Wabash touts Acutherm, ‘revolutionary’ reefer body Page 28
Kraft Tank expands with mega-facility Page 36
Wide range of SnowDogg® plows for trucks 1/2-ton and up
ACCESSORIES FOR YOUR TRUCK & TRAILER
59" LED LIGHT BAR TRAFFIC ARROW
EXTRUDED ALUMINUM CONSTRUCTION WITH ADJUSTABLE ARROW POINTS
Featuring 72 LEDs. 8 directional and warning flash patterns, controlled by in-cab controller.
MATTE BLACK GUARDDOGG® HEADACHE RACK
BUNDLED WITH COMPLETE MOUNTING KIT
Available in four sizes to accommodate 1/2-ton, 3/4-ton and 1-ton trucks. Mount lights and other accessories without drilling holes into your truck.
ADJUSTABLE DUAL BALL HITCH FOR 2" RECEIVER
HEAVY-DUTY STEEL CONSTRUCTION
Quick, tool-free ball and height adjustment. Equipped with 2" and 2 5/16" chromed towing balls. Featuring a 10 in. rise/drop.
TRAILER CONNECTOR STROBE KITS
SnowDogg® Illuminator ™ LED Plow Lights, twice as bright as standard halogens Part No. 16160800
SAEJ595 CLASS 1 AND CA13 RATED Featuring 24 LEDs (12 Red, 6 Clear, 6 Amber) with Stop/Turn/Tail/Backup/Strobe functions. Each color has 19 flash patterns. Patent Pending.
Offers both marker and strobe functions in one light. Available in Amber/Amber or Amber/Red LED configurations. ADD FLASH AND STROBE FUNCTIONALITY TO YOUR EXISTING TRAILER LIGHTS Patented, plug-and-play design for RV, OEM, or round pin 7-way trailer connectors with no additional wiring needed. Includes wireless remote.
Trailer|Body Builders
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TRAILER|BODY BUILDERS (USPS Permit 636660, ISSN 0041-0772 print, ISSN 2771-7542 online) Volume 66 Issue 1, is published monthly by Endeavor Business Media, LLC. 201 N Main St 5th Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional mailing offices. POSTMASTER: Send address changes to Trailer/ Body Builders, PO Box 3257, Northbrook, IL 60065-3257. SUBSCRIPTIONS: Publisher reserves the right to reject nonqualified subscriptions. Subscription prices: U.S. ($79 per year); Canada/Mexico ($79 per year); All other countries ($157 per year). All subscriptions are payable in U.S. funds. Send subscription inquiries to Trailer/Body Builders, PO Box 3257, Northbrook, IL 60065-3257. Customer service can be reached toll-free at 877-382-9187 or at trailerbodybuilders@ omeda.com for magazine subscription assistance or questions. Printed in the USA. Copyright 2024 Endeavor Business Media, LLC. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopies, recordings, or any information storage or retrieval system without permission from the publisher. Endeavor Business Media, LLC does not assume and hereby disclaims any liability to any person or company for any loss or damage caused by errors or omissions in the material herein, regardless of whether such errors result from negligence, accident, or any other cause whatsoever. The views and opinions in the articles herein are not to be taken as official expressions of the publishers, unless so stated. The publishers do not warrant either expressly or by implication, the factual accuracy of the articles herein, nor do they so warrant any views or opinions by the authors of said articles.
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NTEA, SEMA sue CARB, seek to block Advanced Clean Fleets regs
The National Truck Equipment Association (NTEA) and the Specialty Equipment Market Association (SEMA) are suing the California Air Resources Board (CARB) to stop implementation of the Advanced Clean Fleets regulation.
Sidley Austin LLP filed the suit on October 8 on behalf of the organizations. SEMA and NTEA, the work truck industry trade group, contend that CARB’s actions exceed California’s constitutional and state statutory authority and would have a dire effect on the trucking industry.
CARB’s ACF regulation includes requirements that, after 2042, only zero-emission commercial vehicles may cross within California’s borders, regardless of which state the vehicle was purchased or registered in.
The regulation covers heavy-duty tractors with sleeper cabs to medium-duty work trucks, pickup trucks, and light-duty package delivery vehicles.
Interstate motor carriers operating vehicles unapproved by CARB would be barred from California, the nation’s largest single-state economy. The U.S. EPA is still considering granting a waiver to CARB for the regulation.
Work Truck Week 2025 registration open
Registration and housing for the 25th annual Work Truck Week, hosted by NTEA – The Work Truck Association, is now open to participants. The event will run from March 4-7, 2025, at the Indiana Convention Center in Indianapolis and will include the Work Truck Show, Green Truck Summit, NTEA Annual Meeting, Ride & Drive, educational programming, and more.
“Much like the industry it serves, Work Truck Week is constantly adapting,” said
NTEA and SEMA are filing the lawsuit on behalf of their members who own and operate fleets of vehicles regulated by the ACF regulations or manufacture, market, and sell specialty vehicles, trucks, and automotive aftermarket products that may become obsolete in California and other markets if CARB is allowed to proceed.
Other major trucking associations denounced the regulation as well, including the American Trucking Associations and the Truckload Carriers Association.
“Ultimately, work trucks must be available, capable, and affordable. It is important to reach this desired
outcome using a sensible and costeffective approach so our member businesses can continue to build and supply the vehicles that are essential for commerce,” Steve Carey, NTEA president and CEO, said. “Left unchecked, the current suite of California regulations will severely curtail the ability of work truck users to obtain the vehicles they need to successfully and efficiently carry out their vital missions and support ongoing business operations in critical industries such as public works, utilities, telecommunications, emergency response, construction, food and agriculture, last-mile delivery, and many others.”
Steve Carey, NTEA president and CEO. “We maintain the elements at the core of its success, like a packed exhibit hall, relevant educational sessions and unbeatable opportunities to connect with other industry professionals, while adjusting other pieces and integrating new features to deliver the information and experiences our attendees and exhibitors need to energize their operations.”
This year, the Work Truck Show exhibit hall will feature booths from 500 companies showcasing commercial vehicles, equipment, and products for chassis, truck bodies, snow and ice control
equipment, and fuel technology accessories and components. The main exhibit hall will be open March 5-7, and the New Exhibitor Pavilion will be open from March 5-6. Additionally, this year participants can pre-purchase tickets for lunch on March 5 or March 6 during advanced registration.
On the same dates that the New Exhibitor Pavilion will be open, NTEA will also be holding its Ride & Drive event.
Meanwhile, NTEA’s Green Truck Summit will be held on March 4 and cover information, solutions, and resources for work truck sustainability and efficiency.
The event will also host sessions on applied and emerging technologies for the commercial vehicle market.
The educational program for Work Truck Week will run from March 4-6. It will feature both in-depth special sessions and shorter breakout sessions on topics such as market data, industry trends, vehicle engineering and compliance, government regulations, workforce development, fleet management, and vehicle propulsion and sustainability solutions. This year’s Chassis Updates will also feature 16 vehicle OEMS, including 4 EV manufacturers, to discuss vehicle changes and upfitting solutions.
2024’s Work Truck Week will include its opening reception on March 4, a Generation Next Leadership Workshop and reception on March 5, and, of course, the NTEA Annual Meeting on March 6. The Annual Meeting portion of Work Truck Week will include breakfast, a keynote speaker, and an update on NTEA’s resources and initiatives. A new event this year is the Inaugural Commercial Vehicle Data Exchange & Reception, which will be held later on March 6 and will focus on expanding and engaging with the commercial vehicle data ecosystem.
To register and select housing for Work Truck Week 2025, please visit www.worktruckweek.com.
SmithCo adds River-Roads Sales & Leasing as dealer
SmithCo Mfg. has reached an agreement with River-Roads Sales & Leasing. According to the agreement, River-Roads will sell SmithCo’s line of side dump trailers in western Illinois and eastern Missouri. River-Roads is headquartered in Granite City, Illinois.
“We have been looking for a dealer in the St. Louis area as interest in side dump trailers continues to grow in the region,” said Todd Karolczak, SmithCo’s director of sales and marketing. “The River-Roads crew are proven pros in selling and servicing trailers, so they will be fantastic in supporting SmithCo’s full line.”
