Fleet Owner -July 2024

WOMEN TRANSPORTATION IN

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14 Women in transportation

From a retiring trucking advocate’s look back on her successful career to highlighting the skills of those that have recently entered the industry, FleetOwner profiles nine women who are shaping transportation.

30 Leasing and rental trends

The leasing and rental market anticipates growing demand as equipment availability recovers from pandemic-driven supply chain problems and 2027 regulations near.

trailers

As suppliers optimize

and data, the future looks more productive,

and secure.

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What makes a successful fleet safe?

According to Rhett Roberson, director of recruiting and employee engagement for Christenson Transportation Services, culture is that much-needed comprehensive approach for operational safety. “It’s easy to backburner culture, especially in markets like this where we’re all just trying to get the freight down the road, get paid for it, and keep afloat,” Roberson said during Truckload Carrier Association’s Safety & Security Meeting. Read more coverage at FleetOwner.com/TCAsafety.

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Summertime

Reefer maintenance: Keeping perishable foods, pharmaceuticals, and other commodities fresh is essential all year round, but in the summer, the stakes are even higher for refrigerated fleets to keep their equipment on the road. Transportation refrigeration unit breakdowns don’t just risk the load being late but lost. FleetOwner.com/ReeferMaintenance

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IdeaXchange

Congestion fees find more pushback: New York City’s congestion pricing plan faces backlash from the trucking industry, which warns of a domino effect on the cost of goods and services. The controversial toll, which the New York governor put on hold in June, could impact fleets and consumers in and around Manhattan.

FleetOwner.com/Congestion

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Commercial Vehicle Group

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@TrucksAtWork

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Contributors

David Heller

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Gary Petty, Private Fleets Editor Kevin Rohlwing

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CEO Chris Ferrell

President June Griffin

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Chief Administrative and Legal Officer

Tracy Kane EVP/Transportation

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Sharing responsibility

Summertime is a reminder that most drivers aren’t professionals

By Josh Fisher Editor in Chief

@TrucksAtWork

With one hand on the wheel and the other on their phone, it’s amazing there aren’t more crashes piling up along the interstates. Why aren’t the feds more focused on improving amateur safety?

IS THERE ANYTHING MORE American than setting out on the open road in the summer? While the professionals who haul freight across this nation do it all year, for many of us desk jockeys, the sunny weather and green scenery make this time of year special. But it’s a good reminder of the differences.

I’ve had the chance to make some road trips lately around the Mid-Atlantic, Midwest, and New England. On a recent drive along Interstate 68 through Western Maryland, West Virginia, and the southern Ohio hills, I enjoyed the lush countryside and views as I shared the road with trucks. With my car on adaptive cruise control—and in no rush—it was a peaceful trip with little stress.

A week later, I found myself driving to the Northeast, where the tranquility of the countryside abruptly ends at the New Jersey state line. The American Transportation Research Institute’s Top 100 Trucking Bottlenecks come to life here. The New York Tri-State Area is home to 13 of the most congested traffic spots in the U.S. As you approach the city, the serene scenery is replaced by a sea of illuminated tail lights and trailers. The tension in the air is palpable, seeping from the steering wheel, up your arms, and into your mind.

For professional truck drivers, who all year long keep the U.S. economy moving from coast to coast, the summer months could feel like a gym on January 2, when all the regulars are faced with sharing equipment with new members determined to stick to a New Year’s resolution. Not only are they dealing with more four-wheeled traffic at their workplace, but there are also more construction delays, longer waits for food and amenities at travel plazas, and hot weather. Very hot.

All of those are stress inducers. As passenger car drivers keep one hand on the wheel and the other on their phone, it’s amazing there aren’t more crashes piling up. The 2021 infrastructure law missed an opportunity to focus on educating amateurs how they can

make roads safer. Instead, the feds obsess over the safest drivers in the nation—professional truck drivers.

The DOT is spending nearly $500 million from the infrastructure law for more truck safety inspections. But where is the investment in educating passenger car operators— who statistically cause most truck crashes along our roads—on how to drive safely?

Motor Carrier Safety Assistance Program money pays for more commercial vehicle inspections, investigations, and audits of new truck carriers and bus companies to ensure responsible operation. The funding also promotes outreach and education efforts that help combat human trafficking, distracted driving, and other roadway safety concerns.

Those are all good initiatives. But what about spending time to educate the average driver on how their movements on our roadways affect the tractor-trailers they must share the highways with? Those of us who work in transportation understand that a semi-truck can’t brake as quickly as a Toyota Prius. And that tanker truck hauling fuel to the next service station can’t climb those Appalachian hills like the family minivan.

“The number of fatalities on our nation’s roadways involving commercial motor vehicles decreased by an estimated 8% from 2022 to 2023,” Sue Lawless, acting deputy administrator of the Federal Motor Carrier Safety Administration, said in June. “We know the needle is moving in the right direction, but until we reach zero roadway deaths, there will always be more work to do.”

Trucks are getting safer every year. And that’s good news because regular drivers aren’t. But while the feds continue to focus on ensuring commercial vehicles aren’t making the roads more dangerous, they should focus on the millions of road users who aren’t paid to arrive safely at their destinations. Without buy-in from consumers, we’ll never have a chance to reduce roadway deaths to zero. FO

FMCSA changes registration system

New online portal aims to consolidate DOT forms into one application

by Jeremy Wolfe

Registration through the Federal Motor Carrier Safety Administration can require carriers to juggle multiple disparate paper forms in a complicated and mind-bending process. To make things easier for fleets, FMCSA is building a new online registration system to replace its outdated protocol.

The agency is promoting its solution as a streamlined, intuitive, one-stop registration system—one that could replace both paper forms and its half-implemented Unified Registration System.

“It will consolidate all our forms into one online application, which will also allow us to retire some of our legacy IT systems. So one system, one online form, one database,” Ken Riddle, director of FMCSA’s Office of Registration and Safety Information, said during a virtual presentation on May 28.

New FMCSA registration system

Riddle shared an outline of the questions, fields, and processes that will be included in the final system.

Pre-registration

FMCSA first wants to help users decide if they even need to register. The “Do I need to register with FMCSA?” tool would present questions to determine if registration is necessary. After this process, the platform tells those users who must register what information and documentation they may need to register: company information, business agreements, login.gov account, etc.

The registration process

Registrants begin the process by submitting profile information, undergoing user identity verification, and providing business information.

The new process is a significant departure from the current registration process, where service providers can handle

all of the carrier’s registration. Under the new platform, registrants will be directly responsible for the beginning and final steps of their registration.

Profile information includes basic fields such as name and address. However, FMCSA doesn’t yet know what the identity verification will be. The agency is still selecting a vendor for that.

“But the bottom line is that every individual registering with FMCSA will have to go through this identity proofing service and prove they are who they say they are before being allowed to continue,” Riddle said.

Business information includes legal business names, business phone numbers, and the names and titles of officers.

After this information is entered, the registrants can designate a service provider to complete the next major part of the application: providing finer business details like registration type, motor carrier type, company operations, vehicle specifications, and driver information.

Next, the registrant or service provider chooses a blanket BOC-3 company to provide the registrant/provider an account number to invite them to complete the application. The new BOC-3 selection is different from FMCSA’s current protocol, where the blanket company files on behalf of the carrier.

The registrant alone must finish the application process with certification

statements, oaths, and fee payments. Then the registration is nearly complete. In the new platform, registration status is updated to tell users what else is required for active registration—ranging from administration filings to challenges.

Users can return to the platform to look at their account information, see their business info, registrations and statuses, insurance info, blanket company, and more.

“All of this is going to be built mobilefriendly and device agnostic,” Riddle explained.

Updates to combat fraud

Riddle also shared updates to FMCSA’s registration processes designed to mitigate fraud. He announced five new fraud prevention measures underway:

• The administration suspended the ability to get a PIN online because the option was vulnerable to exploitation, Riddle said. FMCSA will now only mail PIN numbers to carriers’ addresses.

• FMCSA implemented multi-factor authentication to login.gov.

• The agency is requesting copies of driver’s licenses in paper application submissions to better validate identities.

• FMCSA tightened PPOB requirements and is now verifying businesses’ PPOBs.

• The administration is planning a Registration Fraud Team to identify ways FMCSA can mitigate registration fraud.

Riddle also shared two new verification services to reduce fraud: identity verification and business verification.

Details on these processes are still unknown; however, he suggested the identity verification process will likely require new applicants to upload a picture of their driver’s license and a selfie.

“With those two services ... I think we can go a long way toward mitigating some of the problems the industry is seeing today,” Riddle said. FO

Photo: Nikolai Lenets | 76642622 | Dreamstime

Peterbilt, Kenworth add Paccar’s low-NOx MX-13

The CARB-compliant, low-nitrogen oxide version of the Paccar MX-13 engine is now available for three heavy-duty Peterbilt and three heavyduty Kenworth models. The engine meets California Air Resources Board omnibus regulations and features redesigns of internal hardware and the aftertreatment system to reduce NOx emissions effectively.

Peterbilt announced the new MX-13 is available for order in its Models 579, 567, and 589 trucks. Kenworth said the new CARB-compliant engine is now available to order on its T680, T880, and W990 trucks.

The larger volume aftertreatment system includes a compact twin assembly featuring a 48-volt generator in the flywheel housing and an electrical heater in the inlet to provide lower NOx output. The internal hardware now features a larger volume mixer,

The Paccar MX-13 engine, a low-NOx and CARB-compliant engine, is now available for Peterbilt Models 579, 567, and 589.

Photo: Peterbilt

longer selective catalytic converter, and an improved and more durable NOx sensor design with increased longevity for improved uptime.

According to the OEMs, the CARB low-NOx compliant Paccar MX-13 engine combines its diesel powertrain with next-generation technology. It is available in two ratings with a flat torque curve, providing performance across a wider range of rpms for excellent drivability and fuel economy. This includes a

high-performance 510-horsepower rating with 1,850 lb.-ft. of torque and an efficiency-focused rating of 455 horsepower and 1,650 lb.-ft. of torque between 900 and 1,325 rpm.

Hendrickson acquires Reyco Granning

Hendrickson, a global manufacturer of suspension systems and components for medium- and heavy-duty trucks and trailers, acquired the Reyco Granning suspension business, based in Mt. Vernon, Missouri, from Reyco Granning and its parent MAT Capital. Reyco Granning specializes in manufacturing and marketing suspension solutions for heavy- and medium-duty vehicles. Reyco Granning’s primary product lines include suspension solutions for motorhomes, commercial trucks, emergency response vehicles, specialty trailers, buses, and the

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aftermarket sector. Reyco Granning will continue to operate independently under its existing name, maintaining its market identity and ensuring continuity in operations.

