FULL RADIUS DESIGN WITH RIBBED STIFFENERS FOR ADDED STRENGTH
Three different sizes for wheels 19.5" - 24.5".
Enhances the truck's appearance while offering a durable, corrosion-resistant finish.
MATTE BLACK GUARDDOGG® HEADACHE RACK
BUNDLED WITH COMPLETE MOUNTING KIT
Available in four sizes to accommodate 1/2-ton, 3/4-ton and 1-ton trucks. Mount lights and other accessories without drilling holes into your truck.
SaltDogg® Municipal Dump Spreader Series ready for All-Season Use
Truck Tool Boxes available in Steel, Stainless Steel, and Polymer
BLACK STEEL SERVICE BODY LADDER RACKS
FITS BOTH SINGLE AND DUAL REAR WHEEL BODY COMPARTMENTS
Carry large ladders and loads up to 1,000 lbs. Built-in tie points keep cargo under control. Adjustable height range of 21 to 31 inches.
20 Give me clarity, or... Trade policy uncertainty shades trailer outlook, says market analyst
21 Plant Safety Award winners
24 Risks top rewards for 2025: Economist
25 ‘Ask again later’ TTMA’s ‘man on the Hill’ says his trusty Magic 8 Ball isn’t of much use lately
26 Work and play: Photos
28 On the clock: Presentations It’s the fastest four minutes on the convention circuit
Clean transportation adoption trends: Renewable fuels up, ZEVs down Annual report highlights significant economic and regulatory changes impacting transition
Accelera, Isuzu intro e-powertrain for F-series
ZM, Morgan Truck Body partner on upfits
Harbinger’s hybrid work truck boasts 500-mile range
Online
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TRAILER|BODY BUILDERS (USPS Permit 636660, ISSN 0041-0772 print, ISSN 2771-7542 online) Volume 66 Issue 8, is published monthly by Endeavor Business Media, LLC. 201 N Main St 5th Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional mailing offices. POSTMASTER: Send address changes to Trailer/ Body Builders, PO Box 3257, Northbrook, IL 60065-3257.
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RIG labeling reg among DOT rollbacks
Secretary of Transportation Sean P. Duffy recently announced 52 deregulatory actions across the Federal Highway Administration, Federal Motor Carrier Safety Administration, and National Highway Traffic Safety Administration. According to Duffy, the deregulatory package will rescind, withdraw, or amend regulations that do not enhance safety.
“Big government has been a big failure. Under President Trump’s leadership, my department is slashing duplicative and outdated regulations that are unnecessarily burdensome, waste taxpayer dollars, and fail to ensure safety,” said Duffy. “These are common-sense changes that will help us build a more efficient government that better reflects the needs of the American people.”
These deregulatory actions primarily target “redundant” and “decade-old rules” that have “no real-life application.” This includes cutting duplicative provisions at FHWA for construction contracts and axing an “outdated” rule under FMCSA, which requires a paper copy of an ELD’s operator’s manual even when it can be found online. Another FMCSA change would ensure military technicians, who undergo rigorous military driver trainings, are not “burdened” by duplicative civilian commercial driver’s license requirements when operating commercial trucks for military purposes.
regulatory burden on motor carriers without affecting the applicable FMVSS. The proposal would also rescind a guidance document about illegible, incomplete, or missing rear impact guard certification labels. [NOTE: FMCSA in December 2024 issued guidance advising that an illegible, incomplete, or missing certification label will not be considered a violation of FMVSS No. 223. This effectively instructs enforcement officers to focus on the guard’s physical requirements— width, height, and structural integrity—rather than the condition of the label.]
Of the 52 deregulatory actions, 43 are at the Notice Proposed Rulemaking stage, seven are final rules, and two are withdrawals of rulemaking actions. Below are the changes that will affect the trucking industry.
Several trailer-related changes made the list.
Rescinded FMCSA regulations
• Parts and Accessories Necessary for Safe Operation; Certification and Labeling Requirements for Rear Impact Protection Guards: FMCSA proposes to amend the Federal Motor Carrier Safety Regulations to rescind the requirement that the rear impact guard be permanently marked or labeled with a certification from the impact guard manufacturer as required by the National Highway Traffic Safety Administration’s applicable Federal Motor Vehicle Safety Standard. The certification label or marking provides motor carriers purchasing new trailers or new impact guards to replace damaged devices with a means to determine whether the equipment is certified as meeting the FMVSS. However, the labeling or marking requirement has proven problematic for motor carriers when the label or marking becomes illegible or wears off during the trailer’s or guard’s service life. This proposal would eliminate the
• Parts and Accessories Necessary for Safe Operation; Retroreflective Sheeting on Semitrailers and Trailers: FMCSA proposes to rescind the requirements for retroreflective sheeting on semitrailers and trailers manufactured before December 1, 1993, which is the compliance date for the National Highway Traffic Safety Administration’s conspicuity rules applicable to trailer manufacturers. The Federal Highway Administration adopted the retrofitting requirements on March 31, 1999, and require that motor carriers engaged in interstate commerce install retroreflective tape or reflex reflectors on the sides and rear of semitrailers and trailers that were manufactured before December 1, 1993, have an overall width of 2,032 mm (80 inches) or more, and a gross vehicle weight rating of 4,536 kg (10,001 pounds) or more. With the passage of more than 30 years since the NHTSA requirements were implemented, FMCSA believes the vast majority of trailers currently in use on the Nation’s highways were manufactured after 1993, so the retrofitting rule is no longer necessary.
Amended FMCSA regulations
• Parts and Accessories Necessary for Safe Operation; License Plate Lamps: FMCSA proposes to provide an exception from the lamp and reflective device requirements for license plate lamps on the rear of truck tractors while towing a trailer.
Stoughton Trailers
Congress cancels CARB waivers
Congress in May voted to eliminate the EPA waivers for California’s Advanced Clean Trucks and Heavy-Duty Omnibus regulations.
The votes are a major development in the federal government’s work to overturn heavy-duty emissions regulations set by the California Air Resources Board.
Congress used the Congressional Review Act to revoke the waivers that allow states to enforce the ACT and Omnibus regulations. Outside California, 10 other states adopted ACT, CARB’s heavy-duty electric vehicle mandate, and nine states adopted Omnibus, CARB’s latest stringent heavyduty emissions standards.
“Both mandates are untethered from reality and would have been extraordinarily costly to fully implement,” the American Trucking Associations said, celebrating the votes. “Even states that adopted the standards are acknowledging reality by scaling back and delaying implementation.”
The Specialty Equipment Market Association (SEMA) “rejoiced” in the vote, citing a “monumental, years-long effort” to educate voters and lawmakers on the importance of “preserving vehicle choice” in the U.S.
“We thank those in the nation’s community of automotive enthusiasts and the aftermarket businesses who engaged in the advocacy process, many for the first time, to remind lawmakers that this is the United States of America, not the United States of California,”
CARB accepts NTEA request to repeal drayage truck rule
NTEA – The Work Truck Association said on May 15, the courts accepted an agreement in NTEA’s lawsuit, which requires the California Air Resources Board to repeal the High-Priority and Drayage provisions of the Advanced Clean Fleets (ACF) rule.
California agreed that the lawsuit, filed jointly by NTEA and Specialty Equipment Market Association (SEMA) will be held in abeyance with the courts until CARB repeals the regulation as required by the agreement.
CARB’s regulations call for all trucks and buses sold by 2036 to be zero-emission and fleets to be fully zero-emission by 2045.
SEMA President and CEO Mike Spagnola said.
Calstart, an industry organization focused on decarbonizing transportation, blasted the move in a news release, calling the overturned regulations “foundational tools for accelerating clean vehicle innovation.”
“In a massive handout to special interests, the Senate today took a radical action that creates enormous policy uncertainty for the entire transportation industry,” John Boesel, Calstart president and CEO, said. “This move concedes the industries of the future to global competitors, will increase air pollution, accelerate global warming, and result in significant job loss.”
Once President Donald Trump signs the two resolutions, they will nullify CARB’s waivers and prohibit EPA from issuing similar waivers in the future. Once the resolutions pass the president, they will face lawsuits that could take several months to resolve.
This was to be accomplished through the Advanced Clean Trucks (ACT) rule, which requires OEMs to sell zero-emission vehicles, and the ACF, which requires fleets to purchase them on a phased-in schedule.
“This resolution marks a significant win for our members and the entire commercial vehicle industry,” said Steve Carey, NTEA president & CEO. “Ultimately, work trucks must be available, capable, and affordable. Our concern was never about the goal of cleaner vehicles—it was about how to realistically get there.
“NTEA has long advocated for achievable solutions that align with the real-world applications of commercial vehicles, and this outcome helps ensure our members can continue to build and supply the vehicles that are essential for commerce.”
California’s agreement with NTEA and SEMA requires CARB to present a proposal to repeal the High-Priority Fleet and Drayage Fleet Requirements of the ACF regulation in a public hearing by Oct. 31. CARB also agrees not to take any enforcement action under the High-Priority Fleet or Drayage Fleet Requirements during the repeal process.
Once CARB officially repeals the portions of the ACF subject to the lawsuit, NTEA will voluntarily dismiss the complaint, the association noted.
Engineered Transportation International continues to grow under its new Canadian ownership.
After adding LBT to its family of tank trailer brands last month, the Heil Trailer and Polar Tank Trailer parent recently acquired Tankcon FRP, a manufacturer and lessor of fiberglass-reinforced plastic chemical trailers, for $20 million ($27.8 million Canadian dollars). EnTrans, which also includes heavy-haul manufacturer Kalyn Siebert and LPG bobtail manufacturer Jarco, joined TerraVest Industries in a $546 million deal in March.
Tankcon is based in Blainville, a suburb of Montreal, Québec.
“I am delighted that TerraVest has chosen to acquire Tankcon and I look forward to seeing them grow the business to the next level,” Alain Chatillon, Tankcon owner, said in a news release. EnTrans CEO Ryan Rockafellow welcomed Tankcon employees and management, and said he’s looking forward to strengthening the company’s position.
The TerraVest portfolio also includes Mississippi Tank
Company, Advance Engineered Products, Maxfield, Pro-Par, and Signature Truck Systems.
“Tankcon is a leading manufacturer in the FRP tank trailer market, and we see this as a strategic fit as we look to grow our group of tank trailer businesses,” Rockafellow said. “Both EnTrans and Advance Engineered Products will assist the company in growing and we expect to see immediate benefits for all the businesses.”
TerraVest absorbs Simplex
EnTrans’ parent also acquired Simplex, which designs and manufactures electrical test systems (load banks) and fuel supply systems for the standby power generation industry, for $28 million.
Simplex is headquartered in Springfield, Illinois.
