “I feel it’s smart business to be aware of the technology and to continue with it in some fashion because I believe the potential, in theory, is huge and we are seeing it in practice in some ways already. But I don’t want to say it’s the cure-all either.” https://ift.tt/2ytPsnD Trucking news and briefs for Wednesday, Dec. 22, 2021: Stevens Transport driver wins Transition Trucking military vet rookie trucker contestIan Wagreich / U.S. Chamber of CommerceA distinguished veteran with 22 years of combined service in the U.S. Army and Army Reserves received the annual “Transition Trucking: Driving for Excellence” award during a special ceremony held at the U.S. Chamber of Commerce Foundation in Washington, D.C. For the sixth consecutive year, Kenworth teamed with the Fastport Trucking Track Mentoring Program and the U.S. Chamber of Commerce Foundation’s Hiring our Heroes Program to find America’s top rookie military veteran who made the successful transition from active duty to driving for a commercial fleet. During the ceremony, professional truck driver Jimmy Reddell, who drives for Stevens Transport (CCJ Top 250, No. 47), received the keys to a Kenworth T680, the top award in the recognition program. The T680 is equipped with a 76-inch sleeper and features the complete Paccar Powertrain with a Paccar MX-13 engine, Paccar TX-12 automated transmission and Paccar DX-40 tandem rear axles. Reddell entered the trucking industry after he retired from the U.S. Army. Shortly after earning his CDL in 2020, he hired on with Stevens Transport. Reddell recently became an independent contractor through the Stevens Transport Contractor Division, where he currently leases a truck. “This is certainly a special moment for me,” Reddell said. “I’m very honored to receive the 2021 Transition Trucking award out of all the deserving veterans nominated. Thanks to Stevens Transport and Angela Horowitz (the company’s vice president of administration and driver resources) for nominating me. Also special thanks to Hiring Our Heroes, Fastport and Kenworth for their support of veterans making the transition into the trucking industry. I can’t wait to get the Kenworth T680 out on the road.” Under the Transition Trucking: Driving for Excellence program, runners-up James C. Rose (U.S. Marines/Prime Inc.) and Christopher Slindell (U.S. Army/Knight Transportation) were each awarded with a check for $10,000. Maverick raises pay for glass division driversMaverick Transportation (CCJ Top 250, No. 75) announced a substantial pay increase for its glass company drivers. Beginning Jan. 2, Maverick is introducing a new 2 cents per mile increase for their glass division, along with a new $200 border crossing pay. This increase will allow student drivers to earn up to $76,000 their first year and experienced drivers $87,000 their first year, the company says. “Driver pay increases are a direct result of the job our drivers do every day to be the best in the industry,” said John Coppens, Maverick vice president of operations. “As the largest specialized glass hauling fleet in the U.S., our customers rely on the best-in-class services we provide. Our latest pay increase for our over the road glass fleet is aimed directly at those driving jobs to meet the unprecedented need for our premier services.” Women in Trucking seeking Driver of the Year nominationsThe Women in Trucking Association is seeking nominations for its annual Women in Trucking Driver of the Year award sponsored by Walmart. The third annual award recognizes exceptional female truck drivers who lead the industry in safety standards while actively working to enhance the public image of the trucking industry. The application is open to any female driver who has safely driven at least one million consecutive, accident-free miles. Nominees must demonstrate a positive contribution to the trucking industry and their community. “Each year we become more amazed at both the quality and the quantity of drivers nominated for this prestigious award,” said Ellen Voie, WIT president and CEO. “If you know of a female driver who deserves to be recognized, we ask that you submit her information so we can recognize her for her exceptional service to the industry.” The finalists and overall winner will be recognized at the 2022 Salute to Women Behind the Wheel event at the Mid-America Trucking Show in Louisville, Kentucky, on Friday, March 25. The winner will be chosen based on her safety record, positive community contributions, and impact on the public image of the trucking industry. She will receive a plaque, commemorative ring and more. Nomination forms can be submitted here by Feb. 1, 2022. https://ift.tt/2ytPsnD Nikola Corporation will pay $125 million to the Securities and Exchange Commission (SEC) in five installments over two years, bringing an end to a legal tussle that saw the company accused of misleading investors about its products, capabilities, technology readiness and prospective customers. Under the terms of the resolution, Nikola neither admitted nor denied the SEC's findings. The company said it will seek reimbursement from founder Trevor Milton for costs and damages in