ATA extends Spear’s contract through 2029

American Trucking Associations’ Board of Directors recently extended President and CEO Chris Spear’s contract through 2029. The extension adds to the five-year contract he signed in 2021.

“Regardless of the political landscape, Chris secures advocacy wins on behalf of our members,” said American Trucking Associations Chairman Andrew Boyle, co-president of Boyle Transportation. “He’s a strategic thinker and acts with a great sense of urgency. He and the talented team he’s assembled ensure that the trucking industry has the backing we need to deliver for our economy and the American people. We are thrilled that Chris will continue to lead ATA to even greater success in the years ahead.”

Since 2016, Spear has served as the ATA’s ninth president and CEO. During his tenure, Spear has advanced policy priorities for ATA, including federal infrastructure investment, lawsuit abuse reform, interstate commerce protections, and the defeat of truck-only tolling schemes.

ATRI releases new research priorities for 2024

The American Transportation Research Institute Board of Directors reviewed and approved its 2024 top research priorities at a recent meeting in San Antonio. The research priorities were identified by ATRI’s Research Advisory Committee at its annual meeting in Washington, D.C., earlier this year.

Led by Chair Derek Leathers of Werner Enterprises, ATRI’s RAC

selected diverse research priorities to address some of the industry’s critical issues, including workforce development, lawsuit abuse reform, and transportation infrastructure.

The 2024 ATRI top research priorities are:

• Mining driver demographic data to identify new pathways to trucking careers.

• Comprehending the scope of cargo theft in the U.S.

• Understanding the impact of nuclear verdicts.

• Calculating the cost of truck bottlenecks.

• Analyzing the federal excise tax cost benefit.

Find more details at FleetOwner. com/ATRI2024. FO

Do You Even Lift?

Gray Manufacturing’s newest mobile column lift, WPLS-50, has a 5,000 lb per column capacity for the light duty truck industry. It features a T-Handle design for easy maneuverability in tighter workspaces, lockable swivel casters and adjustable lift forks. The self-contained modular design includes a blinking light system for self-directing operational setup and a color-coded display background to indicate lift status.

The WPLS-50 provides a fast, safe and ergonomical lift system for technicians to service and maintain light duty vehicles.

THE MOST ADVANCED PETERBILT EVER

The Model 579 is the most advanced Peterbilt ever, combining aerodynamic styling with the integrated PACCAR Powertrain for maximum fuel economy and outstanding performance. Innovative technologies like the 15-inch digital dash and advanced driver assistance systems improve driver productivity and safety, while the spacious cab interior and UltraLoft sleeper surround the driver in unparalleled comfort for a best-in-class working and living environment.

Available in EPA and CARB-compliant configurations, the enhanced 2024 MX-13 delivers new levels of efficiency and uptime. The MX engine is also supported by a wealth of connected truck data enabling a prognostic approach to field support by proactively scheduling a repair to improve customer uptime.

SPONSORED BY

IN TRANSPORTATION WOMEN

by Jade Brasher

Igot into journalism because I wanted to tell the stories of others. Like many in the trucking industry, I fell into it. Also, like many in the trucking industry, I stay because of the people. I am inspired by the women and men of the industry who, despite the ever-evolving landscape of regulations and new technology, continue to push the envelope, continue to outperform, and, especially within the last year, show their resiliency.

I tell people often that while I’ve only covered the industry since 2018, I have experienced rapid advancements and changes. One of those changes is quite personal.

When I began as a trucking journalist fresh out of college, there were times when I was the only woman in the room. Every industry event felt like a boys’ night out or a family reunion where only the uncles were invited. While I enjoyed my job (because who wouldn’t love spending time with all their crazy uncles?), something always seemed missing. And then suddenly, that something wasn’t missing anymore.

I remember the first industry event I covered where most of the journalists were women—just last fall. Someone else pointed it out, and I thought, “Way to go, ladies. We’re doing it!” Then we all got to work. Of course, we’re proud of our accomplishments, but ultimately, we’re just individuals doing our jobs.

I no longer consider it “special” to see a woman in trucking. That’s because of the women who came before me. Some experienced discrimination and had to work twice as hard as men to prove they were capable. To those women, I extend my gratitude and appreciation.

We highlight some in the pages ahead. We also profile women who have found that being in this demanding industry is less about gender and more about work ethic, skills, and leadership qualities.

Many of us believe there is still room for improvement of equal treatment in the workforce. While many of us have had to have tough conversations with our bosses and HR about our unique experience, working in a male-dominated field doesn’t mean dwelling on feeling uncomfortable.

It isn’t about assuming others might see us as less capable. We want other women to find the same satisfaction—success, belonging, or achievements. That’s what the trucking industry has given the nine women spread across the following pages. While many stumbled into the industry, they remained—trucking along and improving the industry, not just with their presence but their intelligence, determination, and abilities.

Seeing women in transportation shouldn’t surprise us anymore, but the accomplishments these women have made make them worth celebrating. FO

Photo: imaxwellmonty

Leading through safety and learning

Christine Estes has grown into a leader through listening and learning

by Jade Brasher

Transportation and the industry for me is a legacy,” Christine Estes said. “It started in the passenger seat of my dad’s truck growing up and seeing the interactions that he had with his direct support staff, the organizations he worked with, the maintenance team, the customers, the motoring public, and just the impact that drivers had on their communities and the nation—I was 10 years old, and I could see that then.”

Estes is director of safety and recruiting for Usher Transport, a Louisvillebased liquid bulk transport company. While she’s always loved the industry, she said her teenage self never thought she’d work in it. It was after getting older and having conversations with her dad about the various job opportunities in the industry that pushed her to try it out.

She started doing social media for Usher Transport, but it took less than one month for the company to see her value and offer her a recruiting role. The motto Estes shares, “I’m happy to help,” may have shown others her drive, but it was her late father who showed her that with a job in transportation, she could do and be almost anything. “He was always my biggest support,” Estes told FleetOwner

Being “happy to help” propelled Estes up the ladder at Usher, from social media posting to being responsible for the safety and well-being of 250 drivers who operate locally and across the U.S. and Canada.

Between Estes’ recruiter promotion and director-level position, she honed her craft. She received OSHA HAZWOPER certi cation, OSHA 40 certi cation, IRMI TRIP certi cation, and became a NATMI-certi ed director of safety. To top it all off, Estes became the rst woman to be Usher’s safety and recruiting director.

Estes’ rise to director at Usher Transport didn’t make everyone happy— though she didn’t know it. A year into her safety director role, a driver called Estes “out of the blue” to apologize.

“I was taken aback,” Estes said. “He’s like, ‘I was your biggest critic whenever you were put in that role,’ and he said— and I quote—‘I can admit I was chauvinistic because I felt like a woman could not work within that role.’”

What changed his mind about Estes’ abilities was because she was willing to learn more about the complicated and ever-evolving trucking industry.

“He said that for him, just [my] willingness to grow and learn really showed him that women are meant to be within any role of the transportation industry because they have a lot of great qualities,” Estes said.

Although this encounter was shocking, Estes didn’t let it affect her. She tends to overlook the negative. “I’m

“A diverse representation in leadership and across the industry is a benefit to the industry ... We all become better together by having good meaningful conversations and overcoming preconceived notions.”

just going to keep pushing through,” she said. “Perseverance, resilience, and leading by example are probably some of the strategies that I use. ... Having con dence in my abilities and understanding that it’s OK to say I might not know something ... shows that I’m willing to learn and grow.”

For Estes, growth happens through meaningful conversations in the industry and working through problems together.

“It’s OK to say, ‘I don’t know this, let me put a bookend here, and let me go gure it out.’ And then take that information and give it to drivers or give it to my team or the organization because that fosters diversity and fosters inclusion. It says that there’s always room for personal growth within the whole industry.”

While some might still see women in transportation as a novelty, Estes believes having women in the industry is a necessity.

“A diverse representation in leadership and across the industry is a bene t to the organization and the industry as a whole,” she said. “We all become better together by having good meaningful conversations and overcoming preconceived notions in the industry.” FO

INTRANSPORTATION WOMEN

Body technician follows her passion

New to the industry, Se’ara Hart is already showing o her skills

by Alex Keenan

As a 23-year-old body and collision technician with Rush Enterprises, Se’ara Hart is only at the beginning of her career—but with two third-place nishes in the two Tech Skills Rodeo competitions she has taken part in, she is already working to master her trade.

Hart rst began her technical career in high school where her interest stemmed from her love of loud cars and painting. Her school offered a mechanics class and an auto body class, the latter of which contained the painting section, so that was the class she took.

While her enrollment started out for fun, body and collision work became more appealing after Hart graduated high school early and needed to consider her next steps. Enrolling in a fouryear college wasn’t attractive to Hart, but she kept thinking about how much she enjoyed those auto body classes and decided to nd a technical school to pursue a career in maintenance.

“Originally, I was going to go to UTI [Universal Technical Institute] in Sacramento for a one-year program,” Hart said. But after more research, she found that her local Nampa Campus of the College of Western Idaho (CWI) had a two-year program. “It seemed a lot cheaper, and it had better options for afterwards, like internships to nd a job after you graduate,” Hart explained, leading her to enter the program at 17 years old.

Hart’s classes had students of varying ages, with Hart often the youngest. Her classmates could range in age from 20 to 50 years old, and she was often the only girl in the class, mirroring her high school auto class experience.

“Being in classes in high school, you get used to ‘guy lingo,’” Hart added, “and you just have fun with it at that point.”

From her classes at CWI, Hart’s next step was an internship program in the last semester of her second year, which rotates students through shops that are looking to hire technicians. She was hired at the second shop where she interned, working there for eight months in 2021 as a teardown technician and repairing plastic, bumpers, and handling minor body work.

Following her original interest in art, Hart wanted to become a paint prepper, but that shop wasn’t able to conrm whether she could get the role with suitable pay. So when she got a call from an estimator at Rush Enterprises to come work for them, she jumped at the chance.

In her new role, Hart largely has little to no problems related to her gender. But that doesn’t mean work is always easy.

“I have had an issue with a guy, and I don’t want to assume he’s sexist,” she explained. “But he does like to pester me a lot in the shop. I just try to be the bigger person.”

“I don’t think most people care [about my gender]. I think a lot of people actually think it’s cool, especially the guys.”

This kind of ribbing adds another dimension to Hart feeling the need to prove her place in the shop, not just to her coworkers but to her customers.

“I always get nervous if I have to do something really quickly before [a truck] leaves and a customer sees me,” Hart said. “I always get a little nervous about that because I worry they’ll be like ‘Oh, a chick did it? Let me double check this.’”