River-Roads Sales & Leasing has been operating since 1959. They offer a wide variety of dry van, platform, reefer and dump trailers from respected brands like Wabash, Behnke, Travis and CTS. River-Roads and its partner AAA Trailer Services also have 20 service bays and 15 mobile service trucks to support customers in both Missouri and Illinois 24 hours per day.
DRIVING
Wabash, University of Delaware partner on solar transportation solutions
The U.S. Department of Energy’s (DOE) Solar Energy Technologies Office (SETO) granted Wabash a $1.6 million grant award to support a research and development project aimed at decarbonizing the commercial transportation industry. The three-year project, set to begin next year in partnership with the University of Delaware’s Center for Composite Materials, will focus on integrating high-efficiency solar energy solutions into refrigerated trailers and truck bodies. This innovation will work to make zero-emission mid-mile transportation a commercially viable option for fleets.
“This project has the potential to revolutionize refrigerated transport by reducing reliance on the electrical grid and minimizing overall emissions,” said Michael Bodey, director of technology discovery and innovation at Wabash.
“While many of today’s zero-emission products focus on tailpipe emissions, they still draw power from energy grids, which often rely on non-renewable sources. Our goal is to offer a truly green solution—a well-to-wheel approach—that accounts for the full life cycle of energy consumption, from production to usage.”
Wabash will provide its proprietary EcoNex Technology to the project. EcoNex Technology is a composite material designed to enhance thermal efficiency and reduce energy consumption. Meanwhile the University of Delaware will contribute its proprietary TuFF technology, which utilizes recycled aerospace-grade carbon fiber, to strengthen and lighten the trailers and truck bodies.
“By incorporating lightweight solar panels and utilizing EcoNex Technology in refrigerated trailers and truck bodies, we are addressing two of the most significant barriers to electrification: weight and energy consumption,” Bodey explained. “EcoNex not only improves the insulation and performance of the trailers but also contributes to overall weight reduction, making the solution even more efficient.”
This collaboration will work to detract from the burden of batteries in electric vehicles, as batteries powering heavy trucks can weigh between 5,000 to 10,000 lbs.
The goal of this project is to develop enabling technologies that reduce the weight and energy needs while offering fleets more efficient options.
Wabash is the only trailer and truck body OEM selected for this government grant, the company noted.
By focusing on mid-mile transportation, the project seeks to create a flexible solar energy system that can be compliant according to the California Air Resources Board across different vehicle types, all without requiring fully electric platforms to meet compliance.
The outcomes of this project will help Wabash continue to evolve its technology ecosystem and green its supply chain for greater sustainability.
This initiative is also part of the DOE’s Silicon Solar Manufacturing and Dualuse Photovoltaics Incubator Funding Program, which supports advancements in PV technology and fosters new markets for American products.
Ox Bodies named Medium Manufacturer of the Year
Ox Bodies, a manufacturer of Class 6-8 heavy-duty dump truck bodies and equipment, has been named 2024 Manufacturer of the Year by the Business Council of Alabama (BCA) and the Alabama Technology Network (ATN). The award highlights Ox Bodies’ commitment to excellence in manufacturing, leadership, performance, and workforce relations. Ox Bodies is a subsidiary of Federal Signal Corporation and is a part of the Truck Bodies and Equipment International, Inc. (TBEI) business unit.
“We are truly honored to receive this award,” said Mark Keller, the general manager of Ox Bodies. “This recognition is a testament to the hard work, innovation, and commitment of our entire Ox Bodies team. As a proud Alabama manufacturer, we remain dedicated to delivering high-quality products, supporting our employees, and contributing to the state’s economic growth.”
The Manufacturer of the Year awards celebrate companies that demonstrate outstanding customer focus, employee dedication, operational excellence, continuous improvement, and profitable growth. Ox Bodies was selected to receive the medium manufacturer award (which constitutes businesses with 100-399 employees) by an independent panel of judges based on these areas and its ongoing investment in employee training and development.
“Being named the 2024 Manufacturer of the Year is an incredible achievement for Ox Bodies,” said Henry Bell, vice president and general manager of TBEI. “This recognition highlights the dedication of our team and our focus on maintaining the highest standards in manufacturing to consistently deliver exceptional products to our customers.”
This year’s awards align with National Manufacturing Month.
YOUR DUMP TRAILER HYDRAULIC SYSTEM SOLUTION
Congratulations to the latest companies earning MVP status
Because standards don’t raise themselves, NTEA’s Member Verification Program (MVP) acknowledges the companies leading the industry to excellence. Fleet managers, truck dealers and OEMs know truck equipment manufacturers and distributors with MVP status have implemented specific business and quality standards and comply with federal regulations.
New MVP members (since July 1, 2024)
• Adrian Steel Co (Adrian, Michigan)
• Drive Products USA (Elkhorn, Wisconsin)
• Knapheide Truck Equipment Center Chicago (McHenry, Illinois)
• Knapheide Truck Equipment Center San Antonio (Leon Valley, Texas)
Renewals
• A&K Equipment Co Inc (Rahway, New Jersey)
• ABG Fabrication (Naples, Florida)
• Bob’s Services LLC (Anchorage, Alaska)
• Carco Industries Inc (Phoenix, Arizona)
• Dejana Truck & Utility Equipment LLC (Kings Park, New York)
• General Truck Equipment & Trailer Sales Inc (Jacksonville, Florida)
• Holman (Fort Worth, Texas)
• Hudson River Truck Equipment (Poughkeepsie, New York)
• Intercon Truck of Baltimore Inc (Joppa, Maryland)
• Interstate Truck Equipment Inc (College Park, Georgia)
• J-Craft (Lake Crystal, Minnesota)
• Knapheide Truck Equipment Center Orlando (Orlando, Florida)
• Knapheide Truck Equipment Center St. Louis (St. Peters, Missouri)
• Maxon Lift Corp (Santa Fe Springs, California)
• Reading Truck (Phoenix, Arizona)
• Scelzi Entreprises Inc (La Salle, Colorado)
Current NTEA Distributor and Manufacturer members are encouraged to apply for MVP status at any time.
There is no charge — NTEA underwrites the cost of MVP as part of an ongoing effort to enhance the core competencies of its members
Once qualified, companies receive MVP status for a three-year term. To renew, MVP members must again document compliance, ensuring their ongoing commitment to professionalism, industry knowledge and high performance.
Zeus Electric Chassis signs dealer agreement with One Stop Truck & Equipment
Zeus Electric Chassis of White Bear Lake, Minnesota, and One Stop Truck & Equipment of Sacramento, California, are excited to announce their signing of Zeus’ first dealer agreement for their Class 5 zero-emission work trucks.
“Our joint challenge is to cut through the current clutter in the industry’s EV transformation to serve a core customer with a product that doesn’t require them to completely change how they move operators, tools and materials to and from job sites and function while there,” said Zeus CEO Dave Stenson.
“The upfitter industry has served these fleet customers for decades optimizing their work truck vocational products. Zeus and One Stop want to provide the ZEV chassis to build on that, not force customers to accommodate new chassis dimensions or cab styles.”
One Stop Truck & Equipment will be offering Zeus’ zero-emissions chassis paired with a conventional pickup-style cab. The aluminum cabs that go with the chassis are manufactured in the U.S. and designed with fire truck construction methods.
“The Zeus Z-19 Class 5 product fits [our customers’] needs,” said One Stop Truck & Equipment General Manager Daryl Trueblood.” We have already had many discussions validating the pent-up demand for this truck and are super excited that Zeus has partnered with us in their final development stages to deliver it.”
Zeus and One Stop are aiming to begin meeting the rising demand for zero-emission commercial vehicles starting in the State of California. Zeus anticipates this just being the start of a period of work truck ZEV adoption as long lifecycles, state incentives, and fleet adoption mandates create the necessary environment for fleets to start their transition into EVs for select applications, especially where cross country driving range is much less of an issue.
