Nuclear verdicts threaten trucking operations of all sizes.
22 Weather preparedness for fleets
Cargo theft
24 How safe is your fleet?
EQUIPMENT
Cover Story
28 Vehicle outlook for 2025
A look at more than 50 vehicles available for fleets of all kinds in 2025.
FLEET DIAGNOSTICS
How
TECHNOLOGY
55 Diagnostic countdown
71 Managing the middle-mile
The middle-mile is pure cost. The
to perform at peak e ciency and productivity has never been more intense.
Photos: Freightliner, Kenworth, Ram, Lion
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Government can’t drive trucking’s transformation. The market still needs TCO. [ Lane Shift Ahead ]
Near-zero progress
By Josh Fisher Editor in Chief
@TrucksAtWork
The economy relies too much on trucking for this transformation to create more problems. And right now, ‘the market for zeroemission trucks is not working properly, leading to delays in the transition.’
THE ROAD TO HELL is paved with good intentions. That age-old proverb can feel modern for trucking leaders facing transportation’s powertrain transition. While the road to zero emissions is based on good intentions, it can feel like hell for those stuck in the middle.
As truck and engine manufacturers create more ways for fleets to decarbonize—there are more natural gas and biofuel transportation solutions than ever before—regulators are still more focused on absolute zero.
“Adopting these fuels marks a positive step toward sustainable commercial mobility but represents only an intermediate step toward zero-emission mobility in the commercial sector,” according to authors of a new McKinsey & Co. study on the global path to ZE trucks. “Meanwhile, true zero-emission mobility in the form of electric or hydrogen-based trucking appears to be stuck in traffic as massive challenges delay adoption.”
Physicists say it’s impossible to reach their form of absolute zero, the lowest conceivable temperature. Trucking leaders might feel the same about winning transportation’s race to zero emissions. We’re stuck in what the North American Council for Freight Efficiency calls the “messy middle” because there is not one best solution for every fleet duty cycle.
Depending on the segment, the EPA wants 25% to 60% of new-truck sales to be zero-emission by 2032. California’s Advanced Clean Trucks regulation is even stricter, pushing for 30% to 50% ZE sales by 2030.
“This appears to be a daunting task, given that zero-emission trucks—battery electric vehicles and fuel-cell electric vehicles— account for less than 2% of new mediumand heavy-duty truck sales,” the McKinsey authors wrote. They added: “While ambitions are high, the systems in question do not always work in the needed ways.”
California and the federal government offer tax credits to early zero-emissions adopters, but these ambitious good intentions
coupled with the unbending push of Pollyanna bureaucrats are not enough to transform U.S. trucking, which emits more than a quarter of greenhouse gas in the U.S.
“Ultimately, what is required is a functioning market and an ecosystem that does not rely on regulatory enforcement or subsidies,” the McKinsey authors found. “Fleet owners must want to buy zero-emission trucks, not be forced to buy them because no alternatives exist or because subsidies drive the decision. To achieve this, the ecosystem must improve on the two main buying criteria for fleet owners: the reliability of the ‘infrastructure vehicle system’ and TCO parity versus current powertrain alternatives.”
But make no mistake: Today’s tax incentives are a positive boost for early-adopting fleets and the manufacturers spending research and development time and money on creating clean transportation. However, this transformation needs to be market-driven for it to succeed. While fleets can’t continue relying on government subsidies to ditch diesel for electricity and hydrogen, the OEMs also can’t rely on governments to fund well-intentioned science projects if fleets can’t profit off them.
The U.S. economy relies too much on the trucking industry for this transformation to create more problems. Because right now, according to the McKinsey study, “the market for zero-emission trucks is not working properly, leading to delays in the transition.”
McKinsey analysis found that ZE trucks have up to a 40% TCO disadvantage compared to long-haul diesels. Using mediumand heavy-duty EVs for regional transportation can improve those TCO comparisons, but they still pale compared to diesel.
While this study highlights the challenges, we’re holding out for NACFE’s next Run on Less study, which will focus on the messy middle and perhaps give us some more clarity on how early-adopting fleets are paving the road with returns on investment. FO
Growth, efficiency in private fleets
NPTC members report year-over-year growth and fewer miles traveled by
Jade Brasher
An industry benchmark survey makes it clear that private fleets are growing, as 122 companies submitted data for the National Private Truck Council’s annual benchmarking survey. This is the most company submissions NPTC has received since the survey began in 2005. The survey also includes the highest number of first-time contributors (28% of total participants) compared to previous years.
Private fleets now make up nearly half of the truck market. Of the Federal Motor Carrier Safety Administration’s more than 2 million truck registrations, for-hire truck fleets account for about 1 million registrations, and private fleets make up roughly 940,000, Gary Petty, NPTC president and CEO, said during a media briefing of the survey results.
PRIVATE FLEET GROWTH
“Private fleets have reported 10 consecutive years of growth in shipments, volume, and value,” Tom Moore, EVP of NPTC, said. “It’s not always as high as the previous year, but it’s always in the positive territory.”
Underscoring this growth, 44% of survey respondents indicate a net gain in their heavy-duty fleet population during 2023.
“We believe this growth really reflects not only the favorable winds that are blowing through the economy and the business community during the year 2023,” Moore stated, “but it also reflects the fact that companies are leaning on their private fleet, their in-house transportation, if you will, to strengthen the control over that supply chain.”
The COVID pandemic accelerated this need for supply chain control, causing NPTC members to develop their own fleets, handling both inbound and outbound shipments, simply to ensure
Private fleet growth highlights:
• Private fleets now make up nearly half of the truck market.
• Private fleets report 10 consecutive years of YoY growth.
• Total of 44% indicate a net gain in heavy-duty fleet population.
• Total of 35% report an increase in terminal locations.
boxes without the raw material.”
Another aspect of the pandemic that spurred the growth of private fleets boiled down to the costs of transport.
Brakebush Transportation saw the value proposition of running its own fleet during the pandemic, when for-hire fleets—that once charged $5,000 for certain loads—now wanted $15,000 for the same load, Brakebush Transportation’s general manager Mike Schwersenska said during the briefing. “The couple of years around COVID ... really made the value proposition of the private fleet pretty apparent,” he said.
MORE TERMINALS, GREATER EFFICIENCY
As these companies saw the benefits of running an in-house fleet, many began focusing on ways to improve fleet efficiency. One such area of efficiency improvement for 2023 was to move closer to customers, Moore said. Moving closer to customers reduces the length of hauls and allows more time for drivers to be at home, the report states.
“The vast majority of private fleet respondents (97%) report operating out of multiple locations, with the average number coming in at 44 locations,”
NPTC
reports.
National Private Truck Council | Benchmarking Survey Report 2024
their products remained on store shelves or ensure they were able to manufacture their goods, Moore said.
Packaging Corporation of America (PCA), a paper and cardboard manufacturer, found this to be true, Cassie Wood, the company’s transportation manager, explained in the briefing.
“What we found during the tight market conditions was that we had to take control over some of our inbound,” Wood said. “We can’t make
The survey report highlights this strategy. Only 3% of survey respondents operate out of a single location, compared to last year’s 14%. More than one-third of respondents (35%) report an increase in terminal locations with the reasons being business growth (56%), private fleet expansion (20%), acquisition (19%), and to create a driver-friendly network (2%).
One major way being closer to customers increases the efficiency of the fleet is through reduced fleet mileage.
“We’re absolutely seeing lower annual mileage,” PCA’s Wood said. “We’ve really switched to more of the local, dedicated driver ... and that’s a big part with driver retention ... As a result of that, we are seeing lower miles year over year.”
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What does election mean for trucking?
‘Death, taxes, and distribution’ can’t be stopped by politics
by Josh Fisher
COLUMBUS, Indiana—Who wins this fall’s election will impact trucking—as decisions made in Washington, D.C., often do. And gauging which major candidate will serve the industry best is a quadrennial tradition among trucking prognosticators and executives.
Presidential decisions impact the economy and regulations as well as how manufacturers and suppliers plan and produce for their customers: the fleets whose planning and profits are ruled by the market and regulations.
“Whether Donald Trump or Kamala Harris gets elected, there are going to be some changes one way or the other,” Kenny Vieth, ACT Research president, said hours before Harris accepted the Democratic nomination this summer. “But I do think the beauty of this industry is that the U.S. economy is entirely dependent on trucks and truck transportation. And regardless of who gets elected, we’re still going to be eating and drinking and buying clothes and cars and houses the day after the election. We are, as a group, in a very good industry. It’s like death, taxes, and distribution.”
The election topic was on the minds of suppliers, manufacturers, carriers, brokers, and others at ACT Research’s Market Vitals seminar in August.
DAT Freight & Analytics principal analyst Dean Croke noted that Republican governments value trucking more— but change could be worse.
“I’m more concerned about the Democratic side of the agenda, pushing regulations based on environmental issues—regulations that are really cost-prohibitive for carriers,” he said during the seminar. Croke added that he is concerned about both sides. He said Trump’s promise to impose more tariffs could create a trade war.
“I think that would be very destructive to the freight market,” Croke said
of potential Trump tariffs. “We saw a little bit of that between ’18-’19 … That disrupted the trade market and set us into that spiral in 2019. So I’m kind of sitting on the fence here, but I err on the side of I think if we kept the same administration, we’d be OK. If we had a new administration, I think that would be more destructive.”
ECONOMIC OUTLOOK
Jim Meil, ACT Research principal and industry analyst, said that nearshoring is impacting manufacturing and freight. Mexico’s imports are now 10% higher than China’s, surpassing 2003 market shares before China’s export boom.
“This isn’t the whole story, but we think it’s an important story and at least part of the jigsaw puzzle that brings freight back to North America,” he said.
Meil and ACT estimate 40% of truck freight originates from manufacturing. However, as the U.S. feeds technology sectors, semiconductor fabrication is less trucking-intense than diminishing nondurable goods such as paper and printing-related activities.
“We will see growth pick up, but our view is that we’ll hit a soft patch for the first half of 2025, and then we’ll see an acceleration in the second half,”
David Teolis, ACT Research chief economist, explained.
WAITING ON THE 2027 PREBUY
Intense federal and local emissions regulations are pushing more alternative fuel- powered trucks and expensive emissions-reducing technology on internal combustion engines that could increase the costs of heavyduty trucks by at least $20,000 later this decade.
Diane Hames, VP of commercial strategy at Navistar, said the election could impact how fleets approach a prebuy. Hames said the International Trucks OEM is “looking at scenarios for what ’25-’26 are going to look like.
The industry is struggling to fill the rest of the ’24 order board, particularly in the tractor segment.”
A year ago, Hames was expecting a “strong prebuy for ’25 to ’26 based on what we saw coming with the discourse over regulations.”
“That obviously is changing,” she said, “and I think that a lot of this will be unsettled—at least partially unsettled—until we see the outcome of the election and what’s happening with the overall freight market and underlying economic fundamentals.” FO
Kenny Vieth, senior analyst and president of ACT Research, goes over the North American Class 8 tractor forecast during his company’s seminar on trucking industry markets held in Columbus, Indiana, on August 22. Photo: Josh Fisher | FleetOwner
Daimler Truck names
Rådström
as its new CEO
Karin Rådström will succeed Martin Daum at Daimler Truck Holding AG as chief executive and chairman of the Board of Management, the global truck maker announced. The Supervisory Board appointed Rådström to succeed Daum until January 31, 2029. Daum will simultaneously resign as CEO and remain a full member of the Board of Management until the end of the year.
Daum began his career at Daimler-Benz AG in 1987. As CEO of Daimler Truck North America, he played a crucial role in growing the local business. Today, the segment North America is one of Daimler Truck’s powerhouses.
Rådström, joined Daimler Truck’s Board of Management in 2021. She has been responsible for Mercedes-Benz Trucks. According to Daimler, the engineer has reshaped the segment’s profitability and advanced its transformation toward sustainability within a short period of time.
Rådström introduced a range of new battery electric trucks while driving customer focus with her team. Before joining Daimler Truck, she oversaw sales and marketing as a member of the Executive Board at Scania.
Bestpass-Fleetworthy Solutions rebrands
Bestpass-Fleetworthy Solutions is
rebranding to reflect the company’s growth, mission, and expanded road safety and fleet technology since Bestpass acquired Fleetworthy last year. The combined companies are now known as Fleetworthy.
With this update, Bestpass, Fleetworthy Solutions, Drivewyze, and ExpressTruckTax combine their innovative solutions. A new logo representing the combined brand was also created. Customers of all brands will continue to access their services through the existing websites without any changes to their login process or user experience.
“This is an exciting time for Fleetworthy as we combine our suite of road safety and fleet offerings under one unified brand,” Fleetworthy CEO Tom Fogarty said. “This rebrand is just the beginning in what we are planning to deliver through expanded services and product integration.”
Relay Payments is expanding its partnership with McLeod Software. Last year, McLeod integrated Relay’s lumper payments into its TMS; now, fleets can also integrate all fuel payments made using Relay into McLeod. The newly certified fuel integration enables carriers and brokers to see all their Relay transactions in McLeod, leading to a simplified, more efficient process.
Since launching its fuel payments solution last year, Relay has expanded its network by onboarding several new merchants, including Yesway, Maverik, and Onvo travel centers. Relay’s cardless payments are accepted at more than 1,600 truckstops, 2,400 CAT Scale locations, and nearly every grocery distribution center.
Best Fleets to Drive For nominations open
Best Fleets to Drive For, produced by CarriersEdge, has opened nominations for its 17th edition. Through October 31, company drivers and independent contractors can nominate the fleets they work with. All for-hire fleets operating 10 or more tractor-trailers in the U.S. or Canada, regardless of freight segment, are eligible to participate in the program. Once nominated, fleets that choose to participate complete a questionnaire and interview, providing information about driver programs across a range of categories. A
selection of drivers is also surveyed, supplementing the information provided by management. Company responses and driver surveys are compiled and scored, with the top 20 scorers identified as Best Fleets to Drive For. The top 20 are divided into “small” and “large” fleet categories, and the top-scoring fleet in each category is crowned Best Overall
Fleet. The top-scoring fleet in the Hall of Fame will also be honored as an overall winner in that category.
The Top 20 Best Fleets, overall winners, and fleets entering the Hall of Fame will be recognized at the Best Fleets to Drive For Education & Awards Conference March 3-4, 2025, at the NASCAR Hall of Fame in Charlotte, North Carolina. FO
VEHICLE SUPPORT STANDS
¶ Visual inspection relating to damage
¶ Cracked welds
¶ Retention pin holes oblong-shaped
¶ Correct retention pins
¶ Readable decals and placards
¶ Compromised
¶ Visual inspection relating to damage
¶ Excessive wear
¶ Missing components
¶ Leaks
FLUID HANDLERS
¶ Complete functional test
¶ Readable decals and placards
¶ Visual inspection relating to damage
¶ Leaking fluids
¶ Non-OEM conforming, tampered with or missing components
¶ Readable decals and placards
Visual inspection relating to damage
Cracked welds
Excessive wear
Missing components
Complete functional test
Readable decals and placards
Compromised
Less impact on the environment deserves more recognition.
Congratulations to the 2024 SmartWay Excellence Awardees!
Arrow Transportation
Bridgestone Americas Tire Operations
Canadian Reefers Ltd.
Cargo Transporters
Covenant Transport
Crete Carrier Corporation
CRST The Transportation Solution Inc
D&D Transportation Services Inc
Danny Herman Trucking Inc
Discount Tire
Divine Enterprises, Inc.
Dollar Tree Stores, Inc
Edgewell Personal Care
Elevate Textiles, Inc.
Forza Transportation Services, Inc
Gap Inc. Canada
Gap Inc. USA
Georgia-Pacific Consumer Products LP
GP Transportation Co
Hirschbach Motor Lines
Hogan Transports, Inc.
Keane Thummel Trucking Inc.
Kellanova
These SmartWay Partners are leaders in freight supply chain efficiency and environmental stewardship. They put sustained effort into sustainability, and their achievement refl ects ours. This year, U.S. EPA’s SmartWay Transport Partnership marks 20 years of progress in empowering businesses like yours to move goods in the cleanest, most energy-efficient way possible while protecting public health and reducing the impact on the environment.
Knight Transportation, Inc.
Kohl’s
Lowe’s Companies, Inc.
May Trucking Company
McDonald’s USA, LLC
Meijer
Mesilla Valley Transportation
Mike Frost Trucking, Inc.
Nussbaum Transportation Services, Inc.
Ocean Spray Cranberries, Inc
Paper Transport, LLC
Prime, Inc.
Royal Trucking Company
Ryder Dedicated Transportation Solutions (DTS)
Saia Motor Freight Line, LLC
Schneider
Kimberly-Clark Corporation
To learn how your company can achieve excellence visit: epa.gov/smartway
Swift Transportation Co. of Arizona, LLC
The Home Depot U.S.A., Inc
The TJX Companies, Inc.
Tractor Supply Company
Trans-West Logistics Inc / Logistiques
Trans-West Inc.
Werner Enterprises
Western Express, Inc.
Mitigating nuclear risks
Nuclear verdicts threaten trucking operations of all sizes
by Seth Skydel
Illustration: 1935162421
| Afry Harvy Getty Images
Motor carriers’ insurance costs are increasing.
According to data from the American Transportation Research Institute, per-mile insurance expenses jumped 12.5% last year after remaining steady for three years. Litigation and, more speci cally, the potential for nuclear judgments against trucking companies likely contribute to these increases. According to ATRI, in the last 15 years, signi cant judgments skyrocketed 967%—amounts often large enough to push a trucking company into nancial ruin.
There is a ripple effect as well. Nuclear verdicts not only raise insurance rates but also the prices of motor carriers to offset higher costs, and higher transportation costs increase consumer prices.
Among the factors driving litigation and the potential for nuclear verdicts are what some parties call legal system abuse. Attorney interest in trucking accidents continues to spike, noted Nick Saeger, AVP of transportation products and
pricing at Sentry Insurance, which covers about 7,000 trucking companies and 48,000 units nationwide
“There’s more advertising by attorneys, for example,” Saeger said. “Just think of the billboards focused on trucking accidents, which get attorneys involved earlier in the process.”
“Another large issue is third-party-litigation funding from investment rms because the size of verdicts has drawn interest,” he continued. “Funds are going to law rms to encourage them to take more trucking cases to trial.”
Dan Clements, senior director of transportation sales, underwriting, and market development at Sentry Insurance, related that third-party litigation nancing is a $13 billion industry and is expected to grow. “It’s become a global asset class that’s attracting a lot of actors,” he said. “Litigation nancing is underwriting claims.”
Additionally, there is growing concern that some funding is coming from foreign investors. In some
cases, these sources dictate the settlement terms in what amounts to potential abuse of the U.S. legal system.
“If there are third-party funds involved, who has a vested interest?”
Tony Trenzeluk, director of government and regulatory affairs at Sentry Insurance, asked. “Congress needs to address this issue and bring more transparency to the system.”
Industry stakeholders are also working at the state level to enact regulations requiring disclosing the parties involved in lawsuits. There have been tort reform successes in Florida last year and Georgia this year, which could serve as a playbook for other states.
Efforts are also underway to create more balanced and fair legal playing elds. “We have a good idea which states have justice systems that are more likely to be favorable to the plaintiff,” Trenzeluk said.
In addition, state trucking associations are working on legislation to limit award amounts, and the Trucking Association Executive Council is also involved.
“You can help avoid harsh judgments and nuclear verdicts by having good policies and enforcing them without exception. If you don’t adhere to and enforce a policy, you don’t have a policy.”
– Attorney Brad Klepper, president of Drivers Legal Plan
Paul Enos, CEO of the Nevada Trucking Association, supports an initiative to cap attorney fees at 20% of the judgment amount. There are, however, several legislative and legal hurdles to overcome, he noted, and ultimately, the state legislature will need to act.
For now, nuclear verdicts continue to be a concern, so companies must be vigilant to combat these outcomes. One thing they need to be aware of is the so-called “reptile theory.”
Simply put, the reptile theory uses the strategy of misdirection to shift the blame. It works because while a representative of a trucking company thinks they are being deposed or going to trial to defend against a single crash, the plaintiff’s lawyers don’t care about the crash at all.