“Simplex was founded in 1934 by Michael Debrey,” said Tom Debrey, Simplex owner. “The business has been in our family since that time. Our family is most pleased to find a company like TerraVest to continue the business and grow the legacy of Simplex for many years to come.”
The company is expected to join TerraVest subsidiary Highland Tank, a manufacturer of fuel and chemical storage tanks, LPG vessels, and other custom-built steel storage products.
“I am excited to welcome the Simplex team into the TerraVest family,” said John Jacob, Highland Tank president. “Simplex is a well-recognized manufacturer with a leading reputation for product innovation, and we see this as a strategic fit. Simplex products are highly complementary with both Highland Tank and the broader portfolio of TerraVest businesses, and we expect to see immediate benefits.”
Great Dane Elysburg team builds milestone trailer
Great Dane’s Elysburg, Pennsylvania, manufacturing plant has produced its 25,000th trailer since opening in 2016. The Elysburg team manufactures Great Dane’s Champion dry vans, and this milestone trailer is on its way to Walmart.
“I’m incredibly proud of the hard work, resilience, and dedication this milestone represents,” Jeff Campbell, Elysburg plant manager, said. “I hope that every time our team sees a Great Dane trailer on the road, they feel a sense of pride in being part of a company that plays a significant role in helping people get the products they need for daily living.”
Matthew Russell, operations manager at Great Dane Elysburg, noted the “remarkable accomplishment” for the entire team.
“I’m so thankful for the hard work they put in every day, giving their best and working together to build the best dry van trailers on the road,” Russell said. “We’re proud to celebrate this achievement and we’re looking forward to reaching even greater milestones in the future.”
The achievement also reflects the mission of Great Dane, added Great Dane President and COO Rick Mullininx.
“I’m incredibly proud of our Elysburg team—building their 25,000th trailer is more than just a number, it’s a milestone built on hard work and a deep commitment to our customers,” said Mullininx.
“At 125 years strong, achievements like this not only celebrate our history but also fuel our drive to keep delivering smart, forward-thinking innovations for those who rely on us.”
Heil makes deal to build trailers in S. America
Heil Trailer, a subsidiary of EnTrans International, recently partnered with Argentina-based manufacturer Bertotto Boglione, which will manufacture and market Heil’s aluminum and stainless-steel trailers across Argentina, Brazil, Chile, Paraguay, Peru, and Uruguay through a new franchise agreement.
Their collaboration, which combines Heil’s engineering expertise with Bertotto Boglione’s local manufacturing capabilities, builds upon Heil’s 25-year history in South America.
“This agreement is not just about expanding our footprint; it’s about deepening our commitment to a region where Heil Trailer has been a trusted name for over 25 years,” Jake Radish, EnTrans president and COO, said in a news release. “Bertotto Boglione’s dedication to quality and customer satisfaction aligns perfectly with our own, making them the ideal partner to advance our shared vision in South America.”
Key highlights of the agreement include:
• Strategic expansion: The agreement underscores Heil’s long-standing commitment to the South American market, solidifying its leadership position in the region.
• Exclusive license: Bertotto Boglione will produce Heil’s dry bulk and liquid tank trailers using proprietary designs, CAD models, and advanced manufacturing techniques.
• Enhanced service: Customers will benefit from localized manufacturing and support, and quicker delivery times.
Heil Trailer lands $49M USMC contract
Heil Trailer recently secured a $49 million firm-fixed-price contract with the U.S. Marine Corps to upgrade the suspensions of approximately 200 M870A2-S medium heavy equipment transporters.
The Marine Corps Systems Command award is Heil’s second military contract this year, following the recent $588 million deal with the U.S. Army to build ground-refueling petroleum trailers.
The estimated completion date for the USMC contract is April 2030.
“This award reflects the unwavering
“This partnership is a continuation of Heil Trailer’s trusted legacy in South America,” said Eduardo Borri, Bertotto Boglione president and CEO. “By integrating their renowned engineering expertise with our regional manufacturing capabilities, we are poised to exceed customer expectations and drive innovation across the transportation sector.”
The agreement affirms both companies’ commitment to advancing transportation solutions in South America while continuing a legacy of excellence built over the last quarter-century, the partners concluded.
“We are proud to align with a global leader like Heil Trailer,” added Daniel Brusa, Bertotto Boglione engineering director. “Our shared values of quality and commitment to customers will guide this partnership as we deliver world-class trailers designed to meet the diverse needs of South America.”
dedication we have to supporting the U.S. military,” Jake Radish, president and COO of Heil parent Engineered Transportation International, said in a news release. “We are honored to serve those who serve our country, and our team is focused on executing this contract with flawless precision and pride. ”
The contract calls for Heil to procure, produce, and integrate the M870A2Off-Road suspension upgrade solution onto the Marine Corps’ M870A2-S medium and heavy tactical vehicles with
the capability to haul heavy-equipment payloads up to 37.5 tons on- and off-road in accordance with M870 specifications, Heil reported.
“We are proud to partner with the U.S. Marine Corps medium and heavy tactical program team on this new contract,” said Kevin Tumlin, EnTrans director of defense sales and business development.
The work will take place at EnTrans’ Kalyn Siebert plant in Gatesville, Texas, according to a Department of Defense press release.
“EnTrans welcomes the opportunity to once again support the U.S. Marine Corps on this mission-critical trailer system,” commented Michael Gray, EnTrans VP of defense programs. “This award reflects not only the trust the Marine Corps has placed in our capabilities but also builds on our longstanding history of delivering reliable, mission-critical systems to the USMC.”
Jason McDaniel
| Trailer-Body Builders
COMPLETE YOUR TRAILER BUILD
Registration opens for NATDA Trailer Show
The North American Trailer Dealers opened registration for the 2025 NATDA Trailer Show, taking place August 26–28, at the Music City Center in Nashville, Tennessee.
The NATDA Trailer Show brings together more than 4,000 trailer professionals, including 700+ dealerships and 300+ exhibitors, for three days of education, tech training, new product discovery, and peer-to-peer networking.
“The trailer industry is evolving rapidly, and the NATDA Trailer Show is where dealerships come to stay ahead,” said Andria Gibbon, executive director of NATDA. “This event is about much more than just exhibits—it’s where real business happens, careers are advanced, and growth strategies take shape.”
Event schedule
• Tues., August 26 – Education & Technician Training
• Wed., August 27 – Thurs., August 28 – Expo Hall Open
Show highlights
• 20+ education sessions covering AI, technology in operations, service productivity, staffing, and more.
• Hands-on technician training provided by Dexter, helping service techs boost skills and dealership value while earning credits toward certification.
• One-of-a-kind Tow Talks and Industry Panels led by recognized industry experts.
• A show floor featuring the latest trailer designs, parts, accessories, and dealership technology.
• The Innovation Showcase Awards, spotlighting groundbreaking products and standout manufacturers.
• Prize giveaways and networking opportunities at NATDA Welcome Party and Dexter’s Dealer Reception.
NATDA will partner with Wounded Warrior Project as the official charity of the 2025 NATDA Trailer Show, supporting veterans and their families through a fundraising campaign tied to the return of the Ultimate Prize Package Raffle. All registered dealers will be entered to win, and those who donate to NATDA’s WWP fundraiser will get more chances to win prizes.
“There’s no better place to connect with manufacturers, parts suppliers and solution providers, discover new products, and gain practical insights that lead to dealership succes,” Gibbon said regarding the show.
Trailer dealerships and industry professionals can find more information at NATDATrailerShow.com.
Submissions open for NATDA Trailer Show’s Innovation Showcase
The North American Trailer Dealers Association is now accepting submissions for the Innovation Showcase at the 2025 NATDA Trailer Show taking place August 26–28 at the Music City Center in Nashville, Tennessee.
The Innovation Showcase gives manufacturers and service providers the opportunity to spotlight their latest advancements—whether it’s a new trailer, component, or dealership solution—to thousands of industry professionals attending the largest and most established trailer event of the year.
New this year, the awards within the showcase have been renamed to better reflect the importance and influence of innovation across the industry:
• TRAILblazER Award – Best in Show, Trailer Components & Accessories
• TRAILsettER Award – Best in Show for Dealership `Performance & Programs
• TRAILmakER Trophy – Best in Show for Trailers
All exhibitors are encouraged to participate, with the first entry complimentary.
“We updated the names of these awards to better celebrate the bold, creative, and forward-thinking ideas that keep this industry moving,” said Corey Langley, director of exhibits and partnerships at NATDA. “This Innovation
Showcase isn’t just about recognition—it’s about helping exhibitors drive interest, open doors to new partnerships, and bring truly innovative solutions to the forefront of our industry.”
Entries must feature products or services launched after the close of the 2024 show.
All submissions will be displayed in the Innovation Showcase area and voted on by attendees.
Winners will be announced live during the show and awarded first, second, and third place in each category.
In addition to on-site recognition, all award winners will receive a spot in Winner’s Row at the 2026 NATDA Trailer Tech Expo powered by NATDA in Reno, Nevada, as well as recognition at the event’s awards luncheon.
Kevin Jones | Trailer-Body Builders
Kevin Jones | Trailer-Body Builders
AFTER 75 YEARS, HUTCH SETS THE STANDARD. Great products can’t be rushed. We have 75 years of innovation, R&D, and testing to fuel our products and processes. We prioritze quality and durability, keeping you on the road longer. Why settle for less when Hutch leads the way?
PLOW takes center stage
Commercial vehicle equipment manufacturer and upfitter Douglas Dynamics Inc. recently celebrated its 15th anniversary as a publicly traded company on the New York Stock Exchange.
To mark the milestone, Sarah Lauber, executive vice president and chief financial officer, rang the NYSE Opening Bell May 12, joined on the podium by Mark Van Genderen, president and CEO, Don Sturdivant, chairman of the board of directors, and other company representatives.
“Becoming an NYSE listed company 15 years ago was a transformative moment in our company’s more than 75-year history,” said Lauber. “We are proud to commemorate this important event and the incredible journey we’ve taken since. On behalf of the Board and management team, we want to thank each member of our dedicated team for their invaluable contributions as we continue to focus on optimizing our
operations, expanding our offering, and improving upon our unique and resilient business model.”
The Douglas Dynamics portfolio of products and services is separated into two segments. The Work Truck Attachments segment includes
commercial snow and ice control equipment sold under the Fisher, SnowEx, and Western brands. The Work Truck Solutions segment includes the upfit of market leading attachments and storage solutions under the Henderson brand, and the Dejana brand and its related sub-brands.
Sarah Lauber, Douglas Dynamics EVP and CFO, rings the opening bell on the New York Stock Exchange on May 12, 2025.
Douglas Dynamics Inc.