Zeus Electric Chassis
‘Workhorse’ upgraded for work
International HV Series redesign ‘raises the bar’ for chassis and body integration
By John Hitch
NEW CARLISLE, Indiana—Vocational trucks need to be as versatile as they are tough. And though productivity is still paramount on gravelly jobsites and slushy roads, modern vocational fleets also require more uptime and e ciency out of their hardest-working assets. And, of course, ease of upfit is crucial. All of these factors were top of mind for International Motors when the OEM formerly known as Navistar went to work redesigning the HV Series for Model Year 2025.
“We took the workhorse of the International product line, modernized its appearance, and powered it with the industry’s
most advanced powertrain,” said Andy Hanson, International vocational marketing director. “We also raised the bar when it comes to chassis and body integration by helping customers increase productivity and reduce equipment downtime.”
These include new engine options, driver comfort and safety enhancements, upgrades to the Diamond Logic electrical system, commonized components across models for easier upfitting and more.
This is also International’s first redesign process that leverages the OEM’s three advisory councils, comprising experts in utilities, public, and construction sectors, respectively. The HV has roots reaching back to 2001 and the 7000 Series launch, and that solid DNA was not disrupted with all the changes, according to Hanson.
“Internally, we referred to [the HV Series] as the Swiss Army knife of the industry; we didn’t want to disturb that that foundation,” he assured.
The new Class 6 & 7 HV starts production next summer, with models including the HV509 and HV 609 on the lighter side and HV515 and 615 on the HD side. Gross vehicle weights range from 51,000 to 73,000 lbs. Along with several other industry press members, we were invited in mid-September to the Navistar Proving Grounds (now officially the International Proving Grounds) to take a look at the brand-new HV series.
Powertrain
For the bigger models, the biggest change will be the S13 Integrated Powertrain under the hood.
The LT Series (OTR) and HX Series (severe duty) are already available with the new powertrain platform, which has
improved engine efficiency and reduced emissions via a dualstage aftertreatment system. Maintenance and complexity were also reduced, as the S13 engineers eliminated the exhaust gas recirculation (EGR) cooler and diesel oxidation catalyst.
Two new crawler gears were also added to the T14 transmission. The 509 and 609 will be available with a Cummins L9 engine and Eaton or Allison transmissions.
“The S13 Integrated Powertrain packaged with the redesigned HV delivers our best solutions for operational performance, fleet management, body integration and driver experience,” said Chad Conley, vice president, Work Truck. “And with the backing of our service contracts, customers will see we’ve simplified the ownership experience, so they can focus on the areas of their business that matter most.”
The new HV will also have expanded PTO options.
“With our integrated powertrain, we’re now able to offer PTOs installed at the plant,” Hanson continued. “And we’re also increasing the amount of lift axles that we offer at the plant—tag or pusher.”
The HV Series integration updates include factory installed PTOs, enhanced Diamond Logic electronics, increased ground clearance, new tag and pusher options, and standardized fuel water and air dryer locations.
John Hitch | EBM Commercial Vehicle Group
The HV 509 (pictured) and HV609 will come with a Cummins L9 engine and choice of Eaton or Allison transmissions.
John Hitch | EBM Commercial Vehicle Group
Cab and chassis
The cab is made of double-sided galvanized steel for more durability, and anti-corrosion coating will ensure the elements and road salt won’t prematurely degrade the exterior. The rails can endure 2,000 hours of exposure before corrosion sets in, and the exterior about 1,000 hours, Hanson said.
Chad Semler, director of product management (my co-pilot when I drove an HV509 on the off-road track) noted for plows, there’s an option for a heated windshield, and that the hood mirror is sturdy enough for mounted lights.
Configurations include day cab, extended cab and crew cab, which will look a little different, too. Noticeable changes include a sloped hood and panoramic wide windshields that increase visibility 48 to 53” depending on the model.
Depending on the model, the hood will be four or five pieces and made of sheet molded compound, making it easier to repair with a fiberglass patch, Hanson said. It’s also now 30% easier to open than the previous version.
And when the hood is opened 30 degrees, a 2-amp light illuminates everything under the hood to make early-morning pre-trip checks for leaks and cracked hoses a little easier. Drivers can also check oil and coolant levels on the dash by toggling through the various fluid categories.
“You’ll either get a red X [if fluid is needed] or a green check if it is within tolerance,” Hanson noted.
Getting into the cab was made easier with a flexible third step.
Customers will also be able to spec LED headlights, which offer 30% better visibility versus the standard halogen bulbs. Both feature a heating element that turns on based on ambient temperature. Oncoming traffic will also appreciate a sensor that detects other headlights and automatically switches from high to low beams.
Upfitting
Because these work trucks are meant for very specific applications, one cannot simply walk into a rental office to get the equipment they need for the jobsite, Hanson said.
“This vehicle is an integral part of their job,” the International vocational marketing director continued. “One of the hallmarks of the HV—and International overall—is integrating our product with the body and into the customer’s business.”
International already works with and supports body builders and truck equipment manufacturers via its Diamond Partner Program, and the HV makes upfitting even easier now with a few tweaks to reduce complexity.
Complexity, after all, adds to costs and increases the risk of a lower-quality final product. Across the models and configurations of the HV Series, upfitters will notice some component locations are in the same place, including the fuel water separator and air dryer.
Maintenance
Additionally, there are multiple options fleets can choose for service. These include the preventive maintenace package, the powertrain package, and the powertrain + chassis package.
Eaton-Cummins launches vocational transmission
Eaton Cummins Automated Transmission Technologies launched a new heavy-duty transmission for vocational trucks: the Endurant HD V automated transmission.
The Endurant HD V is the latest edition of the venture’s Endurant family of transmissions. The 12-speed transmission is designed for vocational truck applications with maximum gross combination weight ratings of 70,000 lbs (32,000 kg) using 9-liter, 11-liter, and the upcoming Cummins X10 engines. Maximum engine torque is 1,700 -lb (2300 Nm).
Among the Endurant HD transmission family, the HD V is particularly suited for vocational operations. Its launch and shi points are tuned for varying terrain conditions such as unmaintained roads, so soil, or other di cult environments.
International also has a cadre of “uptime advocates” at the ready who can monitor a vehicle’s telematics gateway to get ahead of maintenance issues.
“When it’s time for either a PM—or we see something that gets down the vehicle—we call that fleet manager and we proactively say, ‘Hey, it’s time, you [have to come in for service] in a week, or two weeks or so,’ or ‘Hey, we see something,’” Hanson explained.
New to the HV Series is proactive service planning, where one of the company’s 600 dealers in North America schedules service appointments around a customer’s commitments, which provides greater flexibility and adaptability.
They can also provide more accurate windows for customers, so the driver can drop off the truck, get the needed service in a few hours, and get back out on the road, versus having to leave the shop and then come back.
The HV Series also comes with various warranty options, some of which include:
• 3 year/100,000 miles (6 events)
• 4 years/150,000 miles (8 events)
• 5 year/200,000 miles (10 events)
Another mileage-based options is:
• 5 years/350,000 miles (8 events)
For a full list of each model’s specifications, visit International’s HV Series product page. TBB
Ford offers new packages for 2025 Transit, E-Transit
By TBB staff
The top-selling Ford Transit and E-Transit are getting new options for 2025 with factory-integrated vocational upfit packages and interior accessory kits.
Factory-installed trade packages
• There are four available factory-installed trade packages with
components by Ranger Design. Each are tailor-made for four leading industries, shortening the order-to-delivery process and saving tradespeople time and money.
• Packages can be financed together with the vehicle purchase, streamlining the process and eliminating separate upfit financing.
• With a 3-year, 36,000-mile warranty and service available at over 2,800 Ford Dealership locations, business owners and fleet managers can be confident that their upfit is covered.
• The vehicle can also feature shelves, drawers, and work surfaces tailored to the needs of each trade.
The Ford E-Transit delivers significant cost savings with up to 48% reduction in scheduled maintenance costs compared to gas and diesel vans, according to the manufacturer. Ford
Available trade packages
• The electrician trade package has drawers and bins to store parts and reels to hang bundles of wiring, and has an MSRP starting at $4,370.