Despite this, Hart said she has found little resistance to her presence in the shops where she has worked. While she might need to lean on her coworkers in some instances, such as for some of the physical aspects of the job, she’s been able to establish support networks with them where they offer each other mutual help and advice. As a result, some of her largest challenges are the insecurities that any new technician may grapple with.

“It’s just an in-the-mind thing where you have to ght irrational thoughts,” Hart noted. “I don’t think most people care [about my gender]. I think a lot of people actually think it’s cool, especially the guys.”

To succeed, Hart recommends that other women consider their local auto and diesel programs if they want to enter the industry, as well as taking part in competitions like SkillsUSA and Rush’s Tech Skills Rodeo to hone their skills.

“You just have to be con dent, learn from mistakes, and just own up to it,” Hart asserted. FO

Scotseal X-treme HD

Designed for Vocational commercial vehicles

SKF is set to expand its impressive lineup with the launch of the X-Treme Seal HD, a remarkable addition to the X-Treme Seal family. This move follows SKF’s well-deserved recognition in 2018 when SKF clinched the prestigious PACE award for the Scotseal X-Treme. The PACE award is a testament to SKF’s commitment to game changing innovation, technological advancement, and remarkable business performance. With the X-Treme Seal HD, SKF continues to push the boundaries of excellence, providing vehicle manufacturers and end-users with cutting-edge solutions that redefine industry standards and ensure reliability.

A trucker with ambition and accolades

Driver Gina Jones proves that women fit in a ‘man’s world’ on the road

by Jade Brasher

One million safe miles and counting, Team Driver of the Month, a Werner Road Team Captain, a TravelCenters of America Citizen Driver winner, an ATA America’s Road Team Captain, and a member of Werner’s Operation Freedom Fleet. Few drivers have a résumé that can compete with that of Gina Jones—and she accomplished that in less than 13 years.

Being a professional truck driver is Jones’s second career. She worked in retail management for 28 years before her husband convinced her to live life on the road with him as a trucker. After her youngest son went into the Army, Jones decided to get her CDL and drive a truck as a team with her husband. They weighed their options carefully before deciding to work for Werner Enterprises.

“Going away from my social life was going to be hard on me, and I knew it,” Jones told FleetOwner. “Sitting in the driver’s seat for 10 to 11 hours a day—it wasn’t something that I was excited to do. But I’m all about challenges and getting myself out there and seeing what I can do to achieve a higher level.”

And she did achieve. It took Jones only eight and a half years to complete one million safe miles on the road, and she did it before her husband.

Since then, she’s collected awards, nominations, and leadership positions. Whenever Jones achieves a goal, she asks, “What’s my next one?”

Jones wants to mentor other women looking for a successful and meaningful career. She wants to “help bring in the new generation—or the older generation, like I was when I started.”

“It’s a great feeling when you can bring women into the trucking industry,” she said. “They’re faced with many men, and what an accomplishment just to go

forward and say, ‘I’m going to do this in a man’s world.’”

Though it would be hard for anyone to believe after watching Jones light up while discussing her job, she experienced some self-doubt when she rst began her career in trucking.

“My obstacle was having enough condence when I rst drove ... in what I can do if it’s backing, being nervous going into shippers your rst time and what to expect, not knowing exactly where you’re going,” Jones shared.

Before heading out on the road, she learned that by taking a deep breath, planning her route, and simply just buckling her seat belt helped calm her nerves.

As for her con dence, Jones’s husband always assured her that she was more than capable of driving a truck. “You do this every day in your car,” he would say. “You can do it in a truck!”

Now, her con dence has spilled over into leadership positions in the industry, which have given her a platform to make a difference in her truck-driving community and beyond. She has spoken on

“It’s a great feeling when you can bring women into the trucking industry … and what an accomplishment just to go forward and say, ‘I’m going to do this in a man’s world.’”

panels aimed at other men and women in the industry about what women face on the road, whether it’s negative comments—like the time Jones was at a truck stop and a man asked why she wasn’t home taking care of her children—or harassment, something that Jones and countless other women face regularly. If the perpetrator is a fellow truck driver, Jones teaches women the proper way to respond.

In addition, she travels around the country with Operation Freedom Fleet, going to military bases and schools, encouraging soldiers coming out of the military to join the trucking industry. As an ATA America’s Road Team captain, Jones and her husband spend time educating the public about truck safety and teaching students at high schools about blind spots. They also interact with the government; just recently, as part of Truckers Against Traf cking, Jones educated 25 lawmakers in Reno, Nevada, about the components of a trailer.

Jones exudes pride when speaking about her job and being part of the trucking industry.

“I would never look back [and think] that I made the wrong decision, because I didn’t,” Jones explained. “Being a female truck driver, I absolutely love it. I shine. I smile. I’m happy.” FO

Building excellence through science

Data scientist Tawni Marrs shows how diverse perspectives foster innovation by

Jade Brasher

Entering a classically male-dominated industry like transportation can be intimidating for women, but Tawni Marrs had been in a similar position before. Earning both a bachelor’s and master’s degree in STEM-related elds—also classically underrepresented by women—Marrs didn’t let any challenges of being the only female in the room keep her from developing a career as a transportation data scientist for Trimble.

Marrs, a lead data scientist, heads up a team of developers, data scientists, and engineers at transportation technology provider Trimble. Marrs and her team take data, whether from statistics, machine learning, or models, and transform it into insights to make predictions or forecasts in the industry.

Marrs explained her job this way: “Whenever you think about your reports and your dashboards that are created, that can fall under data science. ... From there, the next step up is looking at prescriptive. That gets into thinking about what’s ahead; not just knowing what’s historically happened but looking into what is ahead, then prescribing something to be done about it. This could be looking at forecasting models. If you wanted to try and forecast the freight on a lane, that would be something that would be encompassed by data science.”

Much like many in this industry, Marrs didn’t expect to be in transportation. She fell into it “by accident.” As an undergrad studying biochemistry, she developed a love for analyzing lab results. This led to her attraction with data science.

A few years later, Marrs obtained her master’s degree in data analytics and took a job at a consulting rm that serviced the transportation industry. The rm Marrs worked for developed eFleet Suite, which Trimble acquired.

“I was willing and eager to give transportation a shot,” Marrs said, “and since then, it’s been consuming my world, consuming my mind—in a good way.”

While Marrs has built a career in transportation—and STEM, at that— sometimes she still feels intimidated.

“Trying to get up in front of an audience at a conference and speak to something—I have con dence in the fact that I know what I’m speaking to, but even just looking out in the audience and seeing all those people that aren’t women, it’s male dominated and everything. It can be intimidating,” Marrs said.

In those instances, Marrs chooses to focus on her fellow women.

“I tend to lock on to any women that are in the audience, and I’ve used them as focal points,” Marrs said. “That’s a little technique I’ve adopted.”

While it hasn’t held her back, she acknowledged the lack of women role models in the industry and challenges that creates for newcomers. Her response has simply been to take inspiration from

“I

was willing and eager to give transportation a shot, and since then, it’s been consuming my world, consuming my mind—in a good way!”

many different people in the industry.

“I’ll take different aspects of people—men or women that I like—and I’ll take a mental note of ‘Oh, I liked how she handled that,’ or ‘I like how he approaches this problem and walks through it,’ or things like that,” Marrs said. “So, it’s not like any one single role model for aspiration; it’s more of a mishmash of characteristics.”

Apart from discouraging other women, a lack of women in trucking— or a lack of diversity in general—can lead to a lack of innovation.

“There’s been numerous studies that can link diversity and inclusion with innovation,” Marrs explained. “Bringing those different backgrounds, those different perspectives, really drives that innovative front.”

The industry is at a “pivotal shift,” she noted, with a “technological and cultural shift toward a data-driven community.” This opens multiple opportunities for women to enter the space and shine by doing so. The industry is a rapidly evolving ecosystem and should be a valid consideration for women who are “dreamers, problem-solvers, and critical thinkers,” Marrs said.

Transportation—and tech—will continue to be a male-dominated eld until “people start to be the ones that make the change,” Marrs said. “Be the one to help make it inclusive.” FO

Turning a family dream into a fleet

Soledad Muñoz is putting people first as Muñoz Trucking continues to grow by

Jenna Hume

Twenty-nine years ago, Juan Pablo Muñoz invited his siblings to start a trucking company with him in honor of their late father, Angel Muñoz. It was Angel’s dream to own a trucking company, and his children accomplished this with the El Paso-based Muñoz Trucking. “Angel’s Dream” is displayed on the top panel of all the eet’s trucks.

Today, the next generation is furthering the Muñoz legacy, chiefly Juan’s daughter, Soledad Muñoz. But according to the eet’s current VP of operations, she didn’t always want to join the family business.

“I have a couple of teenagers now, and they’re like, ‘Oh my gosh, transportation sounds so boring,’ and I tell them there was a time when I felt like that, too,” Muñoz told FleetOwner “But once you’re in transportation and trucking day to day, no days are the same. There’s so many moving parts at all times; there’s a lot of things that can change every day. So, it’s not something that I would ever say is boring. It’s actually pretty exciting.”

Muñoz obtained a bachelor’s degree in fashion merchandising with the intention of one day opening her own clothing store. She worked part-time at Muñoz Trucking starting in 2010 doing payroll and other tasks in addition to raising her young children.

Five years ago, her dreams changed, and she joined the fleet full-time. First, she learned different aspects of the business, which included dispatch and safety, before landing in operations. According to Muñoz, it’s been a joy to help take the family business from a “mom-and-pop shop” to a larger, corporate establishment with more structure.

Muñoz knows that working in a male-dominated industry like trucking can be daunting for women, but she’s at a point in her career in which she’s grown past being intimidated.

“Going out there to these big conventions, when you look around, it’s a lot of men, but I was raised to be strong by my father,” Muñoz said. “Growing up in the Mexican community and Latino community here in El Paso and going out to where you’re the minority, in a lot of different ways, I think I’ve been able to grow with it. I think everybody has been pretty open and receiving.”

Muñoz takes pride in helping Muñoz Trucking continue to be a positive environment for families. For women especially, she knows that concerns and responsibilities with children can sometimes cause employees to have to choose between their work and their children, and Muñoz wants to make things as easy as possible for the parents at Muñoz Trucking.

“Here in the of ce and in the shop, we hire women, and we make it pretty available,” Muñoz said. “I’m a mother,

“Going out there to these big conventions, when you look around, it’s a lot of men, but I was raised to be strong by my father.”

so if kiddos are sick, they bring them in if they have work to do, or they take their job home. We’re pretty open to family. We’re what you would call a family-friendly environment. We like to do a lot of events as well for drivers to include their families, bring their kiddos, and get an idea of where they work.”