Leer launches U.S. production of SnugTop truck cap products
The Truck Accessories Group LLC (Leer Group) recently celebrated the relaunch and nationwide expansion of U.S.-based production of its SnugTopbrand products.
The celebration at Leer’s Elkhart facility marks the full return of U.S.-based production for SnugTop, which manufactures a lineup of more than 400 high-quality truck cap products for a growing number of leading automotive brands. The production facility also enables Snugtop products to be available in all 50 states for the first time while improving overall lead times, enhancing product quality, and strengthening customer service.
The production facility currently employs approximately 176 people; Leer has added 37 new team members and anticipates adding over 30 additional jobs during the next 60 days.
“This facility represents a significant investment in our U.S.-based manufacturing and will help us continue delivering world-class SnugTop products to customers around the country,” said Alan Farash, president and COO of Leer Group. “It also enables us to take full advantage of the skilled workforce available here in Indiana, deepen our partnerships with dealers, and elevate the experience we provide to our customers.”
In addition to its skilled workforce, Leer’s new Elkhart truck cap facility benefits from advanced manufacturing infrastructure and proximity to key markets, helping drive improved efficiency, the company release noted.
Tremcar adds Nashville dealer
Tremcar USA recently added a new dealer partner in Elite Trailer Sales & Service, a family-owned and -operated business based in Nashville, Tennessee.
For over 20 years, Elite Trailer has built a reputation for delivering top-tier service to customers across the region, the companies reported. Known for their commitment to quality, Elite offers a full range of services, including preventive maintenance, certified inspections, welding and fabrication, tank repair, custom installations, and full-service tank cleaning.
“At Tremcar, we believe in proximity and agility. Being close to our customers allows us to deliver exceptional after-sales service with speed and efficiency,” Tremcar CEO Daniel Tremblay said in a news release.
Elite Trailer is a one-stop shop with skilled technicians and mechanics capable of handling virtually any service need, the company said. With a parts inventory exceeding 500,000 items, the dealership is fully equipped to minimize downtime and keep customers on the road.
“We believe our partnership with a family-owned company like Tremcar will yield immediate results,” said Peter Thurmond,
Elite Trailer president and owner. “Our customers can’t afford to wait days for answers. Working with a company that shares our values means quick, direct communication—just what our customers expect.”
Cory Sanders is the backbone of the sales department. His family started Elite Trailer in the early 2000s, and he’s been helping the company grow ever since. Sanders and Andrew Mulvey, Tremcar senior regional sales representative, will be available to answer any questions regarding tank trailers and trucks.
With this new partnership, Tremcar’s aluminum fuel tankers will now be represented, serviced, and maintained locally, bringing greater convenience to fleet operators.
Ram Professional offers truck, van deals to NAHB members
Ram Professional has announced a new partnership with the National Association of Homebuilders (NAHB) that provides significant savings for NAHB members on its lineup of trucks and vans, including Ram 1500, Ram Heavy Duty, Ram Chassis Cab, and Ram ProMaster/ProMaster EV.
The partnership is part of Ram’s commitment to the commercial fleet market, the OEM added. NAHB members can now take advantage of a $1,000 cash allowance to be applied toward the retail purchase/lease on most 2024 and 2025 Ram models for day-today business use. A total of 10 coupons can be redeemed per member. One coupon may be used per vehicle.
“Ram is proud to partner with the National Association of Homebuilders to support their members with exclusive savings on our toughest lineup of trucks and vans,” said Tim Kuniskis, Ram brand CEO – Stellantis. “This collaboration reflects our commitment to empowering hardworking professionals and commercial customers with vehicles that excel in performance, versatility, and durability, making their businesses more efficient and successful.”
The North America commercial truck market is expected to reach more than 550,000 vehicles this year, and homebuilders are a significant portion of that volume. This partnership is a commitment to those customers.
Program details
NAHB members can fill out a Ram Code Request form to receive their allotted 10 Ram discount codes for their company. Each code is valid for one vehicle purchase or lease. Once a code is received, members can print out all provided documents and bring them to their local dealer along with a valid ID. This program works with the following program types, as long as the vehicle meets all the requirements:
• DriveAbility (Automobility) program
• National or regional consumer cash allowance/APR programs
• National or regional consumer lease cash programs
• National or regional lease rate programs
• National or regional dealer cash programs
• All target direct mail/certificate programs
• On-the-job commercial vehicle programs
NAHB members and prospective members can visit www.nahb.org to learn more. TBB
Tremcar
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THE FUTURE OF TRAILERS
BROAD HORIZONS
RIO GRANDE, Puerto Rico—While connected trailers are critical in the coming era of autonomous vehicles, the good times have long been automatic—even in an ‘iffy’ market—at the Truck Trailers Manufacturers Association Annual Convention.
But the first featured speaker here at TTMA’s 83rd edition, themed “Broad Horizons,” risked spoiling the tropical dream venue by introducing something of a nightmare.
“Autonomous vendors always like to talk about the tractor. At UPS, we understand that the need for the trailer is just as important,” said Anthony Marshall, UPS vice president of maintenance and engineering, Transportation Fleet. “I always say this in our meetings: Nobody wants to be the first company on national TV with an autonomous tractor and a 53-foot trailer going down the road behind it on fire.”
Marshall’s credentials likewise got everyone’s attention—and likely a great deal of sympathy. He’s responsible for the development of vehicle engineering specifications and maintenance procedures for more than 17,000 tractors, 84,000 trailers, and 23,000 converter dollies. And UPS operates some 18,000 alt-fuel and advanced tech vehicles in the U.S.
So when he went on to detail the critical role trailers will play in the autonomous vehicle revolution, people paid attention: Far from being passive cargo carriers, trailers are emerging as sophisticated technological platforms essential to the future of transportation.
Marshall emphasized that autonomous systems demand a holistic approach, where trailers are not mere attachments but integral components of a smart transportation ecosystem. Key technological innovations are transforming trailers into intelligent assets capable of supporting driverless operations.
Fitting the pieces
These critical trailer technologies, while evolving, are not entirely new or unheard of—they’re just not all essential for manual freight operations. At the heart of the smart trailer are advanced telematics systems that provide realtime data transmission, enabling comprehensive fleet monitoring. These systems track location, monitor trailer health, and generate automatic service requests when potential issues are detected. Wheel temperature sensors, tire pressure management systems, and brake-wear monitoring represent just a
John Carr | TTMA
UPS VP of Maintenance and Engineering Anthony Marshall kicks off the first General Session by explaining the critical role trailer connectivity will play in the development of autonomous freight operations.
Kevin Jones | Trailer-Body
Builders
few of the sophisticated diagnostic capabilities that are being integrated.
Electronic coupling technologies are particularly promising, Marshall explained, with solutions that can connect tractors and trailers in under seven seconds without driver intervention. These systems should be designed to ensure compatibility across diverse fleet configurations and support autonomous operations. This is especially true of yard operations, where autonomous pickups and deliveries have the potential for tremendous improvements in efficiency over all-manual trailer movements.
“We don’t have just one particular vehicle in our fleet, we don’t just have one particular trailer in our fleet—we have 84,000, so it’s kind of hard to know [the combinations],” he said. “Long term, coupling solutions have to have seamless integration.”
Safety remains paramount, of course. Therefore, to avoid making national news for the wrong reasons, autonomous trailer technologies likewise must provide redundant systems that can detect and communicate potential problems to fleets instantly.
And, again, with multiple equipment vendors using multiple technologies and service providers, interoperability will be a critical challenge for large mixed fleets as vehicle autonomy spreads. Retrofitting vehicles adds another level of complexity.
Serious money
Meanwhile, the economic implications for autonomous vehicles are substantial.
Marshall again got the attention of the audience when he outlined the financial impact, driven by the expected wide range of costs and benefits, from autonomous shipping operations.
A 2024 McKinsey Co. case study suggests autonomous truck technologies could generate approximately $600 billion in market value by 2035, with trailers playing a pivotal role in achieving those efficiencies.
Marshall began exploring smart trailer technology with an eye on autonomy in 2017. But now, the range of considerations for AVs is daunting, from
what autonomous freight operations will mean organizationally, operationally, in the shop, and to customers.
And while all the signs point to the potential for that McKinsey-level payoff, getting there is another matter.
On just the driver side of the operational equation, reducing the challenge of driver recruiting and retention is an obvious benefit, as is removing driver hours-of-service restrictions. And a lot of truck hardware and support systems are built around a human driver’s needs—and that can be removed. On the other hand: Human drivers do a lot of vastly different things on every pickup and delivery, and autonomous systems will have to replace those eyes, ears, and experience.
Back to the burning trailer on the highway, for example: A driver with a fire extinguisher has to be replaced with a fire suppression system that can both recognize the problem and extinguish it.
“The ability for technology to be able fill in those gaps is very integral for us,” Marshall said.
UPS’s approach demonstrates that trailer design is evolving from a purely mechanical consideration to a sophisticated technological platform. Sensors, communication systems, and intelligent monitoring are transforming trailers into active participants in transportation logistics.
Marshall’s challenge to trailer manufacturers was clear: continue innovating, remain actively engaged in technological discussions, and recognize that your engineering expertise is crucial to developing safe, efficient autonomous transportation systems.
“As commercialization happens, be mindful of all launches,” he advised the TTMA audience in closing. “When launches happen, there’s a lot of different eyes [on the new system]. Most importantly, from a trailer standpoint, understand the importance of the trailer’s role, and how it supports autonomous vehicles going forward.”
Marshall explains why interoperability will be a critical challenge for large mixed fleets, even if they’re not as big as UPS, as vehicle autonomy spreads.
Gathering for the opening reception at this year’s TTMA convention are, from left, Tom and Becky Smego and Parry and Jim Sharkey, all of PSI; and Tracey and Jeff Thompson, of Timpte. This year’s event was held April 23-26 at the Wyndham Grand Río Mar in Rio Grande, Puerto Rico.
The U.S. commercial vehicle trailer market is facing a period of significant uncertainty, prompting FTR Chairman Eric Starks to lower the forecast for 2025 production, as he explained during his customary market outlook slot in the opening General Session at the TTMA annual convention.
“We’re at a critical point in time and [the Trump administration is] going to have to make some decisions—but there has to be some clarity,” Starks said. “I could care less what the policies are from that standpoint. The reality of it is clarity so that we in this group—any business person—can make some decisions.”
Indeed, the presentation came shortly after the administration announced a 90-day pause on the early tariff plan, which Starks characterized as “one of the worst things that could have happened”—again, because it hampers business leaders’ ability to plan.
“Everybody’s going, ‘great, now I’ve got another 90 days to not make a decision,’” Starks said.