Instead, their goal is to destroy the reputation of the motor carrier and the industry at large by uncovering systemic failures in safety to inflame the jury.
With the reptile theory, a plaintiff’s attorney uses emotion and fear to convince a jury that a company operates in a manner that is so unsafe that their safety, as well as the safety of their family, friends, and community, is at risk and that the company should be punished by levying a punitive monetary award.
“Many times, plaintiff attorneys use tactics like the reptile theory to scare jurors into wanting to punish the defendants, rather than awarding a reasonable amount based on the actual damages incurred,” said Mike Precia, president and CSO of Fleetworthy, the provider of CPSuite software for managing driver and vehicle compliance and safety-related tasks.
“For instance, a driver failing to sign post-trip driver vehicle inspection reports doesn’t have a causal effect on an accident that occurs weeks later,” Precia explained further. “But that information can be used to portray the carrier as a company that doesn’t care about regulations and drive the settlement up to unreasonable levels regardless of the actual facts of the case.”
There is a counter approach to the reptile theory, noted Paul Enos. Called The Mongoose Method, it aims to counter aggressive plaintiff tactics and crush reptile attacks.
“The idea for The Mongoose Method started at an ATA legal forum in 2021 when a behavioral scientist presented an approach for effectively preparing witnesses for depositions and trials,” Enos explained. “It focuses on education about reptile theory traps. It trains you to proactively recognize the tactics a plaintiff’s attorney might use so you’re not caught off guard.”
“The Mongoose Method aims to rebalance the scales of justice through tactical training in litigation defense,” Enos added.
What else can trucking companies do? For starters, information is knowledge.
The Bluewire business intelligence platform, for example, can be used to identify vulnerabilities that fuel risk and exposure.
A Bluewire GAP Score is composed of the following nine severity categories, which provide insight into severity risk:
• Crash Gap: Your crash rate compared to your peers
• Violations Gap: Violation groups that impact severity
• CSA BASICs Gap: CSA defects that make you vulnerable to high severity claims
• Driver OOS Gap: Driver out-ofservice rates compared to your peers
• Critical Acute Violations Gap: The presence of critical and acute violations discovered during compliance reviews
• New Entrant Gap: Heightened scrutiny during the 18-month entrant period
• MCS-150 Gap: Your MCS-150 score based on timeliness and accuracy of your MCS-150 filing
• Judicial Hellhole Gap: Operating in a plaintiff-friendly jurisdiction that exposes you to increased vulnerability and to high-value claims and excessive settlements
• Safety Rating Gap: Unsatisfactory and conditionally rated carriers that expose you to greater severity risk
The Bluewire Severity Report and Severity GAP Drill Downs can provide an even deeper understanding into the underlying causes of high-dollar settlements and court verdicts. Advanced filters allow users to get granular visibility into the critical vulnerabilities contributing to increased severity risk.
Technology can significantly reduce safety risks from the outset, noted Joe Thell, SVP of head of sales and business development at E-SMART, a provider of Dynamic Speed Management technology. “Fleets agree that controlling or eliminating speeding can remove a critical factor from litigation,” he said. “In nuclear verdicts, there are often multiple contributing factors, and speeding is the number one driver-related factor in fatality crashes. By controlling speed, fleets can limit the risk of speeding being one of those contributing factors when an accident occurs.”
Thell went on to provide examples of how data on speeding can be used to identify when drivers are increasing their risk and their company’s exposure. “We used technology to analyze the time fleet drivers spent in a 55 mph zone in one month,” he related. “In one analysis, drivers were speeding 55% of the time. In another, the fleet’s drivers were speeding 64% of the time.”
Practical driver training is also a means of avoiding risk. “Step one, avoiding the incident altogether, includes putting thoroughly trained drivers on the road, then monitoring and managing those drivers to continually improve their knowledge, skills, and performance,” Mark Murrell, president of driver training provider CarriersEdge, explained.
“Every fleet will say that safety comes first, but they can easily do things that undermine that message—only train some of the drivers instead of everyone, rely exclusively on online training to deliver content, fail to review training results to see where knowledge gaps remain, or skimp on offerings to save a few dollars,” Murrell added.
“Those things can be deadly when a plaintiff’s attorney is trying to create a ‘profits over safety’ narrative about the fleet,” he continued. “It comes down to whether the company is cutting corners or taking shortcuts. All the lawyers we’ve talked to have ended up having very similar advice: Have policies that reflect best practices in safety management, make sure those policies are applied consistently across the organization, and document everything that happens.”
Implement a robust training program, including retraining when necessary, and if staffing doesn’t allow managers adequate time to perform required activities, consider outsourcing to free up time for
coaching and training, agreed Mike Precia.
“And hold everyone accountable, including supervisors and drivers,” Precia emphasized. “It’s also important to create solid policies and procedures that can be followed and to maintain documentation to demonstrate compliance. If documentation doesn’t exist, it never happened.”
Companies can mitigate risk by being proactive about safety, noted Attorney Brad Klepper, president of Drivers Legal Plan, who also serves on the boards of the Arkansas Trucking Association and the Truckload Carriers Association.
“It’s not rocket science,” Klepper said. “You can help avoid harsh judgments and nuclear verdicts by having good
policies and enforcing them without exception. If you don’t adhere to and enforce a policy, you don’t have a policy.”
While fleets can’t wholly avoid litigation, they can make it harder for plaintiffs by demonstrating that they take safety seriously.
“It is clear that trucking companies continue to face a threat from abusive lawsuits and nuclear verdicts, something the industry can no longer sustain,” Paul Enos said. “It’s not about trying to avoid accountability. Trucking companies should want to take responsibility if they are at fault. But we also want to make sure the verdict is fair and not the result of a jackpot justice system that has negative ramifications on trucking, the economy, and society.” FO
Weather preparedness for fleets
Storms are unpredictable, but having a plan can help keep operations running
by Jenna Hume
Hurricane season in the U.S. is in full force with the recent Hurricane Debby and incoming Hurricane Ernesto. Even outside of hurricane season, it’s important for fleets to have plans in place for when—not if—adverse weather events affect their operations.
While some weather events, such as hurricanes, are predictable in terms of when and where they are going to happen, others like tornadoes are less predictable. Either way, fleets need to plan ahead for handling bad weather before, during, and after the storm.
How fleets should prepare before a weather event
Preparation is key to protecting both drivers and equipment from the effects of adverse weather, according to Mike Stanton, SVP of operations and safety for Lily Transportation. Stanton advised monitoring national and local weather forecasts when a hurricane or bad weather system is approaching. This information will help fleets communicate plans with employees and customers.
Stanton told FleetOwner some preparation goes back to new-hire training and follow-up training for each Lily Transportation location. This training ensures fleet employees know what the plan is for different weather events, especially those specific to their region. Lily Transportation ensures its drivers fuel up before weather hits in case gas stations are closed or unreachable, know what tools and supplies are aboard their trucks, and know how to communicate if electricity goes out.
In a blog post, Uber Freight’s Mollie LeBlanc, VP of operations, and Nathan Adams, VP of transportation and procurement, discussed how Uber Freight helps its customers prepare for adverse weather events:
“It’s vital for logistics teams to preplan as much as possible. When we work with our managed transportation customers, we aim to make this process productive and tailored to their specific network needs. Together with our customer’s logistics team, we map out the specific routes and shipments that could be impacted by a storm, offer alternative trucks or other modes of transportation to rely on, and recommend how to quickly adapt procurement strategies after the storm has passed.”
How fleets should prioritize safety during adverse weather
After understanding and communicating the storm’s path, Stanton said Lily Transportation focuses on getting as much stock to customers as possible before the storm hits. But eventually, the focus shifts from preparation to safety.
“Our top two philosophies are one, safety first; and two, employees are our greatest assets,” Stanton said. “We’re not going to go against our philosophies to get widgets out to the field and put people in danger; that won’t happen. Every one of our drivers is the captain of their ship, and they control what happens there. So when it’s
unsafe in their eyes, then it’s unsafe in our eyes.”
Adams from Uber Freight discussed helping customers balance safety and cargo needs.
“It’s all about balancing the safety, which obviously is the important part,” Adams told FleetOwner. “We’re going to lean into that but still try to get the trucks in position to be able to move back into the area with the goods when the hurricane passes.”
Why
communication is important for fleets during adverse
weather
For less predictable situations, such as tornadoes, Adams believes close business relationships are important.
“We’ll work through the issues to get back on the road to recovery. And we do that by working with our carrier partners closely, keeping them up to speed, having a good, long-term relationship.”
How fleets should handle the aftermath of adverse weather
After a weather event, there’s still a lot a fleet may need to do to recover, according to Stanton, including understanding potential damages. Like before a weather event, Stanton claimed monitoring is important for multiple things, including state agency policies on road closures, empty trailers, and more.
According to Stanton, highway cameras are also a great way for fleet managers to observe road conditions after snow, a storm, etc.
In Uber Freight’s blog, preparation was also highlighted as important in the aftermath of a weather event: “When a hurricane makes landfall, it can have a volatile effect on supply chains. Logistics teams often have to make decisions on the fly to adapt. It’s never too late to prepare for any scenario.” FO
Experts from Lily Transportation and Uber Freight discuss how to prepare fleets for weather events like hurricanes and tornadoes. Photo: 40306172 | Vitpho | Dreamstime
YOUR FUTURE WITH EAST.
The more you look at East, the more one overriding strength becomes clear: East is an investment in superior quality and value that proves itself day after day. East Dump Trailers are durable by design and stand the test of time, by a company that stands behind each panel, cross member and weld. You get the top value going in and the highest resale value coming out. So, whether you’re running one tractor-trailer or hundreds, you need reliability you can count on. Build your future with East.
Taking action after cargo theft
How safe is your fleet? Crime prevention and response go together
by Jenna Hume
Cargo theft jumped 33% during the second quarter compared to Q2 last year, according to CargoNet’s most recent data. CargoNet analysts expect this trend to continue during the second half of 2024, as thieves change up what they steal and how they steal it.
The new data is a reminder that fleets need to focus not only on preventing theft but also being prepared for what to do after it happens, according to Keith Lewis, CargoNet’s VP of operations. In a TCA webinar, he discussed how trucking companies often struggle when trying to report cargo theft to law enforcement. This difficulty can stem from several reasons.
Why is it difficult to report cargo theft to law enforcement?
Lewis noted during the webinar that there are multiple reasons why law enforcement may not investigate cargo theft or even understand the crime being reported. These reasons include:
• Law enforcement is overworked . CargoNet recorded 771 theft incidents in the second quarter of 2024. And these are only cargo theft-related crimes. Law enforcement investigates much more than just cargo theft.
• Not every crime can be solved. According to Lewis, some cases of cargo theft just can’t be investigated if done too well. This is especially true for cases in which cargo is stolen and moved to another country, as the FBI would have to get involved.
• Law enforcement is confused over what crime has been committed. The trucking industry is full of jargon. If you try to report cargo theft to law enforcement and use all kinds of trucking industry terms (bill of lading, cross dock, double broker, etc.), Lewis said law enforcement may not understand
Photo: Max Blain | 2219678 | Dreamstime
that a theft specifically has occurred. Law enforcement might even think what you’re reporting is a civil matter instead of a crime.
While the first two points can’t be helped, there are things you can do to ensure better communication with law enforcement.
How to communicate with law enforcement over cargo theft
During the webinar, Lewis pointed out multiple ways to better communicate with law enforcement and ensure law enforcement is able to investigate cargo theft timely and correctly.
• Find the right jurisdiction. When cargo theft occurs, every second counts. According to Lewis, it’s more time-effective to research the correct jurisdiction and contact them rather than just calling 911 immediately. This ensures you talk to the right person first. In the webinar, Lewis said to contact law enforcement
both in the area in which the cargo is stolen and in the area where the cargo is supposed to go.
• Choose your words carefully. Don’t use industry jargon when reporting cargo theft. Lewis recommends researching the correct penal code for the state and using the same language when reporting to law enforcement. That way there’s no confusion over what crime has occurred.
• Get a case number. According to Lewis, you can’t file an insurance claim without a case number. Having a case number also allows you to escalate your case to a detective if necessary. If law enforcement insists your case is a civil matter and refuses to give you a case number, Lewis recommends getting a computer-assisted dispatch number instead. The CAD number is a record of your contact with law enforcement and shows that you tried to report the crime. FO
Reporting cargo theft to law enforcement requires effective communication.
How to charge your fleet at home
Ford Pro solution helps manage EV charging, simplify driver reimbursements
by Jade Brasher
Fleets converting to electric vehicles might find charging to be a challenge. Depot charging is one obstacle to tackle on its own, but for fleets whose employees take their vehicles home each day— roughly 30% of fleets, according to an Escalent survey—that charging conundrum is even more profound.
“With fleet customers who take their [electric] vehicles home at night ... the fleet is suddenly now on the driver’s personal electricity bill, and [the fleet] has to reimburse that driver for the energy needed for work purposes,” Mark Poll, senior product manager for Ford Pro Charging, told FleetOwner
To help simplify the charging and reimbursement process for fleets with vehicles that charge at employees’ homes, Ford developed a connected charging software solution. The solution helps fleets manage their charging from end to end, with the help of expert consultation and training, installation and maintenance of a commercial-grade Ford Pro Home Charger, and software to make planning and paying for charging easy, Ford Pro stated in a release.
The platform helps fleets remotely manage charging by:
• Facilitating charging schedules to avoid peak energy rates
• Using security features to control and assign charger access
• Offering customized real-time reporting on energy dispensed
• Enabling management for both Ford and non-Ford EV charging
• Displaying depot charging and athome charging on a single dashboard
Ford Pro’s home charging solution
With Ford’s new solution, the company will install and maintain its Ford Pro Series 2 48A charger at the homes of fleet employees who require at-home
charging. The charger has cellular connectivity capabilities, ensuring it can collect and send data to the fleet manager dashboard regardless of the strength of the employee’s Wi-Fi.
Using data collected from local utilities, fleet managers can view the rates of off-peak and peak energy use time frames to schedule vehicle charging when electricity rates are the lowest.
From the Ford Pro Telematics dashboard, managers can enable or disable charging and receive alerts when a vehicle isn’t charging. This helps fleet owners remotely manage electric vehicle charging across their whole fleet.
Calculating reimbursement for drivers who charge fleet vehicles at home is another challenge.
“We’ve seen customers really struggle with the administrative burden of figuring out how much to reimburse drivers for the energy usage to charge for work purposes, and then align that to the drivers’ utility rates that they pay, which are different at every home,” Poll said.
Ford Pro’s new software solution collects charging data, noting peak or off-peak charging, then calculates that according to the time charged and the energy used to give managers an accurate reimbursement rate for their drivers.
“It really requires data and intelligence
in terms of being able to bring in, for example, that utility rate information along with the charging data to calculate the real reimbursement amount that’s due to the driver,” Poll told FleetOwner. “Then we provide reporting that allows the fleets to reimburse their drivers accurately considering those factors.”
Support beyond the vehicle
Poll said that as fleet customers transition to EVs, the Ford Pro team seeks out ways to continue supporting fleets “beyond the vehicle itself” and simply saw at-home charger installation and energy reimbursement as a fleet challenge that needed a solution.
Ford Pro’s at-home charging solution was developed in-house, centered around its telematics and charging management platform that has expanded over time and through Ford’s 2021 acquisition of Electriphi, an EV charging management software platform.
Further, this platform acts as a onestop shop for managing fleet charging, as it encompasses Ford Pro’s depot charging software, which has been available for several years, with the new at-home charging solution. Drivers have access to a separate dashboard with charging information and insights about their vehicles. FO
Ford developed a connected charging software solution that helps fleets manage their charging from end to end, simplifying the charging and reimbursement process for fleets with vehicles that charge at employees’ homes. Photo: Ford Pro
by David Heller
Road ahead is paved in politics
U.S. infrastructure needs support of next Congress and White House
YOU CAN TELL what time of year it is by the projects you are working on or the events around the corner. Truckload Carrier Association’s Call on Washington and the start of football season in September reminds me that fall is approaching. It seems like the Summer Olympics just ended, yet the leaves will soon change (or might have already started, depending on where you’re reading this).
S afe roads and bridges are paramount for the trucks and drivers who move the nation’s freight. But political questions remain about how to fund their improvement.
Like setting a clock, elections are just weeks away, and it being a presidential year, it feels especially significant. The only thing that makes this time of year a little different is that we will soon be diving back into the discussion of highway reauthorization.
For those who don’t know, highway reauthorization, aka the highway bill, the infrastructure bill, or even the current Infrastructure Investment & Jobs Act—whatever you want to call it— expires in September 2026. Just as we got used to the IIJA, the calendar threw a wrench into the plan; it is just about time to start talking about the next one. Despite a never-ending tumble of reauthorization bills, aspects of the Fixing America’s Surface Transportation Act, or FAST Act, still haven’t become a reality since becoming law nine years ago (hair follicle testing as an alternative measure for DOT drug-testing protocols, for example).
Remember SAFETY-LU, MAP-21, and the FAST Act? The list goes on and on. Other than naming one of these large pieces of omni-type legislation, conversations are already underway as to what the next one will look like. Certainly, those conversations will look at the most recent Congress to target some bills introduced in this current session and reintroduce them in 2025. This is precisely why issues like truck parking continue to be discussed—to ensure that improving upon the issue stays at the forefront of conversation and finds its way into legislation that needs to be enacted.
Think about the importance of the next infrastructure bill. The IIJA provided $110 billion toward repairing, rebuilding, and constructing new roads and bridges for a nation that consistently received failing grades for its crumbling infrastructure system. That $110 billion would seemingly go a long way toward paving the way into the next century for an interstate system that needed upgrades.
In recognizing what a large chunk of money the $110 billion is, would
it surprise anyone to know that our nation needs almost $1 trillion more for our industry to deliver freight across the country productively? The Environmental Protection Agency and California Air Resources Board established an aggressive timeline for adopting zero-emission commercial trucks.
Looking at the price tags, the next infrastructure bill may need a “lottery investment” aspect that calls for government agencies to buy lottery tickets. While I am being sarcastic here, even the most popular drawings don’t come close to the price tag forecast for building a realistic electric infrastructure for heavy-duty, battery-powered vehicles.
Funding our nation’s infrastructure will be a major focus going into the next congressional session. First-class roads and bridges are paramount for our drivers who move the nation’s freight, and in this day and age, questions are abundant about the dollars that can be dedicated to doing that. In addition, electric vehicles mean less fuel tax revenue, so we need to figure out future funding.
Make no mistake, the election is fast approaching. Regardless of the outcome in the congressional races or the bid for the White House, TCA will continue to work with both parties in an effort to have our priorities placed at the front of the line when it comes to the next highway bill. The playing field is wide open for potential legislation to be introduced or reintroduced, enabling your voice to be heard loud and clear over the coming months. FO
David Heller | Dheller@truckload.org
David Heller, CDS, is senior VP of safety and governmental affairs for the Truckload Carriers Association. He is responsible for interpreting and communicating industry-related legislation to TCA members.
The fleet and transportation industries are undergoing a profound transformation as commercial vehicle makers diversify their offerings for fleets facing increased regulations, tighter operating margins, and driver retention challenges.
As we delve into 2025, fleet executives face a dynamic vehicle landscape marked by rapid technological advancements, evolving regulations, and a growing emphasis on sustainability. This (not quite comprehensive) guide from the entire FleetOwner staff lays out some of the most popular and emerging equipment as we reach the middle of this challenging decade and fleets face an uncertain future.
While it’s still too early to know which alternative powertrains will win the race to zero emissions, many traditional powertrains are getting more efficient and offering fleets a bridge to the 2030s. But in the following pages, you’ll find dozens of new alt-powered vehicles available in 2025—some from the traditional OEMs we’ve been covering for years and many from startup companies hoping to take advantage of the transportation transformation underway across the globe.
Electrification charge
Environmental concerns, government incentives, and decreasing battery costs are helping EVs gain traction across various weight classes. From nimble lastmile delivery vans to powerful Class 8 trucks, 2025 could be when many more fleets take an electric leap of faith.
