Trailer Body Builders - September 2026 by Endeavor Digital Editions

Imported-trailer trade fight moves forward Page 24

Rise of the robots Page 30

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Contents

September 2026

TRAILER TECHNOLOGY

26 Trailer IQ: Putting the pieces together

ZF maps road to tractor-trailer connectivity, calls for ‘unbiased’ open standards to preclude ‘connector chaos’

Features 24 Fight on: Trade battles, the freight slump, and realignment in the trailer market

TECHNOLOGY | RISE OF THE ROBOTS

36 Premium quality in a CV built for work Mercedes Sprinter 2500 combines luxury, technology, and practicality

30 Not your grandfather’s loading dock 32 Robot orders increase in Q2 as demand broadens across various industries 33 The charge of the pickup brigade? Army, Forterra expand robo-combat program

Cover image by Jennifer Dakas, generated with Shutterstock AI

In Each Issue 5 Online 8 Industry News 34 New on Wheels 39 New Products

41 Advertiser Index 41 Events Calendar 42 People & Positions

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Trailer|Body Builders Market Leader Commercial Vehicle Group – Dyanna Hurley dhurley@endeavorb2b.com Editorial Director – Kevin Jones kjones@endeavorb2b.com Senior Editor – Jason McDaniel jmcdaniel@endeavorb2b.com Marketing/Advertising – Dan Elm delm@endeavorb2b.com Art Director – Jennifer Dakas jdakas@endeavorb2b.com

Online Visit Trailer-BodyBuilders.com for more information from stories in this issue, plus online exclusives on pertinent topics in the trailer manufacturing industry.

Market Watch

Sign up for the official newsletter of Trailer|Body Builders Stay up-to-date on industry news and events, new products launches, and more.

Trailer-BodyBuilders.com/subscribe

Directories/Listings – Maria Singletary msingletary@endeavorb2b.com Audience Development Manager – Laura Moulton lmoulton@endeavorb2b.com

ARTICLE

MARKETS

DTNA plans to build largest truck plant in United States

Heavy-duty trailer orders defy traditional summer lull Trailer-BodyBuilders.com/ 55399465

Endeavor Business Media, LLC CEO Chris Ferrell COO Patrick Rains CDO Jacquie Niemiec

ACT Research

CALO Tracy Kane CMO Amanda Landsaw EVP Transportation Group Chris Messer VP of Content Strategy, Transportation Group Josh Fisher

TRAILER|BODY BUILDERS (USPS Permit 636660, ISSN 0041-0772 print, ISSN 2771-7542 online) Volume 67 Issue 11, 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 non-qualified subscriptions. Subscription prices: U.S. ($81.37 per year); Canada/Mexico ($81.37 per year); All other countries ($161.71 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 by phone U.S./Canada (toll-free) +1 877-498-4668; International +1 920249-4687 or email at customerservice@trailer-bodybuilders. com for magazine subscription assistance or questions. Printed in the USA. Copyright 2026 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. Corporate Office: Endeavor Business Media, LLC, 30 Burton Hills Blvd, Ste. 185, Nashville, TN 37215 USA; 800-547-7377

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New facility to be designed from the ground up for greater production flexibility Trailer-BodyBuilders.com/55399452

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Road Ready launches TrackRR Lite for nonpowered assets Trailer-BodyBuilders.com/ 55399462

Trailer | Body Builders

Roundtable: Equipment demand, rising costs, and trailer trends

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Breaking down ATRI report on rising operational costs Trailer-BodyBuilders.com/55397035

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INDUSTRY News

Market velocity returns: Q2 CV data signals surge in fleet turnover The commercial vehicle market is showing strong signs of recovery as the “tight-supply friction” of previous years begins to ease, according to the Q2 2026 Commercial Vehicle Market Analysis released by Work Truck Solutions. A significant rotation of higher-mileage fleet trade-ins is driving a surge in transaction velocity and improving inventory turn times across both new and pre-owned segments, the report noted. Among the highlights: New inventory stability and improved sales: In the new work truck and van market, pricing has largely stabilized, with the average price hovering at $59,635—a marginal 0.7% increase from the previous quarter. While on-lot inventory per dealer held flat sequentially, sales per dealer rebounded by 8.7% QoQ. This increased demand is most evident in the Days to Turn (DTT), which improved to 172 days, representing an 8.5% sequential decrease. Business owners are moving quickly to secure available units, reflecting robust operational demand despite wider economic pressures, per the report. Used market: the high-mileage “rotation”: The preowned market is experiencing a more dramatic shift. Used commercial vehicle prices dropped 3.1% QoQ to $37,494, making them more accessible to buyers and narrowing the year-over-year sales decline. Most notably, the median mileage for used units surged by 30.8% QoQ to 77,507 miles. This spike indicates that fleet managers have been extending the service life of their assets before finally introducing them to the secondary market. Despite this higher mileage, these vehicles are turning over 10% faster than last quarter, with a DTT of just 56 days. BEV and sector resilience: The battery-electric vehicle

New Work Trucks and Vans Inventory Metrics

Metric Onlot per Dealer Moved per Dealer DTT Avg Price

Work Truck Solutions

(BEV) segment also saw a pricing adjustment, with a 5.9% QoQ drop to $54,141. However, prices remain up 54.5% year-over-year, suggesting a transition toward a more premium product mix. “While retail sales have been down in the first half of the year due to higher prices and escalated interest rates, the work truck and van market has been a positive offset for dealers, particularly in the second quarter, providing sales growth, better inventory turn times and much better grosses,” said Aaron Johnson, CEO of Work Truck Solutions. “New work truck inventory has stabilized, sales are up and days to turn has seen solid improvement, demonstrating strong operational demand. “Meanwhile, data from the used commercial vehicle market is revealing numerous factors that point toward fleet managers cycling at a slower pace. Dealers who leverage precise digital merchandising to showcase the value of these highly capable, yet higher-mileage vehicles, will find a very receptive buyer base.”

Great Dane facility celebrates safety milestone more than a priority, they have made it a value.” Great Dane’s Central Fabrication facility on the Great Central Fabrication manufactures upper couplers for Dane Terre Haute campus has marked two years with no Great Dane trailers, a component known for its quality recordable safety incidents, underscoring the commitand durability to handle repeated heavy loads. ment of the team that keeps production running strong, “Our Central Fab team’s two years without a recordthe OEM reported. able safety incident reflects an unwavering commitment “The true measure of a great team isn’t just what it proGreat Dane to looking out for one another, following disciplined safety duces, but it’s how consistently it protects the people who practices, and building a culture where every employee returns make that success possible,” said Doug Schultz, plant manager at home safely,” said Mel Cohen, interim CEO at Great Dane. “We Great Dane Terre Haute. “More than two years without a recordare incredibly proud of this milestone and grateful to the team able injury is an incredible accomplishment and a reflection of the for setting a powerful example of what operational excellence commitment each member of our Central Fab team brings every and safety leadership look like across our organization.” day. I could not be more proud of this team for making safety

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INDUSTRY News National Trailer Dealers Foundation awards more than $200,000 in scholarships The National Trailer Dealers Foundation (NTDF) has awarded more than $200,000 in scholarships to 38 deserving recipients in 2026. Recipients were selected based on financial need, leadership skills, participation in service organizations, clubs, and other student groups at school and in their communities, as well as academic achievement. “The National Trailer Dealers Foundation is incredibly grateful to our generous NTDA members for supporting this important program, which helps make life better for trailer industry families,” said Richard Bloomquist, chairman of the Foundation board. NTDF For recipients, the awards provide financial support as they pursue their educational goals. “I feel so grateful and honored to have been chosen for this scholarship,” said scholarship recipient Faith Garrett. “This gift takes so much weight off my shoulders.” Recipient Patience Ireland-Steacy echoed that appreciation. “I am so excited and grateful to have been selected as a recipient of the scholarship,” she said. “This means so much to me, and I really appreciate the support being given to me.” The 2026 scholarship recipients include high school students entering college in the fall, current college students continuing their education, previous scholarship recipients receiving renewed awards, and employees of NTDA member companies. High school scholarship recipients: • Elizabeth Berezniak, University of Colorado Boulder • Oliver Cerda, San Diego State University • Aleya Coleman, Western Kentucky University • Colt Fox, University of Wisconsin Eau Claire • Grayson Hinz, SUNY University at Albany • Jacquelynn Hoover, Indiana Wesleyan University • Samuel Hopkins, Mount Royal University

• Caitlin Idstein, Illinois State University • Patience Ireland-Steacy, Capilano University • Maizlyn Jennissen, Stanford University • Savanna Mackey, Hendrix College • Taziana Mcknight, University of Alberta • Karl Morrison, Missouri University of Science and Technology • Lisa Quinones, Goshen College • Sammy Romero, OSU-Cascades • Cora Roseborough, University of California Los Angeles • Keira Thompson, University of Scranton • Jin Augustin Villasica, University of Arkansas • Matthew Volm, Milwaukee School of Engineering • Aiden Weston, Lehigh Carbon Community College • David Wiewiura, Indiana University • Clay Wilson, Hutchinson Community College College student recipients:

• Erin Arnold, Northwestern University • Faith Garrett, Portland Community College • Karter Hatzenbuhler, University of North Dakota • Zachary McDermott, Waubonsee Community College • Isabella Smith, Indiana University Bloomington Previous recipients whose award was renewed:

• Ava Bauch, Minnesota State University Moorhead • Jesus Cervantes Cuellar, The University of Texas at Austin • Joshua Cummings, Texas A&M International University • Hannah DeGueldre, Providence University College • Paige Gerads, Baylor University • Charles Goode, University of Iowa • Nathaniel Linkous, Clemson University • Jonathan Ritenour, Purdue University • Anna Stratton, UW-Whitewater Employee recipients:

• Rebecca Baer, Western Governors University • Mallory Swint, Louisiana Tech University.

