Fleet Owner - April 2024

TOP PRIVATE CARRIERS

THE ALL-NEW VOLVO VNL

Designed to change everything volvotrucks.us

Once again, we’re changing the industry - with quantum leaps forward in fuel efficiency, safety, productivity, connectivity, and uptime. Just what you’d expect from Volvo Trucks, in a totally unexpected way.

16 Mixed fleet challenges

Finding the right fit and training program for mixed fleets can be challenging for those who try to treat each job and each driver’s experience the same.

Safety 411

22 The wait for hair testing rolls on

24 Top private fleets of 2024

The annual list ranks private transportation carriers that operate fleets to support businesses in sectors such as retail, wholesale, utility, energy, manufacturing, construction, agriculture, and more.

50 Cyber threats loom

As the world becomes more connected, cybersecurity risks become more prominent. Proactive measures such as sta training and employing cybersecurity teams help ensure your fleet is protected. :: Feature

BUILD YOUR FUTURE WITH EAST.

The more you look at East, the more one overriding strength becomes clear: East is an investment in superior quality and value that proves itself day after day. East Dump Trailers are durable by design and stand the test of time, by a company that stands behind each panel, cross member and weld. You get the top value going in and the highest resale value coming out. So, whether you’re running one tractor-trailer or hundreds, you need reliability you can count on. Build your future with East.

How Baltimore bridge collapse impacts trucking

One of the busiest East Coast ports was cut off from the sea after a ship struck the Francis Scott Key Bridge. The crumbled span, part of I-695, handled nearly 5,000 trucks daily. But now commercial vehicles must contend with tunnel restrictions and up to 30-mile detours around Baltimore. FleetOwner will have online updates on the recovery operations in the area.

FleetOwner.com/KeyBridge

Online Exclusives

Webinars

Tackling the tech shortage: During this free webinar, learn about technician pay scales, how to proactively create a talent pipeline, how to tap into the next generation, ways to increase shop efficiency, and more. FleetOwner.com/TechShortage

White Papers

How to choose the right route planning solution: This free buyer’s guide will equip you with knowledge and insights to analyze route planning software and vendors in the market. It includes tips for identifying your routing needs, conducting a product or vendor evaluation, and more. FleetOwner.com/ RoutePlanningWhitePaper

IdeaXchanges

The Great Resignation is over. But … fleets are still struggling to fill positions. Regular contributor Jane Clark lays out six ways fleets can improve recruiting and retention practices this year. It starts with creating career—not job— opportunities.

FleetOwner.com/GreatResignation

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And we can do the same for you.

Forget the carrot. EPA uses stick.

It’s 2010 all over again with GHG3 zero-emission standards

By Josh Fisher Editor in Chief

@TrucksAtWork

This stick approach whacks away any reasonable timelines to build out alternative fuel infrastructure to support trucking, the backbone of the U.S. economy.

IF THE ENVIRONMENTAL Protection Agency aimed to create a hard-to-achieve regulation that makes trucking more expensive, it succeeded with GHG3. If the environmentally focused Biden Administration really wants to clean the air, it should work more closely with the men and women moving our goods across the country—not against them.

Federal regulators finalized Phase 3 of the lofty Greenhouse Gas Emissions Standards, known as GHG3, on March 29. These new rules push vehicle manufacturers to build and sell more zero-emission equipment to fleets. These new rules envision a nationwide freight network supporting Class 8 EVs and hydrogen-powered trucks. It’s an exciting vision, but exciting doesn’t make it realistic.

Even before the feds finalized GHG3, all major U.S. truck OEMs planned to sell only net-zero-emission vehicles by 2040. The companies understand—better than the EPA—that the trucking industry is still waiting on an ROI case for ZE technology. The EPA thinks just cutting the exhaust will solve climate problems without considering the operational problems it could create.

Forget offering fleets a carrot to encourage them to improve freight’s carbon footprint. This stick approach whacks away any thoughts of reasonable timelines to build alternative fuel infrastructure to support trucking, the U.S. economy’s backbone.