Traditional manufacturers lead this
charge with innovative EV offerings, demonstrating a commitment to sustainable transportation solutions. However, fleet executives are also increasingly offering new EV solutions from upstarts, promising to reduce operating costs, enhance brand image, and future-proof their fleets against evolving regulations.
Fuel cells: A promising alternative
While battery electric vehicles get most of the attention, hydrogen fuel cell technology is becoming a compelling alternative for heavy-duty fleets. With their rapid refueling times and extended range, hydrogen fuel cell trucks are particularly well-suited for long-haul and heavy-duty operations.
Connectivity and automation create efficiency too
We are also witnessing a significant leap forward in connectivity and automation technologies. Advanced telematics systems, predictive maintenance algorithms, and real-time data help fleet leaders improve vehicle performance, reduce downtime, and enhance operational efficiency. OEMs are also integrating more driver-assistance features that could make the commercial vehicle industry safer and more productive.
Don’t forget about diesel
While electrification and automation capture much of the spotlight, the 2025 commercial vehicle market offers various powertrain options. Fueled by diesel, gasoline, and natural gas, traditional internal combustion engines are
the most prevalent fleet options.
With stricter federal and local regulations pushing OEMs to cut emissions, vehicle and engine manufacturers continue to refine these engines to improve fuel efficiency, reduce emissions, and meet stringent regulatory standards.
Driver-centric designs
Amidst all these mid-decade technological advancements, driver comfort and productivity are crucial for many fleets. The 2025 model year showcases a renewed focus on driver-centric design, with manufacturers incorporating ergonomic features, spacious cabins, and advanced infotainment systems.
Recognizing that a satisfied and engaged driver is crucial for productivity and safety, fleet executives increasingly prioritize vehicles that offer a comfortable and enjoyable driving experience.
The following pages show a tapestry of transportation innovation, sustainability, and efficiency available in 2025. And this doesn’t cover it all. Many of the OEMs are still finalizing their 2025 model plans. Later this month, we’ll feature even more new and available 2025 models at FleetOwner. com/2025vehicles.
Fleet executives have more vehicle options than ever before, with advancements in engine technology, safety systems, and alternative fuel options. This can be overwhelming, but 2025 will also be an opportunity for fleets to position their businesses for success in the evolving transportation landscape.
—Josh Fisher, editor-in-chief FO
HEAVY DUTY
Freightliner
The Freightliner Cascadia, Daimler Truck North America’s agship Class 8 vehicle, continues to focus on truck technology, fuel economy, and driver comfort.
Available in day- and several sleeper-cab (mid-roof and raised roof) con gurations, Freightliner also offers lightweight packages to go with a range of new vehicle engines that comply with EPA, California Air Resources Board, GHG, and other regulations. Fleets can spec Detroit DD13, DD15, and DD16 engines or Cummins’ X12 and X15 engines.
Cascadias are still available with Eaton manual transmissions or automated manual Detroit and Eaton Cummins Endurant transmissions. It also offers Allison automatic transmissions. Detroit’s suite of safety systems, including active brake assist, adaptive cruise control, automatic wipers and headlamps, traf c sign display, and more, are now standard on all new Cascadias.Optional features include aerodynamics, Detroit’s integrated powertrain, battery-powered HVAC system, Hendrickson Airtek front suspension, and upgrades that enhance driver comfort and performance.
Integrating e ciency: The Integrated Detroit Powertrain, with DD13 and DD15 engines, coupled with DT12 transmissions and axles, creates Daimler’s most fuel-ef cient Class 8 truck to date.
Kenworth
Kenworth Trucks added new engine options for its Class 8 lineup in 2025. Kenworth recently introduced its California Air Resources Board-compliant Paccar MX-13 engine for Kenworth’s T680, W990, and T880 models. The CARB-compliant engine features new aftertreatment hardware that meets stringent California low nitrogen oxide emissions requirements. Kenworth also added the new Cummins X15N natural gas engine, which is now available for order with its T680 and T880 models. The X15N is the industry’s rst 15-liter natural gas engine that delivers diesel-like power, range, and performance, making it appealing for short, regional, and long-haul operations. The X15N produces between 400 and 500 hp with up to 1,850 lb.-ft. of torque. Back-of-cab natural gas fuel delivery systems can deliver up to a 175 diesel gallon equivalent, making the X15N an ef cient diesel alternative for customers who require longer range and power from their engine.
High-tech mirrors are here: The Kenworth Digital Mirror System is now available for the T880 and W990 models. The system offers a clearer and wider view outside the truck via large high-de nition interior displays to help drivers track trailers around corners or while backing. This system was previously only available with the Kenworth T680.
International
International Truck’s redesigned HV Series is equipped with the S13 Integrated Powertrain and will begin series production in the second half of 2025.
To help navigate tight job sites, the HV Series includes a sloped hood, panoramic wide windshield, and the two smooth and steady crawler gears of the T14 automated manual transmission. International also made performance upgrades to reduce weight and galvanize frame rails for anticorrosion protection. The S13 can help eets boost productivity by eliminating components such as the exhaust gas recirculation cooler and diesel oxidation catalyst.
Through International’s chassis electrical system, Diamond Logic, and its expanded electronic control capabilities, eets can simplify and customize body up tting. Factory-installed power take-off options and the integration of Bendix Wingman Fusion boost safety and productivity.
New remote power modules deliver more power and control through upgraded electronics and expanded input and output options. Additional integration enhancements include multiple mounting options for common components such as air tanks and air dryers, a more accessible fuel water separator, and new tag and pusher axles options.
Better vision above and below the hood: The new sloped hood design and LED headlamps help increase driver visibility. Under-hood lights assist with inspections in low-light environments, and an integrated uid check in the driver display simpli es the pre-trip inspection process.
Freightliner Cascadia Photo: Freightliner
Kenworth T680 Photo: Kenworth
International HV Series 2 Photo: International
HEAVY DUTY
Mack
The latest Mack Granite blends modern design and functionality, according to the Bulldog OEM. Its fascia features a new chrome grille with customizable options for eets looking for a contemporary look in a heavy-duty work truck. Safety takes center stage with Mack’s new intelligent headlights, which automatically activate heating elements in cold conditions to prevent ice buildup. An anti-fog coating ensures clear vision in humidity.
Integrated amber running lights that double as turn signals bolster daytime safety and increase the truck’s visibility. High-impact polycarbonate lenses resist damage from debris, and the entire assembly is designed for easy replacement or upgrade. The Granite also features the advanced mDrive HD automated manual transmission. This system optimizes performance and fuel ef ciency, providing smooth shifts and reducing driver fatigue in challenging vocational applications.
29/50 vision: The standout upgrade for the 2025 Granite is the advanced self-heating LED headlamp system that illuminates the road and worksites, and Mack engineers say the lights signi cantly improve driver visibility up to 29% forward and 50% peripherally.
Peterbilt
Peterbilt Motors now offers two new low-roof con gurations to its Model 567 and Model 589 trucks for car carrier applications. The Model 567 offers an UltraLow Roof day cab con guration with a 95-inch roof height for lightweight carrying. The UltraLow Roof 567 day cab also offers speci c low-pro le suspension and axle options for the lowest possible ride.
The Model 589 now has an UltraLow Roof 58-inch sleeper con guration for long-haul journeys, with orders scheduled beginning in the fourth quarter of 2024. The 589 UltraLow Roof Sleeper has a 100-inch roof height and continues to have two trim level options: premier and platinum.
The models’ low roof con gurations can both use a Paccar TX-12 automated transmission and MX-11/MX-13 engines for advanced power and performance. The MX-11 engine offers up to 445 hp and 1,700 lb.-ft. peak torque.
CARB-compliant: The MX-13 engine option combines a diesel powertrain with Paccar’s low-NOx technology, compliant with California’s clean eet regulations. This includes 510 hp with 1,850 lb.-ft. of torque and an ef ciency-focused rating of 455 hp and 1,650 lb.-ft. of torque between 900 and 1,325 rpm.
Volvo
Volvo Trucks North America re-engineered and designed the all-new Volvo VNL to rede ne eet uptime, safety, ef ciency, and driver productivity, the OEM announced this year. The new Class 8 Volvo tractor is available in six cab con gurations. The all-new Volvo VNL is equipped with proprietary active and passive safety features. Intelligent driver protection systems work to reduce injury risks and protect drivers, pedestrians, and passengers, reinforcing Volvo’s commitment to zero accidents.
The cab is constructed using high-strength steel, which is up to three times stronger than aluminum and engineered to absorb and de ect the energy of a crash to reduce the chance of injury. The E-Call safety system is an innovative new safety feature that automatically alerts emergency services in the event of an airbag deployment or rollover event. This system provides real-time location data for quicker response times.
Improved aerodynamics and powertrain technology, along with a more serviceable exhaust aftertreatment system, increase fuel ef ciency by up to 10%, according to the OEM. It is the most connected truck Volvo Trucks has ever built, and it has a suite of connectivity tools to expedite maintenance checks and swiftly get trucks back on the road.
Designed with the driver in mind: The Volvo VNL provides an optimal working and resting environment for maximum comfort and satisfaction.
Mack Granite Photo: Mack
Peterbilt Model 567 and Model 589 Photo: Peterbilt
Volvo VNL Photo: Volvo
Western Star
Western Star continues to offer its three X-series trucks for the 2025 model year: the 47X, 49X, and 57X. The X-series trucks can all accommodate a range of engines and transmissions, but each comes with a Detroit Assurance suite of active safety systems and two trim options: base and premium.
The 47X is the series’ shorter con guration and is built for applications with shorter length requirements, such as concrete mixers or dump trucks. The 47X has a 111.6-inch length from the bumper to the back of the cab.
The 49X is 10 inches longer than the 47X but boasts excellent air ltration ef ciency, greater horsepower/ torque, and longer sleeper cab options.
The 57X is the highway-focused model in the X-series and greatly resembles the Freightliner Cascadia. It has the longest BBC length of the series.
‘Eyes’ in the back: X-Series now offers a factory-installed backup alert system, which includes a 7-inch integrated touchscreen display, a backup camera, and a reverse proximity sensor.
Western Star X-Series Photo: Western Star.
MEDIUM DUTY
Ford
Ford’s medium-duty lineup includes the F-650 and F-750, both of which are available with either a gas or diesel powertrain via the 7.3L V8 gasoline engine or 6.7L Power Stroke turbo diesel engine. The trucks have a GVWR range of 25,600 to 37,000 lb.
Both the F-650 and F-750 feature a 39.4-inch chassis height and standard 22.5-inch wheels. The V8 offers 335 hp and 468 lb.-ft. of torque. The Power Stroke offers a standard 270 hp and 700 lb.-ft. of torque with an available rating up to 330 hp and 750 lb.-ft. of torque. Both engines are paired with a Ford TorqShift transmission—the HD 10 speed with the diesel, and the HD 6 speed with the gas. A PTO is standard with HD 10 speed and available with the 6 speed.
The 2025 Ford Medium Duty trucks have an ergonomic steering wheel and instrument cluster, steering wheel audio controls, and available factory-installed auxiliary switches. The trucks are equipped with Ford Co-Pilot360 Technologies, with features such as Hill Start Assist and Driver-Assist Technology Package (which includes pre-collision assist with automatic emergency braking, auto high-beam headlights, lane-keeping alert, and more).
More than gas and diesel: Ford Medium Duty lineup offers alternative fuel options, including compressed natural gas and propane autogas.
Freightliner
Freightliner’s Plus series enhances its medium-duty and severe-duty vehicle lines. The M2 106 Plus, M2 112 Plus, 108SD Plus, and 114SD Plus can be spec’d between Class 6 and Class 8.
The enhanced models, which began serial production in late 2023, updated the interior and electrical systems of the medium-duty M2 and vocational SD models. All of the Plus series vehicles are available with Daimler Truck North America’s safety and connectivity suites from Detroit Assurance for customers combining Detroit or Cummins engines with the Detroit D12 transmission.
The QuickFit Electrical System was engineered to simplify up ts. According to the OEM, it delivers easier access to critical connection points, more power sources, programmable switches, customizable parameters, and interlock features, making up ts more exible.
Aggressive performance: The vocational vehicles include low-speed maneuverability technology from the Detroit DT12-V transmission. There is an off-road mode featuring aggressive shifting for sustained momentum and performance on rough terrain, a hill-start aid to guard against rolling back on steep grades, and a rock-free mode to reduce downtime caused by wheel-stuck situations.
Hino
The new Hino L Series trucks, available in Class 6 and Class 7 versions, feature an exterior redesign that includes a bolder front fascia and optional LED headlights.
The trucks are standard with the Cummins B6.7L diesel engine, which offers 240-260 hp and 660 lb.-ft. of torque. The B6.7 features upgrades that allow for extended engine maintenance intervals, including longer oil drain intervals, more time between fuel lter changes, and a maintenance-free crankcase ventilation lter.
As part of its safety features, the L Series is equipped with electronic stability control, a collision mitigation system, lane departure warning, active cruise control, and a driver’s seat belt sensor. To maximize functionality, new wheelbase options and extended cab and crew cab con gurations are available on the L Series. Driver comforts: The re-engineered Hino L Series interior includes automotive-grade nishes built with commercial-use durability and increased functionality. It also features new steering wheel controls, a large 7-inch LCD multi-information display, more storage, and increased legroom for drivers who work in their cab.
Ford F-750 Photo: Ford
Hino L-Series Photo: Hino
Freightliner’s Plus series Photo: Freightliner
MEDIUM DUTY
Isuzu
For 2025, Isuzu Commercial Truck continues to offer its N-Series diesel and gas models and F-Series models, ranging from Class 3 to Class 7 con gurations.
The gas-powered NPR, NPR-HD, and NQR use a 6.6-liter V8 gasoline engine, producing up to 350 hp at 4,500 rpm and 425 lb.-ft. torque at 3,800 rpm. The NPR and NPR-HD are equipped with a 6-speed Hydra-Matic automatic transmission, a lock-up torque converter, and two overdrive gears.
The Class 3 NPR has a 12,000-lb. GVWR, and the Class 4 NPR-HD has a 14,500-lb. GVWR. The Class 5 NQR and NRR use an Allison 100-Series automatic 6-speed transmission. The NQR has a 17,950-lb. GVWR, while the NRR has a 19,500-lb. GVWR.
The diesel-powered NPR-HD, NPR-XD, and NRR each use a 5.2L I4 turbocharged engine, offering 215 hp at 2,500 rpm and 452 lb.-ft. torque at 1,850 rpm. Each truck uses a 6-speed automatic transmission and 30-gallon in-frame fuel tank. The trucks differ by GVWR, body application, and wheelbase.
Cummins diesel power: The F-Series Class 6 FTR and Class 7 FVR featured the heavy-duty Cummins B6.7 diesel engine. The 6.7L engine generates up to 260 hp and 660 lb.-ft. torque.
Kenworth
Kenworth’s Paccar TX-12 and new Paccar TX-12 Pro automated transmissions equipped with the Paccar PX-9 engine are now available for Kenworth’s T280, T380, and T480 medium-duty models.
The TX-12 is an on-highway transmission that features lightweight and robust construction. The new TX-12 Pro offers enhanced capabilities for vocational and select off-highway applications. The 12-speed gear set provides wide ratio coverage, allowing for maneuverability around job sites. Both Paccar TX-12 transmissions seamlessly integrate with the Paccar PX-9 for ef ciency and drivability.
Improved e ciency: In addition to new Paccar Powertrain offerings, Kenworth will offer new aerodynamic roof cap and side extender options for its T180, T280, T380, and T480 models. According to the OEM, these offerings reduce drag and improve overall fuel ef ciency, and they are also available for day cab Class 8 models, including the T680, W990, and T880. New LED headlamps will also be available in 2025 for these models.
LIGHT DUTY
Chevrolet Silverado 1500
The 2025 Chevrolet Silverado has four engine options: the 2.7L Turbo, 3L I-6 Turbo diesel, 5.3L V8, and 6.2L V8. These engines offer a range of 305 to 420 hp and 383 to 495 lb.-ft. of torque (the 6.2L offers up to 623 lb.-ft. of torque at 4,100 rpm). The 2.7L is paired with an 8-speed automatic transmission, and the other engines are paired with a 10 speed.
The Silverado can tow up to 13,300 lb. and has a maximum payload of 2,260 lb. It is available with tech features such as Trailer Side Blind Zone Alert, a trailering app, up to 14 camera views, Super Cruise hands-free driving, and more. It’s available with Chevrolet’s Multi-Flex Tailgate, and the bed includes 12 standard tie-down points and up to 89.1 cu. ft. of bed cargo space.
New trim and tech: For 2025, the Chevrolet Silverado gets two new colors, Cypress Gray and Riptide Blue. It also gets new available 20-inch high-gloss black wheels. On the Work Truck trim, cruise control is standard, and the Trailer Brake Controller is standard on the LT trim and above. Also new for 2025, the ZR2 trim gets standard premium audio and standard front and rear park assist.
Isuzu N-Series Diesel Photo: Isuzu
Kenworth T280 Photo: Kenworth
Chevrolet Silverado 1500 Photo: Chevrolet
LIGHT DUTY
Chevrolet Silverado HD
The Class 2 and Class 3 Chevrolet Silverado 2500HD and 3500HD are available with two engines: the 6.6L V8, capable of burning gasoline or E85 FlexFuel, and the Duramax 6.6L Turbo Diesel. The V8 offers 401 hp and 464 lb.-ft. of torque, and the Duramax offers 470 hp and 975 lb.-ft. of torque. Both engines are paired with an Allison 10-speed automatic transmission.
The Silverado HD series can tow up to 36,000 lb. and features a maximum payload of 7,237 lb. Like the Silverado 1500, the HD series is also available with the Chevrolet Multi-Flex Tailgate.
The 2025 Silverado 2500HD and 3500HD both get several updates in the new model year. The trucks get an available front and rear park assist for Work Truck, Custom, and LT trims, as well as a standard front and rear park assist on the HD ZR2. Adaptive cruise control is now standard on the High Country, and a Black-Out Package is now available for the HD Custom. The HD Midnight Edition gets new 20-inch wheels.
Options for a boss: Trail Boss (available for LT and LTZ trims) now includes Z71 shocks and suspension package; blackedout front and rear bumpers, trim, and badges; Trail Boss bed decals; Red Recovery hooks; and 20-inch black wheels with BF Goodrich K03 tires.
Chevrolet Silverado HD Photo: Chevrolet
LIGHT DUTY
Ford E-Series
The new 2025 Ford E-Series Cutaway chassis comes in three con gurations as Class 3 or Class 4 vehicles: the E-350 Single-Rear-Wheel Cutaway, the E-350 Dual-Rear-Wheel Cutaway, and the E-450 Dual-Rear-Wheel Cutaway.
All con gurations are standard with a 7.3L V8 gas engine. The V8 offers 325 hp and 450 lb.-ft. of torque. The chassis features a towing capacity of up to 10,000 lb., and the E-450 features an available 14,500-lb. GVWR. The 7.3L is paired with the Ford TorqueShift 6-speed automatic transmission with a driver-selectable tow/haul mode. The chassis is available with a variety of technology and safety features. Available technologies include adaptive cruise control, forward collision warning, post-collision braking, automatic highbeam headlights, distance alert, and automatic emergency braking.
Making the cab comfortable: Ford touts the 2025 Cutaway’s more ergonomic and convenient cab, which includes a tilt/telescoping steering column, a convenient cluster, Bluetooth capabilities, and USB ports.
Ford F-150
The 2025 Ford F-150 comes with six powertrain options: 3.5L PowerBoost full-hybrid V6, 3.5L EcoBoost V6, 2.7L EcoBoost V6, 5L Ti-VCT V8, 3.5L High Output EcoBoost V8, or 5.2L Supercharged V8. This gives the new F-150 a range of 325 to 720 hp and 400 to 640 lb.-ft. of torque. The pickup can tow up to 13,500 lb. and has a payload capacity of up to 3,310 lb.
With the 3.5L PowerBoost hybrid, owners can also take advantage of up to 7.2 kW of available electrical power from the Pro Power Onboard. Other powertrain options offer 2 kW and 2.4 kW power options. Owners can access that power in the tailgate using the available Pro Access Tailgate, a swing gate that allows bed access even when connected to a trailer.