• The HVAC trade package, featuring shelves, storage bins and refrigerant storage racks and restraints, has a MSRP starting at $4,440.
• The general contractor package offers a mix of multipurpose shelves, bins, drawers, and hooks, and comes with a MSRP starting at $2,900.
• The foldable shelving package, with deep, large-capacity folding shelves intended for delivery services, has an MSRP starting at $3,300.
Additional new options:
• A wall liner kit (ceiling, wall, door), regular or long length only, which also includes lighting and wheel well covers to help aid in installation of upfit equipment.
• Large handles kit (two D-pillars), regular and long length only, are offered to support easier accessibility.
Packages and options changed for Transit cargo van
• Mobile power cord is optional and now includes a fast charger adapter.
• Smart acceleration truncation is now offered as a standalone option for fleet customers, which can help fleet managers improve driver behavior by limiting acceleration based on auto-calculation of payload, enabling a smooth start after every stop, regardless of load or driver skill.
• For 50/50 hinged rear doors, a 180degree opening is standard on all low-/medium- roof cargo vans and all passenger vans (253-degree opening is standard on all high-roof cargo vans and is also optional on all low/ medium-roof variants).
The business case for going electric
• Significant cost savings are possible with up to 48% reduction in scheduled maintenance costs compared to gas and diesel vans.
• Local, state, and federal incentives
for electric vehicles and charging adoption are available.
• A new commercial charging cash incentive is available via a $2,000 rebate toward charging infrastructure and Ford Pro charging solutions for eligible commercial customers who purchase or lease an E-Transit.
• Users may gain access to Ford Pro’s software and charging solutions to
help improve productivity for fleets and their capabilities on Ford’s electric vehicles.
Starting MSRP for 2025 Transit models
• 2025 E-Transit and comparable Transit cargo van models - $51,000
• 2025 E-Transit Chassis Cab - $46,200
• 2025 E-Transit Cutaway - $45,700
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Medium-duty 2025 CV roundup
Here’s what the major OEMs have to offer
This look at 2025 medium-duty fleet vehicles features details gathered by EBM Comercial Vehicle Group editors on dozens of new and updated vehicles, from pickup trucks and vans to work trucks and tractors.
Ford
Ford’s medium-duty lineup includes the F-650 and F-750, both of which are available with either 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 lbs.
Both the F-650 and F-750 feature a 39.4-inch chassis height and standard 22.5” wheels. The V8 offers 335 hp and 468 ft-lb of torque. The Power Stroke offers a standard 270 hp and 700 ft-lb of torque with an available rating up to 330 hp and 750 ft-lb 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: The 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 M2 and SD models. The Plus series vehicles are available with Daimler’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 upfits. According to the OEM, it delivers easier access to critical connection points, more power sources, programmable switches, customizable parameters, and interlock features, making upfits more flexible.
Aggressive performance: The Plus series vehicles include low-speed maneuverability technology from the Detroit DT12-V transmission. There is also an off-road mode featuring aggressive shifting for sustained momentum and performance on rough terrain, a hill-start aid, 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 ft-lb of torque. The B6.7 features upgrades that allow for extended engine maintenance intervals, including longer oil drain intervals, more time between fuel filter changes, and a maintenance-free crankcase ventilation filter.
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 configurations are available.
Driver comforts: The re-engineered Hino L Series interior includes automotive-grade finishes built with commercial-use durability and increased functionality. It also features new steering wheel controls, a large 7” LCD
John Hitch | EBM Commercial Vehicle Group
The Freightliner 114SD Plus, left, was among the vehicles measured, photographed, and crawled around, at right, during the recent NTEA Commercial Vehicle Upfitting Summit.
multi-information display, more storage, and increased legroom..
Isuzu
For 2025, Isuzu Commercial Truck will continue to offer its N-Series diesel and gas models and F-Series models, ranging from Class 3 to Class 7 configurations.
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 ft-lb 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 ft-lb 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 ft-lb 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 efficiency and drivability.
Improved efficiency: 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 efficiency, 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. TBB
By Jeremy Wolfe
Jeremy Wolfe | EBM Commercial Vehicle Group
WTransportation today faces constant pressure to become more energy efficient. With the manufacturer’s new composite technology, refrigerated transportation’s next big step in temperature control efficiency is happening in the very structure of the refrigerated body.
“The market has not seen a new way of constructing refrigerated truck bodies for half a century,” Kevin Sumrack, senior director of sales and truck body strategy for Wabash, said. “That’s why it’s something that’s really revolutionary in the refrigerated market today.”
At Wabash’s 2024 conference in Louisville, Wabash Ignite, the company displayed a medium-duty truck using the composite: the Wabash Acutherm refrigerated freight body with EcoNex Technology.
EcoNex, the company’s proprietary technology, replaces conventional refrigerated truck body construction, using what Wabash says is a significantly lighter and 25% more thermally efficient build.
Structure and insulation in one material
A significant benefit of the truck body’s EcoNex panels is the
panels’ independent structural integrity.
Traditional refrigerated body builds generally use an insulating foam, such as Freon-blown urethane, for thermal efficiency and surround it with structural metal like aluminum posts and skins.
EcoNex composite panels, on the other hand, provide both thermal efficiency and structure in one package. The composite has the structural strength to meet operational needs without metal posts.
Comparing a traditional medium-duty truck body to one built with composite panels, a body built with EcoNex is roughly 15% lighter—equal to about 700 lb. of weight savings, Nick Clickenbeard, product manager for Wabash, told Trailer-Body Builders.
An added benefit of the composite panel is a smooth exterior.
“You’re not going to see any seams really on it because it’s all molded as one part,” Clickenbeard said. “That smooth exterior, especially with no seams, is great for decals. You don’t have the rivets sticking up.”
Smooth temperature profile
Overall, a refrigerated body using the EcoNex panels is roughly 25% more thermally efficient than a traditional body, according to Wabash.
These composite panels also provide a smoother temperature profile and slower degradation.
Traditional refrigerated bodies need metal posts in the walls for structural support, which leads to less consistent temperature control across the body.
“That’s a great way to conduct heat from the outside in,” Clickenbeard said.
Each metal post, less insulated than the rest of the body, brings a significant change in temperature for specific points in the body. With the composite panels using EcoNex technology, metal posts aren’t needed.
“There are so many fewer spots where you have that drastic change in temperature profile,” Clickenbeard said. “You have a much more consistent temperature profile across the body.”
Less moisture intrusion
The tight composition of a truck body using EcoNex panels also means less water intrusion, according to Wabash.
“With conventional construction, you actually have open areas on the ends where the wall would fit into the extrusions and other areas in the construction that allow water to penetrate the wall and get into the insulation,” Sumrack explained. “With EcoNex, you don’t have that.”
The construction of the composite panels, including the composite’s protective gel coat, introduces fewer voids in the body. The panels are then significantly less likely to absorb water over the life of the body, Sumrack said. Less moisture intrusion means even greater comparative thermal efficiency as the body ages.
Energy saved
Greater overall thermal efficiency means that fleets have to spend less energy powering transportation refrigeration units.
“Many of our fleets will run the refrigeration unit roughly 1,600 to 2,000 hours a year just to keep the product cold,”
Clickenbeard explained. “That’s utilizing half a gallon of diesel per hour. If we say 1,600 hours a year and you improve 25% on that, that’s 400 hours that you’re not running your refrigeration unit.”
Smaller carbon footprint
A truck body using these composite panels saves more than just TRU hours.
Because a body using the panels needs no metal frame, manufacturing requires less metal production. Minimizing steel and aluminum production, both highly carbon-intensive processes, means a smaller carbon footprint for the vehicle.
Energy savings for the body also go beyond TRU use. With a lighter overall weight compared to traditional bodies (about 700 lbs.), the medium-duty truck body using EcoNex panels would require less fuel or energy to move.
With the onset of electric vehicles, limited range makes energy efficiency crucial, while heavy batteries make lightweight builds advantageous.
“It’s great for ICE engines, and I would say it’s even better for EVs,” Sumrack said.