By the numbers
The bottom line: FTR pulled down its forecast for 2025 by roughly 20,000 units from the previous month’s estimate. The new forecast projects U.S. trailer production to be 203,000 units in
2025, easing slightly higher to 240,000 units in 2026.
The 203,000 unit forecast for 2025 is essentially replacement demand, the outcome of a flat freight environment during which fleets tend to only replace existing equipment rather than purchase additional units.
While monthly trailer order numbers have been “okay” and close to the 22,000 mark, the 12-month moving average for U.S. trailer net orders has gone flat at a very low level. Although there’s been a slight turn upward, Starks “worries” that these numbers could fall off again.
“The likelihood that it goes up is very hard to see at the moment—and for me that is really, really concerning,” Starks told attendees.
U.S. trailer production has seen some increase and stability and “the nice thing” is inventories have started to correct from “completely horrible” levels last year.
However, U.S. trailer backlogs remain significantly lower, failing to see the usual large kick-up during the typical order season. This lack of robust backlogs suggests the market hasn’t yet turned a corner.
Looking at the production by trailer type, FTR forecasts:
• Dry van production in 2025 is 112,000 units, which is slightly
U.S. Trailer Production by Trailer Type
Delivering the trailer market forecast at this year’s TTMA convention, FTR Chairman Eric Starks emphasized the need for trade policy certainty, regardless of politics, to make longterm planning decisions.
below the “scrappage rate” of roughly 120,000 units. The economically derived demand number for dry vans is even lower, closer to 103,000 units. The forecast shows this number moving back up into the 140,000 range.
• Refrigerated trailer numbers are generally “still good,” projected to be in the 35,000- to 40,000-unit range. However, the segment faces uncertainties stemming from factors like fresh produce imports from Mexico.
• Flatbed trailers are forecast to be right at their replacement rate, around the 20,000-unit mark. While some demand fundamentals for flatbeds recently solidified, data points have started to ease back again, leading to a lack of strong optimism for this segment moving upward.
The t-word
A major factor contributing to the uncertainty is the impact of tariffs.
The calculated impact on the trailer market is significant, estimated to be in the 13% to 20% range, which is higher than initially expected.
The “pain” won’t be immediate. FTR anticipates the tariff impacts to hit in Q3, Q4, or potentially late Q2.
“We thought you’d be a little bit more insulated, and that’s not the case,” he said. “As an industry, part of that decision-making is how much do I absorb, how much do I pass along? And then, does it create demand destruction?”
John Carr | TTMA
Regarding the potential for reshoring in the U.S. and the long-term impact, Starks suggested a successful return could “exponentially” increase domestic freight moves compared to imports (four to ten moves vs. three or four).
“The million-dollar question for me is more about what’s the likelihood that we actually get re-shored,” Starks said.
Challenges include the “set-up costs,” or upfront investment for industries that don’t already have an established manufacturing footprint, as well as a labor market that is already “on the edge”—and that opens up questions on immigration and wage inflation which could go “through the roof.”
Broader economic factors and government policy are also creating headwinds. The current inflationary pressure is viewed as supply-driven rather than demand-driven, which is problematic
because it’s not tied to economic growth derived from demand. This leads to concern about stagflation.
Adding to the complexity, the value of the U.S. dollar has been decreasing, contrary to the theoretical expectation that it would rise to adjust for tariff rates, Starks continued.
And while a lower dollar can help exports, it increases the cost of imports, creating more short-term inflationary pressure.
“When we think about long-term versus short-term, the administration has basically put a very short-term horizon on stuff that the industry cannot deal with. Period. It’s just not possible,” Starks said. “If [the administration] wants to talk about longer-term reshoring, then a longer-term solution that actually makes sense needs to be put in place. And they are not willing to do that.”
Touching on federal budget cuts, “before I get yanked off the stage,” Starks characterized forced austerity as historically ineffective unless a country is facing default—which the U.S. is not. This approach risks slowing economic growth and constraining revenue.
Starks concluded by noting that this level of uncertainty has created an environment that feels “more and more like we’re in that second half of ‘08.”
“The risks have gone from very narrow at the beginning of this year to very, very wide in a three-month period,” Starks said. “And I don’t care where anybody is on the political spectrum: The whole thing is about that risk, and what are we going to do and make decisions.
“We’re all trying to understand it and come up with some clarity. So it’s really important to continue to have to have these discussions.”
Plant Safety Award winners
For more than 50 years, TTMA has recognized the importance of workplace safety with its annual Plant Safety Award. The hard-won and well-deserved honors are especially noteworthy as trailer manufacturers continue to deal with supply-chain disruptions and workforce shortages—to say nothing of the day-in and day-out challenge of running a safe facility in an uncertain market.
More specifically, award determinations are based on direct comparison of injury data from the Occupational Safety and Health Administration’s (OSHA) Annual Summary Form 300A, the same data used by the National Safety Council and the Bureau of Labor Statistics.
TTMA introduced its plant safety contest in 1971. TrailerBody Builders joins TTMA in congratulating the winners for the achievement.
Great Dane; Karen Czor, EnTrans International; Randy Williams, Stephens Pneumatics; Bob Wahlin, Stoughton Trailers; Donald Winston, Wabash; and Keith Belevender, SAF Holland.
Flanking the Plant Safety Award winners for performance in 2024 are TTMA Chairmen Sean Kenney (left) and Alan Briley (right). Representing the winning companies are (from left to right): Rick Mullininx,
John Carr | TTMA
Risks top rewards for 2025: Economist
By Kevin Jones
Providing some macroeconomic context to the trailer market forecast, Sage Policy Group Chairman & CEO Anirban Basu framed his presentation in terms of Denzel Washington movie titles. The format got a lot of laughs; his picture of the economy, however, was not so amusing.
“To predict the economy’s trajectory, you need to read the mind of Donald John Trump. He has this economy in his hand,” Basu said. “He determines where it’s going to head. The president makes all the decisions. The trajectory in 2025 will be determined by what the president does on tariffs.”
The good news is that Trump likely will change course over the course of the year, “perhaps several times,” Basu added.
“My very strong belief is, if the president sees a lot of deterioration in the economy, he will step in and say, ‘Okay, we tried, but we’re going to do something different,’” he continued. “And when that happens and the Trump administration declares victory in this episode, that can allow the economy to regain its previous trajectory.”
Inflation remains elevated since early 2021, with core measures like the CPI and PCE Deflator at 2.8% year-over-year. Prices for essentials like food, energy, transportation services, and shelter have surged substantially over the past five years. Wage pressure correlates with price increases.
Tariffs, including recent 25% duties on steel and aluminum, are expected to fuel further inflation.
“My very strong belief is, if the president sees a lot of deterioration in the economy, he will step in and say, ‘Okay, we tried, but we’re going to do something different.’”
Performance metrics
Despite high interest rates, the U.S. economy has performed better than anticipated recently, with GDP growing at 2.8% in 2024. The labor market remains a point of strength, adding jobs consistently since late 2020, with over 7.6 million unfilled job openings nationally in February.
However, this positive picture is increasingly shadowed by significant risks, Basu cautioned.
Policies like extending tax cuts and eliminating other taxes could also be inflationary. This persistent price pressure challenges small businesses and consumers.
“Many small business operators will tell you their number one challenge right now is inflation,” Basu said. “Given all the economic uncertainty, it’s not clear if they’ll be able to raise their prices enough to fully countervail those rising costs and therefore to defend their margins.”
The American consumer, a key driver of the economy, has been on a spending tear, contributing significantly to recent growth, particularly in services like travel and entertainment. However, consumers largely depleted pandemic-era excess savings by late 2023. Now facing rising prices, many are turning to credit cards, leading to spiking debt and delinquency rates. Household stress is building, and consumer confidence has fallen massively, Basu explained.
High interest rates, which have been elevated since March 2022, are starting to take a toll. This is particularly visible in commercial real estate, where high vacancy rates and inability to refinance loans at lower rates are causing collateral values to fall and foreclosures to spike, potentially stressing regional banks.
The housing market faces challenges from high mortgage rates (around 6.83% for a 30-year fixed rate as of recent data) impacting affordability for younger generations and hindering existing home sales as owners are reluctant to give up low rates, he noted. While single-family home building is somewhat resilient, multi-family construction is losing momentum due to financing difficulties and falling rents in some markets.
Leading indicators, including falling consumer and small business confidence, rising layoff announcements, and a likely slowdown in hiring, suggest the economy is set to slow.
While a significant recession is not universally predicted by forecasters for 2025, slower growth (forecasts around 1%-1.3%) is most likely.
“Recession is a significant decline in economic activity,” Basu concluded. “This is a slowing of growth and that’s what many economists think and we’ll see.”
Economist Anirban Basu tells attendees at this year’s TTMA convention that slow growth, rather than a full-blown recession, is more likely through 2025.
John Carr | TTMA
‘Ask again later’
TTMA’s ‘man on the Hill’ says his trusty Magic 8 Ball isn’t of much use lately
By Kevin Jones
Washington has become the capital of constant change, making for lively times for those involved in government relations, explained Mike Joyce, a policy strategist specializing in transportation and infrastructure, and TTMA’s lead lobbyist on Capitol Hill. And this ever-shifting landscape makes participation in policy making on industry issues critical.
“I used to keep a Magic 8 Ball on my desk, and if I could hand out Magic 8 Balls to you today, unfortunately every time you look it would probably say, ‘ask again later,’” Joyce said, opening his DC update at the annual convention. “The country is very, very divided, and [there’s] a lot of folks on one side or the other feeling great about what’s happening or not feeling so excited. But what we all can agree on is that all of this is happening.
“It’s probably been the most active three, four months, five months in Washington for all of us that manage and deal with government affairs. It is a constant fire hose each day, each hour, each minute, each second.”
Adding fuel to the division, the Trump administration has delivered an “avalanche of executive orders.”
“The Trump administration 2.0 knew what they wanted to try to accomplish in that first 100 days, and they knew that the clock is ticking because, historically speaking, the White House loses seats in a midterm,” Joyce said. “That’s why they’ve been so aggressive.”
Numbers game
Indeed, Joyce’s analysis highlighted the narrow control in the House of Representatives held by Republicans (220 Republicans to 213 Democrats, with two vacancies), meaning Speaker Mike Johnson must manage a very tight margin to pass legislation: A defection of three Republicans kills any bill’s chances. The Senate currently has a slightly stronger Republican majority (53 Republicans, 47 Democrats, including two independents), but that’s still short of the 60 votes needed to move bills in the Senate.
Redistricting and gerrymandering have contributed to highly partisan districts, reducing the number of competitive seats in the House, Joyce explained. Looking ahead to the 2026 midterm elections, approximately 22 House seats are considered “toss-up districts” that will likely determine control. In the Senate, four specific seats are key. Joyce suggested Republicans are likely to retain control of the Senate in 2026.