The pickup is offered in eight trim levels, from the more basic XL to the luxurious Platinum to the high-performance Raptor. More tech inside and out: The 2025 F-150 is available with technology features such as BlueCruise hands-free driving, a head-up display, Ford Co-Pilot360, 5G Wi-Fi connectivity, and more. The 2025 F-150 is available with other technology features that optimize productivity, such as Pro Trailer Backup Assist, Pro Trailer Hitch Assist, and BLIS (blind spot information system) with Trailer Coverage.
Ford Maverick
Ford’s smallest pickup, the Ford Maverick, gets upgrades for 2025, which include a new trim level and an all-wheel-drive option with Ford’s 2.5L hybrid engine.
The 2025 Maverick now comes in ve different trims, including the new Lobo trim, a “street-performance” version of the Maverick, which features a lower ride height, on-road tuned suspension, and a 2.0L EcoBoost engine. Ford’s 2.5L hybrid engine is standard on XL, XLT, and Lariat trims, and customers now have the option to add a package that doubles the Maverick’s towing capacity on all trims.
In addition, the 2025 Maverick will also be equipped with new technology, such as Ford’s Sync 4, displayed on a 13.2-inch infotainment screen, featuring wireless Apple CarPlay and Android Auto, a 360-degree camera, and an available Pro Trailer Hitch Assist helps drivers align with the trailer as well as back up their trailer using a knob to indicate the direction with the Pro Trailer Backup Assist.
About those powertrains: The 2.5L hybrid engine offers 191 hp and 155 lb.-ft. of torque. The 2.0L EcoBoost engine offers 238 hp and 275 lb.-ft. of torque. Maverick trucks with both engines have a max towing capacity of 2,000 lb. or 4,000 lb. with the 4K Towing Package.
Ford E-Series Photo: Ford
Ford F-150 Photo: Ford
Ford Maverick Photo: Ford
GMC Sierra HD
The GMC Sierra work truck lineup includes the Sierra 2500HD and 3500HD. The trucks are available in seven trims, from the Pro trim to the Denali Ultimate trim. In 2025, the GM Duramax 6.6L turbo diesel V8 powers the Denali Ultimate as standard equipment, but it’s also available with the other trims.
Both the GMC 2500HD and 3500HD (aside from the Denali Ultimate) are powered by a standard 6.6L V8 gas engine. The standard gas engine and the available Duramax are paired with an Allison 10-speed automatic transmission. With the Duramax, the powertrain offers up to 470 hp and 975 lb.-ft. of torque.
LIGHT DUTY
The 2025 2500HD Crew Cab can tow up to 21,870 lb., and GMC offers trailering-assistance technologies to help ensure a safe haul. These technologies include ProGrade Trailering Tech, up to 14 available camera views, and Adaptive Cruise Control with Trailering. Safety and driver assistance technologies are also standard with every GMC HD truck, including forward collision alert, following distance indicator, front pedestrian barking, lane departure warning, and more.
Infotainment focus: Interior technology includes a 13.4-inch infotainment screen, a 15-inch head-up display, and a 12.3inch instrument cluster.
Mercedes-Benz Sprinter
The 2025 Mercedes-Benz Sprinter van models include a variety of new features, including an information system that can display a 360-degree camera view outside the van. The vans are available in four con gurations designed for cargo delivery, work crews, people moving, and chassis cab up ts.
The light-duty cargo vans from the Daimler Truck subsidiary can be spec’d as Class 2 or Class 3 vehicles. All models are equipped with the 9G-Tronic automatic transmission and can be combined with all-wheel drive on select models. More than 75% of all commercial Sprinters sold are converted into industry-speci c vans by up tters, according to the OEM. Use cases range from courier, express, and parcel vehicles to buses for passenger transport to special vehicles such as refrigerated vans, ambulances, construction site vehicles, and camper vans.
The new 2025 Sprinter offers a signi cant increase in safety, comfort, and digital networking while still offering a high degree of exibility. The optional intelligent multimedia system MBUX (Mercedes-Benz User Experience) includes a 10.25-inch touch display and instrument cluster with color display. Both screens can be operated intuitively via touch control panels on the new multi-function steering wheel.
Safety from Daimler: Mercedes also added a lot of new safety systems from Daimler Truck, such as side guard assist, blind spot assist, tire-pressure monitoring, rain sensor, and new option packages focused on winter, comfort, and advanced driver assistance systems.
Nissan Frontier
Nissan refreshed its Frontier pickup truck for 2025 with a revised front fascia, grille, and bumper design, along with a new tailgate nisher for pro models, a redesigned dashboard, a new wheel design, and color options.
The light-duty truck features a direct-injected 3.8L V6 engine and 9-speed automatic transmission, featuring 310 hp and 281 lb.-ft. of torque.
Maximum trailering capacity on the 2025 Frontier was increased up to 7,150 lb. Towing capacities increased by around 500 lb. on all grades and con gurations compared to the 2024 Frontier. The new Frontier also expands the Crew Cab’s long-wheelbase con guration from SV to SV, PRO-4X, and SL grades. A longer 6-foot bed allows more cargo.
Wireless infotainment: SV grades and higher get a 12.3-inch touchscreen infotainment system, which adds wireless Android Auto and Apple CarPlay.
GMC Sierra HD Photo: GMC
Mercedes-Benz Sprinter Photo: Mercedes-Benz
Nissan Frontier Photo: Nissan
LIGHT DUTY
Ram 1500
Ram redesigned its 1500 pickup for 2025, including a new design for the exterior, a more luxurious interior, and a new powertrain.
The Ram 1500 is offered with three different engines: 3.6L Pentastar V6 with eTorque, 3L Hurricane, and 3L Hurricane High Output. Equipped with the 3.6L Pentastar, the Ram 1500 boasts 305 hp, 269 lb.-ft. of torque, payload capacity of 2,370 lb., and towing capacity of 8,110 lb. The 3L Hurricane offers 420 hp, 469 lb.-ft. of torque, maximum payload of 1,980 lb., and towing capacity of 11,550 lb. The High-Output Hurricane boasts 540 hp, 521 lb.-ft. of torque, maximum payload of 1,520 lb., and maximum towing capacity of 9,920 lb.
Safety and security features include hands-free driving assistance, Parksense automated parking, lane departure technology, and more. The 2025 Ram 1500 also features onboard power with a 2 kW inverter and two available 110V power outlets in the bed.
More tech than ever before: The new Ram has the most available towing technology features ever offered on the 1500, along with more than 100 standard and available security and safety features, Ram touts. These include Trailer Auto Hitch Assist, Telescopic trailer tow mirrors, Trailer Reverse Guidance, digital rearview mirror, and integrated trailer monitor.
Ram ProMaster
The 2025 Ram ProMaster cargo van is powered by a Pentastar 3.6L V6 engine paired with a TorqueFlite 9-speed transmission. The powertrain offers 276 hp and 250 lb.-ft. of torque. The new ProMaster is capable of a 4,820-lb. payload and has a maximum towing capacity of 6,910 lb.
It’s available in three different cargo height options and four different cargo lengths. The maximum cargo space is 524 cu. ft. The 2025 Ram ProMaster is also offered in three different trim levels: Tradesman, SLT, and SLT+.
The Tradesman offers Ram’s standard equipment package with Uconnect 5, a 7-inch touchscreen infotainment system, and 19 standard safety and security features. The SLT upgrades the Tradesman package by adding a four-way adjustable passenger seat, power folding and heated mirrors, chrome grille, and more safety features. The SLT+ is an even bigger upgrade that offers Uconnect 5 NAV, a 10.1-inch touchscreen, and even more safety and security features.
Standard safety features include forward collision warning with active braking, pedestrian emergency braking, drowsy driver detection, and ParkView rear backup camera.
Leveling up driver assistance: The Active Driving Assist system is available in the ProMaster, which features Level 2 Autonomous Driving.
Ram 1500 Photo:Ram
Ram ProMaster Photo: Ram
ALT-FUEL VEHICLES: Heavy Duty
Freightliner eCascadia
The battery electric Freightliner eCascadia began production in 2022 and has logged more than 6 million real-world miles for U.S. eets as of this summer. It is available in a 116-inch day cab.
The zero-emission Class 8 truck’s batteries can be recharged to 80% in as little as 90 minutes. Several battery and drive axle options are available: Tandem drive offers 425-470 hp and up to 220 miles on a full charge; single-drive features 320-395 hp with a standard driving range of 155 miles—or 230 miles with long-range option.
The Freightliner eCascadia comes standard with the Detroit Assurance suite of safety systems, including Active Brake Assist 5. Proprietary power: Along with its medium-duty counterpart, the Freightliner eM2, the eCascadia features Daimler’s proprietary Detroit ePowertrain with Detroit eAxles and batteries that work together to create more ef ciency.
Kenworth T680 FCEV
Kenworth integrated Toyota’s latest advancements in hydrogen fuel cell technology into its agship T680 on-highway truck. The T680 FCEV is expected to go into serial production in 2025 to offer eet customers a range up to 450 miles. The T680 FCEV stores most of its energy onboard as compressed hydrogen gas, allowing for smaller batteries and reducing the tractor’s weight. The truck is equipped with a 310 kW Dual Motor Assembly, capable of providing 415 hp continuously at a maximum 82,000-lb. GCWR, and the Toyota Gen 2 Dual Fuel Cell Module. With top speeds of 70 mph, the vehicle can refuel its 58.8 kg.-capacity hydrogen tanks in a time similar to diesel operations.
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Freightliner eCascadia Photo: Freightliner
Kenworth T680 FCEV Photo: Kenworth
ALT-FUEL VEHICLES: Heavy Duty
Lion Electric Lion8 Tractor
The electric Lion8 Tractor, a Class 8 BEV from the Lion Electric Co., features a 127,000-lb. GCWR, which the OEM said is the highest of any commercial EV. Lion’s heavy-duty battery packs feature 630 kWh capacity, providing up to 275 miles in range. The batteries can recharge to 80% in approximately 1.5 hours.
Featuring a 6x4 axle configuration, the Lion8 has two integrated 2-speed eAxles and a cab-forward design to improve driver visibility and maneuverability.
The tractor also features a high-energy-density proprietary 750V battery system and its standard vehicle-to-grid compatibility. Additional features include ADAS technology and an onboard weighing system, which the company said enhances safety and operational ef ciency.
Mack LR Electric
The Mack LR Electric is a Class 8 clean vehicle built for dirty jobs of refuse and recycling applications in urban environments. The LR Electric’s powerful electric drivetrain delivers the torque and performance needed for frequent stops and starts, heavy loads, and varied terrain.
The LR Electric features a standard 376 kWh total battery capacity for increased range. With twin electric motors, the LR Electric offers 448 continuous horsepower and 4,051 lb.-ft. of peak output torque from 0 rpm.
The LR Electric has a 2-speed Mack Powershift transmission, Mack mRide suspension, and Mack’s proprietary S462R 46,000-lb. rear axles. The advanced battery technology and regenerative braking system maximize range and ef ciency, ensuring the truck can handle long shifts.
Better routing: Mack said its team analyzes eet customers’ routes and infrastructure to simplify electric vehicle integration into operations.
Nikola Tre FCEV
Nikola’s hydrogen fuel cell electric vehicle, the Class 8 Tre FCEV, features a range of up to 500 miles and an estimated refueling time as low as 20 minutes.
The company believes its truck is among the longest ranges of all commercially available zero-emission Class 8 trucks, with versatile applications ranging from drayage and intermodal to metro-regional truckload and lessthan-truckload to certain specialized hauling use cases.
Through its advanced in-cab interfaces, drivers can optimize travel time, track fuel usage, and monitor vehicle systems. Nikola’s bespoke navigation system designed for the Tre FCEV integrates route planning that accounts for trailer dimensions and hazmat classi cations. The Tre’s electronic steering and cabover design aims to improve maneuverability and navigation through tight spaces.
The Nikola Tre eAxle technology is purpose-built for heavy-duty applications to provide power and performance.
New safety ecosystem: The Nikola Tre FCEV’s advanced safety systems include lane departure warning, advanced emergency braking, and front and rear cameras. Nikola also developed its own ecosystem of distinct visual and audible alerts to keep drivers focused on the road.
Lion Electric Lion8 Tractor Photo: Lion Electric Co.
Mack LR Electric Photo: Mack
Nikola Tre FCEV Photo: Nikola
ALT-FUEL VEHICLES: Heavy Duty
Peterbilt 579EV
Designed for optimal weight distribution and performance, the fully integrated, all-electric Class 8 Peterbilt Model 579EV powertrain offers a 150-mile range on a full charge. When used in conjunction with a recommended DC fast-charger, the high-energy density battery packs recharge in three to four hours.
The Model 579EV is ideal for regional haul and drayage applications, in part because the frequent starts and stops engage the regenerative braking, which transfers energy back into the battery backs, reducing brake pad wear and extending operating range.
The e-axles are out tted with 2-speed gearing and a 2:1 gearing reduction for great startability and ef cient cruising. The Model 579EV uses an enhanced gauge cluster to clearly communicate all the information required for the driver to operate the electric vehicle, including power output, charge level, coolant temperature, service indicators, and more.
Brake benefits: Regenerative braking is controlled via the right-hand stalk and can be dialed into three distinct settings based on load and road conditions.
Tern RC8
The Tern RC8, which combines Hexagon Purus zero-emission technology with Hino Trucks’ heavy-duty chassis, is expected to begin serial production by 2025.
The Class 8 electric tractor is based on Hino’s XL Series 4x2 chassis with a Hexagon Purus zero-emission powertrain and Dana e-Axle. The electric truck features a 165-inch wheelbase and 68,000-lb. GVWR.
The company said the RC8 is designed for regional urban duty cycles operating within 200 miles. The truck’s dual Hexagon Purus Gen3 269 kWh battery features a 750V, 538 kWh con guration. The truck offers peak 680 hp and continuous 494 hp and peak torque of 38,350 ft.-lb.
Dealer network: Tern trucks will be exclusively available through select Hino dealers, leveraging Hino Trucks’ infrastructure and customer support.
Tesla Semi
Tesla claims the Class 8 Semi can travel between 300 and 500 miles per charge when loaded to 82,000-lb. GVWR.
The OEM also lists the energy consumption of the Semi as “less than 2 kWh/mile.” Because of its sleek contours, the Semi will be less affected by drag at highway speeds, with a drag coef cient of 0.36, or about half that of a conventional diesel Class 8 vehicle, according to Tesla.
The Semi comes standard with active safety features that pair with advanced motor and brake controls to deliver traction and stability. A central seating position gives the driver better visibility, while an all-electric architecture reduces both rollover risk and cabin intrusion in case of an accident.
Burn rubber: Three independent Tesla motors provide instant torque and power at any speed. The Semi can accelerate from 0-60 mph in 20 seconds when fully loaded and maintain highway-level speeds up steep grades, according to Tesla.
Volvo VNL Electric
Volvo Trucks North America was the rst legacy heavy-duty OEM to begin serial production of a Class 8 EV earlier this decade with the VNR Electric, designed for regional and short-haul operations. The global truckmaker teased plans earlier this year for its second electric heavy-duty, the VNL electric.
Volvo said the brand could begin selling the new Class 8 electric truck in late 2025. Just like the VNR Electric was modeled after the diesel-powered VNR tractor, the VNL Electric is based on the all-new ICE-powered Volvo VNL that debuts this year. Volvo announced in June that the VNL Electric will be the “ agship of North America’s best-selling line of heavy-duty battery electric trucks.”
About 1,000 VNR Electric trucks are currently operating in the U.S. and Canada, giving Volvo more than 40% market share of over-the-road heavy-duty electric trucks. The OEM said the VNR Electric will remain available until the VNL Electric debuts. Electrifying the future: VTNA is ramping up its EV-certi ed dealership network in North America to support the VNR Electric and future VNL Electric. And the OEM now has a better business after acquiring Proterra earlier this year.
Peterbilt 579EV Photo: Peterbilt
Tern RC8 Photo: Tern
Tesla Semi Photo: Tesla
Volvo VNL Electric Photo: Jade Brasher | FleetOwner
ALT-FUEL VEHICLES: Medium Duty
Bollinger B4
The Bollinger B4 Chassis Cab is a Class 4 battery electric truck designed to be custom con gured by eets to t duty cycle needs. The B4 offers 323 hp and 675 lb.-ft. of torque. It features a payload of 7,325 lb. and a range of 185 miles.
Bollinger Motors’ proprietary, unobstructed frame rails are designed for easy mounting and up t adaptation, with all drivetrain components safely packaged inside the rails. With a width of 40 inches compared to the traditional 34 inches, the B4 frame provides ample space for securely housing batteries and components between the rails. This con guration ensures weight is centered and low, resulting in improved driving dynamics.
The quad-bend tapered frame enhances maneuverability, allowing a 40-inch frame to turn like a 34-inch frame, creating a 46-foot turning radius. The at frame rails streamline up ts with minimal customization required, leading to faster turnaround times. The Bollinger B4 Chassis Cab offers either Level 2 or DC Fast Charge. Under the frame: All components, including batteries, are accessible from below the frame, facilitating easier maintenance and repair.
Freightliner eM2
The Freightliner eM2 is built on Daimler Truck North America’s ICE-powered M2 106 Plus platform for the medium-duty segment.
The eM2 features a fully integrated, battery electric Detroit ePowertrain. Its electric motors and 2-speed transmission are directly on the drive axles, minimizing energy waste. The driving range varies based on the two battery capacity options for the eM2. The Class 6 single-motor model offers up to 190 hp, a 194 kWh battery, and ranges around 180 miles on one charge. The heavier Class 7 dual-motor variant offers up to 255 hp, supported by a 291 kWh battery, and up to 250-mile range.
Standard safety features include Detroit’s Active Brake Assist 5, tailgate warning, adaptive cruise control down to 0 mph, lane departure warning, intelligent high beam headlights, automatic wipers/headlamps, and Side Guard Assist. The eM2 also features Detroit Connect’s connected vehicle solution, which facilitates real-time monitoring of battery health, charging status, and energy usage. This connectivity enables ef cient route planning, energy optimization, and post-trip data analysis to improve overall energy ef ciency.
Open for innovation: Freightliner said it continues to work with eets to create additional options for wheel base, battery capacity, and ePTOs for the eM2.
International eMV
International Truck’s all-electric eMV Series debuted in 2021. Available with factory-installed ePower and electric power take-off electrical system options, eets can spec the International eMV Series as Class 6 or Class 7 battery electric trucks.
The eMV is built to the same standards as the diesel-powered International MV Series truck. International said the eMV is ideal for any straight rail application. It has four wheelbase options: 217, 236, 254, and 272 inches. The Diamond Logic electrical system is standard.
The eMV’s battery electric motor provides peak power of more than 335 hp or 250 kW and continuous power of 215 hp or 160 kW. Its 210 kWh capacity high-voltage battery provides a 135-mile range when fully charged. The truck has three levels of regenerative braking. The eMV also offers both AC and DC charging capabilities. Level 2 AC chargers can recharge the truck overnight. DC fast charging can provide a full charge in under two hours.
Reefer ready: An ePower option pulls power directly from the electric vehicle’s battery pack and is the basis for electric transport refrigeration unit (eTRU) applications.
Isuzu is introducing its rst battery electric truck, the NRR EV, in 2025. The Class 5 truck has the same GVWR as its diesel-powered NRR counterpart: 19,500 lb. The ZF CeTrax lite, a liquid-cooled, single-speed, three-phase AC motor, powers the EV. It can output up to 150 kW power and 280 lb.-ft. torque.
To run the motor, the NRR EV can accommodate a range of power capacity needs. It offers four 20 kWh battery pack con gurations: 60, 100, 140, or 180 kWh. Regenerative braking helps to recharge the batteries and increase range. The 180 kWh battery pack con guration allows a range of 122 to 235 miles. The electric truck is compatible with both Level 2 AC and DC fast charging, allowing charge times of 5.5 to 10 hours (Level 2 AC) and one to 2.5 hours (DC). Wheelbase options include 132.5, 150, and 176 inches to accommodate a range of applications. The NRR EV also offers an optional ADS package, including lane departure warning, automatic emergency braking, distance alter, forward vehicle start, mis-acceleration mitigation, and adaptive cruise control systems. Cabover makeover: The NRR EV’s cab is more aerodynamic, has a newly designed front bumper for improved cooling, and features an all-new headlamp assembly for better visibility.