Most trucking operations survive on razorthin margins and can’t afford to invest in new, expensive technologies. Just look at what happened the last time the EPA drastically changed heavy-duty diesel standards.

Regulators created the most stringent emissions standards to date that took effect in 2010, nearly eliminating particulate matter and nitrogen oxide discharges from on-road diesel engines.

Those regulations succeeded in getting OEMs to produce the cleanest diesel equipment ever. To do it, manufacturers modified

engines for cleaner combustion and added exhaust aftertreatment devices to remove pollutants. These technological advancements succeeded in cutting emissions—but also made trucks more expensive. Nearly half of all over-the-road Class 8 trucks operating today predate 2010. In California, where the strictest regulations rule, more than half of HD trucks are pre-2010, according to the American Trucking Associations. Upgrading those trucks to modern diesels would reduce California fleet emissions by 83%.

These new 2027 emissions standards risk creating another dividing line. Fifteen years from now, will the U.S. freight industry be dominated by ZE trucks quietly zipping around the nation? Or will we see a repeat of the 2010 adoption rate? With the onus on manufacturers to sell more ZE equipment— trucks that can cost more than twice as much as diesels—it might only encourage fleets to hold on to pre-2027 models.

While the mega fleets can afford to experiment with—but not convert to—Class 8 EVs and dip their toes into emerging hydrogen technology, most cannot. After all, more than 95% of trucking fleets are small businesses that cannot afford to be on the cutting edge.

According to a Clean Freight Coalition study released a week before the EPA finalized GHG3, the U.S. must invest $620 billion in charging infrastructure to convert all local medium- and heavy-duty vehicles to electric. Utility companies, which right now don’t have the energy to power a nationwide fleet of EVs, need about $370 billion in upgrades, according to the CFC study. That equates to an average charging infrastructure investment of $145,000 per heavy-duty vehicle and $54,000 per medium-duty vehicle.

That $1 trillion price tag is daunting—and it’s a price that will be passed on to consumers. If the 2010 rules are any indication, it’s a cost that many fleets will push further into the future. FO

CFC puts $1 trillion price tag on electrification

Electrifying the entire U.S. commercial trucking fleet could cost nearly $1 trillion, according to a new industry-funded study. That merely includes the cost of building out charging infrastructure—not replacing diesel-powered equipment with the more expensive battery-electric, heavy-duty trucks, which aren’t yet able to handle long-haul freight.

During a media briefing detailing the study, industry leaders warned that those lofty costs and complicated electrifications would be passed on to U.S. fleets, their customers, and consumers. “We thought about how you can possibly calculate the end cost to the consumer, but that’s just impossible to do,” said Jim Mullen, executive director of the Clean Freight Coalition, which commissioned the Roland Berger study. “But I think we all know the cost of the tab is eventually going to be picked up in part by the consumer.”

However, the study details the upfront costs to the commercial trucking and transportation industries: $620 billion to build charging infrastructure to electrify all mediumand heavy-duty vehicles. Wilfried Aulbur, a senior partner with Roland Berger, said that cost includes on-site chargers, power infrastructure, and utility service costs.

“That’s a huge amount of money,” Aulbur said during the media briefing on the study in March. “And that compares to about $800 billion in revenue that the logistics industry

typically generates at a 5% return on sales. I think these numbers, by themselves, already indicate the size and the challenge that we have to fund this transition.”

Adding to these costs, the study found that utility companies would need to invest another $370 billion in electric grid upgrades and new builds. That price tag is close to the amount the utility industry has spent on grid distribution over the past 15 years.

The study did not address other near-zero and zero-emission alternative fuels, such as green hydrogen and biofuels. But Aulbur said a takeaway from his research is that the industry should “continue to be technology agnostic—whether it’s biofuel, whether it’s biodiesel, whether it’s hydrogen ICE—so that we do not become dogmatic in the choice of technology and solutions as we drive to decarbonize the transport industry.”