Two “big enchiladas” dominate the current legislative focus. The first is the expiration of the 2017 Tax Cuts and Jobs Act (TCJA), including key business tax provisions like R&D expensing (Section 174), bonus depreciation (Section 168(k)), and rules around interest deductibility.
The second major focus is the reauthorization of the infrastructure bill, currently the Infrastructure Investment and Jobs Act (IIJA) or Bipartisan Infrastructure Law, which expires in September 2026.
FET repeal
A significant challenge tied to this is the Federal Highway Trust Fund, which faces a substantial shortfall between outlays and revenue.
Revenues from fuel taxes—the gas tax has been unchanged since 1993—and other trucking taxes have not kept pace with spending and inflation. But Congress currently has “zero appetite” to raise fuel taxes, much less doubling the tax to close the gap, Joyce noted.
Additionally, of special importance to the trailer industry, efforts to repeal the 12% federal excise tax (FET) on tractors and trailers (HR 2424) face the major hurdle of finding a replacement revenue source, which came in at about $7 billion in 2023. Proposed alternatives like annual registration fees or vehicle miles traveled (VMT) taxes have been discussed, but VMT has faced resistance from the trucking industry.
Joyce closed by emphasizing the importance of trade association advocacy. He highlighted TTMA’s efforts, including their Washington D.C. fly-ins, to engage with members of Congress.
“You really tell great stories about manufacturing, about American competitiveness, about keeping our companies competitive in the global environment,” Joyce concluded. “So we definitely encourage you to reach out to your members of Congress, engage with them, and invite them to your facilities to learn what you all do.”
Policy strategist Mike Joyce encourages trailer manufacturers to engage with elected officials: ‘You really tell great stories about manufacturing, about American competitiveness.’
John Carr | TTMA
The TTMA Annual Convention always includes plenty of outdoor activities between general sessions and committee meetings: golf, pickleball, and poolside lounging, along with area tours.
The Engineering Committee, above, spent much of their meeting at the convention discussing flashing brake lamps for trailers, which remain an issue as federal regulators can’t get on the same page: FMCSA allows carriers to use the lamps in some instances, but NHTSA will not allow trailer manufacturers to install the devices, which have demonstrated a safety benefit. The committee voted to sit tight.
TTMA board members are, from left, Bob Wahlin, Stoughton Trailers; Jay Kulyk, Rogers Brothers; Gene Astolfi, Trail King; Jake Radish, EnTrans International; Andy Tanner, Talbert Mfg.; Jeff Bennett, Utility Trailer Mfg.; Jeff Thompson, Timpte; Pratap Lingam, Kwik Equipment; and Gary Gaussion, Silver Eagle Mfg.
On the clock
It’s the fastest four minutes on the convention circuit
In an ongoing annual tradition, TTMA associate members provided updates on their companies’ trailer-related products and services. Allotted four minutes each, the presentations opened each morning’s general session. In order of appearance, as introduced by Associates Chairman Justin Cravens, president of Ridewell Corp.:
Doleco USA
Tom Haughs, VP of sales, introduced a video in which he highlighed the company’s patent-pending foot assembly for the ProDeck double deck system, featuring engineered plastic wear pads to prevent the wear and tear common to footings on the market today. Zero maintenance is needed for the self-lubricating wear pads. Haughs also explained the advantages of Doleco’s clip-on wide-top beam, a modular, customizable system that carries the load independently of the top beams. Finally, Haughs highlighted Doleco’s webbing strap printing offering, allowing customer creativity to “run wild.”
Visit doleco-usa.com
Tramec
Mark Steinel, VP of sales, announced a partnership with Armory Technologies to “bring innovation to the next level” with Compositrak, a roll-door product enhanced by Armory’s “origami” composite panels, that is up to 50% lighter than conventional roll-up doors. This advanced material not only reduces overall vehicle weight, but also offers superior durability without compromising performance.
Visit hd.tramec.com
Tectran
Pat Davenport, trailer OEM national sales director, introduced a video highlighting the manufacturer’s range of air, hydraulic, and electrical components for the transportation industry. The
presentation emphasized Tectran’s recent investment in a new facility in Mexico to serve the trailer industry. Citing products designed for ease of installation at the OEM level, the video pointed to Tectran’s dual live swivel air brake hose with all-brass construction. Tectran’s skylight product, likewise, installs cleanly, without adhesives or silicone, maintaining a sleek, secure finish. Tectran also introduced its nextgen tractor-trailer connector.
Visit tectran.com .
Hodell-Natco Industries
Company President Kevin Reidl presented a video in which he touted the fastener supplier’s commitment to its customers’ success. The company, founded by his father in the 1980s, has grown into one of America’s most trusted fastener suppliers. That growth comes from two key principles: putting customers first and building strong long-term partnerships, Reidl explained. Hodell-Natco’s five distribution centers across the U.S. ensure fast, reliable delivery; and the company carries one of the industry’s largest inventories of industrial fasteners and C Class items. HodellNatco considers itself a strategic partner in smarter inventory management. Visit www.hodell-natco.com .
HDNABI
Dave McInnis, SVP of sales, introduced a video highlighting the smart trailer technology behind the supplier’s trailer
axle system. HDNABI technology transforms a trailer into a smart trailer with the simple addition of parts, such as continuous wear sensors. The CWS measures the amount of wear on brake pads, providing automatic alerts when they need to be replaced without in-person inspection. Similarly, fire monitoring sensors (FMS) proactively detect the overheating of the brake pads. And Smart Chamber detects abnormalities in pressure caused by the parking brake. Combined, these sensors proactively prevent accidents through a cloud-connected control system.
Visit hdnabi.com .
ZF
Jason Paauwe, VP key accounts and head of North America trailer sales, quipped that ZF is the “biggest company you’ve probably never heard of.” And while 70% of the ZF footprint is in the passenger car space, familiar brands such as Lemförder Sachs, TRW, and Wabco also supply the global CV industry. For trailers, ZF products include everything from e-axles to foundation brake products to aero products to ABS. Paauwe presented a video highlighting ZF people, technology, and products.
Visit www.zf.com
Maxon Lift
Mark Gordon, director of OEM sales and support, presented a video outlining the Maxon’s core competencies: design, quality, and performance. Started in 1957 as a family-owned and operated business after the founder invented the Tuk-A-Way liftgate, today Maxon has grown into a world-class manufacturer of high-tech lift gates. Maxon’s approach to product quality is simple: Control as many steps as possible in the manufacturing process. All key
Jason Paauwe
Tom Haughs
Pat Davenport
Kevin Reidl
Dave McInnis
Mark Steinel
Mark Gordon
structural components are manufactured in-house by Maxon. This design, manufacturing, and quality control is supported by the largest pre- and postsales network in the industry.
Visit www.maxonlift.com
EMCO Industries
Trey Russell, director of sales, explained that EMCO specializes in offering high-quality leaf springs. Russell introduced a video which provided an overview of the Oklahoma-based manufacturer which, from its central location, has served OEMs for nearly 40 years. The facility boasts advanced manufacturing processes that utilize both skilled workers and robotics to ensure consistency and efficiency. Likewise, an engineering team with more than 100 years of leaf spring experience ensure that every product is engineered to perform on the most demanding applications.
Visit emcoind.com .
STEMCO Products
Todd DiMascio, senior director of global sales, presented a video that touched on the company’s history of manufacturing seals, hub caps, bearings, axle fasteners, and kingpins before introducing Stemco’s Auto-Torq axle fastener, designed to simplify wheel and assembly. Key features include easy installation, with no torque wrench or specialized torque sequence required. The integrated locking mechanism prevents back off, allowing for easy removal. Auto-Torq is an all-in-one solution: Compatible with any industry hub manufacturer, the system eliminates the need for costly spacers, half-stand bearings, and precision hubs.
Visit www.stemco.com .
GN Solutions
Gerard Noel, company president, presented a video detailing SAMOS, GN’s steered axle solution for trailers. SAMOS is built around four key modules. The
Gerard Noel
motion converter module at the front of the trailer captures the angle between the tractor and trailer and converts it into a linear motion transmitted to the next module. The angular correction and force transmission module prevents vibrations at high speeds and
ensures a smooth transition of movement between the front module and the steering axle. The steering stability module then controls movement of the rear wheels while ensuring stability. The fourth module—the steering axle—with a +/- 40-degree steering angle, reduces mechanical stress and increases equipment longevity.
Visit www.gn-solutions.com . TBB
THIEMAN TAILGATES, INC.
markets a full-line of hydraulic liftgates for light, medium, and heavy-duty trucks and trailers. Toplifters, Stowaways, Railgates, Sideloaders, and Conventional models are all part of the THIEMAN line-up. For many years, THIEMAN has been customizing liftgates to meet specific needs. If a special need arises, give us a call. From 1000 lb. to 6600 lb. lifting capacities, THIEMAN can provide a liftgate for almost every application.
Ph: (800) 524-5210
Fax: (419) 586-9724
email: info@thiemantailgates.com
Trey Russell
Todd DiMascio
Trade commission to look into van, chassis imports
By Kevin Jones
While the ebb and flow of Trump administration trade policy has dominated the news for months, trailer manufacturers have taken specific steps to protect domestic manufacturing with a pair of requests to the U.S. government for intervention.
The American Trailer Manufacturers Coalition recently asked the U.S. Department of Commerce to include refrigerated and dry van trailers, and their subassemblies, within the measures on steel and aluminum derivative products under Section 232 of the Trade Expansion Act of 1962.
The ad hoc coalition of U.S. trailer manufacturers includes Great Dane, Stoughton Trailers, Strick Trailers, and Wabash, according to advisory firm Wiley Rein, which submitted the requests. The May 15 submission explains that imports of foreign-made reefers and dry vans incorporating foreign-made steel and aluminum articles have undermined the effectiveness of the Section 232 tariffs, threatening the vitality of the U.S. dry van and reefer industry.
Production facilities for the four requesting companies are located throughout the U.S., including Arkansas, Georgia, Illinois, Indiana, Nebraska, Pennsylvania, Tennessee, and Wisconsin, and these facilities have been harmed by unfairly priced imports of dry vans and reefers, the coalition argues.
The coalition requests the tariffs be applied to allow the U.S. dry van and reefer industry to remain commercially competitive and “level the playing field” against foreign imports that would otherwise be exempt from the effects of the tariffs.
The Commerce Department is scheduled to make a determination on the coalition’s request within 60 days of its submission, Wiley reported. If the manufacturers’ request is granted,
the steel and aluminum content of imports of reefers and dry vans entering under Harmonized Tariff Schedule subheading 8716.39.0040 will be subject to 25% tariffs.