Mack MD Electric
The Mack MD Electric combines the OEM’s engineered durability with electric technology. Its advanced battery electric powertrain delivers instant torque and smooth acceleration, making it ideal for frequent stops and starts in urban environments.
New for 2025, the MD’s cab is now four inches longer, providing drivers more seat recline and leg room. The updated interior boasts premium satin aluminum trim, improved seating with lumbar support, and enhanced LED lighting. New steering wheel controls for cruise control, telephone, and audio functions have been added, increasing driver convenience and safety.
Available in both Class 6 and Class 7, it comes in 150 kWh or 240 kWH battery con gurations, supporting both AC and DC charging.
Ready for freight or vocation: The MD Electric can be tted for dry van or refrigerated applications, stake/ atbed, and dump vocations. It has a compact 107-inch bumper-to-back-of-cab measurement and a sharp wheel cut for urban maneuverability.
Workhorse W56
Rizon e18Mx and e18Lx
Rizon, Daimler Truck’s all-electric medium-duty vehicle brand, is expanding its Class 4 and Class 5 lineup with two new models: e18Mx and e18Lx. These zero-emission trucks offer upgraded payload capacities with innovative features engineered for urban and local deliveries.
The new Rizon models increased payload capacity to 18,850 lb. They offer a range of up to 160 miles on a single charge, supported by Level 2 AC and DC fast charging.
The e18Mx and e18Lx cabover trucks join the rst four Rizon models—e18L, e18M, e16L, and e16M—with customized body options, such as box, dump, stake bed, and refrigerated units. Made for urban operations, the vehicles also feature advanced safety features.
Order books are open: Rizon USA, the authorized U.S. distributor of the Japan-made vehicles, and its dealer partners are already accepting orders for the 2025 model.
The all-electric Workhorse W56 offers eets a versatile platform available as a step van or in stripped chassis con gurations from the pioneer in early medium-duty eet electri cation. It can be spec’d as a Class 5 or Class 6 vehicle.
Workhorse offers the W56 in two wheelbase options. The standard 178-inch offers 1,000 cu. ft. in cargo capacity; an extended 208-inch wheelbase option provides 1,200 cu. ft. of cargo area. Both versions are equipped with composite panel sidewalls that are designed to enhance operational ef ciency and driver comfort.
The W56’s battery electric design offers a 150-mile range at full payload and up to 170 miles in optimal conditions, making it suitable for delivery routes. The platform supports a substantial 10,000-lb. payload.
Advanced monitoring: Workhorse’s advanced telematics app, Metron, gives eets remote battery range monitoring along with 500 other data points that are updated every 10 seconds to provide live trip tracking and route replays.
Mack MD Electric Photo: Mack
Rizon e18Mx and e18Lx Photo: Rizon
Workhorse W56 Photo: Workhorse
Isuzu NRR EV Photo: Isuzu
ALT-FUEL VEHICLES: Light Duty
Chevrolet BrightDrop 400 and 600
The BrightDrop electric van will be backed by Chevrolet in 2025. The BrightDrop 400 and 600 EVs will be sold and serviced at Chevrolet dealerships. The electric cargo van offers 272-mile range, payload up to 3,710 lb. (with the BrightDrop 400 FWD), and up to 614.7 cu. ft. of maximum cargo volume.
The BrightDrop vans also feature an elevated seat position and more than 20 standard active safety and driver-assistance features. It features an 11.1-inch infotainment system display equipped with Apple CarPlay and Android Auto.
New for 2025 is intersection automatic emergency braking and front pedestrian and bicyclist braking. Other technology features include enhanced automatic emergency braking, forward collision alert, front and rear park assist, lane keep assist with departure warning, and IntelliBeam LED headlights.
Small steps: The BrightDrop vans feature a low step-in height with entry and exit handles for better operator ergonomics.
GMC Sierra EV Denali
The all-new GMC Sierra EV Denali offers up to 754 hp and 785 lb.-ft. of torque in Max Power mode. It has an estimated range of 440 miles; with DC fast charging, it can charge 100 miles in about 10 minutes.
It’s capable of trailering up to 10,000 lb. and features 4-Wheel Steer as standard equipment, which allows drivers to enable the CrabWalk, rst seen in the Hummer EV. The EV Denali also features a MultiPro MidGate with folding rear seats and a removable back window that allows the truck bed to extend nearly 11 feet. Inside, the EV Denali features a 16.8-inch center infotainment touchscreen that GM says is similar to a smartphone or tablet. Drivers can customize the screen to view information they deem most important.
Other EV features: The electric pickup features Super Cruise, a spray-on bedliner, 24-inch wheels, 10.2 kW of onboard power with Power Station Pro, air ride adaptive suspension, and a panoramic glass roof.
Ram 1500 Ramcharger
Mercedes-Benz eSprinter
The Mercedes-Benz eSprinter builds off the Daimler Truck subsidiary’s popular cargo van, offering battery electric transport with various range, body design, and payload.
North America customers can now opt for an 81 kWh battery variant with different van wheelbases and roof heights to match their applications with the right payload and range. A 144-inch wheelbase with standard roof combination has 319 cu. ft. of cargo volume. The longer 170-inch wheelbase with a high roof, in combination with the 81 kWh battery, offers 488 cu. ft. and a payload of up to 3,120 lb. The eSprinter variations go up to 9,370-lb. GVWR.
The eSprinter’s permanent magnet synchronous motor is available with 100 kW or 150 kW peak power and delivers up to 295 lb.-ft. of torque. Battery options offer ranges between 204 and 297 miles.
Quick refresh: Fast charging systems can recharge the battery from 10% to 80% in just over 30 minutes
Ram’s all-new range extended electric pickup truck, the 1500 Ramcharger, will debut in 2025 with a liquid-cooled 92 kWh battery pack with a 130 kW generator.
The Ramcharger features a Pentastar 3.6L engine that gives the truck mechanical power, which converts to electrical power for maximum ef ciency. This generates 663 hp, 615 lb.-ft. of torque, and 690 miles of range. The truck has a maximum payload capacity of 2,625 lb. as well as a maximum towing capacity of 14,000 lb. In addition, the Ramcharger features onboard power options, with up to 4.8 kW of power available in the truck bed and up to 7.2 kW in an available power panel.
Hands-Free Driving Assist is also available as well as one-pedal driving. The Ramcharger has more than 24 inches of available total touchscreen display area, Ram touts, with three screens throughout the cabin. This includes the 14.5-inch infotainment display and an available 10.25-inch passenger interactive display. This interactive display can be used to watch movies, stream shows, and listen to music.
Electric style: The Ramcharger is loaded with luxury, with a 24-way adjustable driver and passenger seat, an available Klipsch audio system, and more than 100 standard and available safety and security features.
Chevrolet BrightDrop 400 and 600 Photo: Chevrolet
GMC Sierra EV Denali Photo: GMC
Mercedes-Benz eSprinter Photo: Mercedes-Benz
Ram 1500 Ramcharger Photo: Ram
ALT-FUEL VEHICLES: Light Duty
Ram 1500 REV
Ram’s all-electric pickup, the Ram 1500 REV, features a standard 168 kWh battery pack that offers a range of up to 350 miles. With the available 229 kWh battery pack, the Ram 1500 REV has a range of 500 miles.
The Ram REV offers up to 654 hp and 620 lb.-ft. of torque. It’s capable of a payload of 2,625 lb. and a maximum towing capacity of 14,000 lb. This capable EV can launch from 0-60 in 4.4 seconds and has a water fording depth of 24 inches. The REV is available in ve trims.
Technology inside the cab includes a 14.5-inch infotainment screen that houses EV-speci c features, such as the pickup’s charging status, locations of nearby charging stations, and more. A 12.3-inch passenger display is also available. The front seats feature 24-way adjustment and include massage functions. A Klipsch premium audio system is also available. This EV also features Hands-Free Active Driving Assist and one-pedal driving.
Space under the hood: A 15-cu. ft. capacity frunk offers storage space and an area to power tools. The frunk’s power panel provides up to 3.6 kW of power.
Ram ProMaster EV
The all-electric version of the Ram ProMaster is coming in 2025. A 200 kW Electric Drive Module powers it and offers 268 hp and 302 lb.-ft. of torque. It’s capable of a maximum payload capacity of 3,020 lb. The 110 kWh battery has a targeted range of 162 miles.
The Ram ProMaster EV features a 10-inch infotainment system, 7-inch driver instrument cluster, one-pedal driving mode, keyless push start/stop, and energy prediction.
The Dynamic Trip Energy Prediction displays operating conditions, such as how the vehicle is achieving its range, and its projected path. Additional technology perks include standard forward collision warning with cyclist and pedestrian detection, standard drowsiness detection, and standard traf c sign information. A digital rear-view mirror is available, along with blind spot monitoring, lane departure warning, and adaptive cruise control.
Ready for e-commerce:
The rst of the ProMaster EVs will feature last-mile delivery designs, such as a high roof, a roll-up rear door, and a sliding passenger pocket door.
Rivian R1T
Rivian Commercial Van
The electric cargo van that was once only available to Amazon is now available to any eet owner. Rivian will begin deliveries of its Rivian Commercial Van in Q1 2025. The van is available in two con gurations, Delivery 500 and Delivery 700.
The 500 has a 161-mile range, 2,734 lb. payload, and 9,650lb. GVWR; it is 248.5-inches long with a height of 114.7 inches and 487 cu. ft. of cargo space. The 700 has a 153-mile range, 2,513 lb. payload, 9,500-lb. GVWR; it is 278 inches long with a height of 114.8 inches and 652 cu. ft. of cargo space.
The vans feature an automated bulkhead door to improve ergonomics and ef ciency for delivery drivers. Its cargo area can comfortably accommodate drivers who are as tall as 6’10”. It also features a key fob with a pocket clip for easy hands-free access.
Bird’s-eye view and comfort: Cameras give drivers a 360-degree view of the vehicle, microclimate seats keep drivers comfortable, and the center infotainment display is one of the largest for any light-duty commercial vehicle.
The Rivian R1T comes in four different trims, each with differing levels of capability. The Dual Standard R1T features an estimated range of 258 miles, 533 hp, and 610 lb.-ft. of torque. It has a payload capacity of 1,984 lb. and a towing capacity of 7,700 lb. The Dual Large R1T has an estimated range of 330 miles, has 533 hp, and 610 lb.-ft. of torque. Like the Dual Standard, the Dual Large can tow up to 7,700 lb., but unlike the Dual Standard, its payload capacity is less at 1,764 lb.
The R1T Dual Max features an estimated range of 420 miles, 533 hp, and 610 lb.-ft. of torque. It features the same payload as the Dual Large but can tow up to 11,000 lb.
Finally, the Tri Max R1T is a tri-motor AWD (whereas the others are dual motors). While its payload and towing capacity are identical to the Dual Max, it offers 850 hp and 1,103 lb.-ft. of torque.
The R1T also features a built-in security system, has 20-plus safety features, and what Rivan calls a “luxurious cabin.”
Towing technology: When a trailer is connected for towing, the R1T senses its weight and aerodynamics, then adjusts range and charging stops accordingly.
Ram 1500 REV Photo: Ram
Ram 1500 REV Photo: Ram
Rivian Commercial Van Photo: Rivian
Rivian R1T Photo: Rivian
Volvo picks Monterrey for Mexico truck plant
Volvo Group will build its new heavyduty truck manufacturing plant in Monterrey, Mexico, to supplement the group’s U.S. production and provide additional capacity to support the growth plans of both Volvo and Mack trucks in North American and Central American markets, the company announced. It plans to open in 2026.
Monterrey provides logistical efficiencies for supporting sales to Southwestern and Western U.S. fleets and customers in Mexico and Latin America.
Growth in North America is a priority for the global equipment maker, and this investment is part of an effort to increase the strength and flexibility of the group’s industrial footprint and supply chain in the region. This includes an agreement to acquire the commercial vehicle group’s production plant in North Carolina, which produces cabs for Mack’s heavy- and medium-duty trucks, for approximately $40 million.
Mack launches virtual truck builder
Mack Trucks launched a virtual Truck Builder platform that allows customers to customize their Mack Anthem, Pinnacle, Granite, LR, LR Electric, MD, or MD Electric truck from the ground up. This new platform replaces Mack’s previous customization technology to enhance the user experience.
“Our new Truck Builder isn’t just an upgrade—it’s a complete reimagining of how customers interact with our products,” David Galbraith, Mack Trucks VP of global brand and marketing, said in the release. “We’ve created an immersive, user-friendly experience that brings the excitement of building a Mack truck to life in new and unprecedented ways.”
The new platform allows users to customize their truck, from the wheels to the roof fairings (or lack thereof).
The platform offers 3D views of each truck from five different angles of the exterior and a nearly 360-degree view of the interior. Users can customize their trucks with multiple exterior color options, interior trim levels, and more. They can pick between powertrains, axles, suspension, and seats.
Currently, the tool focuses on the Mack chassis and displays generic truck body options. However, a Mack spokesperson told FleetOwner that the OEM has discussed adding a variety of actual truck bodies to the tool and “will continue to consider this and other options in the future.”
Auction website for Penske Used Trucks
Penske Used Trucks launched a new online auction platform designed to streamline the process of buying used Penske equipment.
Weekly auctions run from Tuesday to Thursday. The platform will feature a range of vehicles, including lightand medium-duty trucks, heavy-duty tractors, semi-trailers, and specialized equipment.
“We are committed to continuously improving the purchasing experience for our customers,” Jack Mitchell, SVP of vehicle remarketing for Penske Used Trucks, said. “The new auction site will provide an efficient, transparent, and user-friendly way to acquire quality used trucks.”
Fontaine introduces Western Star 49X auto hauler
Fontaine Modification recently added an auto hauler conversion that delivers a low profile for Western Star car carrier fleets. Fontaine’s new auto hauler conversion lowers the roof of the Western Star 49X 60-inch sleeper to 100.75 inches to accommodate a car carrier trailer of the customer’s choice.
Fontaine engineers developed solutions to get the truck cab’s unladen height under 101 inches. The team took more than 30 inches out of the cab height and designed all-new cab mounts, exhaust, side cowls, front axle bump stop, and a custom replacement roof cap. The result is a truck that retains its factory fit and finish with a lower overall height.
Bollinger expands dealer and service network
Bollinger Motors, an electric commercial vehicle manufacturer, named TEC Equipment as an official Bollinger dealer in advance of the company’s production of Class 4 EVs. The addition of sales and service provided by select TEC Equipment locations expands Bollinger Motors’ commercial sales and service network westward, with locations now in Arizona, California, Iowa, Michigan, Nebraska, Nevada, Oregon, South Dakota, and Washington. FO
Mack Trucks recently launched its Truck Builder, a digital platform that allows customers to customize their Mack truck from the ground up.
Image: Mack Trucks
Fontaine Modification introduces low-profile auto hauler conversion for Western Star 49X.
Photo: Fontaine Modification
Today’s transportati on and logisti cs environment demands professionals with state of industry exper ti se. They need insights into the most forwardthinking solutions of the day.
Against this background, there has never been a better time to attend the 2025 Private Fleet Management Institute (PFMI).
PFMI is an intensive 5day program of indepth rigorous learning, featuring courses in Fleet Finance, Operations, Legal, Regulatory and Safety Compliance, Human Resources, Maintenance and Equipment. This is an accelerated educational program designed to meet the demanding needs of today’s private eet professional.
In addition, PFMI provides one of the most effective ways of refreshing your knowledge base and preparing for the 2025 CTP Examination, set for Saturday, February 8, 2025.
by Kevin Rohlwing
Fueling infrastructure funding foes
Truck tire tax hike appears safe for now as states focus on VMT
FOR DECADES, the taxes on motor vehicle fuel have served as a primary funding source for road maintenance and construction. According to the U.S. Energy Information Administration, the federal taxes and fees on diesel fuel are 24.4 cents per gallon, while the average state tax is 34.76 cents per gallon. The Federal Excise Tax on trucks, trailers,
A ll but nine states are at least considering VMT to fund growing infrastructure shortfalls as more vehicles don’t contribute to the Highway Trust Fund. Fleets need to be prepared for a new age of taxation.
and truck tires is another federal funding source. These fuel and equipment taxes result in billions of federal and state revenue.
The federal and state governments split road construction and maintenance costs. The Tax Policy Center estimates that the Highway Trust Fund—the federal funding mechanism and recipient of FET revenue—accounts for approximately 25% of the public spending on roads and highways; state and local governments finance the rest. The
Highway Trust Fund model financed U.S. transportation needs for years, but since 2008, Congress has had to transfer general revenues to the fund on multiple occasions, most recently to meet spending obligations through 2027.
The Tax Foundation looked at how the decline in gasoline consumption would erode gas tax revenue; the picture is grim. Federal gas tax rates have not increased since 1993, so the lack of adjustments for inflation has caused real revenues to fall. With a Presidential election this year and several key Senate races on ballots this fall, neither side of the aisle will touch the federal gas tax. Washington will predictably kick the can down the road as it has for the past 31 years and leave it up to local governments to deal with the problems.
That leaves state governments, which pay the brunt of infrastructure costs, to figure out funding. According to the Tax Foundation, only three states (Maryland, Montana, and Tennessee) were able to raise enough transportation funding to spend on highways in fiscal year 2021. While New Jersey and South Carolina were close at 99%, California was at 72%, and Texas was only at 57%. The reasons for the shortfall are too numerous to list. Electric vehicles are yet another major contributor, since for the first time, there are vehicles that don’t pay the gas tax, so they are using the roads for free.
A seemingly simple solution is implementing a vehicle miles traveled tax to increase revenues while capturing the EV and alternative fuel markets. The Tax Foundation reported that five states (Connecticut, Kentucky, New Mexico, New York, and Oregon) currently have a VMT that targets commercial vehicles. Connecticut covers everything over 26,000 lb. GVWR with taxes that range
from 2.5 cents per mile to 17.5 cents per mile. Kentucky has a standard rate for a combined license weight greater than 59,999 lb., while the New Mexico VMT applies to everything over 26,000 lb. GVWR. New York gives options on how to calculate VMT, but Oregon has no options since the VMT applies to everything, including passenger and light trucks.
As of 2024, only nine states don’t have VMT plans or research underway: Arkansas, Iowa, Illinois, Indiana, Louisiana, Missouri, Mississippi, Wisconsin, and West Virginia. The rest of the country is trying to figure out how they can use VMT to increase funding for highways, roads, and bridges. Without a coordinated federal system, it will become a patchwork of licenses, registrations, GPS, regional coalitions, and possibly plate readers. Interstate trucking is about to become even more complicated.
The good news is that given the impending shortfall in the Highway Trust Fund, which the Congressional Budget Office projects will result in a cumulative $181 billion for highways by 2033, any increases to the current FET on truck tires are unlikely to move the needle. Fuel taxes accounted for 83% of the $43 billion collected in fiscal year 2023, with the FET on truck tires at around 2%. Rumors of including retreads are just that—there is no indication that it’s even on the table. There’s no real money to generate by increasing the FET on truck tires. The real money is spelled “V-M-T.” Fleets need to be prepared for a new age of taxation. FO
Kevin Rohlwing | krohlwing@tireindustry.org
Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 220,000 technicians.
ConMet’s TruckWings is a tractor-mounted aerodynamic solution designed to close the gap between the tractor and trailer, boosting fuel efficiency and enhancing vehicle stability. Automatically deploying at highway speeds to improve aerodynamics, the device retracts at lower speeds for greater maneuverability in urban settings or when docking. The company says that not only is it proven to increase vehicle efficiency by up to 6%, but TruckWings can also reduce CO2 emissions by 7-10 metric tons per truck annually. Each new unit is backed by ConMet’s 5-year/500,000-mile warranty.