Air-tow Trailers accelerates growth with $6.8 million expansion

Air-tow

Air-tow Trailers, a specialist in innovative ground-level loading technology, has officially commenced a $6.8 million expansion of its manufacturing facility in Wapakoneta, Ohio. This strategic move marks a significant milestone in the company’s 20-year history and is designed to address a sustained surge in demand across the North American trailer market. The construction project will add approximately 76,000 square feet to the current building, bringing the total facility size to more than 114,000 square feet. Scheduled for completion in May 2027, the expansion is expected to drastically improve manufacturing efficiency while providing the additional capacity

required to support Air-tow’s future scaling efforts. “This investment is a direct response to the growth we’ve experienced over the past several years,” said Nick Kennedy, CEO of Air-tow Trailers. “Demand for Air-tow Trailers continues

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INDUSTRY News to grow, and this expansion gives us the capacity to support that growth while making our manufacturing operation more efficient. We’re investing in our people, our facility, and our ability to continue building high-quality trailers right here in Ohio.” Operational consolidation and efficiency A central objective of this investment is the consolidation of Air-tow’s Ohio manufacturing operations under one roof. Currently, the company operates across multiple locations, but centralizing these

processes is expected to streamline production, improve internal communication, and optimize overall workflow. The expansion highlights a broader trend in the specialty trailer market, where contractors, equipment rental companies, and municipalities are increasingly prioritizing safety and efficiency through groundlevel loading technology. By increasing its manufacturing capabilities, Air-tow is positioning itself to better serve its growing North American dealer network. Air-tow celebrated the start of construction with a groundbreaking ceremony

attended by prominent state and local leaders, including representatives from Congressman Jim Jordan’s office and Ohio Attorney General Andy Wilson. The project is seen as a major win for regional economic development and a reaffirmation of the company’s commitment to American manufacturing. As construction moves forward, the expanded Wapakoneta facility will serve as the foundation for Air-tow’s next decade of innovation, ensuring the company can meet the evolving needs of the transportation and logistics sectors.

Shurco acquires hydraulic systems supplier Heavy Motions Cargo control systems manufacturer Shurco recently acquired Heavy Motions, a provider of hydraulic systems and motion products serving the trucking, construction, agriculture, waste, oil and gas, and industrial equipment markets. Terms were not disclosed. Completed on June 30, the deal is designed to advance Shurco’s long-term vision of building an industry-leading ecosystem of trusted brands, technical expertise, and strategic partnerships; helping customers navigate the multi-faceted equipment landscape with greater confidence, according to the Shurco news release.

Heavy Motions

“As our customers’ businesses become more complex, they need partners who can simplify decisions; not add to them,” said Chad Heminover, president and CEO of Shurco. “Heavy Motions brings exceptional people, deep hydraulic expertise, and a reputation for outstanding customer support. Together, we’re building an ecosystem that gives customers easier access to the products, knowledge, and support they need to keep their operations moving.” The addition of Heavy Motions expands Shurco’s 70-year legacy and product offering with hydraulic and motion technologies, bringing complementary expertise together under one trusted organization.

“From our very first conversations, it was clear that Shurco shares the same values that have guided Heavy Motions from the beginning: putting customers first, investing in innovation, and building lasting relationships,” said Dean Ding, former owner of Heavy Motions. “Joining the Shurco family gives us the resources to grow while preserving the expertise, responsiveness, and service our customers depend on. We’re excited about what this means for our team, our partners, and the customers we serve together.” What this means for customers • A simpler way to source more of the products they need. • Direct access to experts across cargo covering and securement, hydraulics, and motion technologies. • Less time coordinating multiple suppliers. • More confidence selecting the right solution for the application. • The same trusted relationships, supported by even greater resources. Heavy Motions will continue operating as an independent business within the Shurco family of brands, preserving the people, expertise, and customer relationships that have earned its reputation while benefiting from Shurco’s long-term investment and resources. “Customers are seeking a better way to do business,” Heminover said. “They want trusted partners who understand their business, help them make the right decisions, and make it easier to get the products and support they need. That’s exactly what we’re building.” The acquisition also strengthens Shurco’s ability to support distributors by combining specialized expertise with one of the industry’s strongest sales and distribution networks, helping partners serve customers more effectively while expanding access to complementary products and technologies, the company added.

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INDUSTRY News Kerry Brothers strategically expands in SE Michigan Kerry Brothers Truck Repair recently reported a significant regional expansion across the greater Detroit area through three strategic acquisitions and the opening of a new service facility. The growth initiative, finalized in July, targets diverse segments of the commercial vehicle market, including heavy-duty trucking, municipal transit, and specialized school bus fleets . “This is a defining moment for Kerry Brothers,” Bill Kerry, owner, Kerry Brothers Truck Repair, said. “With Kustom Truck & Trailer to the east, the Detroit Bus Garage at the heart of it all, Downriver Truck and Bus to the south, and our new Wixom facility to the west and north, we are expanding in every direction—growing our footprint, the range of vehicles we service, and the customers we can support, from heavy-duty trucks and trailers

Kerry Brothers Truck Repair

to mass transit and school buses. We are building the kind of maintenance partner Southeast Michigan deserves.” The expansion includes the following strategic moves, the company reported: • Acquisition of Kustom Truck & Trailer (Lenox/New Haven): This acquisition integrates heavy-duty truck and trailer repair with expertise

in custom dump bodies and truckbed accessories. • Acquisition of Vehicle Clinic (Detroit): This facility brings over 40 years of experience in mass transit and municipal bus fleet services. • Acquisition of Downriver Truck and Bus (Brownstown): Adds specialized knowledge in school bus maintenance and State of Michigan certification-ready standards. • New Wixom Facility: The opening of a 20,000-square-foot center in Wixom allows the company to serve the northern and western regions of Southeast Michigan. The facility offers a comprehensive suite of services, including light- and heavyduty truck repair, diesel engine maintenance, and full-scale fleet management.

“W h —

HKX joins MPS, enhancing hydraulic kit solutions for heavy equipment Multi Parts Solutions has acquired HKX Inc., a Monroe, Washington-based manufacturer of auxiliary hydraulic kits and control-system solutions for excavators and other heavy equipment. The acquisition moves MPS into the construction equipment market and establishes HKX as its third operating division, alongside ACC Heavy Duty (formerly American Chrome Co.) for commercial vehicles and MPS for the automotive aftermarket. HKX, Hydraulic Kits for Excavators, has spent more than three decades building an engineering-centric business around installready kits that let machines run attachments, such as breakers, thumbs, shears and rotating tools. As machines have moved from mechanical pilot controls to electro-hydraulic and CAN-based systems, HKX has developed the ability to augment controls within a machine’s own electronics, so that upgraded equipment operates seamlessly and without error codes. “HKX is an engineered-solutions business, which is exactly what Multi Parts Solutions is across every market we serve,” said Brian Cohn, CEO. “We are inheriting a talented team known for responsiveness, application-focused engineering and dealer collaboration, highly aligned with the same values we try to live every day at MPS of trustworthiness, teamwork and innovation. Our focus is straightforward: invest in HKX so the team can develop more products, support more customers and scale what already makes the business great.”

HKX

MPS brings global engineering, sourcing, testing, manufacturing and quality capabilities, along with its proprietary Sigma development process, to help HKX grow faster. That combination opens the door to working with additional equipment manufacturers and dealer groups seeking an engineering partner for specialized applications and attachment integration. “Joining MPS gives HKX additional resources and capabilities while preserving the customer-first discipline that has defined this company,” said Robert Burnett, vice president and general manager of HKX. “Dealers, OEMs and equipment owners can expect the same committed, expert support from the same team, now backed by greater resources for growth, innovation and long-term investment.” HKX will continue to operate from its Monroe, Washington facility, where in-house fabrication, CNC tube bending, kitting and application engineering support fast response to custom orders. Burnett and the existing leadership team will continue to lead the division.

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INDUSTRY News Metalformers ‘resilient’ as economic uncertainty persists Metalforming manufacturers expect economic activity to remain largely unchanged over the next three months, according to the July Precision Metalforming Association Business Conditions Report. PMA’s July report shows that 65% of manufacturers surveyed expect no change in general economic activity in the next three months (compared to 62% in June), 24% predict an increase in activity (the same percentage reported last month) and 11% forecast a decrease in activity (compared to 14% in June). “PMA’s July report reflects that metalformers remain resilient but are becoming increasingly cautious,” said Mark Getsay, PMA’s managing director. “Members are managing through supply-chain challenges, higher costs and changing tariff policies that complicate business planning, but most respondents continue to expect activity to remain steady as they carefully balance investment, hiring and production decisions.” The July report reveals that metalformers anticipate little change in incoming orders over the next three months, with 48% of survey respondents expecting no change in orders (up from 45% in June), 34% predicting an increase in orders (compared to 35% in June) and 18% forecasting a decrease in orders (down from 20% in June). Current average daily shipping levels softened slightly in July, with 40% of survey participants reporting an increase in current

PMA

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Spear out at ATA after leading federation for a decade Chris Spear’s decade-long leadership of the American Trucking Associations, the industry’s largest trade federation, is over. The sudden departure cuts short the contract extension he signed in 2024, which was expected to keep him at the helm through 2029. ATA Chairman Greg Hodgen confirmed Spear’s departure in a member-wide email on August 21: “I want to thank Chris for his more than a decade of service to our association and our industry. During his leadership, ATA strengthened its voice in Washington, secured important policy victories, and advanced the priorities of trucking nationwide.” Hodgen said that Spear told ATA’s Executive Committee on August 21 that he would be leaving the position, effective immediately. Since taking the reins as ATA’s ninth president in 2016, Spear led the federation through significant industry turbulence—much of which came about with the stark differences in priorities between the Trump and Biden administrations that dominated Spear’s 10 years leading ATA. Spear’s leadership heavily focused on combating aggressive state-level emissions mandates, pushing back against federal regulations, and securing infrastructure funding. Spear’s final years at ATA were marked by a prolonged freight recession that had dragged on for three years since the industry saw a boost in activity and recognition during the COVID-19 pandemic. He acknowledged that the downturn shifted an early decade focus on a driver shortage to a greater focus on cultivating highly qualified professional drivers who meet stringent safety and language standards. Hodgen’s statement highlighted Spear’s success in assembling a formidable advocacy team, ensuring ATA has the “horsepower” to continue driving its legislative agenda in Washington. “One of Chris’ most important accomplishments was assembling an exceptionally talented and experienced team to represent this industry,” Hodgen wrote.

“ATA has the advocacy horsepower to keep advancing our priorities without missing a beat. From our policy experts and technical professionals to our government affairs and communications teams, we have a world-class operation working together to deliver results for

Josh Fisher | CVG

our members. That depth, expertise, and shared sense of purpose will continue to drive our association forward, regardless of who is at the wheel.”