Read more at fleetowner.com/ CFCstudy.

TFI buys Hercules

TFI International Inc. is growing its less-than-truckload segment by acquiring Hercules Forwarding Inc., which specializes in U.S.-Canada cross-border transportation.

Hercules runs a 31-terminal network—six in Canada’s largest metro areas—and generates more than $100 million in revenue. The company has more than 210 trucks, roughly 600 trailers, and about 75 containers.

It also works with clients in the retail, food/beverage, construction, and automotive industries, among others. President Marty Burnham and CFO Melanie Burnham lead it.

TFI, No. 7 on the 2024 FleetOwner 500: For-Hire list, did not immediately release the terms of the deal. The transaction will bolster LTL within TFI, which earned 44% of its revenue from LTL customers in the fourth quarter.

FHWA reissues Jason’s Law parking survey

“The greatest challenge is finding a parking spot,” Laura Duryea, director of driver recruitment and professional growth for Boyle Transportation and a former driver of 25 years, told FleetOwner. “The greatest thing that we can do as a government is to provide safe parking for the people that are transporting the goods from place to place all around our country.”

Truck parking isn’t a new problem for the industry, but it is receiving more and more attention from the federal government. According to the Federal Highway Administration, a national Jason’s Law truck parking survey will be reissued later this year.

Jason’s Law, enacted in 2012, is named for Jason Rivenburg, a truck driver shot and killed in 2009 after he parked in an unsafe location. FHWA stated that Jason’s Law requires the Department of Transportation to issue a truck parking survey and assessment every few years. DOT conducted previous surveys in 2015 and 2019.

FHWA’s website states that the purpose of this survey is to provide “national priority on addressing the shortage of long-term parking for commercial motor vehicles on the National Highway System to improve the safety of motorized and non-motorized users and for commercial motor vehicle operators.” FO

Photo: Schneider National Inc.

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News out of Work Truck Week

NTEA’s

Work Truck Week, which focuses on light- and medium-duty markets, returned to Indianapolis in March. While many companies showed off new battery-electric offerings, the focus remained on traditional powertrains. Here are some highlights from the convention. You can read more details on each story at fleetowner.com

RIVIAN EXTENDS INTO CV SPACE, PARTNERS WITH JBPCO

Rivian is going further into the commercial vehicle space, stripping the van body from its Rivian CV product and marrying its chassis to the Morgan Olson C250. The partnership will lead to developing an electric version of the C250 step-van announced in March 2023 designed specifically for Canada Post.

While the partnership’s current focus is the C250e, Joe Thompson, Morgan Olson’s COO, told FleetOwner the Rivian platform could be used with other bodies “down the road.” This is because leaders in the JBPCO group see Rivian as the electrified answer to light-duty commercial vehicle space needs.

The JBPCO partnership with Rivian stemmed from a visit to Rivian’s manufacturing facility in Normal, Illinois, by John Poindexter and other JBPCO leaders. Poindexter said the group thought the facility was “impressive,” and he and other JBPCO leaders established relationships with Rivian, which led to the partnership.

BOLLINGER EYES ‘TRUE OEM’ STATUS

About five years after switching focus from consumers to fleet electrification, Robert Bollinger’s company is months away from producing its first medium-duty EVs and becoming the newest entrant into the growingly competitive zero-emission fleet landscape.

Bollinger Motors is concentrating on

building a solid nationwide sales and service network for its first commercial vehicle, the Bollinger B4 Chassis Cab, which the company expects to make hundreds of by year’s end.

“We’re becoming a true OEM; that’s our goal,” Bollinger, company founder and CEO, told FleetOwner. “Once we have a true production vehicle out for sale, we’re an OEM. The amount of work to become an OEM is monumental.”

Mullen Automotive bought a controlling interest in Bollinger in 2022, allowing it to scale up and focus on fleet vehicles.