Technology partners
Kroger embraced the panels’ effectiveness with what may be the technology’s biggest commercial application so far. The grocery giant now runs hundreds of refrigerated truck panels using EcoNex Technology on light-duty trucks.
The companies’ partnership started with a traditional RFP process. Kroger was seeking refrigerated truck bodies
Wabash displayed its Acutherm refrigerated truck body utilizing EcoNex composite panels at Wabash Ignite.
Jeremy Wolfe | EBM Commercial Vehicle Group
Interior Liner
Antimicrobial with integrated scuff for improved durability
Fiberglass/Resin
Uphold structural integrity
Prisma Foam Panels
Encapsulated foam that is moisture impervious and more consistent than conventional foam
Fiberglass/Resin
Uphold structural integrity
Exterior Gel Coat
High quality gloss exterior with no seams/rivets
uniquely designed to fit its standards for weight, size, and TRU effectiveness.
Wabash had been working on commercializing its new EcoNex Technology in March 2020, when it entered the RFP process as an opportunity to introduce EcoNex to Kroger’s fleet.
At the time of the RFP, Kroger was bringing over a unique automated distribution model from Ocado. The company’s automated facilities support direct home grocery deliveries in multiple states. Kroger needed a light-duty commercial vehicle to deliver refrigerated produce efficiently. The refrigerated body needed to be effective but also sized according to the bins utilized in the Ocado model.
“The truck body that they were looking to purchase was very much developed around that technology,” Sumrack told Refrigerated Transporter, Trailer-Body Builder’s sister publication. “The intent was to have a very specific use case for these commercial vehicles.”
Wabash visited Kroger to better learn their operations and needs.
“When we were responding, our intent was to learn much more about their business and what their intent was,” Sumrack said. “We wanted to become a technology partner, not just a box provider.”
Weight reduction and thermal efficiency were both key factors for Kroger. Especially with the possibility of EV technology in the future, maximizing cargo capacity by reducing truck body weight was important.
“And that’s really where EcoNex Technology shines because, from a conventional type of refrigerated body construction, it’s up to 15% lighter and, additionally, it’s 25% more thermally efficient,” Sumrack said. “It really fit the bill for this exact use cast that Kroger had.”
Rapid development
Once Kroger chose Wabash, the company developed the refrigerated truck body very quickly.
“It’s probably one of Wabash’s greatest product development stories, to be honest,” Sumrack said. “From acceptance of the RFP by Kroger to the pilot phase and getting into production
took us about eight months.”
EcoNex Technology consists of a foam-insulated core surrounded by a polymer fiber-reinforced shell with a protective gel coat surface. Wabash
Kroger installed the truck bodies on Ford Transits and E350s. The truck body interior is designed to hold a certain number of bins and maintains two different temperatures: 60 degrees F in the back and 32 degrees in the front.
Kroger is continuing to grow its distribution centers and delivery service across the nation. Meanwhile, Wabash is selling Kroger hundreds of units per year to build its fleet, according to Sumrack. TBB
Trucking at a crossroads
ATA’s Spear reminds industry what’s at stake
NASHVILLE, Tennessee —Chris Spear is ready for a new U.S. president. No matter who wins the election, you can expect to hear about how he or she is helping or hurting trucking. This week, Spear put his members, regulators, and politicians on notice that the American Trucking Associations is “getting aggressive in our pitch and tone.”
Spear, who has headed the federation of trucking associations as president and chief executive for a decade, used his annual state of the industry address during the ATA management conference to detail how he is fighting for trucking’s future through “the most politically charged environments ever witnessed.”
He said the industry has to find a path forward through common sense instead of unachievable environmental and labor standards.
“Big union bosses are emboldened, thanks to a sitting president, vice president, and acting secretary of labor who decided this year it would be a great idea to walk a picket line,” he said in a fiery speech before trucking industry executives here in Music City.
Harris vs. Trump
Spear said it’s essential to examine the differences between the two presidential candidates to see which would be better for motor carriers and the companies that supply them with equipment and technology.
While he threw no jabs at former President Donald Trump nor his proposed tariffs, which could hurt trucking’s growing cross-border transportation revenue, he was not shy about pointing out ATA policy differences with the Biden-Harris administration, accusing President Joe Biden of caring more about “union thugs” than trucking.
But Spear stressed that ATA would want a seat at the table for whoever wins the election.
“Mapping out the differences between another Biden, now Harris,
administration and a second Trump term goes well beyond their policies and proposals,” Spear said. “We have to look deep within the departments and agencies, determining who will lead each initiative and if they will be a partner—or foe.”
Spear said ATA deserves credit for the $2.7 billion in goods moved daily by trucks across the U.S.-Mexico border. He did not address Trump’s growing tariff threats on imported goods, which the former president said should be as high as 200% on vehicles imported from Mexico.
Dean Croke, the longtime industry analyst with DAT Freight & Analytics, noted during an ACT Research seminar this summer that while Republicans traditionally are more friendly to the trucking industry, the tariff threats could lead to a trade war that would impact motor carriers.
“I think that would be very destructive to the freight market,” Croke said the same week the Democrats nominated Vice President Kamala Harris for president. “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.”
The ATA president said his organization is committed to engaging with the next White House and reminding his members that the current occupant is not aligned with some of ATA’s most significant concerns. “Our policies and solutions not only envelop common
sense and data—they’re also achievable,” he noted. “Our contribution to the supply chain and economy make trucking the ideal partner of choice for government decision-makers.”
He asked the hundreds in the audience to commit to standing with ATA and sharing trucking’s story with America and how it drives the U.S. economy.
“We contribute to each and every meal,” he said. “We understand the choices people have at their local stores, the prices they pay, and why those costs keep going up. And we know what needs to happen in order to lay that table, pay those bills, afford those back-to-school clothes, shoes, and supplies—and, if there’s enough left over, take that muchneeded vacation. We know the daily pressures faced by American families because we are those families. Our 8.5 million employees aren’t just moving goods; we’re supporting the lives of millions of hardworking Americans who depend on trucking each day to keep this country running smoothly.”
Reasonable emissions regulations
He continues to call the Biden administration’s environment policies a “mad dash to zero” but noted that more federal and state legislators are noticing that cutting carbon isn’t as easy as their regulations make it out to be. And he reminded his members that trucking wants cleaner transportation—but at a better pace.
“We preface by highlighting what we’ve done, not only because it paints our industry in a positive light but because our achievements didn’t center on an all-or-nothing approach,” he said before laying out trucking’s 21st-century environmental resume:
• Supporting the 2006 phase-out of sulfur in diesel fuel.
• Supporting EPA’s Smart Way program.
• “We led EPA and NHTSA regulations in 2011 and 2016, cutting CO2 emissions by 1.4 billion tons and reducing oil consumption by 2.5 billion barrels by 2027.”
• It takes 60 of today’s clean-diesel trucks to match one 1988 truck’s emissions.
“But today’s EPA and California regulations are undermining these emissions cuts because they disregard other readily available technologies and solutions,” Spear said.
He cited a Clean Freight Coaltionfunded research by Roland Berger that said it would cost $1 trillion to electrify the entire industry by 2040. ATA and other trucking trade groups founded the CFC to combat unreasonable emissions regulations and focus on common sense solutions from a trucking perspective.
“A diversified industry like trucking requires multiple solutions to reduce emissions. This administration needs to wake up, stop picking favorites, and start focusing on the overall goal—reducing emissions,” Spear said. “Incentivize the replacement of aging trucks and engines by repealing the federal excise tax. Allow renewable fuels for diesel engines. Real solutions that further cut emissions, starting today.”
He noted that trucking can’t operate with EV range anxiety. “Let’s ease those fears by adopting a commonsense approach toward the environment, one that reduces emissions and doesn’t bankrupt an industry—now moving 72.5% of our nation’s freight, including everything American families need just to get by.”