The tariffs would not apply to the value of the entire trailer, but rather the full value of the steel and aluminum content within the trailer, according to the Wiley statement.
Chassis, round two
The action comes just weeks after the U.S. International Trade Commission determined that there is a reasonable indication that the U.S. intermodal chassis industry is materially injured due to imports of chassis and subassemblies from Mexico, Thailand, and Vietnam, allegedly sold at less than fair value and subsidized by the governments of Mexico and Thailand.
This is a renewed challenge by U.S. manufacturers, including several of which that are also part of the ad hoc van coalition, that in 2021 successfully sought relief from Chinese chassis imported for assembly in the U.S.
The Feb. 26 filing, also by the Wiley firm, comes from the U.S. Chassis Manufacturers Coalition, whose members are Cheetah Chassis and Stoughton Trailers. Responding in opposition were Hyundai Translead, a Korean-owned subsidiary of Hyundai Motor Corp. which imports chassis into the U.S. from its manufacturing facilities in Mexico, along with CIE Mfg., a unit of Chinese industrial giant CIMC, that imports chassis components and assembles them in the U.S., along with Dee Siam Manufacturing Co., also an assembler of finished chassis in the U.S. and a producer/exporter of chassis components in Thailand.
During a March 19 trade commission hearing, Stoughton President & CEO Bob Wahlin testified about the harmful impact of chassis imports from Mexico, Thailand, and Vietnam.
He noted that he had previously appeared in March 2021, and recounted how the industry had been injured by dumped and subsidized chassis from China, which forced Stoughton to idle production capacity and lay off most of its chassis production workforce. Preliminary trade relief in that case helped the industry begin to recover, as Stoughton was able to restart production in Evansville, Wisconsin, add a new production line in Stoughton, Wisconsin, and open a new facility in Waco, Texas in 2022, building a workforce of nearly 200 employees. These investments aimed to position Stoughton to take advantage of market demand and recover from the prior injury.
However, a new surge of dumped and subsidized imports from Mexico, Thailand, and Vietnam quickly prevented this full recovery, Wahlin explained. While production and sales increased in 2022 and 2023, Stoughton believes they could
Stoughton Trailers restarted its chassis assembly line, shown here in September 2023, after the U.S. International Trade Commission determined that China engaged in unfair trade practices that harmed domestic chassis production.
Kevin Jones
have done more, at better prices, without the unfairly priced imports. Even with strong demand, Stoughton’s capacity utilization remained below 50%, while imports captured the majority of the domestic market by underselling.
Although freight demand has tapered since then, overbuying caused by dumped and subsidized imports in 2022 and 2023 led to chassis sitting idle and buyers significantly reducing orders since 2024. Stoughton has lost sales and faces increased pricing pressure, losing orders for around 3,000 chassis totaling over $59 million in business since 2023, Wahlin reported. The situation, similar to what happened with China, has forced Stoughton to shut down chassis production at its Waco, Stoughton, and Evansville facilities, lay off most of its workforce, and dramatically reduce wages and hours.
Markets the problem, not imports
Sean Kenney, CEO of Hyundai Translead, argued that the petition requesting trade relief falls short of demonstrating injury to American manufacturers in the key areas examined by the commission: volume, pricing, overall impact, and threat.
tion that over 40,000 “complete chassis” were imported from Mexico in 2024. He cited market researchers and 2024 data that showed a 90% decrease in overall industry volume com pared to 2023, arguing that the idea that high import volumes
caused the domestic market’s deterioration is neither understandable nor accurate. The run-up in chassis demand prior to 2024 was a result of the Covid-19 pandemic, Kenney explained, and the supply chain eventually normalized, resulting in an abundance of equipment with low utilization and little need for new chassis for several years. Hyundai Translead anticipated this downturn and planned its investments accordingly, finding the market shift “rather easily forecasted,” he added.
Simply, some U.S. chassis manufacturers overproduced ahead of a down market, and any resulting financial harm cannot be blamed on imports, Kenney suggested.
Hyundai Translead’s imports in 2024 were a fraction of their 2023 volume and are not projected to return to previous levels soon, Kenney explained. He said that with the new Trump tariffs in place, there is no reason to suspect these imports pose a threat, and questioned why the petition was filed when import volumes are low.
Kenney also expressed concern that trade barriers removing capacity could lead to fewer choices and an inability to serve
In an April 12 vote, however, the ITC decided to continue the investigation to determine the relief needed to overcome the unfair trade practices. The petition puts the alleged dumping margins for Mexico at 32.37%; Thailand, 234.06%; and Vietnam,
While the recent bankruptcy and liquidation of
of
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Clean transportation adoption trends: Renewable fuels up, ZEVs down
ANAHEIM, California—Clean transportation technologies are in choppy waters. TRC Companies released its sixth annual State of Sustainable Fleets Market Brief at the Advanced Clean Transportation Expo here.
e report outlines the major changes for clean transportation regulation, market development, and technology.
Clean transportation technologies are in choppy waters. Several competing technologies and businesses are finding their niches across the truckload, transit, municipal, and drayage sectors—while many other businesses are going bankrupt.
“These are all signs of an industry in transformation,” the report’s authors said. They emphasized that an overall growth
in supply and demand “underscores the industry’s resilience and adaptability in the face of shifting regulatory, economic, and technological factors.”
From over 100 pages of key data representing the current sustainable transportation landscape, here are some of the top advancements and challenges for alternative fuels.
Government incentives
The nation’s transportation policy is changing quickly, leaving an uncertain future for alternative fuels. The new Trump administration wants to roll back many environmental policies, including clean transportation incentives, emissions standards, and California Air Resources Board waivers. Executive orders pushed the Environmental Protection Agency to reconsider all greenhouse gas regulations and paused funding disbursements for alternative fuels. EPA later announced that it is reconsidering all its greenhouse gas regulations, including those affecting heavy-duty vehicles such as GHG3. The Supreme Court’s 2024 reversal of Chevron deference also weakened EPA’s existing regulatory authority.
Despite this federal uncertainty, sustainable transportation is still receiving support from many state and local programs. Non-federal programs are offering over $13.5 billion to
Nikola Corp. might’ve taken some
the luster off
hydrogen-electric trucks, more mature and established manufacturers still have promising hydrogen programs, according to the sixth annual State of Sustainable Fleets Market Brief from TRC Companies.
drive adoption of alternative powertrains, leading clean transportation incentives.
Natural gas
Natural gas for transportation continues to mature, as production and demand both rose last year.
A major development for natural gas among Class 8 vehicles was Cummins’s launch of the 15-liter natural gas engine, the X15N, in 2024. The 15-liter natural gas engine is available in Peterbilt and Kenworth truck models and could soon be available in Freightliner’s Cascadia line.
Registrations for Class 8 tractors running natural gas in 2024 rose by 50% year over year, reaching 2,317 units. The number of natural gas school bus registrations dropped 54% to 89 units, while natural gas refuse vehicle registrations jumped 43% to 2,624. Over the past six years, renewable natural gas use increased by 234%.
The number of fueling stations offering renewable natural gas rose by 63% in 2024. Renewable natural gas production also grew: Over 400 operational facilities produce the fuel today. As of late 2024, about 130 facilities were under construction and 233 were planned, suggesting fuel production will continue to grow.
Battery-electric vehicles
Battery-electric vehicle adoption is rising, but federal support for BEVs is deteriorating.
Medium-duty and heavy-duty BEV deliveries hit 41,472 in 2024, up significantly from 2023. Commercial cargo vans and
pickup trucks accounted for 92% of the new registrations. TRC’s survey found that 22% of regional logistics fleets operated at least one BEV and that BEV adoption is greatest among delivery, municipal, and goods movement fleets.
TRC predicts that active charging ports for medium-duty and heavy-duty vehicles will nearly triple in the U.S. this year, with most charging ports likely to support megawatt charging.
While demand for BEVs grew in 2024, regulatory pressure to adopt the vehicles is waning in 2025, and some manufacturers have scaled back production or even declared bankruptcy.
Hydrogen
Hydrogen is still less developed than other fuel types, and the Trump administration may cut funding for the Hydrogen Hubs investment program.
Two major hydrogen vehicle makers—Nikola and Hyzon— both failed in recent months. However, more mature and established manufacturers still have promising hydrogen programs. Hyundai, a partnership between Kenworth and Toyota, and a partnership between Daimler and Volvo promise to bring hydrogen trucks to market.
The report noted that buses using hydrogen fuel cells are growing. In 2024, 75 new fuel cell transit buses entered service, over twice as many as in 2023. Hydrogen fuel cell electric trucks, meanwhile, reached 165 registered units across both medium-duty and heavy-duty tractors in 2024.
The authors noted that the cost of hydrogen fuel and the vehicles remains a significant hurdle, and federal funding cuts could further harm hydrogen development.
Accelera, Isuzu intro e-powertrain for F-series
Accelera by Cummins, the zero-emissions business segment of Cummins Inc., and Isuzu Motors Limited introduced a new battery electric powertrain for the F-series medium-duty truck at this year’s ACT Expo.
Scheduled for production in 2027, the fully integrated powertrain will feature Accelera’s next-generation battery, eAxle, accessories and controls, and offer customers a versatile solution to fleet decarbonization.
“For our customers in the U.S. and Canada, we are very excited to expand our product offering in class 6 and 7 to include an F-Series BEV zero-emissions truck starting in 2027 in collaboration with Accelera,” said Shaun Skinner, president and CEO of Isuzu Commercial Truck of America Inc. “This addition to
Accelera General Manager of eMobility Brian Wilson discusses the company’s product lineup as featured at this year’s ACT Expo. ACT Expo 2025 | TRC Companies
EVENT COVERAGE |
Isuzu’s portfolio assists us in providing customers more options to meet their medium-duty truck needs and maximize operational efficiencies. Additionally, creating a localized supply chain and assembly capabilities adds to our ability to meet customer demand.”
Accelera has partnered with Isuzu to develop the powertrain specifically for the F-series in the North American market.
This product will integrate key battery electric powertrain components into a single, optimized solution and will feature next-generation Accelera technologies:
• Advanced lithium iron phosphate (LFP) tiered platform batteries: Chosen for its cycle-life capability and cost-effectiveness, these batteries offer customizable power, optimized performance, and enhanced safety for commercial vehicle applications.
• 14Xe eAxle: Equipped with ELFA motor and inverter, which have nearly three decades and more than 1 billion miles of on-the-road experience.
• Power Controls and Accessory Systems (PCAS) 3.0: This system integrates vehicle accessories and controls into a compact design that optimizes packaging flexibility. The modular PCAS 3.0, which is 70% smaller than the previous generation, is more serviceable and durable, and can be customized to meet specific vehicle requirements.