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INDUSTRY News BendPak completes Phase 1 of Alabama complex BendPak has completed Phase 1 of a new 33-acre industrial complex in Mobile County, Alabama, naming the development the Donald R. Henthorn Industrial Complex in honor of the company’s late founder. The first phase includes a 261,600-square-foot logistics and distribution center designed to support BendPak’s growing Southeast operations and improve product availability and fulfillment across Eastern North America.

BendPak

The California-based company said the facility combines warehousing, product distribution, quality control, sales, and service operations. The company expects the centralized operation to streamline supply chain and distribution operations, with many in-stock products able to ship the same day. “This industrial complex reflects my husband’s lifelong optimism and his faith in the power of hard work, innovation, and

quality manufacturing,” said Ginger Henthorn, BendPak principal. “Our family is incredibly proud of this development. It was one of the last major projects Don worked on, and we are honored to memorialize his legacy by putting his name on it.” Henthorn founded BendPak in 1965 and grew the company from a small machine shop into a manufacturer of vehicle lifts, automotive service equipment, and specialty consumer products. He transitioned day-to-day management to the current leadership team in 2022, but remained chairman emeritus until his death in 2024. The facility also includes a showroom featuring equipment from BendPak’s brands. The space will be used for customer visits, product demonstrations, training, and events. The distribution center was designed with future expansion in mind and includes material-handling systems and safety-focused layouts intended to improve operational efficiency. BendPak also equipped the warehouse with 24 Cool Boss CB20HVLS high-volume, low-speed ceiling fans. BendPak President and CEO Jeff Kritzer said the investment is intended to provide the infrastructure needed to support continued growth and changing customer demand. The Alabama development is the latest in a series of facility investments by the privately held company. In recent years, BendPak has expanded its manufacturing and distribution center in Santa Paula, California, established a global headquarters in Agoura Hills, California, and expanded its operations in Alabama. The company’s portfolio includes Ranger, Autostacker, QuickJack, Cool Boss, APEX, JackPak, MaxJax, and Ergochair.

PACCAR Parts celebrates grand opening of Calgary PDC PACCAR Parts recently celebrated the grand opening of its Calgary, Alberta parts distribution center. This location is PACCAR Parts’ third distribution center in Canada and is strategically located to optimize delivery speed and parts availability across Western Canada. The celebration featured a ribbon-cutting ceremony and tours for PACCAR dealers, customers and suppliers. Guests had the opportunity to see firsthand how PACCAR Parts leverages advanced technologies and modern material handling systems to efficiently distribute parts. “Our new Calgary distribution center represents a significant investment in supporting dealers and customers across

PACCAR

Western Canada,” said Wibo de Booij, assistant general manager of operations for PACCAR Parts. “Combined with advanced inventory management technology, the facility enhances part availability, accelerates order fulfillment and

helps maximize customer uptime.” The 180,000-square-foot facility began operations in February 2026 and is the latest addition to PACCAR Parts’ global distribution network, which includes 21 PDCs and more than 4 million square feet of warehouse space, according to the company. “PACCAR Parts is committed to helping customers maximize uptime through reliable access to the right parts when they need them,” said Bryan Sitko, PACCAR vice president and general manager of PACCAR Parts. “The Calgary PDC reflects that commitment and strengthens our ability to support dealers and customers throughout Western Canada.”

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INDUSTRY News Stellar designs new hooklift bumper

Select products from Stellar Industries’ line of work trucks, trailers, and service truck and van accessories are now available through Sourcewell, the company recently reported. Sourcewell provides competitively awarded cooperative purchasing contracts for public agencies across the U.S. The Sourcewell designation is designed to streamline procurement by eliminating the need for participating agencies to conduct their own competitive solicitation while maintaining procurement compliance. Through the Sourcewell contract, administered by Elliott Equipment Co., a Stellar company, eligible public agencies can purchase Stellar’s lineup of mechanic trucks, fuel/lube trucks, hooklifts and tire service trucks. “We’re excited to make Stellar products more accessible to public agencies through Sourcewell, giving organizations an easier way to purchase the equipment they need,” said Tim Davison, vice president of sales and marketing at Stellar. “Just as important, we’re looking forward to supporting Sourcewell members with the quality products and long-term customer support that have defined the Stellar brand for decades.”

Stellar Industries is now offering a new standard bumper design for the popular NXT Series Hooklifts. Designed for maximum versatility and ease of installation, these bumpers are available in both bolt-on and welded configurations for all new NXT Series orders. The new bumper design simplifies installation while allowing operators to seamlessly add essential accessories, including cameras, hitch options, and gladhands. The bumpers come in two capacity options: the 20K, designed for Class 3-6 chassis with a 20,000-lb pull capacity, and the 90K, built for Class 7 and 8 chassis with a 90,000-lb pull capacity. This refined bumper design was developed and tested over the past two years, utilizing data-focused structural testing to ensure precise hitch load ratings. The project involved an ongoing partnership with Iowa State University’s Center for Industrial Research and Service (CIRAS) to validate multiple configurations under rated load, fatigue and failure conditions. Both the bolt-on and welded versions of the bumper are available for all new orders of NXT Series Hooklifts.

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Private equity firm buys Lake Region Enterprise Nesnah Ventures, a La Crosse, Wisconsin-based private equity firm, has acquired Lake Region Enterprises Inc., a Chippewa Falls manufacturer of custom trailers and truck equipment, the companies reported August 18. As part of the transaction, Lake Region Enterprises will be renamed Lake Region Trailer, aligning the company’s corporate name with its longtime product brand. The acquisition is Nesnah Ventures’ first investment in a trailer or truck equipment manufacturer, adding a new industry to a portfolio that spans multiple sectors, the firm noted. And the deal reflects its focus on supporting family-owned businesses entering their next growth chapter and its interest in business-to-business, blue-collar manufacturing companies.

focus on trailer manufacturing and truck equipment installation, the businesses it operates today. Amber Glasener, daughter-in-law of Mark and Sheri Glasener, will continue leading day-to-day operations as general manager of Lake Region Trailer.

“Today marks a monumental milestone in the history of Lake Region Enterprises,” Glasener said. “This partnership is going to help our team write the next chapter in the story Mark and Sheri started, and I am looking forward to being a part of it.” TBB

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M A R K E T U P DAT E | COALITION PETITION

Fight on: Trade battles, the freight slump, and realignment in the trailer market By Kevin Jones

nfair competition, or just freight cycles and business as usual? The trailer trade war entered its final stages recently as U.S. Department of Commerce issued preliminary affirmative determinations and set countervailing (CVD) and antidumping (AD) duties earlier this summer, and has given trailer OEMs one more chance to argue for or against the findings.

The U.S. International Trade Commission on August 27 held an in-person final-phase hearing and received voluminous supporting documentation, but little of the evidence presented by either side differed significantly from the initial ITC hearing on the matter, held Dec. 11, 2025. Domestic OEMs contend the importers have used unfair pricing to undercut long-established American companies and rapidly seize market share. The importers reject the argument, countering that domestic OEMs have suffered due to the covid-related freight surge and subsequent collapse—as have importers—and that import gains in market share are the result of product quality, not price.

The scorecard The petition alleging unfair trade was filed November 20, 2025, by the American Trailer Manufacturers Coalition (formed by Great Dane LLC, Stoughton Trailers LLC, and Wabash Corporation) targeting subject importers (the largest OEMs pushing back are Hyundai de Mexico S.A. de C.V. (Hyundai Translead), Utility Trailer

Manufacturing de México (UTMC), and Vanguard Global Trailer Holdings (Vanguard), which is affiliated with China-based CIMC, a global transportation equipment manufacturing giant. On June 5, Commerce calculated countervailing duties on imports for China that ranged from 82.3% to 128.7%. Responding brands CIMC Baowell Industries Co. Ltd. and Qingdao CIMC Reefer Trailer Co. Ltd. were assessed at the lower rate. The preliminary determination for imports from Mexico were 1.90% for Hyundai and 1.95% for UTMC. The final determinations for Mexico are currently scheduled to be issued on October 13. On July 30, Commerce found that vantype trailers imported from Mexico were sold at less than fair value and imposed preliminary AD duties ranging from 3.21% to 79.92%. The weighted average dumping margin for Hyundai was set at 10.19%, while UTMC came in at 3.21%. The final determinations of these AD investigations should be announced on or around December 16. The compounded assessments are on top of the August 2025 Section 232 derivative tariffs that added a 50 percent

duty on the steel and aluminum content of some Mexican trailers.

Unfair competition or the cycle? The ongoing trade dispute has exposed a signficant divide in how domestic manufacturers and importers interpret the identical market. The Petitioners’ Case: Domestic OEMs Great Dane, Stoughton, and Wabash argue that subsidized foreign imports have engaged in a highly aggressive, margin-eroding “playbook.” Wabash President and CEO Brent Yeagy pointed to Wabash’s shutting down reefer production as “the hardest decision” of his career. “We did not lose the reefer business because we built an inferior trailer. This was not a business losing money. It was a business that could no longer earn a return sufficient to justify further investment,” Yeagy testified. “We could not modernize. We could not expand. We could not justify one more dollar of capital where the price was being set by producers not playing by the same rules. “The only path left to protect American jobs was to double down on productivity in the segment where we could still fight. That was not strategy. That was survival. And with the reefer market taken, the same playbook came roaring back at our dry vans. … That is not competition. That is coercion by pricing.” Both Yeagy and Bob Wahlin, president and CEO, Stoughton Trailers, noted that “customers are coming back” since the preliminary determinations were announced. “Like most industries, the van-type trailer industry is not immune to peaks and valleys. But again, subject imports have changed the landscape,” Wahlin testified. “By taking more and more market share from U.S. producers and pushing prices down to unsustainable levels, subject imports have made it more and more difficult for U.S. producers to weather any downturns. “Even in good years when demand has increased, Imports undersold us and gained sales. The industry slowdown we’re experiencing now is made far