Labor, lawsuits, marijuana
Here are some other notable quotes by Spear during his wide-ranging, fiery speech about how he and ATA view these transformative, polarizing times:
• On organized labor: “Union membership continues to plummet across the country, but that hasn’t stopped this president, vice president, and acting secretary of labor from tucking this entire administration into the pockets of big union bosses. To be clear, ATA is not fundamentally opposed
Chris Spear, president and CEO of American Trucking Associations, gives his State of the Industry address at ATA’s 2024 management conference in Nashville, Tennessee.
Josh Fisher | EBM Commercial Vehicle Group
to labor unions. Workers have had the right to join and, just as importantly, not join a union for over nine decades. However, this administration has dismissed all non-union employers—over 90% of the country’s businesses— as subservient bottom feeders.”
• On the recent three-day port strike: “We all just witnessed firsthand why taking sides in a labor dispute undermines not just our economy, but those struggling to overcome a natural disaster. All because this president values union thuggery more than you. Allowing our East and Gulf Coast ports to shut down while thousands of Americans are reeling from the aftermath of Hurricane Helene defies all common sense.”
• On California’s independent contractor rule: “And then there’s Julie Su, who for nearly two years continues to serve as President Biden’s acting Secretary of Labor… ill-suited to serve based on her unwillingness to explain her role in California’s AB5 assault on independent contractors. When it comes to representing our members, ATA remains entirely committed to the 350,000 independent contractors that support our industry.”
• On nuclear verdicts: “We’ve seen some jaw-dropping decisions this year… ATA won’t stand for the plaintiff bar’s abuse of the civil litigation system. And our efforts are paying off. In 2024, 13 more states introduced lawsuit abuse reform bills, all following recent wins in Colorado, Georgia, Indiana, Louisiana, and West Virginia.”
• On predatory towing: “We listened
to your concerns over price gouging schemes by predatory towing companies and responded with the same efforts we’ve used to tackle lawsuit abuse. Model legislation is now being introduced and passed in several states. And we’re just getting started.”
• On marijuana: “When the BidenHarris Administration announced its plans to reclassify marijuana, ATA was quick to ask the Department of Transportation and Congress: ‘What does this mean for trucking?’ A question these so-called pro-safety advocates have yet to ask, tone deaf to the risks of someone impaired getting behind the wheel of an 80,000 lb. commercial vehicle.”
• On successful policy lobbying efforts: “The fiscal year 2025 appropriations bills are chock-full of ATA strategic priorities.” He listed out the potential provisions “teed up and waiting” for Congress post-election. These include blocking the EPA from moving forward with its wide-ranging Greenhouse Gas 3 rule.
“Now let’s stick together, get loud, and kick ass in 2025,” Spear exclaimed, wrapping up this year’s annual ATA MC&E state of the industry address with a flourish. TBB
No duh: Economy trucking’s top concern
Fleet leaders continue to stress over freight, rate levels and lawsuit abuse
By Josh Fisher
NASHVILLE, Tennessee —It’s the economy, trucking. Still.
Coming up on the midpoint in this transformational decade for transportation, the trucking industry is still grappling with a sluggish freight economy. For the second consecutive year, the economy was the top concern of thousands of trucking stakeholders the American Transportation Research Institute surveyed for its annual list of trucking’s most pressing issues heading into 2025.
For ATRI’s 20th annual Top Industry Issues report, truck parking remained No. 2 this year, marking the 10th consecutive year it ranked within the top 10. Rebecca Brewster, ATRI president and COO, unveiled the list on the opening day of American Trucking Associations’ Management Conference & Exhibition.
Fuel prices (ranked No. 3 in 2023) and driver retention (No. 8 in ‘23) fell off the 2024 top 10 list. They were replaced by the federal Compliance, Safety, and Accountability program, which didn’t make the 2023 list after being a perennial topic for years; and insurance cost/ availability, which last appeared in 2021.
All stakeholders weigh in
More than 3,700 trucking industry stakeholders participated in this year’s survey, including motor carriers, truck drivers, industry suppliers, driver trainers, and law enforcement. The economy was again the top issue for the motor carrier subset this year. Truck parking was this year’s top issue for drivers, flipping spots with driver compensation, which topped the 2023 list.
“Without question, this has been another tough year for the trucking industry,” said Gregg Troian, president of PGT Trucking. “But each year, we can count on ATRI’s analysis to not only quantify the issues but, more importantly, what we can collectively do as an industry to address each.”
Top 10 trucking industry concerns of 2024
For 20 years, ATRI has reached out annually to trucking industry stakeholders to gauge what issues are most prominent for fleet executives, drivers, and others. Here is a look at this year’s respondents’ view of trucking going into 2025.
1. Economy (No. 1 in 2023)
For the second straight year, concern over the economy was the top-ranked trucking industry issue. ATRI researchers noted that the combined impacts of rising operational costs, the lingering freight recession, and declining freight rates make the economy a top concern for motor carriers and drivers alike.
ATRI’s annual Operational Costs of Trucking research earlier this year documented industry cost increases of more than 22% over the past two years, resulting in the highest recorded costs in the research’s 16-year history. Several economic uncertainties remain.
“It’s tough to run a trucking company,” Troian said during the ATRI presentation here. “I think what’s made it worse is the boom times that we had just a few years ago makes this look even worse.”
2. Truck parking
(No. 2 in 2023)
For the second year in a row, the lack of available truck parking is the industry’s second biggest concern; among truck drivers, it ranked No. 1. Parking has been in ATRI’s top five concerns since 2015.
The U.S. DOT has warded over $292 million in grants to deploy a regional truck parking information system to expand parking capacity along Interstate 5 on the West Coast.
ATRI’s Research Advisory Committee identified parking expansion at public rest areas as a top research priority in 2023, and a study is ongoing.
3. Lawsuit abuse reform (No. 6 in 2023)
Lawsuit abuse reform reached its highest ranking in the 20-year history of ATRI’s Top Industry Issues Survey. No. 3 overall, motor carrier respondents ranked it No. 2 after the economy. The topic, previously referred to as tort reform, is one of three issues, along with the driver shortage and insurance cost/ availability, that ranked among the Top 10 concerns in the inaugural ATRI top issues survey in 2005 and 2024.
Lawsuit abuse reform and insurance cost/availability are linked, as ATRI research has documented the impact of growing legal verdicts and settlements against the industry and the resulting impact on commercial auto insurance premiums.
4. Insurance cost/availability (Not ranked in 2023)
Insurance cost and availability ranked as a top 10 issue overall in the inaugural survey 20 years ago and most recently made the top 10 in 2021. Since then, ATRI research documented continuing increases in truck insurance premiums paid by motor carriers.
As noted in the lawsuit abuse reform (No. 3), the premium increase is partly driven by losses resulting from excessive litigation. In this year’s survey, ATRI notes just 25 votes separated lawsuit abuse reform and insurance cost/ availability, further demonstrating the intricate link between the two.
5. Driver compensation (No. 5 in 2023)
Driver Compensation ranked No. 5 for the second consecutive year, but among truck drivers, it was No. 2. While ATRI’s 2024 Operational Costs of Trucking research showed a 7.6% driver wage increase overall, that was just an average, as smaller fleets saw a slight dip in driver pay this year as freight rates fell.
6. Battery electric vehicles (No. 10 in 2023)
Challenges associated with the government mandates and timelines for electrifying heavy-duty trucking moved BEVs up ATRI’s top 10 issues list. Previously listed as “zero-emission vehicles,” the topic ranked No. 10 last year.
ATRI research documented several electrification challenges, ranging from vehicle costs to less cargo space. Because of the massive battery weight, it would take more EVs to deliver the same amount of freight that diesel equipment can handle.
The industry is firmly committed to reducing its environmental footprint, and the data illustrates how successful those efforts have been thus far, with emissions from new trucks reduced by more than 98% since the mid-1980s. Research has also shown that there are
Concern over the economy was the top-ranked trucking industry issue of 2024, according to ATRI. Researchers noted that rising operational costs, the lingering freight recession, and declining freight rates make the economy a top concern for motor carriers and drivers alike.
3695855 | Maa-illustrations | Dreamstime.com
alternatives to vehicle electrification that achieve more significant carbon reductions while costing significantly less than purchasing all new BEVs, according to ATRI.