Fostering a positive environment, especially for women, is something that Muñoz doesn’t just talk about; it’s how she conducts business. Muñoz told FleetOwner that Muñoz Trucking currently has 12 female drivers, some of who work as a team with their spouses. She checks in with these women drivers frequently to assess their needs and any challenges they might be experiencing. But ultimately, Muñoz said these women drivers are con dent and love their roles.

Having grown up in the industry, Muñoz has some advice to offer to women who are just starting out in trucking or who are considering joining the industry.

“For women trying to enter into transportation, whether they’re drivers or they’re going into corporate, learn and talk to everybody,” Muñoz emphasized. “You want to learn what a driver does? Get on the road with them. You want to learn what management does, what dispatch is doing—because they all blend together—and you need to understand all the different facets in order to really understand the industry. We all impact each other no matter what we do.” FO

Moving from paramedic to shop owner

How Ashley Sowell and her husband took the plunge to run their own shop

by Alex Keenan

Given that the transportation industry is rarely simple, it’s good that Ashley Sowell, co-founder and CEO of Integrity Fleet Services, is used to high-intensity situations. While she now runs a Conroe, Texas-based shop that offers everything from emergency roadside assistance to trailer body repair, Sowell began her career as a paramedic. After she met her husband, Ryan Sowell, who came up in the industry as a technician, she joined him at his organization.

“I started working at the company [Ryan] was working at part-time as a secretary,” Sowell recalled. “From there, I moved all the way up to where I was vice president of accounting and HR for that company.”

As VP of accounting and HR, she was already “doing everything,” Sowell said.

Despite that she wore many hats at her old job, she found that her pay did not re ect her effort, even after more than a decade of service. And even more so, she was passed over for advancement in favor of a man she had helped train.

“That was honestly my tipping point,” she recalled. “Because the day that I had my son, I was in the hospital, working hours after I had him, only to nd out when I got out that they had passed me over again.”

Ryan and Ashley had discussed striking out on their own before this point, but with four, and now ve, kids to take care of, the idea had never felt feasible. Finally realizing they had had enough, the couple pulled the trigger.

The Sowells began work as a mobile operation with two trucks that quickly grew to ve, with Ashley working from their closet in the early days. In her new role, Sowell continued managing the tasks she’d handled in her prior position but on her own terms.

“It [was] a lot easier because I was able to do it in ways that I felt was more ef cient and better for business in my eyes,” she explained. Chief among these was enacting efficient practices and establishing a culture that prioritized growth and the open discussion of ideas, values that Sowell felt hadn’t been celebrated at her old company.

“Culture is a very, very, very big deal to me because we spend most of our time with our co-workers, more than we do our families sometimes,” Sowell said. “The last thing I want to do is go to a place where one, I don’t feel like I can be myself; two, I have to be on eggshells all the time; or three, I’m just a number.”

And these practices paid off, as the Sowells’ mobile operation grew enough that they were able to nd their own location in 2020—just before the COVID shutdowns.

Instead of giving up, the Sowells adapted their business. This allowed Integrity Fleet Services to grow during quarantine, and Sowell noted that they

“Don’t let people’s limitations or views of how it should be or what you should do stop you. You get one life. Do what makes you happy.”

didn’t need to lay off any employees during this period.

Since then, Integrity Fleet Services has continued to grow and currently has a contract to expand into 48 different locations over the next few years. In addition, Sowell noted that they moved from their three-bay “starter shop” to one with 14 bays.

Despite her success, Ashley does still run into occasional assumptions about what she can and can’t do as a woman.

“Our industry’s kind of behind on the times in a lot of ways,” she admitted. “Especially in the South, there’s a lot of that ‘good old boy’ stuff, where I’ve had customers call and tell me ‘Oh, honey, I need to talk to a man.’”

Sowell does not let this attitude impact her work, especially when any time spent working with her quickly reveals her expertise.

“I de nitely feel like there’s been many times where I’m not taken seriously until I start talking, and then their attitude changes,” Sowell noted. “Once they realize I actually do know what I’m talking about, there’s a little bit more leeway.”

Sowell has some advice for other women who want to follow in her footsteps. “Don’t let people’s limitations or views of how it should be or what you should do stop you. You get one life. Do what makes you happy.” FO

Building a legacy and bright future

Marcia Taylor is proudest of the relationships she’s built over 50 years

by Jenna Hume

As the Bennett Family of Companies celebrates 50 years in business, CEO Marcia Taylor is amazed the company she and her husband started reached this milestone after a dif cult start.

“Growing up in Southern Illinois on a farm, it was never on my radar that I was going to move to Georgia and go to work for a trucking company,” Taylor said. “But thankfully, God had a better plan for my life than I did.”

Taylor told FleetOwner that she and her husband bought the small trucking company in 1974 on credit. Taylor had already been working for a different small trucking company when this opportunity came up.

Starting out, the Bennett Family of Companies had 15 trucks, 30 trailers, only a few employees, and operated out of a trailer behind a truck stop. The rst several years of trying to build up their business were rough, but Taylor reached a crossroads in 1981 when her husband died.

“At that point, I was left with the decision to try to take the company and see what I could do or to just move on to something else,” Taylor said. “I had three small children, so I thought, ‘You know, I’ve got to keep going on.’”

As a woman now owning a trucking company by herself in 1981, Taylor was unsure of how others would perceive her and whether she and the company would be taken seriously. She wasn’t even sure if the bank from which she and her husband received a business loan would continue to work with her. But as everyone watched to see how she would do, Taylor trucked on and credits multiple mentors for helping to guide her during this time.

“I had a couple of really good mentors that worked with me,” Taylor said. “I

had one of my best friends that worked for us that was over dispatch by the name of Bill Ford. He became my right arm. He became the harder side of me, and I became the softer side of him. I had a couple of really wonderful mentors that were men that helped guide me along in various areas.”

Taylor told FleetOwner that there were times on sales calls when professionals preferred to talk to a man instead of her, but she never let this bother her. She would let one of the men she worked with take the reins, and as long as they got the business, that was ne with her.

As the owner of Bennett, Taylor is now focused on highlighting and supporting women. In addition to having women in several key roles in her business, Bennett has a program called Women in the Driver’s Seat. This program recognizes and awards women in the company for their contributions and achievements as well as championing industry change with the program’s advisory board.

“We’re trying to work with a lot of the truck stops,” Taylor said. “In fact,

“At that point, I was left with the decision to try to take the company and see what I could do or move on to something else … I thought, ‘You know, I’ve got to keep going on.’”

TA Petro just did a ride along with one of our drivers to understand what women drivers are going through on the road. And we do a call to action to talk to truck stops about healthy food options. Health, hygiene, bathrooms, and the safety of parking, which is a big issue right now for all of our women drivers.”

A major focus for Bennett this year will be celebrating its 50th anniversary in addition to these causes. As part of this year-long celebration, Taylor is particularly excited about a coffee table book that the company’s marketing team put together showing Bennett’s history with photos of drivers and trucks from along the way. Taylor said the purpose of this book is to celebrate all of the people who helped Bennett become the company it is today.

For Taylor, after 50 years in business, it is the people who make her most proud. “We have some of the same customer base that we had when we began, so I’m very proud,” Taylor said.

“We have a family culture. There are a lot of family that work at Bennett,” she continued. “A lot of people that have been there for many years are just getting ready to retire, and that’s what I’m proud of. I think we’ve done a great job of taking care of our customers. And it’s always about the people for me.” FO

Recruiter and renaissance woman

A winding career path prepared Kyle Wiesen to find trucking’s potential

by Jenna Hume

In the of ce at Grand Island Express, it’s an ongoing joke that recruiter Kyle Wiesen is a renaissance woman, having worked in many different jobs throughout her career. Wiesen recently celebrated ve years at the company, a refrigerated carrier based in Grand Island, Nebraska, but before that, she worked in the funeral home industry, human resources, hospice, insurance, and more. The fact that she wound up in the trucking industry was purely by accident.

“Prior to being in the Grand Island area, I was in Omaha, Nebraska, where I worked in higher education, and I was in recruitment in the admissions of ce for people pursuing their master’s degrees and doctoral degrees,” Wiesen said. “I went from that to recruiting truck drivers, so that was kind of an interesting transition for me. I had to completely change my language and how I approach conversations.”

For her, trucking wasn’t something she ever considered.

“I would see trucks on the interstate, but never in a million years would I have imagined that this is an industry that I would pursue,” Wiesen said. “So I think women especially need to keep their options open and look at things like the trucking industry that maybe they would have never considered in the past.”

Although Wiesen never saw herself working in trucking, she believes this industry is an often hidden opportunity that can provide many, especially women, with signi cant career, personal, and nancial growth.

Wiesen claims that her winding career path prepared her for the trucking industry and working with drivers more than one might think. Working in different industries and positions helped her learn how to communicate with people from

all walks of life, which aids in interacting with current and potential truck drivers.

“The key to the position I’m in right now is being able to communicate with people and interact with people, changing the way that I approach conversations and understanding my audience,” Wiesen said.

The common thread in Wiesen’s career is working with people, and that’s her favorite part of being a recruiter in the industry now. Wiesen told FleetOwner that her biggest joy in recruitment for the trucking industry is working with drivers who have had negative work experiences and showing them that there are still good people and companies in trucking.

“Many drivers say to us, ‘I just can’t believe that everything you told me on the phone was true.’ And if I can get even one person each week and orientation to say that, that’s my victory,” Wiesen said.

As a recruiter, Wiesen wants to help people see the industry as a viable career path. With women in particular, Wiesen strives to listen and be transparent.

“Especially for our female drivers, it’s important to make sure that we understand what their needs and their concerns are,” Wiesen said. “So in my

“Many drivers say to us, ‘I just can’t believe that everything you told me on the phone was true.’

And if I can get even one person each week and orientation to say that, that’s my victory.”

conversations with a female driver, I know that they want speci cs on what their home time is going to look like, what their truck amenities are, so I will probably provide even more information because I know that they want all of those details to make their decision.”

Wiesen also knows the importance of community, especially for women. She ensures that new women drivers meet the company’s other women drivers and enrolls new drivers in the company mentorship program. She told FleetOwner that women drivers appreciate this program and the guidance it provides from more experienced women drivers.