FlowBelow
FlowBelow says its Tractor AeroKit with Flex Fairing technology reimagines its classic Tractor AeroKit. It’s the result of years of collaboration between FlowBelow’s engineers, its fleet customers, and
truck OEMs. Like its predecessor, this aerodynamic fairing saves fuel by reducing drag around the drive wheel tires of long haul and regional haul trucks. According to the company, at a proven fuel savings of 1.26 cents per mile, the product will quickly pay for itself.
Materials and support-bracketry have all been updated to improve durability and to fit more applications. The Flex Fairings are made with a rubber alloy that bounces back when impact occurs. The all-aluminum support brackets are lighter, resistant to corrosion, and have been repositioned to react more favorably when encountering road hazards.
The kits are available for the aftermarket directly from FlowBelow and can be spec’ed through any mod-center for installation on new-truck builds. They are backed by a new 5-year/500,000mile limited warranty.
Michelin
As fleet sustainability initiatives gain momentum, Michelin introduces Michelin GreenerFleets, a comprehensive service focused on enhancing fleet efficiency and reducing environmental impact. The company says that central to this service is Michelin Energy Guard, a trailer aerodynamic solution. Michelin offers various configurations, including full systems, rear-end kits, and aerodynamic mud flaps tailored to meet specific fleet needs. Complementing these are Michelin X-One tire
technologies and Michelin Connected Fleet telematics, which optimize fuel efficiency and minimize CO2 emissions. According to Michelin, its independent third-party tests confirm that the savings from its solutions are “meaningful and measurable, ensuring fleets can make informed, sustainable choices.”
Michelin says GreenerFleets also assists customers in modeling ROI on retrofits, showing how fuel savings can outweigh costs depending on trailer usage and fuel prices.
Transtex
Transtex says fuel savings can be optimized with its Edge Elite Aero System+ aerodynamic technology. According to the company, this state-of-the-art system delivers 10.49% fuel savings, cutting 12.09 gallons per 1,000 miles, or $2,877, per trailer every six months. Featuring Edge Skirts, Edge Topkit+, Edge Flaps, and Edge Fins, it offers streamlined aerodynamics for enhanced efficiency and minimal driver interaction.
The company says the newest addition to its lineup, Edge Fins, further enhances fuel savings by reducing drag without added maintenance. Lightweight and durable, the Edge Elite Aero System+ with Edge Fins are designed for quick installation and resilience in all weather conditions. With minimal maintenance and an enhanced warranty, they provide a strong ROI and withstand the toughest conditions, according to Transtex. FO
Photo: ConMet
Photo: FlowBelow
Photo: Michelin
Photo: Transtex
PROVEN RELIABILITY AND TOUGHNESS TO
12,000 LBS. CAPACITY
The XPR-12FDL is built for the toughest jobs in your fleet. Its rugged two-post design effortlessly lifts heavy-duty trucks, commercial vans, and fleet vehicles with ease. The open-top design, Direct-Drive technology, and triple-telescoping arms offer superior versatility, making it the ideal solution for handling your entire fleet. With a 16-piece adapter set and automatic arm restraints, lifting is safer and more secure than ever. The XPR-12FDL provides the power and reliability your fleet needs to stay operational. Explore the full range of BendPak’s heavy-duty hydraulic lifts at bendpak.com or call us at 1-800-253-2363 to learn more.
BendPak Model
A versatile choice for mixed fleets, BendPak’s new 16AP and 20AP Series heavy-duty twopost lifts easily take on Class 1 through 5 vehicles, from passenger cars to commercial trucks and vans. They reach further, lift higher and deliver greater stability than other lifts, all while protecting technicians with unmatched safety systems and ergonomics. With fewer moving parts, they’re easier to maintain, less prone to wear, and more cost-effective to operate. Maximize your uptime and efficiency with BendPak’s heavy-duty lifts — delivering superior performance and unmatched value. To learn more or to shop now, visit bendpak.com or call us at 1-800-253-2363. Patent Pending*
A.S.A.R.S. AUTOMATIC SWING ARM RESTRAINT SYSTEM FOR ADDED SAFETY. FOR BETTER ERGONOMICS
Making decisions amid challenges
Decker is adjusting business decisions as industry faces headwinds
by Seth Skydel
Even for someone with a lifetime of experience in the trucking industry, this is a unique period.
“We’re facing a number of headwinds at the same time,” Dale Decker, CEO of The Decker Companies Inc., said. “The current freight market, the impact of supply chain issues over the past few years on equipment availability, upcoming emissions standards, and economic factors that affect new and used truck and trailer pricing are simultaneously changing how we approach business decisions.”
For Decker, typical equipment replacement and buying patterns have been upended. “It’s counterintuitive,” he explained. “The freight market continues to be tough on revenues, but we need to invest in new equipment at a time when truck prices are increasing and are projected to go even higher when 2027-compliant engines are in production. At the same time, used-asset resale values have fallen.”
“In addition, dealers are already talking about OEM allocation plans for 2025 and 2026 models and telling us we should be planning now with multiyear orders,” Decker continued. “Their message is that we need to place orders this year if we expect to get allocation slots in 2025.”
On the trailer side of the Decker Truck Line fleet, Decker noted that used pricing is down and with longer trade cycles than for power units, the issue of new-vehicle availability is not as critical. For the company’s refrigerated operations, the question is how much of the fleet needs to be CARB-compliant to operate in California.
Decker Truck Line offers temperature-controlled dry van and flatbed freight services. Headquartered in Fort
well as the latest safety features.
In addition, Decker Truck Line is currently upgrading to the EpicVue+ platform, which adds online training and a dedicated fleet channel for distributing company announcements and fleet news.
“We’ve had great success with satellite TV as a recruiting, retention, and driver comfort tool, and now we’re looking forward to using EpicVue+ to enable an even better relationship with our drivers,” Decker said.
Dodge, Iowa, the company operates 800 tractors and nearly 1,400 trailers from six terminals in Alabama, Indiana, Iowa, and Montana.
With nationwide and diversified operations, Decker is always looking to recruit and retain drivers. He noted that the carrier’s 70% annual turnover rate is well positioned compared to industry averages, but there are still opportunities to improve retention.
“We went from hiring drivers everywhere we could to focusing on finding candidates in our freight lanes,” Decker said. “Matching freight networks with driver domicile locations helps us find better candidates because we can get them home more often. It also means we don’t have to broker loads to minimize the amount of deadhead miles we run.”
Decker also views competitive pay and benefits packages and premium equipment as effective recruiting and retention tools. He pointed out that the company’s trucks are equipped with various comfort and convenience items, as
Decker Truck Line also anticipates savings using EpicVue+ to exchange information instead of tablet data plans. The company will eliminate the cost of those plans by using the Verizon network platform as a single system for operational data and communication and by giving drivers access to in-cab Wi-Fi. Management systems are driving operational improvements at Decker Truck Line as well. As a long-time user of the McLeod Software TMS for truckload carriers, the company has also enabled integrations with other systems to provide greater visibility into its operations and streamline business processes.
One of those is a freight mapping tool. “In line with our strategy of matching drivers to freight networks, we’re also making decisions about loads based on how they fit with our operations,” Decker said. “By matching shipper freight volume with our equipment, we can more effectively price loads and determine if they’re profitable. Across the board, that yields improvement and enhances our freight network’s efficiency.”
Running company that has been family-owned and -operated since 1931 gives Dale Decker a highly informed view of the freight market. Today, he’s using that experience to make effective decisions to meet a number of challenges. FO
Competitive pay and benefits packages and premium equipment are effective recruiting and retention tools at Decker Truck Line.
Photo: Decker Companies Inc.
Diagnostic Countdown
Clock is ticking on diagnostic adoption Fleet Diagnostics
by John Hitch
Welcome to the 2024 Fleet Diagnostics special section. This hasn’t been a ground-breaking year for new tools or ways of doing things, but it has been a huge one in terms of how the industry has coalesced time-proven strategies with new technologies.
We’ve been writing for awhile about how more and more technicians will be relying on diagnostic tools, tablets, and laptops to get the job done. Over the last few years, the ratio of tools to techs has narrowed from 1:6 in 2016 to now about 1:3, according to Noregon. And as Mindy Long reports in our cover story on page 58, there will be one diagnostic tool per tech in the next five years.
For some shops, it could be even sooner. Over in Portsmouth, Virginia, at American Fleet Service, there’s a diagostic tool for every 1.5 techs, company president Butch Cassell said.
Does this mean your lube techs will need a new ruggedized tablet to change an oil filter? We’re not there yet, but it does mean fleets need a wider array of tools for their more experienced techs and, of course, diagnostic specialists. This could range from your typical scan tools and electric testing units to more niche ones like borescopes and thermal images. And for some gear, like computers, you’ll want extras in case one breaks down. The last thing you want is two techs bare-knuckle boxing over the last laptop. (This is something we’ve heard happen before most fleet managers realized investing in diagnostics was necessary.)
So take a look at the piece and see if you are adequately prepared.
We also asked our resident diagnostic bestie, senior master tech Missy Albin, to see if TMC’s incoming RP on root cause analysis meets the expectations the group’s leadership have hyped it up to be. Albin bravely accepted the challenge and used the key elements of the RP, the fishbone diagram and 5 Whys, to troubleshoot a truck that wouldn’t shut off. The results will not only change how Albin does her job going forward, but likely will for many others as well. (My wife even tried to use it to get me to shut up, but so far that’s been ineffective.)
Finally, Jeremy Wolfe dives into the world of remote diagnostics, which continues to grow more accurate and informational. Now a staple feature for heavy-duty trucks, remote diagnostics are helping fleet employees understand the nature and severity of fault codes—including which problems can wait, and which ones need urgent attention.
We’re positive you’ll find some value in each of these stories, which should set you up to meet your own expectations for uptime in the coming years. And to help even more, check out the many new diagnostic tools included at the end.
Thanks for reading and happy troubleshooting!
58 A diagnostic tool for every tech? The day is coming
Diagnostic tool demand is hitting critical mass, with experts predicting a 1:1 tech-to-tool ratio by decade’s end.
62
Angling for better root cause analysis
TMC’s pending RP 551 on root cause analysis will change the game for troubleshooting problems in the bay and office, and we had one technician take it for a test drive.
66
Beyond fault codes
Remote diagnostics have boosted shop efficiency and reduced fleet downtime by adding actionable insights to fault code data.
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Diagnostics product guide
Here are some of the latest products in the industry.
Special section brought to you by
Cover Images: Photo by John Hitch;
A diagnostic tool for every tech? The day is coming
Diagnostic tool demand is hitting critical mass, with experts predicting a 1:1 tech-to-tool ratio by decade’s end.
by Mindy Long
Eight years ago, a commercial vehicle shop, on average, had one diagnostic tool per six technicians, according to Noregon Systems. By the end of this year, the diagnostic solution provider estimates the ratio will be 1:3.
Bruno Gattamorta, chief commercial officer for Cojali, which makes Jaltest diagnostic tools, thinks the ratio will be 1:1 by 2030. “You’re not going to be able to do anything without these tools in the future. As time goes on, there are more sensors and more ECMs,” he said.
With increased demand for maintaining and repairing more sophisticated commercial vehicle systems and components, in some places, a 1:1 ratio is just around the corner.
Butch Cassell, president of American Fleet Service, based in Portsmouth, Virginia, said the shop has one tool per every 1.5 techs. He’ll invest in additional tools if it takes too long for techs to get results—or if the shop picks up a new fleet customer with specific engines that need to be diagnosed.
“Especially in a small independent heavy-duty shop, there is a fine line to balance tool expense versus return,” he explained.
As fleets and maintenance managers plan their budgets for 2025 and beyond, it is a fine line they will walk all the same. The technicians will need to learn the basics of modern troubleshooting and have the tools necessary to do so unless they want to market themselves as a boutique antique truck repair facility.
A tech likely needs one of these tools
for most jobs, from replacing a radio to an oil change (because they need to reset sensors). And because most systems communicate, the added wires, sensors, and processors may require some level of diagnostics.
“Most repairs use some type of diagnostic tool to verify the complaint, confirm the cause, or make the correction,” noted Dan Carrano, VP of fleet maintenance for A. Duie Pyle, a less-than-truckload carrier based in West Chester, Pennsylvania.
Daniel Mustafa, director of technical service for TravelCenters of America, said that over the past 20 years, electronics have been incorporated into virtually every vehicle system. “While this gives excellent visibility to vehicle issues, it makes electronic diagnostic tools a requirement for most vehicle systems,” he said.
This is true even in the body repair sector. According to Tom McGuire, CEO of Precision Diagnostics, a maker of tools
for the collision sector, technicians can no longer “bare-knuckle” their way through repairs anymore.
Because advanced driver assistance systems (ADAS) are now integrated into many vehicles, diagnostic tools are now essential, even for simple tasks like replacing a windshield or bumper.
“Technicians today are working on computers, processors, and communication networks that are integrated into the vehicle architecture,” he explained.
NO TURNING BACK
OK, so we know they’re needed. But what are these tools really providing, and why can’t we go back to those simpler, more analog times from two decades ago? For starters, all those additional sensors and ECUs paired with telematics lead to commercial vehicles producing and sharing more data than ever before.
So much, in fact, that “the vehicle itself is becoming a diagnostic tool,” said Robert Braswell, executive director of the American Trucking Associations Technology & Maintenance Council. “With telematics, you’re anticipating faults before they happen,” he said.
With the next stage in diagnostic evolution, predictive maintenance, AI programs can cross-reference a truck’s symptoms (or fault codes) against similar cases, alerting management when a truck might have to “call off” for health reasons. That gives you enough lead time to make changes and not disrupt operations.
But as you may have guessed when that truck rolls into the bay, “you need some sort of tool in the shop bay to figure out what is wrong,” Braswell said.
The best anyone could do without tools is guess at the root cause, Aaron McCoy, fleet performance manager for FleetNet America, said. “Not every failure or its cause can be directly seen or heard,” he said.
Diving in without a tool increases the odds that a customer will get their vehicle back with the same problem or even in worse condition. “That causes reputational damage not only to the technician but also the shop as a whole, and in some shops, [this] can even result in the technician being forced to work without compensation if they have to do rework or if they go over the quoted labor time,” McCoy said.
Danny Colon, co-owner of Dedicated Diagnostics, said the tools also save time, particularly when diagnosing complex, multi-system issues. He explained that JPRO’s enhanced fault guidance provides detailed, step-by-step instructions for diagnosing and repairing faults based on specific diagnostic trouble codes.
“This feature streamlines the diagnostic process, allowing our technicians to quickly identify and resolve issues without needing to consult multiple sources,” Colon explained.
Fleet Diagnostics
INCREASING ACCESS TO TOOLS
In a modern truck, a cranking/starting system has a minimum of three computers and their associated switches and sensors. “You can very quickly determine if a starter is receiving voltage or not, but if not, why? To answer that question without diagnostic software is likely impossible,” Mustafa, TravelCenters of America, said.
Another example is lighting. “In [older] vehicles, the only way to know if the exterior lights were working was to get out and look. On the modern truck, it sets a fault code and communicates that to the driver through the instrument cluster info screen,” Mustafa explained, adding that lighting faults have made TA’s top 10 fault code list.
Even the radio communicates with the collision mitigation and lane departure warning systems to give drivers audible alerts. “Years ago, if the radio went bad, you’d pull it out and put a new one in there. If you do that now, you have to program the modules in the truck to say there is a new radio and provide the code. Otherwise, it will get a check engine light,” Carrano, A. Duie Pyle, said, adding that any electrical fault or issue that causes a check engine light requires diagnostic software.
Aven Blozan, a technician for Iron Buffalo, which operates shops in Colorado and Montana, said 100,000 things can go wrong on a truck. “If you had to guess which one of those things was causing the check engine light, you would just be replacing the truck,” he said.
More and more tools are providing a one-stop-shop experience for technicians. “There was once a time that you retrieved the fault code from the tool, but if you needed service information, you had to go to another source. After you identified the needed parts, you had to go to another source to look up the parts,” Mustafa said. “In the leading software manufacturers, all these functions have been built in.”
ATA’s Braswell said shop managers need to know which handheld tool, tablet, or laptop is needed for a repair. “They need to be aware to schedule the repairs
“ As a technician, I frequently considered a shop’s tooling and equipment as a factor in whether I would accept an offer to work for that shop in the first place. ”
Aaron McCoy, fleet performance manager, FleetNet America
so techs can complete the repairs and verify that the repair was completed properly,” he said.
INCREASING TOOL FUNCTIONALITY
As tool functionality increases, shops may be able to streamline the overall number of tools needed. “The proprietary nature of tooling is starting to melt away, so you can have one brand that can cover multiple models,” Braswell said.
A versatile, comprehensive tool means technicians can address various problems across multiple vehicle systems without switching between different tools, enabling faster diagnostics and repairs, reducing downtime, and improving overall service efficiency.
“As a newer company, this strategy helps us maximize our operational efficiency and deliver superior service to our clients,” Colon, Dedicated Diagnostics, said.
It is also necessary for each shop to have a tablet or laptop to connect to as well as sufficient scan tools.
Jason Hedman, Noregon, is seeing increased functionality influence purchases. “You don’t have to have as many individual tools because our tool services multi-brands, but you do have more laptops per service center,” he said. “If you’ve only got one machine in the shop with 12 technicians, somebody’s always waiting on a machine.”
Carrano has experienced the increased need for laptops firsthand. “Where we needed one laptop, now we have two.
With a versatile, comprehensive tool, techs can diagnose and fix vehicles without switching between multiple tools, reducing downtime and improving service efficiency. Photo: TravelCenters of America
Where we had three, now we have five. It is hard to do anything without a laptop,” he said.
Additionally, some services can tie up a laptop for extended periods. At A. Duie Pyle, technicians always check soot levels in exhaust aftertreatment systems and may conduct a forced regen, which can take a half hour or more, to prevent drivers from having to do it while on the road.
“You need a laptop the entire time to do a forced regen. When you think about how many PMs we do a week, the forced regens can tie up the tool,” Carrano said.
Iron Buffalo’s Blozan added that nearly any repair on an aftertreatment system requires a diagnostic tool. “Since it is a federally regulated part of the vehicle, you have to go through certain procedures to clear the derate and the check engine light,” he explained.
To aid technicians, tool providers are adding more features. TEXA has added a guided diagnosis feature to increase technician efficiency. “This new IDC5 functionality directs the technician through the vehicle problem, with step-by-step interactive instructions that begin at the diagnostic code and complete with recommended repair solutions,” Fabio Mazzon, technical manager for TEXA USA, said.
Cojali has added more dealer-level features, which can save time and drive ROI on the tool. “We can do remote calibrations of ECMs or ECUs. Before, you’d have to go to the dealer, wait for them to do the install, and update your software,” Cojali’s Gattamorta explained.
Noregon has added coverage on Cummins-powered equipment, CAT-powered equipment, Paccar, and International. “It isn’t shiny or sexy, but our customers want new features, and they really want to fix their trucks,” he said.
Noregon has rolled out Truck Check Up software to perform and submit heavyduty vehicle inspections required by the California Air Resources Board’s clean fleet regulations, which apply to any vehicle traveling in California. TA plans to support the CARB program and will likely begin offering the service at California
locations and possibly other surrounding states next year.
When Mustafa researched CARB-certified inspection tools, he was excited to see that TA’s primary tool supplier, Noregon, had a solution. “The advantage of their tool is that not only can it be used for the CARB inspections but also for diagnostics. This alleviates the burdens of purchasing a new tool and having to manage two different tools.”
FOCUS ON TECHS
While the tools are becoming essential, they don’t replace the skills technicians need. “One of the big misnomers is you have this fancy robust scan tool that solves all the issues. It doesn’t, but it is a great data resource,” Precision Diagnostics’ McGuire explained. “The worst thing you can do is have really good tooling and underdeveloped technicians. We learned a long time ago that you have to marry the two.”
One of the challenges is that today’s trucks are getting more complex quicker than the fleet technicians can scale. “The issue is not just having the software and the laptop. It’s having techs who know how to use it,” Blozan said, adding that techs also need to know when to question the data. “You can get led down the wrong path if you’re blindly trusting the information a tool is giving.”
As a result, training on tools and overall maintenance is essential. “The tool will lead you, but the fleet tech still has to make that final decision,” Carrano said. A. Duie Pyle taps into OEM training, creates handouts and training videos, and has trainers in the field.