“Introducing the new battery electric powertrain for Isuzu’s F-series medium-duty truck is a significant milestone in the journey toward a future of zero-emissions commercial transportation,” said Amy Davis, president of Accelera. “The integration of Accelera’s advanced components into this truck showcases our expertise as a leader in zero-emissions powertrain technology and our commitment to delivering innovative solutions tailored to our customers’ needs.”
The battery electric powertrain is designed to deliver improved performance, reliability, and efficiency, positioning the F-series to meet the
demanding needs of modern transportation and serviceability.
The launch of the fully integrated powertrain is an important step in reducing the total cost of ownership for battery electric vehicles and reaching diesel parity, which will help to advance the adoption of zero-emissions technologies, the company noted.
Available in Class 6 and 7 starting in 2027, the battery electric F-series will feature a newly designed low-cab forward chassis, providing enhanced maneuverability and driver comfort while meeting a wide range of fleet demands, from shorter city and final-mile duty cycles to longer-range regional hauls.
The components and integration are suitable for a wide range of applications, from school and transit buses to heavy-duty and vocational vehicles. Additionally, many of the components, including the batteries, eAxles, inverters and PCAS, are manufactured or assembled by Accelera in the U.S., according to the Cummins unit.
ZM, Morgan Truck Body partner on upfits
ZM Trucks plans to work with Morgan Truck Body to pair its standard 600-volt electric power takeoff (ePTO) and 24-volt chassis infrastructure with Morgan’s upfit solutions for refrigerated and other bodies.
Morgan is North America’s largest producer of light- and medium-duty refrigerated van and truck bodies. Its new collaboration with ZM also will include dry freight, platform, and dump bodies, the companies reported.
“At ZM Trucks, we are committed to driving innovation and setting a new standard for commercial vehicles,” ZM CEO Joost de Vries said in a news release. “Establishing our first North American manufacturing facilities and regional headquarters in Fontana, California, allows us to meet the growing demand for our sustainable vehicle solutions. By collaborating with Morgan Truck Body, we intend to bring our trucks to customers nationwide, offering an ideal combination of a superior chassis and drivetrain that outperforms diesel—especially on total cost of ownership—married to their choice of the highest-quality body upfit.”
The partnership aligns with both companies’ shared commitment to innovation, sustainability, and delivering cutting-edge vehicle experiences.
ZM Trucks is collaborating with Morgan Truck Body to combine its electric drivetrain with body upfits for zero-emission commercial vehicles.
It’s expected to drive continuous improvement in fleet operations and service management.
“We appreciate ZM Trucks selecting Morgan Truck Body as their preferred body upfitter to bring our body expertise to their commercial trucks,” said Tom Diez, Morgan CCO. “We are excited to work with innovative companies like ZM Trucks to offer their customers a first-in-class quality upfit solution.”
Jason McDaniel | Trailer-Body Builders
Harbinger’s hybrid work truck boasts 500-mile range
By Josh Fisher
While hybrid powertrain technology has taken off in the automotive sector, it hasn’t found a place in trucking. But medium-duty truck chassis start-up Harbinger believes it can change that.
“Electrification isn’t a single solution, it’s a spectrum,” John Harris, co-founder and chief executive of Harbinger, said while on one of his chassis here at the Advanced Clean Transportation Expo.
Founded just four years ago, the company has introduced a new medium-duty plug-in hybrid vehicle featuring a gas-powered range extender that charges the battery, allowing for significantly longer range between charges.
“You get the same electric performance, instant torque, smooth handling—but with the benefit of up to 500 miles of range to give you the confidence to go farther,” Harris said during an April 28 media presentation. “With this kind of range, we’re extending electrification to a whole new array of use cases—from delivery vehicles on multi-shift schedules to cross-country trips and middle-mile distribution.”
Harbinger’s series hybrid vehicle is currently available for customer pre-orders. It plans to begin deliveries to fleets in 2026.
“There are some fleets whose needs simply can’t be met with a purely electric vehicle—and we recognize that,” Harris said before ACT Expo. “Our hybrid is designed for use cases and routes that go beyond what an all-electric system typically supports. The series hybrid delivers the benefits of an electric drivetrain, along with the added confidence of a range extender when needed.”
A hybrid work truck
The plug-in hybrid platform features a low-emissions 1.4-liter inline four-cylinder gasoline engine, with a
close-coupled 800V generator and a 50-gallon fuel tank.
The range extender engine is used to recharge the vehicle’s 140 or 175 kWh battery system, depending on customer selection. Harbinger’s electric powertrain delivers up to 1,140 lb.-ft. of torque and 440 hp. The platform’s 800V electrical architecture enables rapid charging at DC Fast Charger locations, achieving up to 80% charge in just one hour.
Harbinger’s platform, also known as a stripped chassis, was developed for medium-duty vehicles, including delivery vans, box trucks, recreational vehicles, and emergency and disaster response vehicles, as well as a wide range of additional applications. The chassis features all major vehicle systems, including the electric drivetrain, range-extending engine, high-voltage battery system, steering, brakes, and numerous additional key components and features.
Harbinger designs, engineers, and
assembles the chassis and its components at its manufacturing facility in Garden Grove, California, which, according to its leaders, helps it avoid tariffs. Once assembled, Harbinger’s chassis is delivered to dealers or customers who work with a third party to upfit the chassis with a commercial or specialty body, as is standard in the medium-duty vehicle industry.
Partners with Panasonic
Harbinger also named Panasonic Energy its official battery cell supplier and is integrating Panasonic’s lithium-ion battery cells as standard in its proprietary EV chassis.
Initially, Panasonic Energy will supply Harbinger with battery cells manufactured in Japan, which will be delivered to Harbinger’s headquarters in Garden Grove. Shortly, the two companies look to localize cell sourcing by utilizing Panasonic Energy’s new facility in De Soto, Kansas.
Harbinger CEO John Harris stands on his medium-duty truck hybrid chassis during ACT Expo in Anaheim, California. He said the vehicle could get up to 500 miles between charges.
Josh Fisher | EBM Commercial Vehicles
Blue Bird displays EV, propane o erings
Blue Bird showcased an electric-powered step van based on its Class 5-6 stripped chassis at the 2025 ACT Expo.
The step van features a 178-in. wheelbase for last-mile-delivery vehicles with a GVWR of up to 23,000 lbs. The vehicle on display featured a 140kWh Lithium-ion battery. The batteries are mounted inside the frame rails for superior battery protection.
The battery pack supports a vehicle range of up to 130 miles on a single charge. It takes between one and twelve hours to fully recharge depending on the charging infrastructure.
Blue Bird offers several safety features on its electric-powered step van not standard on comparable electric vehicles to enhance driver protection and familiarity, the manufacturer noted. This includes “hill hold,” which prevents the vehicle from rolling backward or forward when sitting stationary on a hill, and “electric creep,” which allows the vehicle to slowly start moving from a stop when the driver’s foot is removed from the brake pedal to simulate a gasoline engine in gear.
Powered by propane
Blue Bird also presented its propane-powered stripped chassis based on a 208-in. wheelbase for medium to long-range delivery vehicles.
The company offers an industry-first, OEM-installed propane powertrain featuring Ford’s proven 7.3L V8 engine. The unit also leverages Roush CleanTech’s
ACT Expo OEM roundup
While much of ACT Expo this year highlighted some smaller vehicles and the suppliers who are leading clean transportation product development, the big OEMs brought some big trucks along as well.
Leaning on what it learned from its first heavy-duty battery-electric truck, Peterbilt is rolling out its first vocational EV and updating its flagship Class 8 electric tractor.
ultra-low emission propane technology that has accumulated more than three billion miles with 3,000 fleets in North America.
Both the electric- and propane-powered stripped chassis provide 55-degree, best-in-class wheel cut to improve maneuverability in tight urban settings.
579EV offer increased range and advanced technology for fleets seeking to reduce emissions and enhance uptime.
“The completely new ePowertrain is the heart of the new EV models and a culmination of five-plus years of arduous
Equipped with Paccar’s new ePowertrain, the new Model 567EV and next-generation Model
new ePowertrain comes in various configurations with up to five batteries, including this one that offers 625 kWh of power and up to 250 miles on a full charge.
Blue Bird anticipates both its electric-powered and propane-powered stripped chassis to be commercially available in the first quarter of 2026.
Paccar’s
Paccar
Kevin Jones
| Trailer-Body Builders
Blue Bird
testing and developing a battery-electric platform befitting a Peterbilt,” Erik Johnson, the OEM’s assistant GM of sales and marketing, said during a sneak peak of the new trucks in Texas before debuting the Model 567EV and a next-generation version of its Model 579EV at ACT Expo.
In the five years since the first 579EV debuted, Peterbilt engineers and executives have gained valuable insights into what makes a successful battery-electric operation. Peterbilt’s Chief Engineer Scott Newhouse said that the OEM understands how to better accessorize electric truck powertrains, for example.
Kenworth debuts vocational-focused Class 8 EV
While Kenworth already offers an electric medium-duty truck (the K270E/K370E) and an electric heavy-duty truck (the T680E), it recently added a heavy-duty vocational electric vehicle to its lineup with the T880E. This truck features an electric Paccar powertrain, and new battery-electric architecture will carry over into new generations of the Kenworth T680E.
The advanced powertrain sought to provide three main things: increase the range, apply to multiple applications, and decrease the time to charge. The all-new T880E and the T680E with the enhanced powertrain offer a range of 100 to 250 miles. This is quite a step up from the T680E’s previous generation, which offered a range of up to 150 miles.
With the multiple battery configurations available through this new battery-electric powertrain architecture, Kenworth enhanced the range of its T680E and debuted the T880E with a higher range. Customers can spec these vehicles to include two to five battery packs, or what Kenworth calls 2 String to 5 String, depending on their needs. A 2 String battery configuration delivers a range of up to 100 miles, and the 5 String battery configuration, the largest configuration available, offers up to 625 kWh of energy, providing more than 250 miles. Further, the T880E features 365 to 470 continuous hp and up to 605 peak hp with 1,850 lb.-ft. of torque.
International’s new Class 8 EV all about proving TCO
International Motors’ newest electric truck is about its future and yours.
The OEM used ACT Expo to introduce its newest electric vehicle, the International eRH Series, a Class 8 regional tractor. The truck maker’s leader said that International is well-positioned for the future of transportation as both an OEM and a customer partner.
The corporate buzz words du jour are “pause” and “uncertainty,” International Chief Executive Mathias Carlbaum told Trailer-Body Builders on April 29. While there might be some questions about short-term zero-emission adoption rates, International is focused on its destination.