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worse because of the subject imports.” Mel Cohen, interim Chief Executive Officer of Great Dane, cited Hyundai Translead’s rapid climb in sales and market share, noted that in 2016 Hyundai opened additional capacity, and dropped prices to increase its exports to the U.S., topping Great Dane’s market position for the first time. The market share gap between Great Dane and Hyundai has increased ever since, he added. “I have been involved in industrial manufacturing for the past four decades and have served on Great Dane’s Board of Advisors for many years. I am used to navigating the natural rise and fall of demand in manufacturing sectors,” Cohen testified. “What we are facing today is something different. “Great Dane is concerned that the erosion of U.S. industry will only accelerate in the coming years without trade relief.” The Respondents’ Case: Importers and foreign OEMs, led by Hyundai Translead and Vanguard National, counter that the domestic industry’s struggles are entirely cyclical, stemming from the “Great Freight Recession.” During the extraordinary post-pandemic freight boom of 2021-2022, domestic producers were overwhelmed, faced labor and input shortages, and placed customers on strict allocation. Imported equipment was drawn in to fill an unprecedented vacuum. Hyundai’s testimony included comments from customers and dealers. “I want to be clear: we work with domestic and foreign OEMs alike and will purchase the trailers that make the most sense for ABF’s business,” Don Davis, vice president of fleet services at ABF Freight. “But what makes sense for ABF’s business is not just a matter of who has the lowest price; it’s a matter of what we can support with our capital plan, who can meet our spec, who can provide that spec in time—among other factors. “Anyone who tells you otherwise, or who insists that it all comes down to only price, is simply not providing an accurate picture of this market.” Mackenzie Wellman, president of Trailer Equipment Inc., suggested that

“the answer is simple: quality,” when she explained how the Michigan-based multi-brand trailer dealer selects which products to carry. “Stoughton produces in Wisconsin and Wabash produces in Indiana, both in our neighborhood. So how do you explain our success when customers can buy lower-priced trailers from OEMs next door?” Wellman testified. “The fact that customers are willing to pay higher prices and delivery costs for a Hyundai trailer to get from Mexico to the Midwest speaks volumes about their quality.” Hyundai Translead President and CEO Sean Kenney supported the assertions, “The freight industry was affected by a severe, historic, and extended recession arising from a supply-demand imbalance. The very same economic phenomena that caused unprecedented demand for commercial transportation equipment also caused an unprecedented slump,” Kenney testified. “The idea that this historic slowdown was driven by customers stocking up on unneeded low-priced imports is not only false. It’s offensive. These customers are sophisticated businesses making disciplined capital allocation decisions under difficult operating conditions.” Denny Williams, COO of Vanguard Global Trailer Holdings, and who oversees the refrigerated trailer business at Vanguard Reefer Trailer, called out the coalition OEMs by name and explained that their loss of business was based, essentially, on lesser quality products. “So when you hear the petitioners describe a market where imports single-handedly wrecked the domestic reefer business, I’d ask you to test that story against what actually happened here,” Williams testified. “Demand collapsed for reasons that had nothing to do with imports, domestic producers’ market share went up during the period. “Petitioners say they were being injured, but one of the three chose to walk away from the reefer product line for reasons having nothing to do with imports, and the others often can’t compete due to quality issues, limited product offerings, or supply constraints.”

Reefers are not dry vans Both Vanguard and Utility made the case that refrigerated trailer purchases are very much about performance, not just up-front cost. “Reefer customers buy on quality, on whether the trailer will actually hold temperature reliably over its life, on whether the manufacturer will be there when something goes wrong, and on whether the trailer can be built to their specifications, multiple temperature zones, particular door configurations, corrosion protection, particular lengths, you name it,” Williams added. “We compete primarily on quality.” Indeed, reefers shouldn’t be considered under the dry-van petition at all, but evaluated separately, argued John R. Magnus, president of TradeWins LLC, a trade law and policy consulting firm. “UTMC urges this new Commission to reconsider the preliminary finding that dry vans and refrigerated trailers comprise a single product category,” Magnus testified. “You have an opportunity to correct that rushed finding now and conclude that dry vans and refrigerated trailers are separate like products made by separate domestic industries whose import injury, or lack of import injury, must be assessed separately.’

Looking Ahead For both dealers and manufacturers, the next twelve months will decide the industry’s future structure. If the trade commission imposes permanent, high antidumping and countervailing tariffs on Canadian, Chinese, and Mexican imports, the cost of imported equipment and kit-assembled subassemblies will rise substantially. This will likely provide a pricing shield for U.S.-based manufacturers but may increase equipment costs for fleets. Until a clear turnaround in freight spot rates materializes, dealers must remain highly disciplined with their inventory carrying costs, and manufacturers must maintain strict production discipline to survive the tail-end of the recession. Stay tuned. TBB

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T R A I L E R T EC H N O LO G Y | NEXT STEPS

Trailer IQ: Putting the pieces together

ZF maps road to tractor-trailer connectivity, calls for ‘unbiased’ open standards to preclude ‘connector chaos’ By Kevin Jones Jennifer Dakas, generated with Shutterstock AI

AST LIBERTY, Ohio—For decades, tractor and trailer development operated in silos, with trailers—while essential for payload transport—primarily viewed as simple boxes on wheels. However, as fleets face rising operating costs, stringent safety demands, and an increasingly complex technological landscape, the commercial vehicle industry and the modern supply chain must transition toward a more intelligent, integrated model.

(CVS) demonstrated how it is reframing assumptions. By combining the historical strengths of WABCO, TRW, and ZF, the global supplier is positioning itself as a systems leader capable of elevating the trailer from a passive asset to a fully connected, active safety platform. Dirk Wohlmann, who is taking on the role of head of the North American CVS group after leading the region’s engineering operations, outlined the full day of demonstrations for Trailer|Body

Builders ahead of similar presentations for OEM partners and fleet customers. With 30 years of experience starting with WABCO and navigating its subsequent integration into ZF, Wohlmann brings a system-level perspective to commercial vehicle architecture. “For me, it’s always important that we see the overall systems,” Wohlmann explained. “Individual components and parts can only work to their best if they are integrated in a full system. If they are

At a media preview hosted at the Transportation Research Center (TRC) here, ZF Commercial Vehicle Solutions TailGUARD integrates a reverse signal conditioning box, ultrasonic sensors (shown above), and in-cab indicator lights.

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Kevin Jones | TBB

stock AI

In a test with two different road surfaces, the two-modulator system manages brake pressure on each side of the trailer.

Bridging the trailer braking gap A central challenge in modernizing trailer safety is the stagnation of regulatory baselines. Jason Paauwe, North American trailer sales lead for ZF, highlighted a striking industry reality: The Federal Motor Vehicle Safety Standards (FMVSS) mandate for trailer anti-lock braking systems (ABS) was established in 1998 and has not been updated since. In the 28 years since that mandate, commercial vehicle technology has advanced by leaps and bounds, yet the minimum legal requirement remains a basic 2S/1M (two speed sensors, one modulator) ABS system. To illustrate the limitations of the minimum legal standard, ZF demonstrated the performance difference

Kevin Jones | TBB

not integrated, they do not bring the best performance we want to see for safety, efficiency on the road, the driver experience, and fleet productivity.” This holistic approach underpins ZF’s reintroduction of its comprehensive trailer portfolio, aimed at showing OEMs and fleets that the ‘smart trailer’ revolution is not a distant concept, but a suite of highly practical and proven solutions that can be deployed immediately.

The Roll Stability Support ECU automatically applies the trailer’s brakes to ensure vehicle control when physical forces like sloshing liquids threaten to destabilize the tractor-trailer.

between standard 1M configurations and more advanced 2M (two modulator) systems on split-mu surfaces—such as a wet, low-friction Jennite surface adjacent to high-friction asphalt. As shown on multiple runs on the TRC test track, in a standard 1M setup, a single modulator controls the braking pressure for all wheel ends simultaneously. This means all brake chambers receive the same pressure, regardless of the traction available at individual wheels. If one side of the trailer is on ice (represented by the slick Jennite side of road surface) and the other is on dry pavement, the braking force is compromised to prevent the slipping wheels from locking up, significantly extending stopping distances. By contrast, a 2M system, such as a 4S/2M configuration, provides

independent side-to-side control. By utilizing two modulators, the system dynamically manages brake pressure on each side of the trailer based on real-time traction levels. This capability dramatically improves lateral stability and directional control during emergency braking maneuvers, preventing jackknifing and spinouts. “There are technologies and enhancements of readily available products that could easily transition the standard,” Paauwe said, suggesting that the industry baseline should evolve toward 4S/2M architectures. Crucially, ZF’s message to fleets is that they do not need to wait for regulatory bodies to act. Better braking performance and enhanced rollover mitigation are available today, packaged within existing, proven systems.

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T R A I L E R T EC H N O LO G Y | NEXT STEPS Active safety in action: roll stability

Precision proximity: ZF TailGuard This autonomous capability also serves as the foundation for additional highvalue, active safety upgrades like ZF’s TailGUARD system. TailGUARD is a reversing collision avoidance system designed to mitigate backing accidents—one of the most common and costly sources of property damage and liability for fleets. The system integrates a reverse signal conditioning box, ultrasonic sensors mounted at the rear of the trailer, and in-cab indicator lights.

Why iEBS? • Foundation for ACE trailers — iEBS is the building block for driving vehicle automation, electrification, and simplified connectivity • Data is the new gold for fleets — iEBS offers insights into the technical performance of any trailer • Electronic braking systems offer numerous advantages, including faster anti-lock and response times, as well as better brake distribution • More than 40 ITP functions help enhance the safety and comfort of truck-trailer combinations ZF

At the core of ZF’s active safety portfolio is Roll Stability Support (RSS), an intelligent trailer braking intervention built on a global Electronic Braking System (EBS) ECU platform and adapted specifically for the North American market. Because standard North American tractors and trailers communicate solely through the traditional power line carrier (PLC) connector and pneumatic blue line, the trailer ECU must act autonomously to prevent rollovers. To achieve this, the ZF RSS unit features a built-in lateral accelerometer and load center sensor. The system continuously monitors the vehicle’s lateral dynamics and calculates the trailer’s loaded weight. When it detects that a lateral acceleration threshold has been exceeded—such as when a driver enters a highway off-ramp too quickly—the RSS ECU automatically applies the trailer’s brakes to reduce speed, completely independent of the driver’s actions or the tractor’s configuration. The system’s value was dramatically demonstrated when a loaded tanker was put through a series of maneuvers like decreasing radius turns as would be found on cloverleaf interchanges. Ultimately, the test illustrated how specialized software manages lateral acceleration to ensure vehicle control when physical forces like sloshing liquids or the rotating drum of a concrete mixer threaten to destabilize the tractor-trailer.