RAM PROFESSIONAL SETS SIGHTS ON RIVALS

With its sights on a larger market share, Stellantis launched Ram Professional at the show. This new North American commercial vehicle division combines Stellantis’ light-duty commercial vehicle offerings into one business operation. The global company wants a bigger slice of the U.S. work truck market.

Along with increasing production capacity, the executive team leading the business venture teased new products in the pipeline. The team also told FleetOwner that Ram Professional is committed to helping fleets become more efficient— through truck and van electrification and better telematics and preventive maintenance solutions.

“Our goal globally is to be the No. 1 LCV (light-duty commercial vehicle) provider,” Ram Professional VP Ken Kayser told FleetOwner of Stellantis’ plans. “We’re already No. 1 in Europe. We’re No. 1 in South America. We’re No. 3 in North America, and we look to close the gap and become No. 1.”

FLEETS ADD MORE MACK MD ELECTRICS

Fleet customers are beginning to receive early orders for the MD Electric, Mack Trucks’ second all-electric truck that

recently started production. Like its diesel counterpart, the battery-electric version is available as a Class 6 or Class 7 truck. Some early fleet customers participated in a pilot test of the MD Electric in 2023, which led to its serial production at Volvo Group’s Roanoke Valley Operations in Virginia, the same place Mack assembles the diesel-powered MD Series.

Fleets already using the MD Electric include ABF Freight, DC Logistics, Pronto Freight Ways, and Mission Linen Supply.

GM ENVOLVE REFOCUSES FLEET SOLUTIONS

The General Motors booth at Work Truck Week looked different this year. What was branded as the Chevrolet booth in years past now sported a new name, new signs, and new offerings for its fleet customers through GM Envolve.

While it might look to some as a rebrand of GM Fleet, the company’s fleet program, Sandor Piszar, VP of GM Envolve, said it goes “way beyond” a simple rebranding.

General Motors hopes to accomplish this by giving fleets one point of contact for all GM fleet products and services. This means fleet leaders will only have to reach out to one person for solutions ranging from OnStar service, GM Energy, GM Financial, data and analytics, insights, and other GM brands and offerings.

HENDRICKSON INTRODUCES ROADMAAX Z

Hendrickson Truck Commercial Vehicle Systems released Roadmaax Z, its lightest 46,000-lb.-capacity rear air suspension. This suspension system provides on- and off-highway performance, ride quality, and cargo protection for demanding applications. It is approved for use with lift axles and up to 25% off-highway operation. FO

News out of TMC 2024

American Trucking Associations’ Technology & Maintenance Council held its Annual Meeting and Transportation Technology Exhibition in New Orleans in March. Here are some highlights from the convention. You can read more details on each story at fleetowner.com.

MAINTENANCE COSTS

STABILIZE, BUT LABOR RISES

Two recent market reports indicate that significant fleet maintenance costs seemed to stabilize in 2023. While parts costs remained relatively stable throughout the year, technician labor costs increased. TMC released two reports on fleets’ maintenance costs in 2023: the VMRS System Service Data

Quarterly Report with Decisiv and the annual State of Heavy-Duty Repair Report with Fullbay.

The counter sales of heavy-duty shops increased significantly year over year, but parts costs decreased slightly. Both reports found that labor costs increased in 2023. Combined parts and labor expenses fell 1.4% during the fourth quarter of 2023 but were still up compared to Q4 2022, according to the report from TMC and Decisiv.

GOODYEAR ROLLS OUT REGIONAL TIRES

Goodyear Tire & Rubber recently introduced two tires to its RangeMax line: the RangeMax RSA ULT and the RangeMax RTD ULT. The latest

New Goodyear

balance traction, range, and mileage for work vehicles.

Goodyear RangeMax tires are designed for electric and gas- or diesel-powered regional work vehicles. The steer-drive combo offers Goodyear’s best regional pickup and delivery tires for traction, range, and mileage, regardless of the vehicle’s drivetrain.

UTILITY TRAILER OFFERS

HYBRID REFRIGERATION UNITS

Utility Trailer Manufacturing announced that Cargobull North America

tires

Photo: Goodyear

transport refrigeration units are now available exclusively on Utility’s signature 3000R reefer trailers throughout North America.