“In the long term, I’m the first to say you need to stand on your own legs,” he said. “You have to earn that yourself and have a TCO (total cost of ownership) that pays the bills—otherwise you never scale.”
Despite today’s uncertainties, after meeting with some unnamed large fleet customers here this week, he said there
is still an appetite for zero-emission vehicles. “In their case, it’s either for their organization to meet internal targets or it’s because they see where the future is heading, and they don’t want to be caught behind,” he said.
While he acknowledged that large fleets have more interest in trying out battery-electric transportation, he said International expects some interest from smaller operations that want to be part of the cutting edge. TBB
The International eRH: Class 8 EV aims to prove zero-emission TCO potential, according to the company.
Josh Fisher Endeavor CV
Elk Creek unveils next-generation luxury restroom trailers
Restroom trailer manufacturer Elk Creek Trailers has expanded its luxury restroom trailer line with three new models engineered for upscale events, long-term job sites, and venue operators.
The new Summit, Canyon, and Oasis trailers add higher capacity, refined interior finishes, and advanced climate control systems to Elk Creek’s portfolio.
Each model features:
• Upscale materials and décor: Solid-surface countertops, hardwood cabinetry, LED accent lighting, and porcelain fixtures designed to mirror five-star hotel restrooms.
• Enhanced guest comfort: Full-season HVAC, quiet ventilation, and touch-free faucets ensure an optimal experience in any climate.
• ADA-ready configurations: Optional ramps and compliant stall layouts meet accessibility requirements without compromising aesthetics.
• Rapid setup/low maintenance: Self-leveling hydraulics, onboard freshwater and waste tanks, and intuitive control panels reduce staffing and service time.
• Smart monitoring: Integrated IoT sensors provide realtime tank, power, and climate data through the Elk Creek Fleet View dashboard.
Production is underway at Elk Creek’s Arizona facility, with the first units scheduled to ship in July, according to the
Morgan Olson debuts Kestrel Work Truck
Morgan Olson has continued to innovate with the company’s all-new “Kestrel” work truck. Named after the bold and agile kestrel—a small but fierce falcon known for its precision and efficiency—this compact powerhouse is smaller than Morgan Olson’s iconic step vans, yet built with the same uncompromising commitment to longlasting performance.
manufacturer. Rental operators and venue managers can secure build slots now; custom finish packages and graphics are available for brand alignment.
Availability for preorders for the Summit, Canyon, and Oasis models are open immediately, the company said.
Learn more at elkcreektrailers.com
“Many vocations appear to be seeking smaller applications for their delivery and service needs and we are excited to present the Kestrel as a work truck solution,” said Joe Rudolph, vice president of Sales and Marketing at Morgan Olson. “As we continue to grow and expand our work truck product line into new vocations, the Kestrel presents limitless possibilities.”
The company believes customizable
cargo access and management, available in left- and right-hand drive and fourwheel drive, can serve domestic and international markets. The applications are not limited to work trucks, as the Kestrel’s design and functionality included considerations from law enforcement, fire departments, and other first-line responders as they seek a smaller, more fuel-efficient solution for increasing demands.
“This innovative work truck retains all the proven long-life benefits Morgan Olson is known for with the addition of ‘automotive’ cab comforts and essential safety features, enhancing this total turn-key work truck,” Rudolph explained. “Safety and serviceability were among our top priorities in developing the Kestrel, and these latest technologies are supported by an existing service network.”
Learn more at morganolson.com
Elk Creek Trailers
Morgan Olson
Mack Defense to build Marine Corps tactical truck prototypes
Following the initial development contract awarded last year, Mack Defense has won the contract to produce two prototype vehicles for the next phase in the Medium Tactical Truck program with the U.S. Marine Corps.
The new family of vehicles will replace the Marine Corps’ Medium Tactical Vehicle Replacement fleet (MTVR), which includes cargo, dump, wrecker, tractor, and re-supply trucks supporting air-ground task force combat support missions.
The Marine Corps’ initial development requirements for the Medium Tactical Truck fleet focused on cargo variants consisting of 10-, 15- and 20-ft. cargo bed configurations with hybrid-electric technology for reduced fuel consumption, extended range, and reduced noise for silent watch capabilities.
The trucks’ 70% off-road and 30% on-road mission profile will be supported by a 60-in. fording capability to traverse through the deep water typically encountered during Marine Corps missions.
The prototype phase includes the development of two variants: a 4x4 configuration featuring a 10-ft. cargo bed and a 6x6 configuration with a 20-ft. cargo bed.
The trucks share DNA with the Mack Granite but are specially designed to meet the specific performance requirements of the U.S. Marine Corps.
The Medium Tactical Truck prototypes incorporate significant technological advancements in driver safety and operational capability. These include advanced driver assistance features such as collision avoidance, blind-spot detection, and vehicle dynamic control systems incorporating enhanced traction control and anti-lock brakes.
The vehicles also feature hybrid-electric technology delivering improved fuel efficiency while enabling critical tactical advantages such as silent watch capabilities using extensive onboard power storage and generation and exportable power for other military systems.
“These prototypes represent the next generation of purpose-built, specialty vehicles for the Marine Corps,” said David Hartzell, president of Mack Defense. “By leveraging our commercial vehicle technology expertise and adapting it for military applications, we’re delivering a highly capable platform that can perform in the most challenging terrains while incorporating advanced safety features and hybrid propulsion systems that meet the Marine Corps’ rigorous mission requirements.”
The Medium Tactical Truck program emphasizes enhanced off-road mobility with vehicles designed for cross-country operation while maintaining optimal weight for improved fuel efficiency and payload capacity.
The purpose-built design incorporates an open systems architecture that enables future autonomous capabilities and technology integration.
Construction of the prototypes will begin in the second half of 2025, with completion targeted for early fall. Following assembly, the vehicles will undergo comprehensive contractor performance testing at the Nevada Automotive Test Center (NATC) in the first half of 2026 before delivery to the Marine Corps.
Learn more at mackdefense.com
August 20-21, 2025
ACT Research Market Vitals Seminar 73, The Commons Columbus, IN www.actreseach.net
August 27-28, 2025
North American Trailer Dealers Association (NATDA) Trailer Show, Music City Center, Nashville, TN www.natda.org/trailer-show
September 8-11, 2025 FTR Transportation Conference, Union Station, Indianapolis, IN www.ftrconference.com
September 8-11, 2025 FABTECH Chicago McCormick Place, Chicago, IL www.fabtech.com
September 8-11,
CVSN’s The Summit executive conference The Watergate Hotel, Washington, DC cvsn.org/summit-executive-conference
September 15-17, 2025
Intermodal Association of North America (IANA) Intermodal EXPO Long Beach Convention Center Long Beach, CA www.intermodal.org
September 16-18, 2025
TMC 2025 Fall Meeting & National Skills Competitions Raleigh, NC tmcfall.trucking.org
September 16-18, 2025
NATM Trailer Expo
Oklahoma City Convention Center, OK www.trailerexpo.com
September 22-23, 2025
NTEA Executive Leadership Summit
Ann Arbor Marriott Ypsilanti at Eagle Crest Ypsilanti, MI www.ntea.com
VIPAR Heavy Duty IMPACT Conference JW Marriott Orlando Grande Lakes, FL vipar.com
November 4-7, 2025
SEMA Show
Las Vegas Convention Center, NV www.semashow.com
January 19-22, 2026
Heavy Duty Aftermarket Week ‘26 Gaylord Texan, Grapevine, TX www.hdaw.org
February 23-26, 2026
Annual NATM Convention & Trade Show Fort Worth (TX) Convention Center www.natm.com/convention
Truck, trailer, and body OEMs
EAVX has appointed Jacob Larimore as chief operating officer, where he will oversee all operations. Larimore has been with EAVX for nearly four years, where he has helped shape the division’s strategic direction and advanced its mobility solutions. Prior to EAVX, he held roles at Caterpillar, NASA Goddard Space Flight Center, and Robert Bosch – North America. At Bosch, Larimore served as customer chief engineer of Powertrain.
Suppliers and distributors
Tom Ruud has joined VIPAR Heavy Duty Family of Companies’ team as the company’s newest program manager. In this role, he’ll work in program management, the global parts network, and business systems. He’ll report to Larry Griffin, vice president of Program Management. Prior to joining VIPAR, Ruud served as director of Supply Chain at Wheelco Truck & Trailer Parts and Service.
Keith Allman is now the independent chair of the board of Oshkosh Corporation. He was appointed at the company’s annual meeting of shareholders, and Allman succeeds Steve Newlin, who has served as chair since 2020. Allman has been president and chief executive officer of Masco Corporation since 2014, but he will retire in July after 27 years with Masco. Prior to serving Masco Corporation, Allman held leadership positions for General Motors Corp.
Alltech Automotive’s vice president of sales and marketing, Bruce Overton, plans to retire on June 30, 2025 after 40 years in the automotive aftermarket. Overton first joined Alltech in 2022 and has been vice president since 2023. Even after he retirement, Overton will continue to be a presence at Alltech as an executive advisor.
Associations
Felling Trailers has appointed Nathan Uphus as director of sales and promoted Jake Meyer to sales manager. Uphus has served at Felling for 25 years and will focus on expanding the company’s presence in fleet markets, while Meyer, who’s been with Felling for 10 years, will oversee daily team operations, implement training programs for new sales team members, and manage cross-departmental inquiries.
Terry Wojick and Justin Williamson have also joined Felling Trailers as the Northeast regional sales manager and North Central/inside sales team member, respectively. Wojick has worked in heavy equipment for over a decade, previously holding sales positions for Vermeer All Rods. Williamson began his career in equipment in 2021 as the new business development manager for Erskine Attachments.
John Chalifoux, chief sustainability officer for MEMA, The Vehicle Suppliers Association and chief operating officer of MEMA Aftermarket Suppliers, is retiring effective January 2, 2026. He has served the vehicle supplier community for 35 years after starting in 1998 as a member while at Valeo, then PwC. He transitioned from member to staff in 2006 and joined the MEMA Original Equipment Suppliers, and served as the founding president of MERA – The Association for Sustainable Manufacturing.
Manufacturing
BLM GROUP USA has promoted Erin Chasse to director of sales, where he will focus on leading sales operations, working with key accounts, and driving revenue growth. Prior to this promotion, Chasse served as a national sales manager for BLM GROUP for almost five years. He has also held sales positions at Mazak Optronics Corporation and Trumpf.
Justin Williamson Terry Wojick
Bruce Overton
John Chalifoux
Erin Chasse
Tom Ruud
Jake Meyer Nathan Uphus
Keith Allman
Jacob Larimore
• Questions? Call (810) 229-5960 or Email Registration@ntda.org Tuesday, October 7–Thursday, October 9,