7. CSA: Compliance, Safety, and Accountability (Not ranked in 2023)
Compliance, Safety, and Accountability, the Federal Motor Carrier Safety Administration’s safety measurement system, is back in ATRI’s top 10 after dropping off the 2023 list.
FMCSA first implemented CSA 14 years ago. Despite numerous updates and changes to the scoring methodologies, carriers still have concerns about how the agency evaluates and scores their safety performance, ATRI noted.
8. Detention/delay at customer facilities (No. 9 in 2023)
Detention/delay at customer facilities debuted in ATRI’s 2019 top 10 at No. 4. It hasn’t ranked that high yet but did move up one spot from No. 9 in 2023 to No. 8 this year.
ATRI’s latest detention research found that the industry lost 135.9 million hours of driver productivity in 2023, resulting in more than $11 billion in lost revenue. Detention also poses a safety risk, as ATRI found that detained
drivers drove 14.6% faster than drivers who were not detained and waiting at shipper facilities.
9. Driver shortage (No. 4 in 2023)
In its 20-year history, the driver shortage has never ranked lower on ATRI’s top issues list than it does this year. ATRI researchers noted that economic and regulatory matters are overshadowing challenges in finding qualified drivers. And with the 2024 freight recession continuing, fleets are also doing less hiring this year.
However, ATRI notes that there are still an estimated 60,000 driver job openings and expects that number to grow as aging drivers continue to contemplate retirement.
10. Driver distraction (No. 7 in 2023)
After debuting in 2014, driver distraction dropped off the top 10 list until last year, when it ranked No. 7. Among law enforcement respondents to this year’s survey, distraction was the top concern. The National Highway Traffic Safety Administration reports that 3,308 people were killed in traffic crashes in 2022 that were attributed to distraction. The complete report can be downloaded at ATRI’s website, truckingresearch.org TBB
Kraft Tank up and growing in La Porte, Texas
Tank truck equipment specialist’s new Houston-area facility is open for parts, maintenance, and repairs—and more services are on the way
By Jason McDaniel
LA PORTE, Texas—Jeff Creel primarily worked with tank truck carriers over the last 30 years, including 20 with Linden Bulk Transportation—now part of Groendyke Transport—so he expected to take on a new role after joining Kraft Tank Corporation on the supplier side in April. He didn’t know that role would be as tour guide.
Creel estimates he’s already led 100 interested parties through Kraft’s new Houston-area mega facility, which opened for parts sales in August, and maintenance and repair services in September.
Three crews, including one from Heniff Transportation, arrived the same day Trailer-Body Builders visited the 56,000-sq.-ft. building on State Highway 225—right in the heart of the country’s petrochemical industry.
“It’s been exciting,” said Creel, the GM for Kansas City-based Kraft’s new La Porte location. “When you have a facility like this, you want to show it off, because in our industry, in this area, we’re not used to places this spectacular.
“So it provides that ‘wow’ factor when customers come in.”
Besides guiding tours, Creel’s been busy growing the location’s staff, parts inventory, and equipment services, and gearing up for the next phase of expansion.
The growth plan includes adding trailer sales and leasing; and preparing the 9-acre property for a grand-opening celebration in the first half of 2025.
“[CEO] Spencer [Kraft] handed me the keys and said, ‘Build us a team,’” Creel remebered. “And we’re fortunate to have this one.
“It’s a phenomenal group with a lot of experience and can-do attitudes.”
Parts and service
Kraft’s La Porte facility houses $1 million in inventory in a 10,000-sq.-ft. warehouse, with a broad selection of foreign and domestic blowers, pumps, hoses, valves, gaskets, lights, axles, suspensions, and myriad other parts, components, and accessories for chemical, crude, dry bulk, and petroleum tankers. Bryan Metcalf, La Porte parts manager, is aiming for $1.75 million in inventory next year.
“Our inventory is growing every day,” shared Metcalf, who previously worked for Trimac Transportation and Superior Carriers (now part of Heniff). “We’re bringing in new product lines and distributing for more vendors.”
Kraft La Porte already boasts five mechanics for maintenance and upfitting services.
Suppliers include Betts Industries, BTI, Civacon, Dixon Valve & Coupling, Gardner Denver, Girad Equipment, Grote Industries, Hendrickson, Peterson Manufacturing, SAF-Holland, Stemco, Timken, and Truck-Lite.
“We’re stocking heavy,” Creel said. “We want to be able to service our customers, and we can’t do that if we don’t have what they need on the shelf.”
La Porte’s parts supply supports counter sales and in-house work. Mechanics were refurbishing, upfitting, and servicing tank trailers when TBB toured the 10-bay shop.
Heniff’s contingent, including Ken Shafer, director of fleet maintenance,
Kraft’s new 56,000-sq.-ft. facility is located on 9 acres in La Porte, Texas, right in the heart of the country’s petrochemical industry.
All photos Jason McDaniel | Trailer-Body Builders
was there to see the facility and inspect an old Coal City Cob unit Kraft was transforming into a like-new, Heniffbranded trailer.
“Customers have been very happy with our inventory and our service,” Metcalf said.
Work in progress
Kraft began renovating the La Porte property, which is right next door to a Depot Connect International tank wash, soon after purchasing it from Louisiana Chemical Company last year.
Improvements include upgraded offices and a front counter, workstations with buried air and electric lines, and emergency shower and eyewash stations.
Newly installed, “top-of-the-line” equipment includes a Continental PC440i Crimper with CrimpIQ controller,
Gardner Denver air compressor, and Great Lakes air dryer. The location also has two trucks for mobile service and a yard mule with a hydraulic lift.
But the work of establishing Kraft’s fourth location is ongoing—with the full support of the company’s leaders in Kansas City.
“It’s been a total team effort,” Creel said. “They’ve really helped us get this operation up and running. The people in the Kraft organization are phenomenal—and that’s top to bottom.”
Next steps include paving the parking lot, adding a 60’-by-100’ front awning, prepping additional bays for future expansion, and utilizing the building’s two 25-ton overhead cranes.
“We’ll offer an exhaustive product line, with new and leased tanks, including FRPs, compressed gas trailers, silos, and more,” Creel said. “Kraft’s lease fleet is very impressive.”
Creel also was close to renewing his Railroad Commission of Texas license to
work on MC-331 cargo tanks and securing La Porte’s R-Stamp with the National Board of Boiler and Pressure Vessel Inspectors for barrel alterations, while continuing to grow the location’s staff, which had 13 members in September.
The goal is to hire 30 mechanics before the facility’s grand opening early next year—when TBB will check back in for a deeper dive on Kraft’s expansion plans and market outlook.
“We’re changing the game here,” Metcalf concluded. “We’re going to do a lot of things that have never been done in this region.” TBB
J.V.R. SAFE-T-SIGNAL INC
Jeff Creek, at left, and Bryan Metcalf inspect a part.
Pickup Bodies and Accessories
M.H. Eby
Eby unveils new Renegade Service Body
M.H. Eby is releasing its next generation of the Eby Renegade Service Body. The Renegade focuses on functionality, durability, and ergonomics for end-users, fleets, and service professionals.
“With advanced features tailored for peak performance, organization and safety, this model provides service professionals with the tools they need to excel in their work,” said Craig Bonham, sr. vice president of Business Development for Eby Truck Bodies. “We’re confident it will quickly become an essential asset for the work truck industry.”
The Eby Renegade is available with 40” high cabinet models in three lengths: 8’5”, 9’3”, and 11’3”. The Renegade is built with American-made 5000 and 6000 Series aluminum and offers up to 45% weight savings, increased payloads, and long-lasting corrosion resistance. A new ‘G3’ package will be available for the Renegade, which will include the Eby E-Lock remote cabinet system, cabinet lighting, and drawer system modules.
Other key features of the truck body include:
• Fast and easy installation that fits 56”, 60”, and 84” cab-to-axle chassis for Ford, RAM, and GM.
• A fully interlaced understructure provides unmatched strength and stability.
• Oversized compartment rotary latch handles that ensure easy operation and secure closure of the side cabinet compartments
• Six integrated tie-down rings for secure product transport in the load space.