The CBNA 625 Hybrid Mono-Temp and 655MT Hybrid Multi-Temp models meet California’s stringent emission standards for 2030 and comply with California Air Resources Board ultralow-emission TRU regulations. With up to 20% fuel savings and reduced emissions in some circumstances, CBNA TRUs represent a leap forward in TRU technology.

MACK OFFERS MOBILE CHARGING SYSTEM FOR EVS

With production and delivery of the MD Electric truck now underway, Mack Trucks has built a mobile off-grid charging system that will be integrated into the body of its new electric vehicle. Mack announced the new system during TMC. For a limited time, customers who

want to test the technology and dealers who facilitate electric vehicle demos can use this mobile Mack MD Electric charging unit.

VANAIR ADDS ADAPTER KITS FOR JUMP PACKS

Vanair now offers adapter kits for its dual-voltage Start•All Jump•Pack 12/24V lithium-ion jump-starter by Goodall. Jeff Steer, director of sales at Vanair, explained during a TMC press conference that the kits are designed to expand the jump pack’s capabilities.

FULL APOLLO CV LINE AVAILABLE IN NORTH AMERICA

After marking its official entry into the U.S. truck market a year ago with its linehaul products, Apollo Tires returned to TMC’s annual exhibition to celebrate the anniversary with its full tire range now available to commercial fleets and independent operators.

Benchmarked against leading Tier 1 competitors with millions of miles of testing, Apollo Tires offers more than 40 SKUs, delivering high mileage and low CPM, explained Laurence Bennett, AVP of commercial vehicles.

FLEET ADVANTAGE AND COX AUTOMOTIVE PARTNER UP

Fleet Advantage and FleetNet America by Cox Automotive are partnering to provide maintenance service via a nationwide network alongside flexible, unbundled lease structures, a deal they announced during TMC.

Mack charging system will be integrated into body of its new EV. Photo: Mack Trucks

Through the partnership, fleets will receive support from Fleet Services by Cox Automotive. They’ll only pay for vehicle service when they use it instead of signing on to fuel, maintenance, and repair services (and their costs) determined by their lease provider, to be paid in a “bundled” monthly payment. Instead, customers will have access to Fleet Advantage’s $3 billion assets, including national account support from several OEMs, and FleetNet’s emergency assistance, truck and tire repair, as well as preventive maintenance services.

VOLVO HIGHLIGHTS NEW VNL’S CONNECTIVITY ADVANTAGES

Touting the recently launched Volvo VNL as “the most connected truck ever built by Volvo,” Volvo Trucks North America representatives detailed a range of benefits that enhanced connectivity will bring to customers, including annual savings of up to $3,400, based on improved uptime. The new Volvo VNL made its public debut in VTNA’s display at TMC.

Customers will experience increased uptime through even more accurate, data-based maintenance and key product design elements targeted to save fleets time and money, explained Magnus Gustafson, VP of connected services, during a press briefing.

INTANGLES TARGETS TROUBLESOME DPF

Predictive maintenance platform provider Intangles added DPF regen analysis to its AI-powered product suite for the transportation industry. Company representatives explained during a TMC press briefing that the new feature is designed

to optimize commercial vehicles’ fuel efficiency and diesel engine performance.

Currently, fleets can access limited information about DPF performance, namely the percentage of clogging (or soot load) in the particulate filter. The Intangles solution monitors the DPF

system’s real-time performance and predicts its future performance based on environmental and vehicle-specific conditions. According to Intangles, the insights are accurate enough to forecast excess costs that are caused by DPF inefficiency. FO

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VTNA’s Magnus Gustafson, VP of connected services Photo: Kevin Jones | FleetOwner

Addressing

fleet challenges MI ED

Different equipment sizes means different driver approaches by Seth Skydel

Finding the right fit and training program for mixed fleets can be challenging for those who try to treat each job and each driver’s experience the same.