With the ongoing technician shortage in the industry, shops must focus both on retention and recruitment.
“Having proper equipment and diagnostic tools available is a big factor in retaining experienced technicians and attracting new ones,” FleetNet America’s
McCoy said. “As a technician, I frequently considered a shop’s tooling and equipment as a factor in whether I would accept an offer to work for that shop in the first place.”
Tools can also boost a technician’s confidence. “They might see 25 different brands of vehicles. They’re not going to know how to fix them all. We give them the step-by-step instructions on what they have to do to fix it, and then that, combined with their knowledge and experience, gives them the solution,” Gattamorta explained.
Mustafa added that some of the most sophisticated systems even offer just-intime training specifically suited to the troubleshooting steps needed.
Cojali offers its customers access to advanced diesel technicians who can help other technicians over the phone. “When the user becomes the hero of the story and solves the problem, they become engaged,” Gattamorta said.
Because diagnostic equipment and tooling improves the ability of technicians to diagnose and repair customer vehicles, techs can make more money and experience fewer on-the-job frustrations. “There is an added advantage of the technician being able to educate themselves and improve their workmanship quality as they gain experience,” McCoy said.
Shops unable to invest in new scan tools or update existing software coverage often find their master technicians leaving in search of better work. “It’s unfortunate, but it is a story we hear more often,” Mazzon said.
Gattamorta pointed out that most technicians only use a fraction of what the tools are capable of, and it can be difficult for them to recognize they are not using the tools to their full potential. Technicians are offered weekly training sessions by Cojali, and customized training is available based on the requirements of individual shops. ●
Angling for better root cause analysis
by Missy Albin
Recommended Practice 551: Root Cause Analysis (RCA) was introduced at American Trucking Associations’ 2023 Technology & Maintenance Council Annual Meeting, and after much study and debate, it is tentatively slated for publication in the 2025 manual. It was championed as a formal way to troubleshoot using the scientific method and logic. After using it on a real job, I found it may be one of my most essential tools as a diagnostic technician. Essentially, the RP provides guidance on two root cause methodologies: the
TMC’s pending RP 551 on root cause analysis will change the game for troubleshooting problems in the bay and office, and we had one technician take it for a test drive.
fishbone diagram and 5 Whys. Though I’ve worked on trucks since 2004 and have been diagnosing them for about a decade, I had never heard of these tools before. Curious about how these could help me at the International dealership where I work, I set out to learn more.
My first step was getting a primer from Mike Parnitzke, owner/principal of Parnitzke Consulting Group. The former rocket scientist for Pratt Whitney is spearheading efforts to evolve the RP guidance from paper (or web viewer) into functional digital tools that could be
used “in the garage and back office.” This will likely involve augmented reality and artificial intelligence and is a ways off. For now, I just wanted to use the basics to help me find the root cause of equipment failures and to make quality repairs to create lasting solutions.
So let’s start with the basics of RCA, which Parnitzke stressed “is not rocket science.” (And he would know.) It’s just the scientific method and asks the tech to define the problem, collect data to confirm root causes, and finally establish ways to eliminate them for good.
Fleet Diagnostics
Fishbone diagram
Aftermarket install ECM
» Someone tied into the ignition circuit
› Could be shorting to power
› Backfeed to ignition from device
Ignition circuit short to battery
» Communication codes would be present
» Loss of power 1117 power supply loss with ignition on codes may be present
» Popping fuse
» Internal short
» Weak/bad ground
» The new switch is bad
» Ignition relays
» Ignition wire from switch to fuse panel shorting to battery power
He explained it’s going from “Houston, we have a problem …” to “Houston, we have an understanding of the problem.”
This begins with the fishbone diagram, created by Dr. Kaoru Ishikawa, a Japanese quality control expert, in the 1960s. It maps the real possibility of failure for various categories that branch off from the spine. When you are all done, it looks like a fish skeleton.
“The fishbone diagram is a brainstorming-centric tool and has several steps in it to help you focus and also organize your thoughts,” Parnitzke explained.
You start by creating the problem statement and quantify what is happening, not why. The RP uses the example of high maintenance expenses with wheel bolt hole cracking as a leading expenditure. If you don’t put enough information and thought into the head of your diagram, you’ll find yourself floundering later, so don’t rush.
Using technical manuals and other resources based on the categories, you then create general cause categories, such as processes, policies, people, equipment, and so on. Brainstorm the subcategories,
» Accessory Circuit
» Aftertreatment circuits
» A ftertreatment PDM :
› I gnition relays and aftertreatmen t
f use and relays shorte d
› Water caused shor t
› P DM wire and plug side exposed to element s
° P DM plugs and seals poor integrit y
Problem/Effect: Will not shut down with ignition key
» Component shorting internally
» Loss of communication
» Bad ground
such as “irregular tire wear” and “lack of proper lube” under equipment, and ask why each is happening. Then cull the root causes from these by determining if the “cause” is removed or corrected, then the issue stops. Validate with other subject-matter experts as a “sanity check.”
The next step is to look at the 5 Whys, a simple and direct line of successive questions that a team of SMEs can use to identify a root cause. It’s best used when there is before and after data/evidence for a problem. Once everyone is gathered, they must define the problem effect, and put it at the top of a flipchart or whiteboard. Keep asking why that happened and then what made that happen until your fifth “why” in the chain and the root cause is revealed. At each step, you likely have to discuss multiple possible pathways.
After discussing this with Parnitzke, I realized I do all of this informally in my head. I question the driver, review repair and warranty histories, read fault codes (and everything written about them), and use fault code trees when available. By using a process of elimination—my
» Likely root cause(s)
favorite is the FMI hierarchy—I narrow it down and finally identify the root cause.
The problem is that when I convert my diagnostic process from my head to paper, it becomes what I call “technician hieroglyphics.” I understand it, but others do not. At times, this causes friction when my service writer needs an answer key to decipher my personal language.
Although validating to know I’ve been intuitively using similar strategies to what TMC advises, I figured adding some tips from the RP to my diagnostic tool bag would help me find the root cause in a more focused way on paper.
Fortunately, I got my chance when a 2016 International ProStar with a problem rolled into the shop. The driver reported this truck just didn’t know when to quit; the engine and everything stayed on even when the key was turned off.
First, I verified the entire truck would stay live with the key in the “off” position and out of the ignition. The engine stayed running, the radio played, and the dash lit up with ABS traction control, trailer, and “electrical fault.”
Chart: John Hitch
It was time to utilize a fishbone diagram, I thought. This job did not have a diagnostic path written and no active codes to chase. All I had was a major symptom, which became my “effect.” Now, I needed to find the “root cause.”
As I was writing out the path, another diagnostic tech, Dave Caponigro, asked what I was doing.
My brief explanation had piqued his interest. (Lured him right in.) He even prompted his Chat GPT to make a fishbone diagram for my exact effect, but the AI bot could not do it. It was up to me, and it turned out to be exactly the type of job that reminds me why I am so passionate about what I do. Charting each major category branch, or bone, I was able to visualize what my next steps were going to be in testing and eliminating theories.
After thinking about it, I decided the problem effect was: “Will not shut down with ignition key.” The major categories were: “aftermarket install,” “ignition
switch,” “ECM,” “module component,” and “battery short to ignition.” After reviewing it with my service manager, Joe Dougherty, he added a few more subcategories, which were tested strategically as I moved down to the spine.
I verified the replaced key switch was not the cause of the problem and that the installed aftermarket devices did not come with any “creatively added” circuits. Those theories were eliminated.
Next, I pulled the ECM fuse from the panel. The engine shut down, but the electrical stayed on. I repeated the same procedure for the body and Bendix controllers and after pulled ignition fuses one at a time. Finally, when the F5-F aftertreatment fuse was pulled, everything shut off. This was my first theory but last branch in my fishbone, as the box is difficult to get to on this chassis at ground level.
I lifted the truck to access the several panels to reach the PDM. I peeled open the box, and there it was—filled with water
and cyan-colored from the corrosion— exactly what I expected to find and the true root cause. I rebuilt the entire PDM with a new updated, sealed PDM and mounted it by reversing the clips and bolt heads on the top rather than bottom.
To ensure I could permanently fix the issue, I did a 5 Whys analysis asking how the PDM went bad. In the end, I determined that the box design led to the failure and that if I simply replaced it with a similar version, the problem would reoccur. So I used a better designed box that completely sealed except for 26 empty terminal slots.
The fishbone diagram was so helpful that I have used it on multiple jobs since then. I am certain I will use these tools in every complex diagnostic I get going forward. It kept me focused and organized while I was able to change my technician hieroglyphics into a legible story.
Now I just sit here with one more why. Why has this not been a part of my diagnosis all along? ●
Beyond fault codes
Remote diagnostics have boosted shop efficiency and reduced fleet downtime by adding actionable insights to fault code data.
by Jeremy Wolfe
Telematics provide fleets and shops with a wealth of information, from engine health to efficiency and performance metrics, though not every employee knows how to cash in on the information age’s oft-misunderstood digital currency.
They likely understand that fault codes, for example, indicate a problem on a truck. But is it minor or major, and will it impact the business—or is it merely technological white noise?
To help alleviate this, modern remote diagnostics go a step further than sharing technical error codes. Remote diagnostics use a vehicle’s telematics gateway to communicate fault codes and vehicle data, such as location or mileage, to a remote database.
The database shares this information with the customer through SMS alerts, emails, or on a proprietary platform. However, remote diagnostics go beyond simple error codes, as Paul Smith, VP of business development for custom solutions at Noregon, explained.
“It’s not just a matter of knowing if a vehicle needs repairs; you have to know where you can send it for repair,” Smith told Fleet Maintenance. “With TripVision, you can accurately diagnose issues, identify the needed repairs, and use that information to schedule an appointment, reserve a bay, and have the part ordered before the vehicle even arrives at the shop.”
The investment can reduce downtime and maintenance expenses, according to
Nick DiPietro, director of asset optimization and procurement at Lazer Logistics, a yard management services provider.
“Remote diagnostics undoubtedly represent a worthwhile investment for Lazer Logistics,” DiPietro said. “The ability to monitor vehicle health remotely helps prevent costly breakdowns and reduces maintenance expenses.”
REMOTE DIAGNOSTICS TODAY
A decade ago, fleets received access to an overwhelming amount of technical data for each vehicle. An important characteristic of modern remote diagnostics is making this data usable and accessible.
Remote diagnostics have a shared role across providers: sharing vehicle error codes, identifying potential problems, and facilitating their repairs.
From Kenworth to Western Star, every major heavy-duty truck brand offers its own remote diagnostics solution. Other providers, like Jaltest Telematics, offer brand-agnostic diagnostics for fleets using a mix of trucks or platforms.
User-friendly diagnostics solutions help to elevate less technically skilled staff understand fault code relationships, follow complex operations, and recognize the urgency of certain repairs.
“It was a task to understand the data and what insights could be derived,” Noregon’s Smith explained. “But now remote diagnostics is at the forefront of dealer and fleet maintenance strategies—and they’re being used in ways that they’ve never been used before.”
According to DiPietro, Lazer Logistics has seen significant value in using Noregon’s remote diagnostics solution over the last decade.
“We began utilizing telematics and remote diagnostics in 2015, integrating TripVision across our entire fleet,” DiPietro said. “One of the most important initiatives to come out of this new technology was
Volvo’s new VNL introduces a novel 24-volt electrical architecture that could enable faster and more accurate remote diagnostics.
Photo: Volvo Trucks North America
Fleet Diagnostics
the ability for real-time monitoring and diagnostics of vehicles and equipment.”
A major function of today’s telematics solutions is remote diagnostics. Based on a survey of fleets conducted by Noregon in 2023, remote diagnostics was identified as the most crucial telematicsenabled feature.
ACCESSIBLE FAULT INFORMATION
Since mid-2012, Volvo Trucks North America has made remote diagnostics standard on every one of its vehicles. According to Magnus Gustafson, VTNA VP of connected services, the main benefit is concisely “to add context.”
“Alongside fault data, remote diagnostics solutions also share convenient, accessible information about the code: what it means, how urgent it might be, and the likely parts and services necessary for repairs,” Gustafson explained.
Remote diagnostics also help users understand their vehicles’ problems without thorough expertise.
“It’s difficult to diagnose issues by just looking at fault codes, so you have to look at patterns. You have to look at operational values,” Gustafson said. “You take a third-party solution, and you say, ‘I have this fault code’—that may mean something. But if it’s this code with that code with something else, that may mean something different.”
Volvo has an analytics engine that monitors truck data and follows logic rules dictating remote diagnostics behavior. This rule engine allows the OEM to be highly accurate in its diagnoses, according to Gustafson.
“We take those complicated SAE industry explanations for fault codes and we actually tell you how it’s affecting your vehicle,” Noregon’s Smith said. “We make some recommendations and then we spell out an action plan.”
CLEAR FAULT URGENCY
Fault urgency guidance is a staple feature of remote diagnostics solutions. A
solution’s urgency rating helps users understand the impact an error will have on the vehicle.
“If you’re using it the way it’s designed, it’s an early warning system,” Smith said. VTNA’s urgency classification, for example, has two color-coded categories: yellow and red.
“We do yellow cases, which means you need to attend to this issue, but the truck can finish its mission, versus a red case, or alert, which is something that requires immediate attention and probably will end up diverting that truck,” Gustafson explained.
Other providers, like Kenworth and Noregon, use a four-color classification system: green, yellow, orange, and red.
When a vehicle stops running, it costs a fleet money. Broad, color-coded urgency categories help users understand quickly whether they can keep operating the vehicle. Many nonurgent repairs can be added to existing planned services, easily reducing downtime.
QUICK, COORDINATED REPAIR
Many remote diagnostics platforms can connect fleets to support staff or nearby shops to facilitate repairs. This can reduce a fleet’s downtime and enhance a shop’s efficiency.
“You don’t have to take the truck out of service if you don’t have to; that’s the ultimate benefit,” Gustafson said. “The second is if the truck gets diverted to a dealership for a repair. What we see is, because it’s prediagnosed, it’s about 20 to 22% faster turnaround time.”
The result for maintenance staff is saved time, swift repairs, and wellplanned operations.
Lazer Logistics’ DiPietro finds that remote diagnostics boost the company’s efficiency by enabling proactive maintenance. Basing maintenance intervals on the vehicle’s actual condition rather than on fixed intervals can lead to savings in both time and money.
“Moreover, remote diagnostics contribute to overall fleet safety by identifying
potential issues before they escalate, thereby enhancing driver and public safety on the roads,” DiPietro said. “This early notification allows us to dispatch maintenance crews equipped with the necessary tools and parts to the exact location of the breakdown swiftly. By diagnosing issues remotely, we minimize downtime significantly, ensuring that operations remain efficient and disruptions are kept to a minimum.”
WHAT LIES AHEAD?
Over time, remote diagnostics solutions have incrementally become more accurate, informational, and valuable for fleets and shops.
Remote diagnostic logic is continuously improving, resulting in a reduction in false alerts. Vehicles are still becoming smarter each year, adding significant new data streams on critical assets outside the powertrain.
“Every time I turn around, there’s a new sensor on a vehicle that’s delivering data to someone’s cloud or someone’s user interface,” Smith said. “There’s lots of room to grow in the future with remote diagnostics as we start to incorporate things like intelligent trailer data, tracker data, and advanced driver assistance systems data.”
VTNA’s new VNL tractor, for example, introduces a 24-volt electrical architecture that Gustafson said will enable faster and more accurate diagnostics operations.
Looking further ahead, Noregon’s Smith thinks that artificial intelligence could find even more accurate diagnostics from the growing wealth of asset data available. Perhaps even vehicles that make their own appointments.
“And then we start talking way into the future with autonomy. Imagine a vehicle that can self-diagnose and self-schedule its own maintenance appointment,” Smith said. ”A technician in a shop walks into the bay, and his schedule is already planned out because vehicles are automatically scheduling their maintenance. Isn’t that something?” ●
Fleet Diagnostics: Products
Calibrate ADAS on light-, medium-, and heavy-duty vehicles
Perform static front camera calibrations, including lane departure warning system calibrations, on applicable light-, medium-, and heavy-duty vehicles with the just-released MA600 CV ADAS Packages and the Standard CV ADAS Packages from Autel Each frame system solution includes patterns and targets for performing static calibrations on Mercedes-Benz Sprinter and Ram ProMaster vans and heavy-duty vehicles equipped with the Bendix Wingman system. Packages are available with or without the required MaxiSYS MS909CV tablet, which supports dynamic calibration on Class 3-5 vehicles and Class 6-8 vehicles, as well as static calibration setup and software.
Turnkey diagnostic solution includes rugged tablet
The TEXA Axone Nemo Plus Truck Diagnostic Kit with Multihub from TEXA USA is a comprehensive, turnkey troubleshooting solution that includes the tablet, TEXA IDC5 software, and Multihub interface. The rugged 11.6” Axone tablet features an Intel N100 processor, 16 GB RAM, and 250 GB SSD storage. It can connect to Wi-Fi and Bluetooth 5.3 modules for connection to the TEXA vehicle interfaces. A built-in camera allows the user to capture details during maintenance operations and create reports that can be given to customers or sent to technical assistance. Also includes a secure case, OBD 9-pin adapter Type II, and one-year TEXPACK subscription.
Compatible with all major OE diagnostic applications
The DLA+ 3.0 Vehicle Interface Adapter from Noregon supports on-highway vehicles and offhighway equipment. The adapter offers an improved microprocessor to increase speed and programming capabilities, and it includes Smart Cable technology to auto-detect what cable is plugged into the device. The tool also incorporates upcoming CAN FD and DoIP integrations for better reliability. The DLA+ 3.0 is available for purchase as a standalone option or in kits paired with a Panasonic Toughbook and JPRO, NextStep Repair, and more.
One platform does it all
Whether you’re a master technician or working to become one, every tech needs accurate information and the latest technology to get the job done right— and quickly. Say hello to eTechnician , a software tool developed by NEXIQ and designed to diagnose any truck that comes into your shop, from light- to heavy-duty, with special features including animated DPF regen, full system scans, cloud-based vehicle history, and bi-directional support.
All-makes, all-systems diagnostic solution used by 25,000+ shops
The Jaltest Commercial Vehicles diagnostic tool by Cojali is an all-makes, all-systems solution for light-, medium-, and heavy-duty vehicles. It provides advanced electromechanics coverage for all ECMs, including aftertreatment systems, and supports actions such as regenerations, resets, and injector calibrations. This tool features an extensive diesel technical encyclopedia embedded into the software. Users benefit from expert support by certified diesel technicians for remote assistance during repairs. It also enables OEM-exclusive functions like Cummins Revision Updates and Paccar Parameter Changes, among others, through the Jaltest link.
Enables 10x faster vehicle scans
The X-431 Throttle V from Launch Tech USA is designed to deliver a combination of automotive intelligence, quick navigation, and ergonomic handling for optimal efficiency. According to Launch Tech, the Throttle V is the most powerful scan tool in the X-431 family, providing fast performance during diagnostics and vehicle repair. With access to X-431 FIX and CODE ASSIST carline repair information, the Throttle V aims to accelerate the diagnostic repair process.
MANAGING THE IN THE
The middle-mile is pure cost. The pressure to perform at peak e ciency and productivity has never been more intense. by Jim Park
Photo:
Like a precision marching band parading through the streets on New Year’s Day, managing the miles between pickup and delivery is a study in choreography. It takes planning, timing, and, in trucking’s case, a little bit of luck to make it work.
Take, for example, a trip from Harrisburg, Pennsylvania, to Providence, Rhode Island. Google Maps offers three obvious routes, ranging from 348 to 387 miles. Two possible routes cross the George Washington Bridge; one bypasses the GWB but is about 40 miles longer. Estimated travel times in perfect conditions range from 6:12 to 6:54.
Now factor in real-life traffic and time of day, and an eight-hour trip could easily become much longer. How can you plan for that?
Rishi Mehra, VP of commercial mapping and routing technology at Trimble, said fleets are focusing more on this problem as they try to keep their trucks moving and the drivers happy.