connection with the government and regulatory investigations. The SEC charges that before Nikola had produced a single commercial product, Milton embarked on a public relations campaign "aimed at inflating and maintaining Nikola’s stock price," and that Milton’s statements in tweets and media appearances "falsely gave investors the impression that Nikola had reached certain product and technological milestones." When Nikola went public last June, its stock price rocketed to nearly $100 per share, giving it a worth in excess of Ford. It currently trades below $10 per share. Wall Street's top regulator found that Milton misled investors about Nikola’s technological advancements, in-house production capabilities, hydrogen production, truck reservations and orders and financial outlook, also finding that Nikola further misled investors by misrepresenting or omitting material facts about the refueling time of its prototype vehicles, the status of its headquarters’ hydrogen station, the anticipated cost and sources of electricity for its planned hydrogen production, and the economic risks and benefits associated with its contemplated partnership with a leading auto manufacturer. “As the order finds, Nikola Corporation is responsible both for Milton’s allegedly misleading statements and for other alleged deceptions, all of which falsely portrayed the true state of the company’s business and technology,” said Gurbir S. Grewal, director of the SEC’s Division of Enforcement. “This misconduct — and the harm it inflicted on retail investors — merits the strong remedies today’s settlement provides.” The first installment will be paid by year's end, and the remaining installments will be paid semi-annually through 2023. "We are pleased to bring this chapter to a close as the company has now resolved all government investigations," the company said via statement. "We will continue to execute on our strategy and vision to deliver on our business plan, including delivering trucks to customers, expanding our manufacturing facilities and our sales and service network, and building out our hydrogen infrastructure ecosystem including hydrogen production, distribution and dispensing stations." Nikola also agreed to continue cooperating with “ongoing litigation and investigation.” Milton in July was charged by the SEC with fraud "for repeatedly disseminating false and misleading information – typically by speaking directly to investors through social media – about Nikola’s products and technological accomplishments." https://ift.tt/2ytPsnD Trucking news and briefs for Tuesday, Dec. 21, 2021: Vaccine mandate reinstated, but headed to Supreme CourtThe American Trucking Associations was among 27 business groups to file an appeal to the U.S. Supreme Court on Dec. 17 after the Sixth Circuit Court of Appeals lifted the stay on the Biden Administration’s COVID-19 vaccine mandate for employers with 100 or more employees. The mandate has been on hold since Nov. 6, when the Fifth Circuit Court of Appeals granted an emergency motion to temporarily stay the Occupational Safety and Health Administration’s rule’s enforcement. The Sixth Circuit Court of Appeals in Cincinnati ruled Dec. 17 that, contrary to the Fifth Circuit’s opinion, OSHA does have the authority to require such a mandate. The court cited provisions in the Occupational Safety and Health Act that established OSHA that reinforce OSHA’s authority to regulate infectious diseases and viruses. “Based on the OSH Act’s language, structure, and Congressional approval, OSHA has long asserted its authority to protect workers against infectious diseases,” the court ruled. “…Given OSHA’s clear and exercised authority to regulate viruses, OSHA necessarily has the authority to regulate infectious diseases that are not unique to the workplace. Indeed, no virus – HIV, HBV, COVID-19 – is unique to the workplace and affects only workers. And courts have upheld OSHA’s authority to regulate hazards that co-exist in the workplace and in society but are at heightened risk in the workplace.” The three-judge Sixth Circuit panel voted 2-1 to reverse the stay. The one dissenting judge, Judge Joan L. Larsen, agreed with the Fifth Circuit’s opinion that OSHA did not have authority to issue the mandate. In response to the stay being lifted, OSHA said it would give some leniency in enforcement of the mandate by not issuing citations for noncompliance with any portions of the mandate before Jan. 10, and not issuing citations for noncompliance with the standard’s testing requirements before Feb. 9, “so long as an employer is exercising reasonable, good faith efforts to come into compliance with the standard. OSHA will work closely with the regulated community to provide compliance assistance.” The American Trucking Associations on Monday said it has taken its legal challenge to the mandate to the Supreme Court. “It’s evident that OSHA overstepped its statutory authority with this Emergency Temporary Standard, so make no mistake: ATA will not stop fighting this misguided policy until our members and industry are fully relieved from its harmful impact on our ability to keep America’s supply chain