For those considering joining the trucking industry, especially women, Wiesen has the following recruiter advice: “I think that to be a part of this industry, you have to be ready for every day to be a different day,” Wiesen said. “Every day brings about a new challenge, and you can either embrace the challenge, learn from it, and become stronger in your career and more knowledgeable, or you can let it defeat you. And there are days, unfortunately, when you get knocked down a little bit, but as long as you can get yourself back up and keep pushing, there is so much potential in this industry for women.” FO

Trucking advocate on passing her torch

Government a airs champ Ann Wilson sets the stage for the next generation by

Alex Keenan

After 20 years of service with MEMA, and even longer in the transportation industry, Ann Wilson, MEMA’s executive VP of government affairs, is ready to pass her torch to the next generation. And it’s an impressive torch. A senior leader for several associations, she was named an Industry In uencer by the Automotive Hall of Fame in 2022.

Wilson credits her long list of accolades to her ability to take advantage of every opportunity, even if the opportunity came with challenges.

Wilson’s entry into transportation was not straightforward. After earning her law degree from the Washington University School of Law in St. Louis, she worked in poverty law, state government, and municipal lobbying. This sent her to Washington, where she joined the American Trucking Associations’ state law project. This transition came with a bit of a learning curve, such as understanding the parts of a fth wheel.

“The rst week or two weeks that I was [at the ATA], I was working on truck sizes and weights, which was an enormous issue in the ’80s and early ’90s,” Wilson recalled. “And I had to gure out what a kingpin was.”

This experience highlighted the rst of several lessons Wilson learned, namely the necessity of understanding tire construction, emissions systems, and more to be able to communicate industry issues.

Additionally, Wilson learned about the importance of connections between sectors, such as manufacturing and transportation, and the connections between people. She recommended that industry leaders understand the point of view of both those sitting on the same side and across the political table.

“We may differ on some issues, but we are all trying to protect and defend

and advocate for the trucking industry in some way, shape, or form,” she explained. “And that’s when an open mind, understanding, and questions come in handy.”

This kind of openness is also critical in the face of challenges, such as the Firestone and Ford tire controversy of the 1990s. According to a case study from the University of New Mexico, the situation saw Ford and Firestone pitted against each other in the wake of safety concerns regarding Firestone Wilderness AT tires mounted on Ford Explorers that resulted in crashes, deaths, and injuries due to tire tread separation. At the time, Wilson represented the tire industry and found herself thrust head- rst into the situation.

“That was a crisis of mammoth proportions for both the tire industry and for Ford Motor Company,” she said.

While tackling this challenge, Wilson said she was able to learn about technical communications and advocacy, as well as how these crises can be valuable learning opportunities. “You don’t have

“Oftentimes, we need to turn around and say, ‘Oh, what can I do to help other women in my o ce or in other organizations also succeed?’ because that success is just going to buoy your own.”

to solve everything, but it’s an opportunity to learn from others around you. That will further your career in ways that you may never know,” she said.

Women entering the industry need to be bold. While Wilson is happy she’s no longer the only woman at meetings anymore, she said women must continue to be brave in offering their input to their organizations and support each other.

“I think the other thing is to learn to reach down and not just reach up,” Wilson advised. “Oftentimes, we need to turn around and say, ‘Oh, what can I do to help other women in my of ce or in other organizations also succeed?’ because that success is just going to buoy your own.”

Wilson hopes that this kind of support, and the groundwork she has laid during her career, will serve to strengthen not just the female transportation leaders but the next generation overall.

“We’ve done a lot of wonderful things for the industry in the last 20 years,” she concluded. “But there’s a new generation of ideas on how we lobby, how we advocate, and how we engage coming up behind me. And it’s time for them to be able go out there and take on these new challenges.” FO

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by David Heller

Trucking issues don’t vacation

Politics aside, advocating for the industry goes beyond the election

DURING THESE DOG DAYS of summer, you’re probably sitting by some body of water, be it a pool, pond, lake, or ocean, enjoying your summer before you hit the ground running when you return after a much-deserved vacation. In my world, Inside the Beltway, legislative life almost always screeches to a halt around this time of year. However, this is an election year, so the screech has been louder and more prevalent than in previous years.

N obody buys milk at a train station. It is always delivered by truck, and with the regulated hours that our drivers are required to abide by, we must provide more accommodations to allow them to rest.

Going into this year’s election, we have seen the least productive Congress in our lifetime, enacting a mere 64 public laws within the two-year window in which it has convened. And trucking is definitely a topic of conversation in Congress. However, those talks will almost certainly

continue into the next Congress, with a looming highway bill expected to draw attention once again to our elected officials as they seek to replace the Infrastructure Investment and Jobs Act (IIJA), which expires in 2026.

Highlighting the list of topics calling for congressional consideration is truck parking. The lack of safe and secure truck parking spaces has reached epidemic proportions, and our professional driving force ranks this as their number one concern year after year. This will not be remedied by itself; it will take the industry to emphasize the need and obtain legislative support to back the growing trend of freight delivery in this country. Nobody buys milk at a train station. It is always delivered by truck, and with the regulated hours that our drivers must abide by, we must provide more accommodations to allow them to rest.

The plethora of bills introduced this Congress, many of which were also introduced last Congress, will be considered again since that is the path they continue to travel, keeping them at the forefront of trucking discussions. In addition to the inevitable funding for our roads and bridges, proposed language regarding professional truck drivers and their equipment will be center stage. I have alluded to this in a previous column. Still, our industry will need congressional interaction to understand the challenges regarding a potential transition to zero-emission vehicles.

Faced with the unenviable price tag of nearly $1 trillion, without even including the cost of the equipment itself, the transition will not be cheap nor will it be quick. The IIJA called for $110 billion in infrastructure investment, which is likely pocket change compared to the investment needed to make this transition, a mountain that Congress must certainly

consider when deadlines loom from California and the EPA to move forward with these initiatives. Our industry should not miss the chance to vet these issues, emphasizing real-world and real-time applications that benefit the environment, not pipe dreams.

No matter how the elections shake out in November, the time to advocate is now since this is not a sprint but rather a marathon. Regardless of the election results, we must converse with those who govern. Interacting with the government isn’t easy; it takes all of us to get our message heard. In any year, there will be issues that the industry is divided on, and I can already name a few that have popped up in bills that have been introduced. However, there are also matters where we must stand united, such as the transition to zero-emission vehicles.

With that in mind, I must emphasize the TCA Call on Washington program is just around the corner. Coming to D.C. this fall, our Capitol Hill visits help lay the groundwork for industry messaging that real decisions must be made regarding the environment in our nation, acknowledging the shortcomings that currently exist when putting the cartbefore-the-horse deadlines on mandates destined to fail and defining what a true environmental pathway should look like.

So, when you fold up that beach chair one last time from your summer vacation and look at your fall schedule, circle Sept. 12 on your calendar, and let me know that you want to come to D.C. Bring your walking shoes, and see you there. FO

David Heller | Dheller@truckload.org

David Heller, CDS, is senior VP of safety and government affairs for the Truckload Carriers Association. He is responsible for interpreting and communicating industry-related legislation to TCA members.

Photo: dkfielding 889108426 Getty Images

More good years ahead for the market

The leasing and rental market is anticipating growing demand as truck equipment availability recovers from pandemic-driven supply chain problems.

Improved equipment, a regulatory prebuy, and technological improvements are all pushing eets to buy, rent, or lease new vehicles at the same time. These converging incentives could further challenge new equipment availability soon.

However, this increased demand may support leasing operations. Industry experts anticipate a good market for renting and leasing in 2024 and 2025.

“We think it looks good,” Hadley Benton, VP of business development for Fleet Advantage, told FleetOwner. “With more interest rate stability and some market improvements, the banks will start to lend more and free up capital; leasing, I think, is going to make a lot of sense.”

Rising technologies and tightening regulatory requirements will contribute to a stronger year in 2025, as emissions requirements will signal a prebuy for 2027.

“The leasing and rental market was strong in 2022 and 2023 and is anticipated to have another good year in 2024, although with a return to a more typical market environment,” Dane Mercier, director of franchise operations for PacLease, told FleetOwner. “However,

by Jeremy Wolfe

Photo:

in 2025, the anticipation of a prebuy ahead of the 2027 emissions is likely to fuel a strong year.”

The emissions regulations prebuy and continued technological improvements in new equipment are increasing fleets’ demand for renting and leasing new vehicles. Meanwhile, the prebuy and ongoing freight recession also limit the number of fleets that can actually rent or lease.

New equipment is more available Supply chain disruptions have limited new equipment availability for multiple years straight. Now, however, equipment availability is looking up.

According to Mercier, “truck availability is generally back to normal in our current conditions.”

Though the outlook is positive, availability still has its challenges.

“Getting equipment can still be a challenge from a lead time perspective,”

Benton said. “But it’s definitely a lot easier than it has been in the last few years.

“There has been a softening of the supply chain issues that we’ve all been accustomed to for the last few years, so that’s great for us as an industry,” Benton noted. “However, I would still say there’s still a lot of pent-up demand out there as fleets are trying to update aging equipment. Depending on the market and the specific assets, there are still long lead times.”

Just as the new equipment market begins to recover from its pandemic-driven supply chain disruptions, the convergence of regulatory and technological developments may further challenge equipment availability for unprepared fleets.

“With a potential prebuy coming in 2026 and maybe the back half of 2025, availability may become more constrained,” Mercier predicted. “We have been counseling our customers

on the importance of fleet management and having replacement cycles planned in advance.”

Benton also emphasized the importance of thorough planning for fleets to stay on top of potential equipment availability challenges.

“What it means is you’ve got to be strategic. You’ve got to plan ahead, and you’ve got to be thoughtful about when you place orders,” he said.

Freight recession limits leasing

The ongoing freight recession limits how many for-hire fleets can rent or lease. Fleets face continued year-over-year freight rate declines, volume decreases, and rising operational costs.

“As you think about volumes being down, rates being down, and reduced revenues, it impacts their financial metrics and their financial stability,” Benton said. “It makes credit a lot tighter for them. On the flip side of that, you also

Save Time Weighing. Save Time Weighing.

have the financial side of the business. From a banking standpoint, they’ve really kind of gone on a diet for the last year or so. And so they’re being a lot stringier and a lot more particular with credit review.”

This relatively hostile business environment interferes with a fleet’s ability to make payments reliably.

“Lessors face additional risk due to potential default,” Benton told FleetOwner. “Any of the lessors in the business have to be a lot more careful about who they’re leasing to, just to make sure they don’t increase their exposure to riskier credit out there.”

Private fleets, however, operate in a less hostile environment than for-hire fleets, and so rental and leasing options for these fleets are not as limited.

“Many leasing and rental customers are traditionally private fleets and

not necessarily tied to the cyclicality of the general freight environment,” Mercier explained.