Because the tractor and trailer do not share a high-speed data connection, the conditioning box monitors the electrical signals to determine when the trailer is moving in reverse, subsequently activating the ultrasonic sensors. As the trailer backs toward a dock, wall, or pedestrian, the system measures the distance to the obstacle. The in-cab indicator lights blink progressively faster as the distance closes. If the driver fails to intervene, the TailGUARD system utilizes the active braking capabilities of the RSS ECU to automatically apply the trailer’s brakes at a predetermined distance (typically around two feet), bringing the vehicle to a complete stop. Paauwe noted that this system has seen rapid, enthusiastic adoption among tanker, fuel, and bulk hauling fleets, where delivering into complex, live-loading commercial environments at night presents a high risk of reversing collisions. “The system doesn’t blink and it doesn’t get distracted,” Paauwe said, emphasizing its reliability as an invisible safety co-pilot.

The path to EBS and connectivity While ZF continues the push to maximize utility from its ABS-based architectures in North America, both Wohlmann and Paauwe emphasized that Electronic Braking Systems (EBS)—commonly referred to as ‘brake-by-wire’—represent the long-term future of trailer technology. In standard pneumatic systems, the braking command travels from the cab to the trailer as an air pressure wave down a physical hose, resulting in a minor but measurable physical delay. EBS replaces this pneumatic signal with

a high-speed electronic braking command sent directly from the tractor ECU to the trailer ECU, yielding near-instantaneous brake response times, shorter stopping distances, and superior vehicle-wide stability. The primary barrier to widespread EBS adoption in North America is a fundamental difference in regulatory and operational models compared to Europe, where EBS has been the standard for decades. In Europe, strict legislation mandates precise brake-force balancing between the tractor and the trailer, falling within a highly regulated tolerance band. EBS is required to achieve this dynamic balancing automatically. In contrast, the North American market has historically relied on manual mechanical tuning and pneumatic controls for the highly cost-sensitive marketplace. Additionally, North American tractor-trailer combinations operate under different electrical architectures. While Europe utilizes 24-volt systems, North America remains on 12-volt systems, though Wohlmann predicts a gradual shift toward 24-volt architectures between the late 2020s and 2030. The most critical technical bottleneck, however, is tractor-trailer connectivity. For true EBS and advanced autonomous driving functions to succeed, tractors and trailers must be linked by a standardized, high-speed data connector that goes far beyond the capabilities of the aging seven-pin connector and PLC lines. Wohlmann and Paauwe are actively engaged in the SAE and TMC standard committees to drive this transition,

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noting that there are currently three proposed connector designs on the table. They emphasized the urgent need for industry-wide alignment on a single, open-source-style standard. Without standardization, the industry risks entering a state of ‘connector chaos,’ forcing suppliers to develop multiple proprietary interfaces and forcing fleets to manage incompatible mixed-equipment operations. Wohlmann stressed that the ideal connector must be backward and forward compatible, ensuring that fleets can seamlessly pull older trailers while preparing their operations for the high-bandwidth data demands of camera systems, cargo-monitoring telematics, and autonomous driving. But that’s easier said than done, Paauwe noted. “This is a complicated topic because when you start to talk about these new ideas, everyone protects it with IP—so everybody has a hidden agenda,” he said. “You can join these [standards] meetings. They’re supposed to talk about their new concept of this connector idea, and the first two slides are about their connector and the next eight slides are about the technology they’re going to sell after they release this connector. “So, we’re trying our best to help influence those conversations. We’re not monetizing the truck-to-trailer connector. We definitely have an enhanced influence because we do supply both the truck and the trailer market; we integrate with the OEMs on both sides. But, really, it’s going to take an alignment from an unbiased, unmonetized source to get this done.”

Industrial realities: high-volume assembly lines Deploying sophisticated electronic systems is not just a safety or engineering challenge; it is also an industrial and operational one, as ZF representatives explained. For trailer manufacturers, introducing highly complex electronic systems can severely disrupt manufacturing efficiency. Modern trailer plants operate at incredible run rates, pumping out

up to 200 trailers a day. Under existing ABS architectures, programming and parameterizing the trailer’s electronic control units is a highly streamlined, highly efficient process that requires minimal specialized labor. By contrast, configuring an EBS system requires saving detailed, vehicle-specific algorithms that account for the entire trailer setup—including precise suspension loads, axle configurations, wheel-end dimensions, and specific laden versus unladen weight profiles. If the assembly line is not prepared for this level of parameterization, it can create severe production bottlenecks, directly threatening the OEM’s profitability. ZF is actively working with OEM sales and engineering teams to simplify this transition, developing

“

technicians into technology-literate diagnostic specialists.

The ultimate scorecard: safety, uptime, and TCO Ultimately, the adoption of advanced trailer technology is governed by economic reality. As Paauwe bluntly noted, regardless of how advanced a trailer’s engineering is, fleets evaluate every technology through three fundamental questions: Did the freight arrive safely and on time? Did the equipment stay operational? And did the fleet make money doing it? If a new technology introduces operational friction or fails to deliver a clear return on investment (ROI), it will not succeed in the highly competitive commercial market.

We’re trying our best to help influence those [standards] conversations. We’re not monetizing the truck-to-trailer connector.” Jason Paauwe

standard modular parameter files and training programs to ensure that technology adoption does not compromise manufacturing efficiency. A similar evolution must occur within fleet maintenance networks and independent service bays. Many trailer repair shops are still staffed primarily by ‘wrench turners and riveters’ who may lack the electronic tools or diagnostic training required to service advanced trailer ECUs. As Paauwe noted, some dealerships still contact ZF trying to configure automatic lift-axle parameters without a laptop or access to diagnostic software. To bridge this gap and protect fleet uptime, ZF is introducing unified diagnostic software, including ZF Scan and ZF Pro Diagnostics, which provide a single, intuitive interface for both legacy TCS2 systems and future EBS technologies. This hardware and software suite is backed by the ZF ProAcademy and comprehensive online training modules, designed to elevate trailer

This economic pragmatism is why ZF’s strategy is centered on modularity. Rather than imposing a single, over-engineered solution, ZF provides a suite of scalable building blocks—ranging from entry-level 2S/1M ABS to active RSS stability control, TailGUARD reversing safety, and digital telematics. This allows fleets to select and configure the exact level of technology that addresses their unique operational pain points and matches their specific risk profiles. By listening directly to fleets and working closely with trailer OEMs, ZF aims to deliver systems that are ‘right on spot’—delivering measurable safety and efficiency benefits, maximizing uptime, and ensuring that smarter trailers ultimately translate into more profitable operations. “All of this is more or less ready as we speak here,” Paauwe emphasized. “So, on one hand, we gave you a little glimpse and an outlook as to what could happen later—but, here we are and this what you can get right now. Here are the building blocks of how we can support you.” TBB

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T EC H N O LO G Y | RISE OF THE ROBOTS

196123755 © BiancoBlue | Dreamstime.com

Not your grandfather’s loading dock Physical AI scales to meet trailer logistics challenges By Kevin Jones, assisted by AI

The historically manual and physically demanding environment of the warehouse loading dock is being rapidly transformed as Physical AI technology moves from experimental pilots into large-scale production. Two major industry developments—a massive deployment by FedEx Corp. and a landmark commercial integration between Pickle Robot Company and Ambi Robotics—signal that the automation of trailer loading and unloading has reached a critical level of development.

FedEx

Dexterity’s dual-armed superhumanoid robot, Mech, is designed for heavy industrial operations, while remaining compact enough to operate inside trailers.

These advancements address the “dock door challenge,” a persistent bottleneck in supply chains that requires a unique blend of physical strength and real-time cognitive reasoning.

Automating the load: FedEx scales at Hagerstown In a significant move toward network resilience, FedEx has expanded its multi-year collaboration with Dexterity Inc. to scale autonomous trailer loading systems at its Hagerstown Hub in Maryland. This deployment represents a significant shift from localized testing to a production-scale operation designed to improve safety and consistency across one of the most challenging workflows in parcel logistics. Trailer loading is fundamental to the $86 billion FedEx network, yet it has historically been difficult to automate. The process requires “Mech,” a dual-armed superhumanoid robot, to handle heavy industrial operations while remaining compact enough to maneuver inside the confined space of a trailer. What sets this system apart is Foresight, Dexterity’s world model for Physical AI. Unlike traditional automation, Foresight allows the robot to perceive, decide, and act in dynamic environments by combining vision, depth, and touch. The system optimizes package placement for space, stability, and speed, mirroring the real-time problem-solving traditionally performed by human team members.

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Kawal Preet, Executive Vice President at FedEx, noted that this commitment to Physical AI is just the latest example of the company’s willingness to use technology to make the network “safer, smarter, and more resilient.” “This expanded collaboration with Dexterity reflects our commitment to advancing capabilities that improve how we operate today while helping prepare our network for the future,” Preet said. “As we continue evaluating and deploying Physical AI in real-world environments, we see opportunities to enhance the speed, reliability, and flexibility of our network, creating long-term value for our business and customers.” The Hagerstown site now serves as a blueprint for how this technology can integrate into broader hub operations, including destination planning and workforce processes.

Closing the loop: automated unloading and palletizing While FedEx focuses on the outbound side, Pickle Robot Company and Ambi Robotics have announced a first-ofits-kind commercial integration to fully automate inbound logistics. This partnership provides a continuous, autonomous flow of goods from the moment a trailer arrives at the dock through to the palletizing and warehouse receiving stages. Pickle Robot’s autonomous systems extract cases from inbound trailers and containers. These packages are then inducted via conveyor into the AmbiStack multi-purpose solution, where they are identified, scanned, and stacked.

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Pickle Robot Co.

Pickle Robot’s systems are designed to operate within existing warehouse facilities, automating trailer and container unloading without requiring infrastructure redesign.