“Fleets are becoming more innovative in how they plan for drivers’ break times, for example, and planning overnight parking in places where morning traffic, like crossing the George Washington Bridge, will pose problems,” he said.
“We’re trying to work backwards, factoring in the dwell times and traffic and parking to get them in a position where the driver is fully available to complete that delivery and start picking up another load.”
Unpredictability
But traffic congestion is just one barrier to optimizing cost and efficiency in middle-mile operations. Factor in unpredictable dwell times at loading docks and possibly breakdowns, and the soup starts to look more like a stew.
A recent American Transportation Research Institute report on truck driver detention costs illustrates the impact dwell time has on productivity. For example, the report noted that nearly 58% of truckload drivers were late or had to cancel a pickup or delivery due
to detention at the previous customer’s facility at least once in 2023.
ATRI also found 52% of drivers ran out of available HOS on-duty time at a customer facility because of detention.
The ripple effects caused by such delays make trip planning a nightmare, adding immeasurably to the cost of moving goods. It also negatively affects driver satisfaction. Mehra said fleets are more than aware of the problem and have been coming to Trimble looking for detention time data to buttress their case with recalcitrant customers.
“They want to have those discussions with their customers, but fleets are not operating from a position of strength in this economy,” he observes.
Fleet solutions
Grand Island Express (GIE), a temperature-controlled truckload carrier based in Grand Island, Nebraska, has an internal feedback system where drivers inform operations of in-andout times. That data is tracked and used to predict future dwell times at those
customers. This aids trip planners in producing realistic rather than besthope schedules.
Deen Albert, VP of operations at Grand Island Express, told FleetOwner the company recently began using an AI-based dispatching application called Optimal Dynamics.
“Optimal Dynamics does the math for us on drivers’ hours of service, so it appropriately assigns loads to drivers,” he explained.
Overall, it maximizes their hours of service and gets them more miles, helps decrease empty miles, and gets them home on time. “It has only been in place a few weeks, and we’ve already seen increases in productivity. The average revenue per driver has gone up, and our average miles per driver is up, too,” Albert added.
Even so, the company is still subject to the vagary of congestion and slow-moving forklift drivers. Since their main lane is the Midwest to the Baltimore-to-Boston corridor, they built a yard in Chicago. That allows
road drivers more drop-and-hook opportunities without going into Chicago itself. GIE also runs a small yard in Omaha that helps with faster turns out of Nebraska.
“I anticipate we’ll continue to push on a drop-yard/relay network to continue helping the road drivers stay on the road,” Albert said.
Boyle Transportation takes a slightly different approach. Laura Duryea, director of driver recruitment and professional growth, said her drivers have a high degree of latitude when it comes to routing and trip planning, and she relies on them for greater input in plotting their trips around traf c and known pinch-points when possible.
“Sometimes that’s not possible, you know, or if it’s super far out of route and it doesn’t make any sense, then we don’t want them to do that,” she said. “But we want to give them the ability to make those decisions. We trust them to be the
Trip planning and scheduling are adversely a ected by excessive dwell time at loading docks.
Photo: Jim Park | FleetOwner
professional drivers they are and make that call.”
Duryea noted that off-route miles to avoid bottlenecks are not necessarily frowned upon, and drivers might be better able to manage their rest breaks when and where they feel appropriate rather than being told when to stop.
Equipment maintenance
Uptime is a critical ingredient in optimizing the middle-mile. Broken-down trucks don’t make on-time deliveries.
GIE’s Albert said the fleet is on a 30-month trade cycle. That might not guarantee uptime, but there’s a lower likelihood of unexpected problems. That said, the trucks are on a stringent PM schedule, and they get a thorough going-over whenever a truck returns to the terminal.
“We stay on top of that pretty heavily,” Albert emphasized. “We also pride ourselves on equipment that’s 30 months old or less—as long as we’re in a normal trade cycle.”
Boyle, too, takes its maintenance and PM schedules seriously. Duryea said its PM schedule is rigid, which helps the fleet stay ahead of the pesky problems that can sideline a truck. And it is good at inspections when a truck returns to a terminal.
“People leave companies for equipment and pay, right?” she asked rather rhetorically. “If you mess with their money or mess with their equipment, or their equipment keeps breaking down and they can’t make the money, guess what happens? It’s in everybody’s interest to stay on top of the equipment. That’s how you bring efficiency and productivity to a line-haul segment.”
The freight recession
While everything we’ve noted above is worth considering, fleets remain focused on fuel efficiency and keeping operating costs as low as possible.
The middle-mile is pure cost, at a dollar-and-a-half or more per mile in most cases. The pressure to perform at peak
Late or Canceled Appointments Caused by Detention
Number of Late or Canceled Appointments Annually
Source: American Transportation Research Institute
Number of Late or Canceled Appointments Annually
HOS On-Duty Time Expiration at Customer Facilities Caused by Detention
efficiency and productivity has never been more intense.
To that end, Trimble’s Mehra said more fleets are taking a greater interest in analyzing operational data, looking for untapped efficiencies and hidden costs. Are fleets finally realizing the value in their data?
“If you had asked me this question two or three years back, I would have
Source: American Transportation Research Institute
said no,” Mehra emphasized. “But something has changed in the last 12 to 18 months. Whether or not you want to call it an effect of the freight economy recession that we’re going through, fleets are realizing they can get better utilization of their resources, their trucks and trailers as well as their drivers by asking the question, ‘are we doing everything right?” FO
Number of Stops in which On-Duty Hours Expired Annually
Number of Stops in which On-Duty Hours Expired Annually
DOT’s national V2X deployment
Vehicles communicating with each other could make transportation safer by
Jade Brasher
The Department of Transportation recently released its plan to deploy vehicle-to-everything technology, or V2X, across the nation. The news came at a press conference in Washington, D.C., in early August.
“Last year, we tragically lost 40,990 lives on our roadways,” Dr. Robert C. Hampshire, principal deputy assistant secretary for research and technology and chief scientist, stated. “In response to that, our administration has developed our national roadway safety strategy that really outlines our approach to addressing this challenge.”
Using V2X to improve U.S. roads
V2X technology allows vehicles to communicate with each other, other road users, roadside infrastructure, and more, Hampshire said. The goal of using this technology is to “enable a more safe, secure, and efficient transportation system,” the DOT stated in a press release.
The V2X technology deployment plan isn’t for the sake of testing the technology, said Shailen Bhatt, administrator of the Federal Highway Administration.
V2X technology has been in development for decades, according to John Bozzella, president and CEO of Alliance for Automotive Innovation, but widespread adoption of the technology has been “hampered by regulatory uncertainty,” he said during the press conference. Part of that uncertainty has been a lack of buy-in from the DOT.
V2X implementation road map
The DOT released its proposed plan last October. This final plan “will contribute to the Safe System Approach adopted by USDOT’s National Roadway Safety Strategy, a comprehensive approach launched in January 2022 to address the crisis of roadway deaths,”
the DOT’s press release states.
“Our community has been working on this technology for years, from the researchers developing the technology to the public agencies laying plans on how they’re going to use the technology, to the automakers preparing to deploy this technology on their vehicles,” Laura Chase, CEO of ITS America, said. “What this plan does is coordinate all of those efforts and all of those key stakeholders and sets milestones for each of the stakeholders and actualizes a path forward to nationwide skilled deployment.”
Further, the plan partners both the public and private sectors with state DOTs and cities and even academia, Bhatt said.
Implementing the plan would begin once the Federal Communications Commission adopts the final rules for the 5.9 gigahertz spectrum.
Of the 5.9 GHz band, 30 megahertz were set aside for automobile safety technology, according to an FCC press release, but “little progress” has been made toward its development. On July 17, a vote was announced to determine the final rules that would “allow in-vehicle and roadside units to operate cellular-vehicle-to-everything technology
in the 5.9 GHz spectrum dedicated to Intelligent Transportation Systems.”
“We look forward to the FCC adopting the final rules for the 5.9 gigahertz spectrum so that we can deploy [the plan] imminently,” Chase said during the press conference.
Implementation of V2X
The DOT plans to have 20% of its system deployed by 2028 with the collaboration of automotive partners, private sector partners, cycling partners, and vulnerable road users, Bhatt said.
Grants and funds from the Infrastructure Law will enable the rollout of V2X technology nationwide.
“To equip the infrastructure that is out there [with V2X technology], it is going to require tens of millions of dollars of investment,” Bhatt said. “But I would also say that we spend tens of billions of dollars every year on our transportation system. The great thing about the Bipartisan Infrastructure Law is that it has provided a generational investment in transportation and one of the great things about the technology ... is it is now eligible for federal funding so that state DOTs can use this as one of their safety tools.” FO
V2X technology allows vehicles to communicate with each other, other road users, roadside infrastructure, and more. The goal of using this technology is to “enable a more safe, secure, and efficient transportation system.” Photo: BiancoBlue | 191740602 | Dreamstime
California drafts heavy-duty AV regs
Autonomous freight networks could link both coasts if California permits it
by Jeremy Wolfe
California is preparing regulations to allow autonomous heavy-duty trucks across the state, which could open up true coast-to-coast robotic freight movement.
The California Department of Motor Vehicles published proposed regulations that would permit autonomous commercial motor vehicles with a GVWR of more than 10,000 lb. on public roads. Driverless truck operation testing is underway across many Sunbelt States. Still, California has limited operations within its borders, which has limited AV companies’ plans to create autonomous freight networks that connect the Atlantic and Pacific Coasts.
The state DMV published its draft regulatory language to solicit public feedback before the autonomous vehicle regulation takes shape.
“California continues to lead the nation in transportation innovation as we embrace new technologies,” Steve Gordon, director of the California DMV, said in an announcement of the draft regulations. “The meticulous, phased-in approach we are taking in this rulemaking process is designed to yield the safest and most comprehensive regulations for autonomous vehicles.”
The draft regulations come in three separate documents: a summary and request for feedback; a description of AV testing procedures; and a description of AV deployment procedures.
What the draft regulations say
California currently prohibits autonomous vehicles with a GVWR of more than 10,000 lb. The draft outlines a regulatory path for the testing and permitting of autonomous commercial vehicles on public roads. The draft regulations only allow certain heavy-duty vehicles. The state would still prohibit autonomous vehicles from moving household goods, passenger vehicles, hazardous materials, and bulk liquids in tankers.
Deployment and testing would be limited to two types of public roads: roads with a speed limit greater than 50 miles per hour and frontage access roads.
The driverless autonomous vehicles would still need remote assistants or operators ready to take control if an unexpected event occurred. These remote assistants/operators would need to comply with federal commercial driver requirements, including licensing and hours-of-service restrictions.
The testing and permit process
The draft regulations outline a multi-phase testing and permitting process for AV manufacturers. At the end of the process, a fully permitted vehicle could deploy on public streets for commercial operation. The process would be
separate for light- and heavy-duty operations, though similar in structure. For each autonomous commercial motor vehicle, manufacturers would have to acquire a separate permit. The types of permits are a drivered testing permit; a drivered deployment permit; a driverless testing permit; and a driverless deployment permit.
A manufacturer would need to pass drivered testing to receive a drivered deployment permit or a driverless testing permit. They would need to pass driverless testing to receive a driverless deployment permit. The fee to acquire each respective permit is still undetermined.
For either testing permit, a manufacturer would have to provide a “safety case,” which, according to the draft regulations, would use a body of relevant evidence to make a compelling case that the automated driving system can operate safely within its domain.
To acquire a driverless testing permit or deployment permit, the manufacturer must successfully test a vehicle for a set number of months and miles. The exact length of time and number of miles, however, is still undetermined. The manufacturer would have to provide an assessment of the drivered testing results to prove that the system could operate safely under its designated environment.
The manufacturer would also need to provide a law enforcement interaction plan, detailing how first responders and law enforcement can safely interact with a driverless vehicle or its operator.
The vehicle would have to meet SAE’s J3016 definition for a Level 4 or Level 5 automated driving system.
In its draft, the California DMV plans to have free control to restrict a manufacturer’s permits by fleet size, hours of operation, or geographic area of operation.
The draft regulatory language outlines heavy-duty AV testing and permitting processes. Photo: Vitpho 40959671 | Dreamstime
With drivered testing, a test driver would remain in the vehicle to take control of the vehicle when necessary. The test driver would still have to abide by federal commercial driver requirements, including licensing and hours-of-service restrictions.
With driverless testing, the vehicle would be monitored by a remote driver or remote assistant to take control of the vehicle when necessary. These remote drivers/assistants would also have to abide by federal commercial driver requirements.
Under the draft regulation, there would be two types of deployment permits: one that requires a driver located in the driver’s seat of the vehicle and one that does not require a driver. The former would only need to pass drivered testing, while the latter would need to pass both drivered and driverless testing.
How to submit feedback
The California DMV is requesting input on its draft regulatory language, including the undetermined numbers in its testing/ permitting processes. Input can be emailed to AutonomousVehicles@dmv.ca.gov no later than October 14. The DMV requires the input to include the name of a person or organization for consideration.
Some of the fields the state DMV wants input for include:
• What might be the appropriate criteria for establishing longhaul operational design domains?
• What might be the appropriate thresholds for the amount of testing (both time and mileage) that must be completed by a light-duty and heavy-duty autonomous vehicle manufacturer in order to progress to the next permitting phase?
The state DMV did not share a timeline for when this proposed language might become final. With a feedback deadline of October 14, the official regulatory process will likely not begin to take shape until late 2025.
Legislative conflict
Autonomous vehicles are a contentious topic in California’s legislative environment. A majority of the state legislature aims to tighten regulations over autonomous vehicles, while Governor Gavin Newsom historically opposed these efforts.
In September 2023, Newsom vetoed a bill that would have required human operators in autonomous vehicles with a GVWR of more than 10,000 lb. until 2030. Assembly Bill 316 also included public reporting requirements for AV operations.
In his veto message, Newsom said the regulation was “unnecessary” because existing law already allows sufficient authority to develop a regulatory framework, and that the draft regulations would likely be released for public comment “in the coming months.”
The state legislature did not try to override Newsom’s veto, despite the bill passing with an overwhelming majority in both the Senate and Assembly. The legislature has not pursued a gubernatorial veto in more than 40 years.
During the same week as the state DMV’s draft regulatory
language, the California legislature voted to pass two new bills for autonomous vehicles.
The first bill, AB 3061, would require AV manufacturers to publicly report AV operational statistics, including collisions, traffic violations, and more. The second, AB 2286, is almost identical to 2023’s AB 316 in requiring, in addition to operational reporting, that a human operator be present in heavyduty AVs during operation until at least 2030.
Both bills now go to Governor Newsom to sign or veto.
Industry response
Jeff Farrah, CEO of the Autonomous Vehicle Industry Association, applauded the draft regulation.
“AVIA applauds Governor Gavin Newsom and the California DMV on the release of the proposed regulations and looks forward to reviewing and engaging constructively,” Farrah said. “This announcement further underscores why AB 2286 and AB 3061 are unnecessary and should be vetoed by Governor Newsom.”
The International Brotherhood of Teamsters, a labor union historically opposed to AVs, condemned the draft. Sean O’Brien, Teamsters general president, said the draft regulation documents “threaten good jobs and public safety.” The union instead supports AB 2286 and AB 3061. FO
by Gary Petty
Overcoming obstacles
Finding a career in transportation and logistics is never too late
SHANA BARTON, director of logistics support at Oldcastle APG, was raised in Minnesota as an only child of parents who divorced when she was young. She lived with her working mother, who was a role model for hard work and determination.
“D rivers were hesitant about a woman manager but quickly learned I was open to learning and had a genuine interest in them and what they were doing.”
–Shana Barton
“After graduating from high school, I had no structure and no idea what I wanted to do. I attended a local community college but only for a short time. I simply did not have the capacity to work full-time, raise my son, and stay in school,” Barton said.
“Several years on and three kids later when they were all in school (by then I was a single parent), I decided to go back to school,” she continued. “This decision was driven by my inability to advance with my employer at the time.”
Barton enrolled in an accelerated degree program in business management/marketing at St. Catherine University. “As I was getting ready to graduate from college, I had the opportunity to work as an account executive for a retail supply distributor, Diversified Distribution Systems, where my mother was employed. Within a year, I was promoted to project coordinator. This is where my real journey into logistics began.”
When the company was sold, Barton moved on and accepted a position with Andersen Windows as a transportation application engineer. She later transferred from Minnesota to Georgia to manage the private fleet operations at the company’s new flagship distribution center in Douglasville, Georgia.
“I remember the drivers were initially very hesitant about having a woman manager,” Barton said. “But they quickly learned I was open to learning and that I had a genuine interest and cared about them and what they were doing. I spent quite a bit of time on the road with my drivers learning the ins and outs. We made great strides in our fleet operation, compliance, and safety. I will forever be grateful for everything they taught me.”
Barton participated in PFMI when she worked for Andersen Windows. She enrolled for the knowledge and not specifically to become certified.
“I had no idea what I was missing,” Barton said. “When I came to Oldcastle APG, I saw that many of my co-workers were CTPs, spoke highly of the program, and encouraged me to get my certification. While I did not go through the PFMI again, I did take advantage of the CTP Exam Prep Workshop and found it exceptionally valuable.”
Shana graduated with the CTP Class of 2020. “Our involvement with NPTC and having the CTP certification gives
me access to other professionals that have similar core values. I appreciate the networking opportunities at NPTC because everyone is open and transparent. I would love to be a mentor for new CTPs,” Barton said. “I have had the opportunity to be a presenter for the past two years at the National Safety Conference. I enjoy sharing what we have done, what works and what doesn’t, and hope that others will be inspired to enhance their fleet safety programs.”
“When I joined Oldcastle APG as transportation manager four years ago, it was and continues to be a fabulous opportunity and perfect fit for my technology and private fleet background,” she continued.
“Within our team, we oversee all third-party carrier onboarding, compliance and safety, private fleet compliance and safety as well as all the technologies that support logistics operations,” she explained. “The biggest challenge we face is aligning 26 divisions, 260-plus locations, and 2,000 employees who are directly or indirectly involved with logistics. We are very proud that the construction and infrastructure private fleet of CRH Americas/Oldcastle Infrastructure was selected for the 2023 FleetOwner 500 Private Fleet of the Year Award.”
“My career path has not been clear and direct, to say the least, with many twists and turns along the way,” Barton said. “I’ve learned that wherever you are in life, you can positively change your direction. Roadblocks can make you better. I’ve learned it’s never too late to be who you want to be.” FO
Gary Petty | gpetty@nptc.org
Gary Petty has more than 30 years of experience as CEO of national trade associations in the trucking industry. He has been the president and CEO of the National Private Truck Council since 2001.
Shana Barton presented at the National Safety Conference.
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GSchneider driver reaches milestone of 5M safe miles
reg Swift, a driver for Schneider National, recently achieved a milestone: 5 million miles without a preventable accident.
Only two other drivers have achieved this feat in Schneider’s nearly 90-year history. The company celebrated Swift’s achievement with a parade, a Sound the Horn celebration, and a $10,000 bonus for his safe and reliable driving.
“We are in the service business, and professional drivers like Greg are the foundation of our success,” Mark Rourke, Schneider president and CEO, said. “Drivers who dedicate their careers to safety, who put their customers rst, and for whom excellence is non-negotiable, leave a legacy for others to follow. Greg is one of those drivers, and I’m grateful he’s been an integral part of our team for so long.”
Swift offers new drivers simple yet valuable advice: Plan ahead and manage your time ef ciently. While driving through breathtaking landscapes and seeing infrastructure improvements are among his career highlights, meeting his wife Erica, who is also a Schneider associate, stands out as one of his most memorable moments.
“I think the ve million miles has done more than just boost my career,” Swift said. “It’s taken my home life, nancial life, and overall well-being to new levels. With a great career and the miles I’ve driven, great things have come along with it.” FO
Schneider driver Greg Swift achieved a milestone of 5 million safe miles without a preventable accident. Photos: Schneider
For once, we’re excited to bring you less
When we set out to rethink what a truck could be, we streamlined the design to minimize wind resistance, for up to a staggering 10% increase in fuel efficiency compared to our legacy model. The all-new Volvo VNL. Designed to change everything.