Interest in pilots for EVs and AVs

Alternative fuel and autonomous vehicle technologies are on the rise. Fleets interested in these rising technologies can find a promising opportunity through renting or leasing: pilots.

“In this phase of the evolution to alternative fuels, companies are looking to do pilots,” Benton told FleetOwner. “As opposed to just jumping in with both feet, they want to test certain different types of equipment and alternative fuels in different markets—and so leasing and renting becomes more attractive.”

According to Mercier, leasing and renting can help reduce costs associated with fleet electrification, such as maintenance and charging support.

“We continue to see interest from our customer base to either lease or rent electric vehicles,” Mercier said. “Many of them are just starting to familiarize themselves with these products, and by utilizing a lease or rental platform, they can reduce many of the potential concerns.”

The 2027 prebuy

Beginning with the 2027 model year, trucks must comply with some of the most stringent emissions regulations yet.

“As the regulations change and become more strict, there’s new equipment out there that fleets are going to be encouraged, let’s say, to adopt,” Benton explained.

The California Air Resources Board’s NOx reduction policies and U.S. Environmental Protection Agency’s final Phase 3 greenhouse gas emissions standards will push tractor manufacturers to

Customers still prefer new equipment

Safety, fuel efficiency, and reliability remain top concerns for fleets that are renting or leasing. These priorities give customers a general preference for new vehicles—for their novel safety mechanisms, aerodynamics and powertrain improvements, and greater uptime.

Safety

Safety features are always a top concern for customers. Many newer trucks feature cutting-edge safety technology, such as collision mitigation systems, automatic emergency braking, lane departure warnings, and more.

“As technology changes and gets better and better, folks are really looking for the truck that has the most advanced safety technology on it,” Hadley Benton, VP of business development at Fleet Advantage, said. “It’s not only going to protect the equipment; they want to protect their drivers.”

With increased emphasis on driver comfort, fleets are looking for equipment with suspensions that reduce noise and vibration as well as more in-cab comforts.

“Our customers see their fleet as an extension of their brand and continue to place an emphasis on the driver experience, from including various safety features to options that maximize driver comfort,” Dane Mercier, director of franchise operations at PacLease, said.

Fuel efficiency

Fuel costs are one of the greatest operational costs for fleets. It is no surprise that customers looking to rent or lease a truck will prefer one with the greatest fuel efficiency available.

“Fuel efficiency remains a significant focus across the industry,” Mercier observed.

A preference for fuel efficiency means a preference for new vehicles, with their ongoing improvements to aerodynamics and powertrains.

“One of the easiest ways to have an impact on greenhouse gas emissions and trying to stay current with some of the environmental regulations is to just simply refresh the fleet regularly,” Benton said. “The newer trucks are always going to be a lot more efficient and pollute a lot less.”

Reliability

Reliability is another key preference pushing for new vehicle adoption. Fleets want vehicles to have the greatest uptime possible. A tractor undergoing maintenance is actively losing the company money.

“Age and mileage of course drive their preference,” Benton emphasized. “They want to have newer trucks when possible and whatever they can do to minimize maintenance costs and maximize uptime.” FO

implement stronger aftertreatment systems and more efficient engine designs.

Greater costs

These cleaner tractors, though achievable, will be noticeably more expensive than prior models.

“To comply with the 2027 emission regulations, additional technology and components will be added to the units, which may have an effect on the price and maintenance,” Mercier said.

Industry experts project significant cost increases for both the acquisition and maintenance of these cleaner vehicles. “The expectation is that equipment will cost anywhere from $25,000 to $30,000 more in ’27 than it does today,” Benton said.

Plan ahead for the prebuy

The impending spike in the cost of equipment acquisition is pushing many fleets to secure trucks that comply with

current regulations. “We anticipate a possible prebuy starting some time in 2025 and running through 2026,” Mercier said.

This prebuy approach may strain supply for new vehicles leading up to 2027.

“Companies are going to look to pull back a lot of those replacements and avoid ’27,” Benton said. “What that’s going to do is potentially create another situation where we’re on allocation.”

As businesses rush to buy new equipment before the new emissions standards, manufacturers may not be able to produce enough trucks to meet demand. This means that leasing and rental companies, too, may not have enough vehicles to satisfy customer demand.

“There’s actually an expectation that 2026 is going to be sold out probably as early as the first quarter of ’26,” Benton emphasized. FO

Rising technologies and tightening regulatory requirements contribute to a positive outlook for truck rental and leasing operations. Photo: Fleet Advantage

Latest in commercial truck tires

Apollo Tires

Apollo Tires continues its line expansion this year, offering a full tire range to commercial eets and independent operators. Its steer tire EnduMile LHfront, drive tire EnduMile LHD, and trailer tire EnduMile LHT are now available to customers in the U.S. and Canada. Apollo Tires said its full lineup covers most commercial truck tire markets, delivering high mileage and low CPM. Every Apollo Tires truck and bus tire is produced at one of its state-of-the-art global manufacturing facilities. The company offers a complimentary road hazard warranty on all commercial vehicle tires. In addition, it offers nationwide delivery, domestic inventory, and a 72-month workmanship and material warranty.

BFGoodrich Tires

The BFGoodrich All-Terrain T/A KO3 tire builds on its All-Terrain T/A KO2 tire. The company developed the KO3 tire to meet needs of off-road consumers by incorporating the latest tire technologies that deliver more performance and bene ts than the KO2. BFGoodrich began introducing the rst of more than 100 sizes in May and will release more over 24 months. The All-Terrain T/A KO3 tire has improved wear performance, gravel road durability, and snow traction while maintaining the sidewall toughness and soft soil traction of the KO2 tire. The KO3 tire carries a 50,000-mile warranty and 60-day satisfaction guarantee.

Bridgestone Tires

Introduced in 2023, the Firestone FD694 is Bridgestone’s newest drive tire for long haul and regional applications. It is designed with Firestone’s deepest on-highway tread pattern for enhanced removal mileage. The Firestone FD694 is 3 Peak Mountain Snow ake certi ed with wide shoulder and center grooves, allowing it to persevere through wet

and winter conditions and providing aggressive traction. With a proven tread pattern, the FD694 features enhanced longevity across a wide range of applications and a Bridgestone-engineered casing designed to maximize tire value and life through retreading.

Continental Tire

the Americas Continental Tire added two new 19.5 tires to its General Tire product lineup. The General RA 2 and RD 2 (size 225/70R19.5) were designed with durability and improved mileage in mind. Both tires were developed to t the needs of Class 4 and 5 vehicles and the various vocations that use these vehicles. The General RA 2 is a 19.5-inch all-position tire featuring a closed shoulder tread pattern designed to provide even wear and reduce noise for urban and regional adventures. The General RD 2 is a 19.5-inch drive tire with an aggressive tread designed to deliver traction in any weather or terrain. Each tire can be paired with one of Continental’s two digital tire monitoring sensors (valve cap or tire mounted) and the Continental ContiConnect systems, which can be tailored based on a eet’s needs.

resistance and is engineered with Intellimax technology to help stiffen tread for long miles to removal. The RangeMax RTD ULT delivers traction, range efciency, long miles to removal, and is built with sustainable soybean oil to reduce petroleum use. The RangeMax RSA ULT and RangeMax RTD ULT are the latest tires to join Goodyear’s growing portfolio of “Electric Drive Ready” commercial trucking tires, which also includes the RangeMax RSD EV and the Endurance RSA ULT.

Meritor PSI

Meritor’s TireView LIVE is a data analytics portal that delivers proactive tire management. The platform provides the ability to see a eet’s tires and understand root causes through the analytics of the stored data, which combines pressure, temperature, location, and other data for a more complete understanding. Alert parameters can be set to a eet’s speci cations and sometimes warn of problems, such as brake issues. TireView LIVE simpli es pre- and post-trip inspections, ensuring equipment is ready to hit the road with fewer potential tire-related inspections. TireView LIVE is now available within the Geotab User Interface as an easy plug-n-play installation. TireView LIVE is a eet-wide solution for tire management.

Michelin North America

Goodyear Tire & Rubber

Earlier this year, Goodyear Tire & Rubber introduced the Goodyear RangeMax RSA ULT and the RangeMax RTD ULT. These “Electric Drive Ready” all-position tires balance traction, range, and mileage for regional work vehicles. Both are available in several tire sizes with 19.5-inch wheel diameters. The RangeMax RSA ULT boasts low rolling

The Michelin Agilis HD Grip D tire, the latest in the Agilis family line, is engineered to provide reliable traction and handling in various weather conditions, including rain and snow, ensuring year-round driving con dence. The

Photo: Michelin

Photo: Continental Tire

Agilis HD Grip D tire, which replaces the XDS2 for commercial and medium-duty vehicles, is a competitive traction-oriented drive tire for all seasons, and it meets the requirements to be marked 3 Peak Mountain Snowflake for severe snow traction. According to the company, the tire provides up to 35% better snow traction performance than that of leading competitors. The Agilis HD Grip D tire launched in the U.S. and Mexico in June and in Canada in July.

Ralson Tire North America

The RAC55 all-position TBR tire from Ralson Tire North America is built for construction and waste haul applications. An enhanced chip/cut compound provides improved durability. In addition, the open shoulder design, stone ejectors, and integrated blocks offer maximum performance for on/ off-highway use. It comes in three sizes: 315/80R22.5, 11R22.5, and 11R24.5.

The RAC55 is backed with a seven-year/ three-retread warranty.

Toyo Tire USA

The Toyo M156 is an urban and regional SmartWay-pending tire with a four-rib tread design and a patented sidewall design that the company said delivers long, even wear and enhanced fuel efficiency. Specialized cap, base, and sidewall compounds combined with Toyo’s e-balance technology provide key advancements to maximize removal miles, fuel efficiency, retreadability, and casing durability for a high return on investment while providing enhanced performance and safety, according to the company.

Yokohama Tire

Yokohama Tire’s 907W extreme traction drive tire is designed for fleets and operators looking to keep trucks rolling in snow and icy conditions. It carries the 3 Peak Mountain Snowflake symbol and

comes in three sizes: 295/75R22.5, 11R22.5, and 11R24.5. The 27/32-inch tread depth offers long tread life, providing longer-lasting snow performance and longer original tread life. According to the company, its new compound resists scrubbing, cutting, and chipping for durable service, and the combination blocks combat heel/toe wear to enhance traction. The traction comes from the power ribs with 3D sipes, which provide firm ground contact and improved ice and snow performance. The four zig-zag grooves allow for efficient water evacuation while providing radial and lateral traction in extreme weather conditions. The 907W has a seven-year unlimited retread casing warranty. FO

Photo: Yokohama Tire

by Kevin Rohlwing

On tire tariffs, tiers, and Thailand

Feds tread lightly on how imported truck tires are reshaping U.S. market

TRUCK TIRES ARE A global business. When imported merchandise such as tires appear to be subsidized by a foreign government and sold at less than fair value, the U.S. International Trade Commission can step in. The federal agency investigates imported products claimed to injure a domestic industry and determines if a duty or tariff should be imposed. Since 2019, truck tires imported from China have been subject to a tariff after an ITC investigation revealed they were sold below cost.