This end-to-end workflow is notable because it leverages existing warehouse infrastructure and material handling systems, allowing Fortune 500 retail and logistics operators to automate processes without requiring a major facility redesign. The collaboration highlights a growing trend toward interoperability in the Physical AI sector. “We believe the future of warehouse automation will be built on collaboration across the industry, where specialized systems work together to solve complex operational challenges,” said Jim Liefer, CEO of Ambi Robotics. “This deployment demonstrates that the next generation of automation will be built on interoperable Physical AI systems that combine the strengths of specialized technologies to create greater value for customers.”

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T EC H N O LO G Y | RISE OF THE ROBOTS The road ahead: from pilot to network standard For the logistics industry, these announcements move Physical AI out of the realm of “future promise” and into the category of a reliable industrial tool. The primary drivers for this adoption are safety and scalability. Pickle Robot, for instance, has set an ambitious goal of reaching one million dock doors with its systems over the next decade to alleviate the physical burden on human workers.

By automating the loading and unloading of tens of thousands of trailers daily, companies like FedEx and their technology partners are addressing the areas where team members most frequently seek additional support by providing a scalable solution for the high-volume environments that define modern global commerce. “This technology [Physical AI] is not just a future promise; it can perceive, decide, and act in the real world today,” Dexterity’s Menon concluded.

Robot orders increase in Q2 as demand broadens across various industries North American companies ordered 8,940 robots valued at $622 million in the second quarter of 2026, according to new data released by the Association for Advancing Automation (A3). Compared to the second quarter of 2025, this represents a 4.3% increase in units ordered and a 21.3% increase in revenue. Second-quarter results brought first-half totals to 17,995 units valued at $1.166 billion, representing 2.0% growth in units and 6.6% growth in order value over the first half of 2025.

First Half 2026 Industry Order Growth (Units, YoY) Semi & Electronics/Photonics

35%

Life Sciences/Pharma/Biomed

32%

Automotive Component

24%

Association for Advancing Automation

Food & Consumer Goods

17%

Plastics & Rubber

All Other Industries

Metals Automotive OEM -40%

3% -25% -20%

20%

40%

General industry offsets OEM softness The first half of 2026 continued a trend that has been building over the past several quarters: robotics demand is becoming increasingly diversified across industries. While Automotive OEM orders declined 25% compared to the first half of 2025, growth in Automotive Component and several general industry sectors helped offset that decline, including: • Semi & Electronics/Photonics: +35% units • Life Sciences/Pharma/Biomed: +32% units • Automotive Component: +24% units • Food & Consumer Goods: +17% units

• Plastics & Rubber: +6% units • All Other Industries: +6% units • Metals: +3% units

Several industries posted double-digit year-over-year gains in robot orders during the second quarter. Semi & Electronics/ Photonics increased 38% year over year, while Automotive Component grew 20%. Food & Consumer Goods and Metals each increased 18%, and Life Sciences/Pharma/Biomed posted 9% growth. Non-automotive customers accounted for 56% of robot units ordered during the quarter, continuing the trend of robots being adopted across a variety of industries.

Collaborative robots remain important Collaborative robots continued to represent a significant portion of automation investment during the first half of 2026. Companies ordered 2,774 collaborative robots valued at $114 million, accounting for 15.4% of all robot units ordered and 9.8% of total order revenue. In the second quarter alone, companies ordered 1,137 collaborative robots valued at $44 million, representing 12.7% of total units and 7.1% of quarterly revenue. Collaborative robot adoption remained particularly strong in Life Sciences/Pharma/Biomed and Semi & Electronics/ Photonics, where collaborative robots accounted for 43.7% and 36.5% of first-half robot orders, respectively.

Manufacturing conditions support investment Despite continued economic uncertainty, manufacturers continued investing in automation during the first half of 2026. Manufacturing PMI remained in expansion territory for a sixth consecutive month in June, with new orders and production continuing to grow. While the timing of large Automotive OEM projects and broader economic conditions will continue to influence quarterly results, the first-half data suggests manufacturers continue to view automation as a long-term investment in competitiveness.

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The charge of the pickup brigade? Army, Forterra expand robo-combat program Autonomous combat mission systems developer Forterra

Forterra

recently secured the U.S. Army Sandhills 2.0 Autonomous Breaching and Terrain Shaping Operations contract. The U.S. Department of Defense launched the Sandhills 2.0 project to accelerate the transition from prototyping to operationally fielding autonomous breaching and terrain-shaping capabilities. The program builds directly on the capabilities in the first Sandhills project, expanding the U.S. Army’s ability to conduct autonomous breaching and obstacle‑shaping operations in contested environments. Under the Sandhills 2.0 contract, Forterra is delivering fully integrated autonomous mission systems on Ford F-250 vehicles for the US Army, to autonomously handle zone-clearing and line-charging deployments, while integrating commercial technologies from industry partners for threat identification, breaching, counter-mobility, and CUAS. The program reflects the Army’s growing emphasis on rapidly fielding integrated commercial capabilities that can evolve as technology advances.

“The Army doesn’t need another autonomous vehicle effort— it needs integrated autonomous mission capability delivered at operational speed,” said Forterra VP Pat Acox. “Soldiers don’t employ products. They employ effects. Sandhills 2.0 shows what’s possible when we start optimizing on complete mission systems—bringing together best-of-breed commercial technologies into a single deployable capability that compresses the timeline from innovation to operational impact.” TBB

The new jet K Providing Ultimate Productivity Since 1916

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Heavy Duty Trailer Hinges

www.polarmfg.com sales@polarmfg.com High-performance application for large-scale coating work

Dump & Ramp Hinges

MANUFACTURERS OF TRUCK BODY, INDUSTRIAL & STAINLESS STEEL HARDWARE

The jet K is SATA’s pressure-fed spray gun built for large surfaces in industrial applications. Its labyrinth airflow system delivers smooth atomization with less overspray and mottling. Standard and MaxLayer nozzles support a range of coatings, while a tall spray pattern improves coverage. Lightweight and adaptable, it works with pressure tanks and pump systems. Available mid-June 2026

INFO www.sata.com/jetk

SATA USA Inc.

Phone: 800-533-8016 E-mail: satajet@satausa.com www.satausa.com

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NEW on Wheels

Great Dane launches Freedom Ultra flatbed Great Dane recently launched the Freedom Ultra, the newest addition to the company’s Freedom flatbed portfolio. Engineered to deliver exceptional payload capacity while maintaining the weight-saving advantages of aluminum construction, Freedom Ultra provides a stronger, safer, and more durable flatbed for demanding applications.

Great Dane

“As we worked on Ultra’s design, we listened to our customers’ challenges and needs,” said Sam King, design engineer manager at Great Dane. “We’re proud of the features Ultra offers for superior safety and strength, all in one incredible-looking package.”

Key features, Great Dane reported, include: • class leading strength-to-weight efficiency: Ultra offers one of the highest concentrated load-to-tare weight ratio in its class. • welded main beam design: Delivers 50% more rigidity than comparable products on the market, offering superior reliability and stability. • industry-leading safety: RIG30-compliant rear impact guard, as standard. • integrated J-hook floor system: Fully boxed floorboards eliminate the need for floor screws; optional J-hook tracks are built directly into the welded aluminum floor, offering flexible securement options. • integrated FleetPulse telematics: Trailer insights on one platform, including fleet visibility and asset recovery. “Freedom Ultra reflects Great Dane’s commitment to product leadership and delivering excellent long-term value,” said Mel Cohen, interim CEO of Great Dane. “That commitment is evident in every aspect of Ultra’s design and ownership experience, including an industry-leading 10-year main beam warranty, helping to protect our customers’ investment.” Learn more at greatdane.com.

EV builder RIZON rolls out service combo body Commercial EV builder RIZON has introduced a new service combo body for its all-electric truck, designed to provide a versatile zero-emission alternative for transporting tools, equipment, and materials. Combining secure tool storage and a spacious cargo bed, the highly configurable service combo body can be equipped with cranes, ladder racks, generators, lift gates, and work lighting to support a wide range of vocational applications without sacrificing payload or functionality, according to the OEM. “Commercial vehicle customers have been asking for an electric truck that doesn’t require them to change how they work,” said Alex Voets, general manager of RIZON USA. “This new combo body delivers the familiar functionality fleets rely on, now on a zero-emission RIZON chassis.” RIZON trucks currently qualify for California’s Clean Truck and Bus Voucher Incentive Project (HVIP) and Washington’s Zero-Emission Incentive Program (WAZIP), providing eligible purchasers with point-of-sale vouchers ranging from $60,000 to $130,000, depending on program and eligibility. RIZON’s class 4-5 medium-duty battery-electric vehicles range

RIZON

from 15,995 to 18,850 lbs. in gross vehicle weight (GVW). They offer up to 110 miles (177 km) of range for the M size variant (with two battery packs) and up to 160 miles (257 km) for the L size variant (with three battery packs) on a single charge. RIZON trucks support two types of charging systems: DC Fast Charging (via CCS1 connector) and Level 2 AC Charging (via J1772 connector), giving fleet operators flexibility based on infrastructure and operational needs. Visit www.rizontruck.com for more information.

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Ford

Ford 2028 Expedition Police Responder set for duty Ford is expanding its police vehicle lineup with the 2028 Ford Expedition Police Responder, a full-size, pursuit-rated utility vehicle designed for law enforcement applications. Ford Pro gave law enforcement customers a first look at the vehicle, which seats five and comes standard with four-wheel drive, during Police Fleet Expo. Power comes from a 3.5-liter EcoBoost V6, producing 400 horsepower and 480 lb.-ft. of torque, paired with a 10-speed automatic transmission. The vehicle also comes standard with Heavy-Duty Trailer Tow equipment with an integrated trailer brake controller, Trailer Sway Control, and a torque-on-demand transfer case. A 360degree camera and Power Split Liftgate with Police Accessory Independent Timed-Release Output are also standard.

Inside, the Expedition Police Responder features a black interior with police-grade heavy-duty cloth front seats designed with reduced side bolsters. The rear seats include anti-stab plates, while a vinyl floor and vinyl rear bench seat are intended to withstand the demands of fleet duty. Police-specific features include Police Dark Car, which helps limit interior and exterior lighting, Police Engine Idle, and Police Perimeter Alert. The Expedition Police Responder joins Ford’s existing police vehicle offerings, including the Police Interceptor Utility and F-150 Police Responder. Ford says the new model builds on more than 75 years of working with law enforcement customers. Learn more at www.ford.com.