moving,” said ATA President and CEO Chris Spear. “That includes the movement of food, fuel, medical supplies, test kits, and the vaccine itself.” Forward Air implements significant independent contractor raiseForward Air Corporation announced last week it is implementing its largest ever rate-per-mile increase to its independent contractor fleet within its less-than-truckload and Truckload divisions. Independent contractor fleets and independent contractor teams and solo drivers will receive a 15 cents per mile increase, the company says. This announcement represents the largest per-mile increase in company history and is the third increase announced this year and the sixth in the last five years. With this 15 cpm increase, Forward Air anticipates team independent contractors could earn in excess of $497,250 annually/$41,437 monthly and solo independent contractors to have the ability to earn in excess of $203,500 annually/$16,958 monthly. “Our business continues to experience record volume growth,” said Tom Schmitt, Chairman, President and CEO of Forward. “We remain focused on our commitment to delivering our customers’ freight with precision execution. We believe this rate increase will allow us to secure freight capacity by retaining our existing fleet and attracting new independent contractors and fleet owners to become business partners with the Forward team. This rate increase recognizes the dedication to excellence, precision execution, and the safety-first mentality displayed by Forward’s independent contractors.” Potential steering issue prompts Western Star recallDaimler Trucks North America is recalling approximately 21 model year 2021-2022 Western Star 4900 trucks for a potential steering issue, according to National Highway Traffic Safety Administration documents. In the affected trucks, the steering shaft pinch bolt may not have been properly tightened, allowing the steering shaft to separate from the steering gear. If this were to occur, there could be a loss of steering control. Dealers will inspect and tighten the pinch bolt as necessary, free of charge. Owners can contact DTNA customer service at 1-800-547-0712 with recall number FL-914. NHTSA’s recall number is 21V-946. Great Dane recalls 3,200 trailers for wheel hub problemGreat Dane Trailers is recalling certain 2022 Champion dry van and Everest refrigerated trailers in which the wheel hubs may have an insufficient amount of lubrication, which could cause the hub bearings to fail. Hub bearing failure could cause the wheel hub assembly to detach, causing a loss of stability and control, creating a road hazard, and increasing the risk of a crash. Great Dane will work with SAF Holland, the wheel hub supplier, to inspect the wheel hubs and add the proper amount of lubricant as necessary, free of charge. Owners can contact Great Dane customer service at 1-877-369-3493. NHTSA’s recall number is 21V-943. https://ift.tt/2ytPsnD Göran Nyberg, executive member for sales and customer solutions at MAN Truck & Bus SE, will join Navistar as Executive Vice President Commercial Operations, effective March 1, 2022. Nyberg will exchange positions with Friedrich Baumann, executive vice president of sales, marketing and aftersales, who will join MAN as Head of Sales and Customer Solutions, effective April 1, 2022. Nyberg has served as Executive Member for Sales and Customer Solutions at MAN since September 2018, having successfully managed the realignment of the sales division and under his leadership, MAN also successfully launched its new generation of trucks. Prior to MAN, Nyberg spent time with Volvo Group, initially as Managing Director of Volvo Sweden in 2003, followed by international positions in management in Malaysia, Thailand and the United Kingdom. Most recently, Nyberg joined Volvo Trucks North America in 2012 as President. "Both Friedrich Baumann and Göran Nyberg are proven commercial vehicle experts with extensive experience and a clear understanding of customer needs in the transport industry," said Christian Levin, CEO of Traton SE. "The change in personnel means that our international group of strong commercial vehicle brands is growing ever closer together. MAN, Navistar and thus the Traton Group as a whole will benefit from this change and exchange of experience." Under Baumann's leadership, Navistar advanced an intimate joint alignment with the International Truck and IC Bus dealer networks, "and dedicated all commercial operations to delivering maximum value that will lead to our customers' success," said Mathias Carlbaum, President and CEO, Navistar. "I thank him for his service to Navistar and wish him the greatest success in further aligning the TRATON GROUP while at MAN. "I am excited to welcome Göran back to the U.S. and to Navistar. He brings a wealth of international sales and transformative experience, as well as a complete understanding of the North America market which is essential to the continued success of Navistar's commercial operations and executive leadership team." https://ift.tt/2ytPsnD |
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April 2023
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