There’s an obvious disconnect between the ITC and the Department of Commerce on how tires imported from Thailand are impacting the U.S. truck tire market and fleets’ bottom lines.

In October 2023, a similar claim was made against truck tires manufactured in Thailand, and the ITC opened an investigation. Its preliminary determination was released late last year.

The ITC studied the domestic and imported truck tire markets from

January 2020 through June 2023. It found that through 2022, Thai imports increased 8.8%, reaching 28.3% of the U.S. truck tire market share.

During that same period, domestic share fell from 46.4% in 2020 to 33.9% in 2022. In 2020, Vietnam, Japan, China, Canada, and South Korea were the largest sources of imported truck tires outside Thailand. Their collective market share increased from 34.1% in 2020 to 34.7% in 2021 and 37.9% in 2022.

The ITC determined that imported Thai truck tires “had a significant impact on the domestic industry.” The report also revealed that while U.S. tire consumption increased 47% between 2020 and 2022, low-priced tires from Thailand “prevented the domestic industry from fully capitalizing on the increase as they captured market share.” The preliminary ITC determination concluded there was a “reasonable indication that an industry in the U.S. was materially injured” by Thai tire imports.

In May, the Department of Commerce announced its preliminary determination regarding Thai truck tires. Surprisingly, the lone Thailand manufacturer that participated in the ITC preliminary determination was named exempt from any dumping rates. At the same time, Bridgestone Corp. and all other companies manufacturing truck tires in Thailand were given a 2.35% tariff.

Considering the original petition from the United Steelworkers Union alleged dumping margins as high as 47.8%, a 2.35% duty is a head-scratcher. The continued loss of domestic market share indicates that the U.S. industry is harmed, while the continued increase in truck tire imports from Thailand appears to support that position. Commerce is scheduled to issue a final determination by July 29, with the ITC final

determination scheduled for Sept. 12.

One argument against tariffs on truck tires is that domestic manufacturing generally focuses on Tier 1 and Tier 2 tire suppliers. These name-brand tires are made for OEMs and larger fleets. It’s been claimed that tires imported from Thailand and other offshore entities do not compete with those markets. Tier 3 and Tier 4 tires are generally targeted at owner-operators and small independent fleets, where price is a primary factor.

Another point in the recent ITC determination working against tariffs is the domestic industry’s financial performance improved since 2020. Gross profit, operating income, and net income all increased through 2022. Domestic hourly wages and total hours worked were higher in 2022 than in 2020, but productivity was lower. It’s not the type of data that reflects injury to an industry, which may help explain the surprising Commerce Department decision.

Tier 1 and Tier 2 customers will continue to focus on the total ownership cost as they strive for the lowest cost per mile. The long-wearing tread compounds and high-quality casings create the best value for fleets because they are the foundation for a quality retread program. On the other hand, the price buyers of Tier 3 and Tier 4 tires are not concerned with original mileage or casing life. They are just trying to operate with tires with legal tread depth for the lowest possible price.

In any case, there is an apparent disconnect between the ITC and Commerce regarding tire imports from Thailand on the U.S. truck tire market. FO

Kevin Rohlwing | krohlwing@tireindustry.org

Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 220,000 technicians.

Photo: Chimperil59 | 820893184 Getty Images

TRAILERS:

Driving fleets into the future

Trailer telematics technology is powering e cient fleet management. As suppliers continue to optimize equipment and data, the future is looking more productive, safer, and secure by Seth Skydel

Fleets are nding more opportunities to increase productivity and ef ciency as trailer technology evolves.

“Smart trailers offer ... advantages and bene ts that include but are not limited to enhanced visibility, improved safety, regulatory compliance, cost savings, data-driven decision making, and customer satisfaction,” CJ Biank, global market manager at Grote Industries, said.

Connected trailers improve eet performance by helping manage assets, noted Mark Johnson, EVP and chief marketing of cer of Clarience Technologies. “Fleets can optimize routes, monitor cargo conditions and the integrity of sensitive shipments in real time, ensure regulatory compliance, have in-depth insights into trailer health, and manage maintenance schedules,” he said. “Advanced trailer telematics solutions, combined with analytical capabilities,

enable eets to reduce downtime, save fuel, and enhance safety. Overall, connected trailers save money.”

According to Bryan Dempsey, VP of engineering at Peterson Manufacturing, providing eets with real-time equipment status is invaluable. “Trailers can now be safer both for the driver and other travelers while also giving eets and customers better visibility into the status of their loads.”

“The preventive aspect of a connected trailer for its power to prevent an accident or unnecessary delays in delivery cannot be emphasized enough,” Dempsey added. “With better information comes the ability to make better decisions.”

For Dan Forthoffer, corporate director of R&D at Phillips Industries, the value of connected trailers is driven by information. “Data from those solutions allows eet managers to predict usage and size their eet accordingly. It lets

dispatchers determine where the trailer is, whether it’s loaded or unloaded, and whether or not it is roadworthy,” he said. “Sophisticated systems will pipe the data directly in the company’s transportation management system for real-time analysis and reporting to prevent costly mistakes such as missed pickups and incorrect deliveries.”

“Depending on the equipment installed, the amount of data collected, and the attention it is given, a connected trailer can conservatively yield a 20% increase in productivity,” Forthoffer continued. “In other words, a eet of 80 connected trailers can easily be expected to do the same work as 100 of their non-connected counterparts.”

Today’s and tomorrow’s solutions

At Stoughton Trailers, dry van models are now compatible with the Auto Connect system of Electrans Technologies

Photo:

Ltd. “With this system, the driver stays safely in the cab,” Ron Jake, director of marketing, explained. “With a push of a button, Auto Connect automatically couples the tractor and trailer’s air, seven-way electrical, and CAN bus or other communication lines. In seven seconds, all lines are securely connected and fully operational with signals flowing freely in both directions.”

An upgraded, optional coupler on Stoughton dry van trailers is designed to accommodate the new Auto Connect system. A slot on the front bolster houses and protects the Auto Connect receiver. The Electrans receiver can be installed, connected, and ready for use in as little as an hour on new trailers. In addition, Stoughton made the technology backward compatible with dry van trailers, allowing it to be used on tractors and trailers with legacy connections.

Jake noted that Stoughton sees continued growth in future fleet adoption of

trailer connectivity systems. “Trucking companies that are looking to optimize the use of their assets and those that are on a path toward autonomous operations will take advantage of these solutions,” he said.

Forthoffer said Phillips Industries has focused on two major areas of improvement in terms of trailer connectivity. A new wireless backup camera, known as REAR-VU, is included. It allows drivers to download a mobile app and, from inside their cabs, view streaming video from the rear of any trailer that is equipped with this camera.

“We’re also now in the process of releasing our new T/T Pair QCS socket,” Forthoffer said. “The device is an instantaneous solution for determining tractor-trailer pairing. It is installed the same way as a regular J560 QCS; when a trailer is connected, it transmits the pairing instantly to any device via BLE, so there is no way to confuse the pairing.”

FIT FOR ANY FLEET

Mobile video to enhance rear vision for safer drivers and trucks delivering optimal fleet performance.

Forthoffer said Phillips will soon launch a new EC47 connector to replace the existing J560. The EC47 offers four 10GBASE-T1 capable Ethernet networks, two additional CAN interfaces, four more auxiliary circuits, and a backward-compatible J560 interface so fleets can order new trucks and trailers with it and still connect with the older equipment running J560.

“The holy grail of trailer connectivity is to get all the information available on a trailer to the tractor in real time so the driver can instantly react to anything that goes awry,” Forthoffer stated. “Although we don’t necessarily see this as a replacement for traditional trailer telematics, we do see it as a huge step forward in safety, security, and driver comfort.”

The 4SEE by Grote offers tractor-trailer connectivity with vital trailer data, reported CJ Biank. “Since it can connect to a fleet’s choice of sensor

providers, there is no need to retrofit trailers to one set solution,” he explained.

“Additionally, in partnership with Stoneridge we’ve incorporated their rearview camera into our smart trailer product suite,” Biank said. “The new product uses the standard J560 7-way connection to deliver video from the back of the trailer to a display in the cab with virtually no latency.”

“As trailer technology advancements continue to be made in the form of advanced telematics and diagnostic systems, there will be a requirement to support higher data transmission rates,” Biank continued. “Updating the standard J560 to accommodate this would help to ensure a more efficient data flow between the tractor and the trailer.”

The PetersonPULSE smart trailer system is the company’s latest connected-trailer technology. “It offers individual light out detection,” Bryan Dempsey explained. “The system

monitors current draw for each individual lamp so drivers will know not just that a light is out, but specifically which light it is. The solution is completely customizable based on the specific needs of each fleet.”

“We anticipate that the future of connected trailers will be intertwined with that of the advancement of autonomous vehicles,” Dempsey said. “Trailers equipped with sensors and communication technology will become increasingly integrated into autonomous vehicle systems. This will enable them to communicate with other vehicles, infrastructure, and centralized control systems.”

At Clarience Technologies, the Road Ready trailer telematics solution provides fleets with in-depth insights into trailer health, Johnson said. “Powered by our Fus1on platform, it integrates data from over a dozen LogIQ smart trailer partners,” he explained. “This comprehensive approach allows fleets

to monitor everything from brakes, tires, and wheel ends to the trailer’s refrigeration unit.”

Going forward, Johnson noted, software innovations will genuinely revolutionize the trailer connectivity landscape. “A genuine Internet of Things platform has the remarkable ability to gather data from an almost endless array of sources, whether it’s through an API or any other format; link up crucial data points; and create a network of insights that can transform how fleets operate,” he said. “And by marrying connectivity with AI capabilities, fleets will be able to get recommendations based on their own performance.”

FleetPulse recently launched the next generation of its visibility product FleetPulseGO–Track, according to CEO Carl-Christoph Reckers. “The system is now easier to install and use, more durable, and has a longer battery life,” he said. “Further, we added

more sensor capabilities to our FleetPulsePRO offering, and our FleetPulse cloud-based platform has new diagnostics capabilities and new insights dashboards that help inform day-today decisions. We’ve also frequently updated our hardware over the air, and we release improvements to our software every two weeks.”