Ford dubs coming affordable midsize electric pickup ‘Fathom’ fied Fathom platform is intended to help lower costs while improving scalability.

Ford has named its upcoming midsize electric pickup the Fathom, giving the automaker’s first vehicle built on its Universal EV Platform an identity ahead of its planned 2027 launch. The pickup starts at under $30,000, which includes the $28,350 MSRP plus a $1,595 destination and delivery fee, and will be targeted for municipal fleets. The Fathom marks Ford’s return to the electric pickup market following the company’s decision to end production of the F-150 Lightning in December of last year. The new midsize truck is designed around affordability, with a projected 250-mile range from its standard-range battery.

With embedded connectivity, fleets will be able to access Ford Pro Intelligence telematics services without any additional hardware. The truck will also feature integrated Apple Maps, BlueCruise capability for hands-free highway driving, bidirectional power, and intelligent EV routing with battery preconditioning. Designed with 20% fewer parts and 50% fewer cooling hoses and connections than a typical Ford vehicle program, the simpli-

Ford said the vehicle’s commercial-focused features were informed by customer feedback and collaboration with upfitters during development. Interior space is also deep, with the truck offering a five-passenger capacity that exceeds that of a Toyota RAV4. Additional features include a large touchscreen, bidirectional power capability, digital key technology, a front trunk, and a cargo bed for added storage flexibility. The Fathom will be available for preorder in early 2027.

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C H A S S I S R E V I E W | MERCEDES SPRINTER 2500

Premium quality

in a CV built for work Mercedes Sprinter 2500 combines luxury, technology, and practicality By Jade Brasher

I jump at any opportunity to review a

High-output 2L turbo diesel When the media vehicle loan folks reached out to me about reviewing a

Jade Brasher | CVG

work van. Unlike a pickup truck, which, let’s face it, most owners use to commute to and from work rather than using for work, the cargo van can’t be mistaken for anything but work. Maybe that’s why I enjoy reviewing them so much. As a trucking and work truck industry journalist, my job isn’t behind the wheel—it’s usually behind a desk. Yet for the week I get to drive these work machines, I actually get a taste of what our readers experience every day. But with the 2026 Mercedes Sprinter 2500, I felt less like an industry employee and more like an industry boss. The vehicle was capable, the diesel engine was quiet, and the infotainment user interface was by far the best I’d seen in a work vehicle. Let’s get into it.

The 2026 Mercedes Sprinter features 374 cu. ft. of cargo space, accessible through a sliding side door or via barn-style doors in the rear.

Mercedes Sprinter, I asked no questions. I immediately said yes and waited for the keys. When I got the keys, I hopped right in and took off without even checking the Monroney label. I didn’t know what engine powered the van, I didn’t know what model year it was, and, honestly, I didn’t even know where I was going. During my spin around the block, I didn’t notice a loud engine, and I didn’t notice any fuel smells. I was too focused on the smooth ride, the in-cab tech, and getting an overall feel of the vehicle. This 2500 Sprinter was powered by a 2L high-output diesel engine that offers 211 hp and 332 lb.-ft. of torque, mated with a 9-speed transmission and an all-wheel drive configuration. To operate functions like turning the volume up and down or scrolling through infotainment features such as navigation and music, drivers simply slide their thumb across the steering wheel’s soft touch buttons. Jade Brasher | CVG

The van can accommodate a payload of 4,134 lb., a maximum 5,000 lb. towing capacity, and a maximum GCWR of 13,930 lb.

The sprint Aside from the usual trips around town, I wanted to take the Sprinter on a drive over the weekend. An hour’s drive to Ann Arbor allowed me to experience the Sprinter’s handling and capabilities on the interstate, on rural roads, and through small town streets. The turbodiesel ensures this Sprinter never lags. We were keeping up with the best of them on the highway without putting any strain on the engine, even with the high roof and high ground clearance cutting into the van’s aerodynamics. Our van featured a 144-in. wheelbase, and its cargo area, which wasn’t accessible from the cockpit because of a full-length partition, accommodated 374 cu. ft. The cargo area of this van was bare bones: no shelving, no interior wall covering. While I never felt unsafe or uncomfortable with the

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2605TB

LEAD THE FLEET >>>>>>>>>>

The Fleet Lead podcast brings fleet professionals the conversations shaping the future of trucking. Each episode features industry experts, fleet leaders, and policy voices discussing the issues that matter most to operations today: technology, regulations, equipment, maintenance, and the evolving freight market. Produced by the editors behind FleetOwner and Endeavor Business Media’s commercial vehicle brands, The Fleet Lead delivers clear insights and practical perspective for decision-makers across the trucking industry. If you manage trucks, people, and performance, this is the podcast built for you.

LISTEN TO THE FLEET LEAD. Available wherever you get your podcasts.

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C H A S S I S R E V I E W | MERCEDES SPRINTER 2500 vehicle’s suspension or handling while out and about, I did wonder if the vehicle would have handled more “steady” had it been loaded with equipment or even upfits. In town, the Sprinter drove well. While its high roof made me think twice about driving down streets with low branches, I didn’t feel that my journey was restricted by either the vehicle’s height or its length.

safety features. Automatic emergency braking is a standard feature on the Mercedes vans, but this Sprinter was also equipped with lane keeping assist, blind spot assist, 360-degree camera, traffic sign assist, driver attention assist, and more.

Overall impressions

The 2026 Mercedes Sprinter 2500 cargo van was enjoyable to drive— Sprinter technology and, aside from capability, can you This 2026 2500 Sprinter is powered by a 2L high-output diesel As a member of the working class, ask for anything better from a work engine that offers 211 hp and 332 lb.-ft. of torque. I’m not sure I’ve ever driven a Jade Brasher | CVG vehicle? While it was long and Mercedes. That’s why when I first tall, its maneuverability made it a discovered the steering wheel’s softWhile the soft touch features might breeze to drive along all types of roads touch features that control audio, phone have impressed me, the Sprinter delivers and through city streets. Its high-output controls, and the infotainment system, even for drivers who prefer buttons. And engine keeps you ahead of the traffic, I was absolutely blown away. having all the controls on the steering and its 374 cu. ft. of cargo space was a To operate functions like turning wheel doesn’t mean drivers don’t have blank canvas ready for upfits. the volume up and down or scrolling the same infotainment controls they’re The Sprinter was a more premium through infotainment features such as used to having in other vehicles. The ride than I typically review. The high 10.25-in. touchscreen allows drivers ground clearance and the creature comnavigation and music, drivers simply slide their thumb across the steering to access infotainment features easily, forts made this feel more like a van an wheel’s soft touch buttons. and physical buttons below the screen adventurous couple would transform Essentially, this feature allows the allow for quick access to the navigation into an RV rather than something a driver to command the whole cockpit system, phone controls, camera views technician would upfit with shelving from the steering wheel, which has around the vehicle, music, and more. for tools and space for equipment. multiple benefits for the commercial However, I believe any technician or Further, climate controls feature physdriver. First, once the driver is familiar ical buttons and levers and are within delivery driver would feel the ultimate with the controls, it allows them to keep easy reach below the infotainment appreciation if given the keys to this their eyes on the road. Second, it allows screen. This Sprinter also featured a luxurious machine. the driver to keep their hands on the heated steering wheel and heated seats. See the November issue of TBB for a steering wheel without reaching across Additional tech features included a complete roundup of new trucks, pickups, the infotainment center to click a button. rear-view mirror camera and advanced and vans. TBB

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NEW Products

Kinedyne’s new Heavy Duty Logistic Shoring Strap targets shifting loads

Kinedyne

“By combining the strength customers expect from Kinedyne with an innovative four-point securement design, we’ve created a solution that helps reduce cargo movement while simplifying the securement process,” said Doug Apelt, vice president-operations at Kinedyne. The system features a four-point securement design that distributes tension

more evenly across cargo than traditional two-point straps. This configuration is intended to provide more balanced control and reduce the quantity of securement equipment needed per load. The design is specifically engineered to help reduce common installation errors that can diminish the effectiveness of the securement, according to the manufacturer. Technical specifications include a 2,500-lb. working load limit and 2-inchwide heavy-duty webbing. Despite its high load capacity, the strap is engineered to be lighter and more flexible than standard metal shoring beams, allowing for easier repositioning and removal during high-volume loading and unloading operations. The strap is compatible with Series E and Series A vertical logistic tracks and is offered in a standard 16-foot length, with options for custom branding, colors, and configurations. Visit kinedyne.com for more details.

ESAB

Kinedyne LLC has launched a Heavy Duty Logistic Shoring Strap designed to enhance stability for shifting or rolling freight. The patent-pending tool is aimed at the manufacturing and distribution sectors where cargo such as carts, crates, and totes require secure transport.

Victor Journeyman Backpack kit organizes cutting gear Victor has introduced its Journeyman Backpack Utility Kit to organize and protect Victor’s premier heavy-duty outfit for oxy-fuel cutting, heating and welding, the ESAB brand recently reported. The kit features a CA 2460+ cutting attachment, WH 315FC+ welding handle, cutting tip, tip cleaner, striker, cutting glasses, hose, and EDGE 2.0 oxygen and fuel regulators. The available deluxe model also contains an 8-MFA heating nozzle. The rugged, abrasion-resistant nylon backpack enhances safety by enabling users to carry their equipment to the work site while keeping their hands free. The backpack’s multiple compartments keep components organized and easy to find for quick assembly. Visit esab.com for more information.