“Carriers often lack the time and resources they need to segment driver training,” said Dr. Gina Anderson, CEO at Luma Brighter Learning. “But those that do approach training in terms of the different types of vehicles they have, and the different parts of their operations, realize higher levels of engagement and improved safety.”

“There is a real need for training drivers differently,” Anderson told FleetOwner. “Most fleets train all drivers using the same content and programs. What they need to do is put trainees in the environment in which they will be working every day. Training content is important, but differentiated learning is critical for retention of information.”

With targeted and customized training, differently classified drivers can be provided with information about specific types of vehicles, operations,

and customer locations. At the same time, Anderson related that an immersive learning approach uses content in different ways and promotes an interactive learning experience that bolsters engagement.

“Another part of successful training is to understand how adults learn,” Anderson stated. “Adults bring knowledge and experiences with them and different cadences in understanding material. They have a specific way of wanting to learn, and that means the same information presented in the same way is not always the most effective approach.”

“Immersive learning is a more effective way of bringing the environment they have to know and perform in to students,” she added. “Carriers can build immersive learning by thinking about the content they’re providing in different ways. A platform that offers different ways to learn, such as online and in­person classes, drives the ability to provide more powerful and meaningful training programs.”

Addressing different training needs

Fleets with a mix of equipment and operations should recognize that they also have various driver training needs, noted Mark Murrell, co­founder of CarriersEdge. “There are differences in types of equipment, areas of operation, and trip planning,” he said. “There are also specialized training needs for newer and more experienced drivers.”

Murrell went on to point out that one common misconception among mixed fleets is that less training is needed for drivers of smaller vehicles.

“Drivers of different types of commercial vehicles have equal but different risks and responsibilities,” he told FleetOwner. “For example, while there are distractions in on­highway operations due to complacency while spending long hours on the road, local drivers face surroundings with pedestrians and other vehicles.”

According to Murrell, carriers should consider how they assign routes and equipment to new drivers compared

Photo: The Erb Group

to more experienced operators. Newer drivers, for example, might end up working in areas requiring a higher level of expertise, which may prevent them from getting the needed practice.

“Overall,” Murrell added, “part of the key to successful training is to understand your different risks and realize they are all important to address.”

Carriers are employing successful approaches

In order to successfully meet the needs of carriers across North America when it comes to driver training, it all begins with the essentials. Common topics include regulatory requirements, distracted driving, trip planning, accident management, and lifestyle issues such as fatigue management and health and wellness, among others.

Additionally, fleets are focusing on training drivers for different vehicle types and for specific operations. Addressing

these challenges with targeted training lowers risk and improves safety. FleetOwner spoke with several fleets running medium- and heavy-duty equipment with CDL and non-CDL drivers to see how they approach training.

Transervice

Being a driver at Transervice is not just about being behind the wheel. That approach to driver training at the Lake Success, New York-based company fits with the ability to provide a range of freight hauling services and field 525 tractors and 1,800 trailers at 21 facilities across North America.

“Hauling dedicated freight means we’re contracting with companies that have a wide array of needs,” said Mark Finger, VP of operations. “Our approach to training drivers takes into account that broad spectrum of customers and different types of operations. Likewise, as it relates to advancing employees to

Communicating regularly with Transervice drivers improves safety awareness.

become drivers, there are also different CDL training requirements that may vary by state to consider.”

When asked to describe the range of freight that Transervice hauls, Finger said it runs from live hogs to commercial garage doors and everything in between. That means operating a variety of trailers, including some with specialized equipment for loading, unloading, and securing loads.

“Our roughly 700 drivers all start training with a wide view of things like hours-of-service regulations, and our

NATIONWIDE DEALER NETWORK AT THE READY!

Photo: Transervice

safety department takes them through materials we’ve developed internally,” Finger said. “Training is provided for common topics such as space management and is also tailored to local, regional, and long-haul operations, and load securement in different types of equipment.”