“We’re very excited about the role AI can play in interpreting trailer telematics data,” Reckers continued. “For example, AI could prioritize trailers for maintenance, order any required parts, and add VINs to a technician’s schedule. For cargo security, we envision AI processing claims automatically, based on video footage and sensor data.” FO

Keys to connectivity

Carl-Christoph Reckers, CEO of FleetPulse, pointed out that connected trailers can allow all types of fleets, including for-hire, private and leasing operations, to improve their business in three key areas:

• Productivity by knowing where trailers are located, how long they have been idle, when they become loaded/unloaded, the size and weight of the cargo.

• Safety by proactively informing preventive maintenance intervals and addressing issues.

• Security by monitoring loads with video feeds or sensors and receiving alerts about door openings. Reckers also listed ways fleets can realize a return on investment from connected trailers. Depending on their use case, he said, savings can come from improved asset uptime and better use of driver hours of service, fewer and less expensive cargo claims, and lower costs for asset recovery, accident avoidance, and reduced maintenance costs. FO

Photo:

Learn more about how connected trailers can help fleets make better, more profitable decisions online at FleetOwner.com/ConnectedTrailers

by Gary Petty

A great career for women

After finding a trucking job ‘by accident,’ Cassie Wood has built a career

CASSIE WOOD, CTP, born and raised in Boise, Idaho, has lived and worked there her entire life. Her mother taught second grade, and her father ran his own small business as a mechanic of heavyduty equipment.

in 2005 as a temp converting physical driver records to online files,” Wood said.

“Management pulled me aside one day and asked me to stay on as a temp for another six months. Soon I was hired as a log manager and did that for two years before moving on to the logistics department, where I worked brokering freight for five years.”

“Young girls don’t dream of becoming transportation managers ... I love the work and want to encourage women to make transportation a career of choice.”

Wood has almost 20 years of transportation experience, including six years in management. In her current role with PCA/Boise/BCT, she is the regional corrugated and white paper transportation manager. She earned a bachelor’s degree in business administration from Boise State University and an OSHA certification in 2019 and the Certified Transportation Professional designation in 2020. After graduating from high school, Wood went to work for Boise-Cascade and did not start her college studies until 19 years later. “I hired on at Boise

Next, Wood dispatched heavy-haul trucks for two years. Her next stop was Waco, Texas, where she worked as a terminal manager for two years before returning to Boise as a freight pay analyst. She then worked briefly in the safety department.

“I was fortunate to get into transportation by accident and have had wonderful opportunities in so many different roles. In the last four years, I’ve received two promotions. It’s been a great career for me.”

In her current role as transportation manager, Wood oversees transportation of some 34 manufacturing plants and helps facilitate relationships between outside carriers and BCT Inc., a private fleet that is domiciled at several plants. “I leverage the private fleet performance to help negotiate rates with carriers and owner-operators.”

Boise White Paper (formerly Boise-Cascade) is a wholly owned subsidiary of the Packaging Corporation of America, which has more than 90 box plants, 10 mills, and a white paper plant located throughout the country. BCT Inc. is the private fleet of the company with 300 trucks and 360 drivers, 75% of which are company drivers and 25% are owner-operators. BCT Inc. has 14 terminals around the country.

Previously, the company’s private fleet operated as a profit center with 70% owner-operators and 30% employee drivers. “Under Packaging Corporation

of America, we are a cost center, and a majority of drivers are employees,” Wood said. “We feel we are better off with company drivers. We have more control with our own drivers, and turnover is very low. PCA loves our private fleet and feels it is an asset and competitive advantage.”

Over the past 20 years, several management team members of Boise’s private fleet have participated in NPTC. Wood’s involvement with NPTC began in 2020 when she enrolled in PFMI and later passed her CTP exam.

“Going through the CTP program gave me a great understanding about all aspects of running a private fleet,” Wood said. “What an amazing experience. It is a very well-rounded program. The resource study materials and practice tests were very helpful in preparing for the CTP exam. I learned a great deal and met people who have been helpful in my career. I am still in touch with many from my class.”

Since becoming a CTP, Wood has joined the PFMI faculty, Benchmarking Steering Committee, and NPTC Board of Directors. Through her leadership, BCT Inc. is a Five Star member of the council. “I want to get more active in the council and encourage women especially to choose a career in transportation as a first-choice vocation and eventually earn their CTP certification,” Wood said.

“Young girls don’t dream of becoming transportation managers when they grow up,” Wood said. “It’s a career that often begins by chance. I love the work and want to encourage women to make transportation a career of choice.” FO

Gary Petty | gpetty@nptc.org

Gary Petty has more than 30 years of experience as CEO of national trade associations in the trucking industry. He has been the president and CEO of the National Private Truck Council since 2001.

Cassie Wood, CTP Photo: NPTC

Mobile service fuels fleets’ growth

Excellence Peterbilt’s mobile fleet keeps customers on the road

by Seth Skydel

Mobile service was among the top two revenue sources in Fullbay’s latest State of Heavy-Duty Repair report. Regarding services offered, it was second, trailing in-shop repair by just 2%.

None of that surprises Dany Grant, workshop coordinator at Excellence Peterbilt. “Mobile service is definitely growing,” he said. “Time is money and increasingly, many of our customers would prefer on-site service because there’s less downtime than dropping off and picking up vehicles or waiting at a shop. With this service, we can take the shop to them.”

“Customers also need equipment serviced quickly, so it impacts their business or operation as little as possible,” Grant added. “With a fleet of mobile service trucks, we can be everywhere they are and meet their service needs very efficiently. That’s especially the case for large fleets with hundreds of trucks as well as a growing number of smaller operations.”

Based in Sainte-Julie, Quebec, Camions Excellence Peterbilt operates from six locations throughout the province. Its mobile service fleet of more than 10 units includes medium-duty Peterbilt Model 220 cabovers and Class 8 Model 548 trucks. The fleet projects the vehicles to be in service for at least 10 years.

For Grant, the technicians who take to the road every day are the most essential part of the mobile service fleet at Excellence Peterbilt. “We offer full service with our mobile units, so highly trained technicians who can work on their own are essential,” he said.

“Whether it’s routine maintenance, a component replacement, or a more extensive problem like an engine issue, from diagnostics to repair, our technicians can take care of it in as little time as possible,” Grant said.

workshops and carry a large inventory of

The mobile service trucks at Excellence Peterbilt are outfitted with bodies that serve as mobile workshops, a full complement of tools, generators, air compressors, welders, and jacks, and they carry an extensive parts inventory. In addition, the vehicles have onboard communications systems that keep technicians connected to dedicated dispatchers at the dealership’s service facilities.

A significant consideration for Excellence Peterbilt is technician comfort, especially during Quebec’s cold winter months. Grant explained that the dealership’s mobile service truck bodies are fitted with Webasto diesel-fired auxiliary heaters to maintain year-round service. Included are Air Top Evo 40 units in Peterbilt Model 548 trucks and Air Top 2000 STC heaters in the fleet’s Model 220s.

“Along with providing mobile technicians with a comfortable on-site workshop, auxiliary heaters can be left running at night so none of the tools, fluids, or other items in the body freeze,” Grant explained. “There’s also a cost savings with the auxiliary heaters because the alternative would be to idle the engine, which burns more fuel. For example, the Air Top 2000 STC uses as little as one gallon of fuel in 22 hours.”

“And there are aftertreatment and other time issues to consider with idling

engines as well,” he added. “If we had to pay mobile technicians to spend up to an hour waiting for a forced regen to finish, it could cost us thousands of dollars every day in wages and lost revenue.”

Grant also reported that the auxiliary heaters are essentially maintenance-free, and they have been very reliable. “One of our Webasto Air Top Evo 40 heaters has been operating faithfully for eight years,” he related. “That’s six years longer than its warranty, and it has run nearly 20,000 working hours.”

“The mobile technician using that auxiliary heater starts it as soon as it gets cold and never shuts it off until the weather gets warmer,” Grant continued. “When we looked at those numbers, we realized that the auxiliary heater has lasted almost 10 times longer than our original expectation.”

Founded in 1997, Camions Excellence Peterbilt is a family-owned company that employs more than 435 people across its sales, leasing, parts, and service operations. Throughout its history, the dealership has consistently invested in expanding its services.

“Providing mobile service is just one of the ways we are focused on better meeting our customers’ needs,” Grant said. “The growing service truck operation is also how we can help foster growth for our company.” FO

Excellence Peterbilt’s mobile service trucks are outfitted with bodies that serve as mobile

parts. Photo: Excellence Peterbilt

Volume 121, Issue 6

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Rotella’s annual truck beauty contest took center stage at the Texas Motor Speedway from May 30 to June 1. This year’s pageant marks the 42nd year that Shell Rotella has celebrated and recognized the owner-operators that keep the North American economy rolling, and Kaleb Hammet received this year’s top recognition, winning the Best in Show award for his 2019 Peterbilt 389.

The event brought together truckers from the U.S. and Canada to showcase their actively working rigs for a chance to win their piece of more than $25,000 in cash and prizes in a variety of categories. It’s also at this event that Shell Rotella chooses 12 trucks to feature in its annual calendar. Additionally, online voting took place to select a People’s Choice award, which Je Hoker from Dixon, Iowa, took home.

Other first-place winners include:

• Tarik Al-Amin II from Crete, Illinois, in the Tractor/ Trailer Division with his 2023 Kenworth W900L

• Gary Jones from Lawson, Missouri, in the Tractor Division with a 2018 Peterbilt 389

• Alex Schleuger from Britt, Iowa, won the Classic Division with his 2005 Kenworth W900L

• Brandon McInnis from Montalba, Texas, won the Steve Sturgess Best Theme Award with his 1985 Mack Superliner RW613

Mike Ga n, Eric Harley, Jami Jones, and Doug Morris served as judges for the 2024 competition. The judges scored the rigs on exterior appearance, design, detail/ finish, originality, and workmanship. FO

⊲ Best of Show runner-up, a 1984 Kenworth W900B owned by JR Schleuger

Photos: Shell Rotella

▲ Best of Show winner, Kaleb Hammett, receiving award from Shell Rotella’s Julie Wright

⊳ 2024 SuperRigs Best Lights

⊳ Best of Show winner (truck owned by Kaleb Hammett)

⊳ The Shell Starship was on display at the Texas Motor Speedway.

by Jade Brasher

For once, we’re excited to bring you less

When we set out to rethink what a truck could be, we streamlined the design to minimize wind resistance, for up to a staggering 10% increase in fuel efficiency compared to our legacy model. The all-new Volvo VNL. Designed to change everything.