• Two-panel aluminum doors with a robust design and which includes an integrated rain gutter for weather protection.
• A high-profile tailgate with recessed one-piece extruded aluminum construction with anti-skid ribbing.
• Powder-coated door panels that feature an abrasion-resistant finish for extended durability.
• All-aluminum construction that is engineered to be corrosion resistant and promotes more legal payloads.
• U.S.-made L.E.D. lighting, including Stop/Tail/Turn and Backup lights with integrated strobe functionality.
• A volcano-punched recessed bumper designed to shed debris and promote safety.
• Hidden hinge compartment doors to improve security, serviceability and aesthetics.
The next generation of the Eby Renegade Service Body is now available. For more information, visit www.mheby.com
Headache Rack for work trucks
Buyers Products has unveiled the GuardDogg Headache Rack, an addition to their line of cab protectors. The GuardDogg is constructed from 15-gauge steel and features a corrosion-resistant Matte Black finish for robust durability. The rack is available in multiple sizes to accommodate 1/2-ton. 3/4-ton and 1-ton trucks.
“The GuardDogg exemplifies our dedication to providing innovative, high-performance solutions at an excellent value,” said Jennifer Pusateri, truck tool box product manager at Buyers Products. “Unlike many other headache racks in its class that charge extra for essential brackets and hardware, the GuardDogg comes fully equipped for a hassle-free, drill-free installation, whether you’re adding a toolbox or not.”
Buyers offers a complete line of drillfree lighting mounts, allowing users to accessorize their GuardDogg rack with additional work lights or warning lights such as the Buyers Products 1492200 ultra-bright rotating spot light or 8891060 LED light bar. This gives owners the option to maximize the visibility of their work truck without having to drill in their cab or permanently mar a brand-new truck.
The GuardDogg is compatible with popular work truck models, including the Ford F-150, F-250, and F-350; RAM 1500, 2500, 3500; Chevy Silverado 1500, 2500, 3500; and the GMC Sierra 2500 and 3500.
Visit www.buyersproducts.com.
Truck, trailer, and body OEMs
Felling Trailers has appointed Kevin Maves and Carl Thigpen to its outside sales team for the Western U.S. Maves will now serve the Southwestern U.S., including California, Nevada, Arizona, and New Mexico, while Thigpen will cover the Northwest U.S., including Alaska, Oregon, Washington, Idaho, Montana, Wyoming, Utah, and Colorado. Together, both will manage all sales development, activity, and dealer support in their respective regions.
Bernhard Schmitz has joined the Schmitz Cargobull Supervisory Board
Jeff Murillo has joined Ridge Corporation as its newest senior business development manager. Murillo has over 30 years of technical sales and management experience, largely focused on developing engineering solutions for transportation markets. He has worked closely with OEM and fleet partners and will now assist in rolling out Ridge’s new product lines, including Transcore, Trailer Helmet, and more.
Consolidated Chassis Management has appointed Paul Nazzaro as its newest chief executive officer. Nazzaro succeeds Mike Wilson, who is retiring but will remain with the company in an advisory role . Nazzaro most recently served as executive vice president of COSCO SHIPPING North America, a position he held for nearly a decade.
In the meantime, Schmitz will keep his positions as a shareholder and member of the Schmitz Cargobull Family Council while in his new role. In addition to his new position, he is also a CEO and co-founder of Exxcility Business Solutions GmbH & Co KG. Prior to his appointment, Schmitz also held various leadership roles in Supply Chain and Procurement at Schmitz Cargobull AG.
Suppliers and distributors
Eaton Cummins Automated Transmission Technologies has selected James Taylor as its newest general manager, Christy Roadknight as its new deputy general manager, and Genoveva Alba as CFO. Taylor most recently served as the executive director of North America Commercial for Cummins Drivetrain and Braking Systems. Roadknight last served as the global business unit director for Fuel Emissions and Boosting in Eaton’s Mobility Group. And Alba will continue to serve as the regional director of Finance Transformation for Eaton’s Electrical Sector Americas before transitioning to her new role on Dec. 1.
Andre Schulten has accepted a position on Eaton’s Board of Directors. Schulten is the chief financial officer of The Procter & Gamble Company (P&G), prior to which he served as senior vice president of Baby Care, North America. With P&G, Schulten has held several international finance and accounting management roles.
Fleet brands
BRW has hired Derek Walcott as its new executive vice president of Strategy and Administration and Tim Comstock as executive vice president of Operations. Walcott will lead the company’s strategic and administrative functions, including human resources, legal, marketing, finance, and safety.
Associations
Comstock will oversee the company’s dayto-day operations and encourage performance and efficiency across all divisions of trucking, logistics, warehousing, and fulfillment.
Chris Burroughs has been appointed as the head of the Transportation Intermediaries Association (TIA). He previuosly served as the group’s vice president of government affairs, his most recent position in a 13-year career with TIA.
Kevin Maves
Jeff Murillo
Andre Schulten
Derek Walcott
Tim Comstock
Christy Roadknight
Genoveva Alba
Bernhard Schmitz
James Taylor
Carl Thigpen
November 5-8, 2024
SEMA Show
Las Vegas (NV) Convention Center www.semashow.com
November 12, 2024
FTR State of Freight Symposium Hyatt Regency Houston/Galleria www.ftrintel.com
January 20-23, 2025
Heavy Duty Aftermarket Week 2025 Gaylord Texan Resort & Convention Center Grapevine, TX www.hdaw.org
January 20-23, 2025
World of Concrete Las Vegas (NV) Convention Center www.worldofconcrete.com
February 17-20, 2025
NATM Convention & Trade Show Gaylord Opryland Resort & Convention Center, Nashville, TN www.natm.com
February 25-27, 2025
NATDA Trailer Tech Expo Reno-Sparks Convention Center, Reno, NV www.natda.org/tte-exhibit
March 4-7, 2025
Work Truck Week Indiana Convention Center, Indianapolis, IN www.worktruckweek.com
March 10-13, 2025
TMC Annual Meeting & Transportation Technology Exhibition Music City Center, Nashville, TN tmcannual.trucking.org
March 25-27, 2025
World of Asphalt America’s Center Convention Complex St. Louis, MO www.worldofasphalt.com
March 27-29, 2025
Mid-America Trucking Show Kentucky Expo Center, Louisville, KY www.truckingshow.com
April 22-24, 2025
NTTC Annual Conference
JW Marriott Tampa (FL) Water Street www.tanktruck.org
April 23-25, 2025
TTMA 83rd Annual Convention
Prolam Flooring Company CN 7 prolamfloors.com
Ridewell Suspensions BC www.ridewellcorp.com
Ridge Corporation 20,21, 24,25 ridgecorp.com
Shur-Co 27 www.shurco.com
Trail King Industries IBC trailking.com
Waytek Inc. 11 www.waytekwire.com/LFsealedFH
Whiting Door Manufacturing Corp. 22,23 whitingdoor.com
Wyndham Grand Rio Mar Puerto Rico Golf & Beach Resort www.trucktrailer.org
April 28-May 1, 2025
Advanced Clean Transportation Expo Anaheim (CA) Convention Center www.actexpo.com
June 1-4, 2025
Electric Utility Fleet Managers Conference Williamsburg Lodge & Conference Center Williamsburg, VA www.eufmc.com
August 27-28, 2025
North American Trailer Dealers Association (NATDA) Trailer Show, Music City Center, Nashville, TN www.natda.org/trailer-show
September 16-18,
NATM Trailer Expo Oklahoma City (OK) Convention Center www.trailerexpo.com
September 22-23, 2025
NTEA Executive Leadership Summit Ann Arbor Marriott Ypsilanti at Eagle
Ypsilanti, MI www.trailerexpo.com
Our Hydraulic Detachable Gooseneck trailer has become the go-to choice for construction professionals with over two decades of being North America’s bestselling detachable lowboy trailer. It’s engineered to make unhooking, loading, unloading, and hooking up again a simple one-person operation. This trailer has dependable load-hauling strength, durability, and versatility that can stand up to any challenge—even “tough to scale” loads.