Hendrickson highlights trailer air suspension solutions With more than 70% of U.S. fleets already transitioning to air suspensions, fleets are increasingly turning to integrated designs to balance weight savings with heavyduty durability. Hendrickson’s Intraax series, led by the AAT and AANT models, provides a single-source, fully integrated suspension, axle, and brake system specifically engineered for the rigorous demands of tankers and specialty trailers. INTRAAX represents one of the industry’s first fully integrated trailer air suspension systems. It is specifically designed for platforms, tankers, dumps and specialty trailers and is engineered to deliver smooth ride control, confident braking and long-term durability. For heavy-duty and versatile applications, the Intraax AAT series offers a range of capacities, including 23,000, 25,000,

and 30,000 lbs. per axle. These top-mount systems are designed for both on-highway and off-road tanker service, featuring a rigid trailing arm and solid axle connection that provides a stable platform to protect sensitive tank structures from vibration. Maintenance and safety integration The Intraax lineup includes several integrated features designed to reduce the total cost of ownership for bulk fleets: • Precision alignment: The QuikAlign system allows for fast and easy axle realignment without the need for welding or specialized tools. • Braking performance: Hendrickson’s standard Cam Tube System enhances S-cam alignment

Hendrickson

and extends component life. • Extended durability: The systems feature long-life Tri-Functional bushings and are backed by a 10-year/1,000,000-mile warranty. • Advanced damping: Fleets can opt for ZMD Zero Maintenance Damping technology, which eliminates conventional shock absorbers to streamline maintenance. Visit www.hendrickson-intl.com.

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NEW Products

Miller Expands Deltaweld lineup with new 600-amp system Miller Electric Mfg. LLC recently launched the Deltaweld 600 and Auto Deltaweld 600, extending the Deltaweld platform to 600 amps. Deltaweld 600 and Auto Deltaweld 600 are designed to enable an operation to weld with higher amperage for longer periods while continuing to use a system they already know. “With the 600-amp system, we’re extending that same trusted experience to more demanding applications, giving operators the power they need to keep productivity high and workflows consistent,” said Reid Oleson, product manager at Miller. Miller The addition of the 600-amp class rounds out the Deltaweld lineup, giving operations a unified platform across a broader set of applications. The Deltaweld 600 and Auto Deltaweld 600 support faster training, increased arc-on time and simplified setup. Additionally, the Auto Deltaweld 600 integrates into automated applications. Compatibility with Intellx and Auto Elite wire feeders helps teams maintain consistency across welding systems. Visit www.millerwelds.com for more information.

SHAPE WHAT’S NE T

FORNEY®

Coxreels expands line with dual hydraulic wheels Dual hydraulic reels from Coxreels, designed for use with hydraulic tools and accessories, are now offered in two configurations: the MPD and Coxreels the TDMP series. As with most Coxreels spring rewind reels, the dual hydraulic reels feature single sided access for both the spring and the swivel. The supply and return lines come in the same side of the reel into an external fluid path via a removable, dual port hydraulic swivel. This same inlet and swivel side of the reel also houses an easy-to-service spring cartridge motor, the supplier noted. This design, unique to the industry, allows for service of the main components without removal of the reel when the reel is installed into truck body boxes, according to Coxreels. Because the reel can be installed with the back side of the drum right up against a wall without concern for incoming hose lines, space utilization is improved. For capacities up to 30’ of dual hose, the MPD series features a dual axle support system with a solid steel 1” axle. The TDMP is built for capacities up to 50’, with triple axel support, dual arm guides, and stainless steel hose guide rollers. The dual hydraulic reels feature heavy gauge steel construction, rolled and ribbed discs, a 2-year warranty, Visit www.coxreels.com for more information.

-SERIES 140 MIGx Phillips Industries

Phillips Permalite Apex trailer lights improve cargo visibility, durability

forneyind.com

Phillips’ Permalite Apex corner lights deliver consistent, quality illumination from the upper edges of the trailer, providing visibility down the walls and across the floor during cargo handling. That placement also keeps lights out of the direct path of forklifts and shifting freight. With no need for ceiling pan or conduit installation, Apex lights are a practical option. Apex lights are constructed with BoardFree technology and feature a sealed, power-washable design and an IP67 rating, making them well-suited for demanding conditions, including low-temperature and food-grade environments. To learn more visit www.phillipsind.com.

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❯ EVENTS Calendar September 21-22, 2026 NTEA Executive Leadership Summit Ann Arbor Marriott Ypsilanti (MI) at Eagle Crest www.ntea.com October 14-16, 2026 NTDA 36th Annual Conference TPC Sawgrass Marriott Golf Resort & Spa Ponte Vedra, FL www.ntda.org October 13-14, 2026 Commercial Vehicle Upfitting Conference Kalahari Resorts & Conventions Sandusky, OH www.ntea.com

The 2026 American Trucking Associations Management Conference and Exhibition is set for Oct. 17-20 at the Charlotte (N.C.) Convention Center.

ADVERTISER Index Advertiser

Page

Online

October 18-23, 2026 VIPAR IMPACT Conference JW Marriott Marco Island (FL) vipar.com

Ancra Cargo

ancracargo.com

Boomerang Rubber Inc.

www.boomerangrubber.com

Brandt Industries USA Ltd

www.brandt.ca

October 21-23, 2026 FABTECH USA Las Vegas (NV) Convention Center www.fabtech.com

Buyers Products Co.

IFC

www.buyersproducts.com

Curtainsider Inc.

www.curtainsider.com

Durabilt by Durbin

durabiltusa.com

October 25-28, 2026 ATA Management Conference Charlotte (NC) Convention Center mce.ata.org

EMCO Industries

www.emcoindustries.com

Forney Industries

www.forneyind.com

Howmet Aerospace Inc.

16-17

www.howmet.com

November 3-5, 2026 AAPEX, The Venetian, Las Vegas, NV www.aapexshow.com

Hutchens Industries, Inc.

www.hutchensindustries.com

Kinedyne LLC

kinedyne.com

Lincoln Electric Canada

www.lincolnelectric.ca

MAC Trailer Enterprises

www.mactrailer.com

Manus Products, Inc.

www.manusproducts.com

Maxon Lift Corp.

www.maxonlift.com

National Trailer Dealers Association

IBC

www.ntda.org

November 3-6, 2026 SEMA Show Las Vegas Convention Center, NV www.semashow.com January 18-21, 2027 Heavy Duty Aftermarket Week ‘27 Gaylord Texan, Grapevine, TX www.hdaw.org February 15-18, 2027 NATM Convention and Trade Show Gaylord Opryland, Nashville, TN www.natm.com

Peterson Manufacturing Company

www.pmlights.com

Polar Hardware

www.polarhardware.com

SATA USA, Inc.

www.satausa.com

Waytek Inc.

www.waytekwire.com

22-23

www.whitingdoor.com

Whiting Door Manufacturing Corp.

January 19-21, 2027 World of Concrete Las Vegas (NV) Convention Center www.worldofconcrete.com March 9-12, 2027 Work Truck Week, Indiana Convention Center, Indianapolis, IN www.worktruckweek.com March 15-17, 2027 World of Asphalt Ernest N. Morial Convention Center New Orleans, LA www.worldofasphalt.com

Online Parts Store www.curtainsider.com

Complete Curtainsider® trailer & body packages, replacement curtains, & parts for all curtainsided trailers & bodies.

March 16-19, 2027 TMC Annual Meeting & Exhibition Orlando, FL tmcannual.trucking.org

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PEOPLE & Positions

Trailer, truck, and body OEMs Maintainer recently added Matt Weber as regional sales and account manager, bringing nearly two decades of fleet management, equipment, and work truck industry experience to the company’s growing sales team. Weber joins Maintainer after spending 11 years with Butler Machinery (Butler CAT), where he Matt Weber served as fleet manager overseeing more than 500 fleet assets supporting approximately 1,000 employees across 22 locations. Load Trail recently named Chad Woodward as chief operating officer. In this newly created role, Woodward will lead day-to-day operations across Load Trail’s manufacturing locations. He brings more than 35 years of manufacturing leadership experience, including senior operations roles with Halliburton and Weatherford.

Chad Woodward

Suppliers Grote Industries recently appointed Patrick Smith as vice president of North American Operations (Madison) and a member of the company’s executive leadership team. Smith most recently served as v.p. of operations at Vibracoustic, where he was responsible for 13 manufacturing sites and more than 3,000 Patrick Smith team members across the U.S., Mexico and Brazil. Smith also has held leadership positions at Kohler Company, Tenneco Automotive, Faurecia Emissions Control Technologies and ArvinMeritor. Aero recently appointed Matt Decker as CEO, assuming day-to-day leadership responsibilities. Owner Jim Tuerk, who has been leading the organization as active CEO and executive chairman since August 2024, will continue as chairman. Decker joined Aero in January 2023 as vice president of sales and most recently Matt Decker as chief commercial officer. During that time, he played an instrumental role in driving revenue growth, expanding operations, launching new products, improving customer experience, and being a part of the executive management team at Aero.

Dragonfly Energy recently added Robert Keller as director of national fleet sales, strengthening Dragonfly Energy’s commercial presence within the heavy-duty trucking market. His career includes prior leadership and sales roles with Volvo Trucks North America, Road Ready Advanced Telematics and Fleetworthy Solutions Inc.

Robert Keller

Manufacturing PPG recently promoted Alisha Bellezza, currently senior v.p., global automotive coatings and packaging coatings, to senior v.p., industrial coatings segment; and Chancey Alisha Bellezza Chancey Hagerty Hagerty, currently senior vice president, global automotive refinish coatings and aerospace, to senior vice president, performance coatings segment.

Aftermarket distributors PHINIA recently promoted Ande Schultz to the role of senior sales manager for NAPA North America/Genuine Parts Company global sales, and named Mike Ande Schultz Mike Pierzynski Pierzynski as strategic account manager for Delco Remy. Schultz will serve as primary account manager for the GPC/NAPA Auto Parts global business relationship. Working with aftermarket customers such as FleetPride and NAPA, Pierzynski will be responsible for pricing, promotions, training, and overall customer satisfaction.

Associations The Auto Care Association Board of Directors recently announced that Bill Hanvey, president and CEO, will retire effective June 30, 2027. Hanvey has served as president and CEO since December 2015, capping a career of more than 40 years in the automotive aftermarket industry.

Bill Hanvey

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NATIONAL TRAILER DEALERS ASSOCIATION

36th Annual National Trailer Dealers Association Convention OCT. 14–16, 2026 SAWGRASS MARRIOTT GOLF FR RESORT & SPA 1000 TOURNAMENT PLAYERS CLUB BLVD. PONTE VEDRA BEACH, FL 32082

REGISTER ONLINE: HTTPS://NTDA.SITE-YM.COM/PAGE/REGISTER HOUSING: COMPLETE ONLINE REGISTRATION TO RECEIVE HOUSING LINK QUESTIONS? CALL (810) 229-5960 | EMAIL REGISTRATION@NTDA.ORG

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