Finger noted that ongoing communication with Transervice drivers keeps them engaged and makes safety awareness top of mind. Training is also continually evolving. “We’re using technology like in-cab cameras and telematics data to develop coaching opportunities that enable our drivers to continually improve their performance,” he said.

Halvor Lines

Halvor Lines firmly believes that driver satisfaction helps drive the company’s success. Bob Knaeble, senior CDL

training manager, noted the diversified carrier’s approach to training is focused on professionalism and a commitment to on-time deliveries.

Headquartered in Superior, Wisconsin, Halvor Lines is a family-run trucking company that provides flatbed, van, decked van, and refrigerated services. It fields more than 400 tractors across the continental U.S. and Canada through seven Midwestern terminals.

Halvor Lines drivers undergo a series of training courses geared toward specific aspects of the carrier’s operation. For example, there are classes on flatbed cargo securement and proper loading of ATVs when hauling loads for motorsports customers. In addition, all drivers must take eight hours of paid training in the Smith System defensive driving course with one of the company’s five certified instructors.

The Erb Group

The Erb Group’s operations are extensive. The New Hamburg, Ontario-based refrigerated carrier operates from 10 terminals and additional sub-terminals across North America. With 1,680 trucks and trailers, the company provides LTL, TL, dedicated, direct-store delivery, and expedited services.

“Well-trained drivers are essential to efficiency,” Sheldon Wheeler, director of safety and compliance, said. “We have a number of training programs in place for entry-level and experienced drivers that cover the different parts of our operation and the types of vehicles we operate.”

The Erb Group offers two entry-level driver-training programs: a shorter course for straight truck drivers and a longer program for regional and long-haul tractor operators. Each includes regulatory and company topics, a benchmarking process to gauge weekly progress, and road test. For the first few

“Our training continues to evolve, but a common thread has been to work with CarriersEdge,” Knaeble explained. “We use their online driver training modules for new driver orientation and continuing education, and some of our own content is deployed through their platform. That is one of the reasons we

months, new drivers are assigned the same routes to become familiar with equipment, paperwork, and border crossings.

The Erb Group also subscribes to the MELT program, the mandatory entry-level training class for Class 1 (A Class) commercial drivers being conducted throughout Canada.

“Driver training in our operation also addresses the different aspects of medium- and heavy-duty vehicles,” Wheeler related. “We focus on space management and defensive driving with consideration to speed, centrifugal force, and weight versus stopping distance for different vehicles. And how freight is loaded for weight distribution in trucks compared to trailers with sliding axles, load securement, and liftgates.”

Training on trip planning is provided for long-haul drivers. “Those classes focus on maximizing hours by knowing where and when to stop for rest periods, truck-specific routes, fuel stops, finding parking and trailer security, and how to prepare for long-haul living in a truck,” Wheeler said. “The onboarding and orientation process includes setting up a trip by working backward from the delivery time and destination.”

Each week, supervisors review driver-trainee activity. Entrylevel training is guided by an internal certified coach program; if any areas need improvement, time is spent with trainees to ensure standards are met. Also, CarriersEdge is a training resource for refresher and remedial courses assigned to company drivers.

Driver satisfaction is the key to success at Halvor Lines. Photo: Halvor Lines

The Erb Group operates from 10 terminals and additional sub-terminals across North America. Photo: The Erb Group

chose CarriersEdge.”

Orientation modules provided by CarriersEdge to Halvor Lines drivers cover a range of required topics and company policies, C-TPAT for cross-border operations, and security and threat awareness.

“We also have a safety team that works with drivers individually, and if they see a need for training in one area, they choose from a list of training modules,” Knaeble related. “The refresher courses are taken online through the CarriersEdge portal, which our drivers like since they can use their laptop or tablet when it’s most convenient.”

Before it put the CarriersEdge online platform in place, Knaeble noted, Halvor Lines used safety and training videos. “While that meant drivers saw a video, they didn’t absorb the content,” he said. “With online training and testing, they retain the information.”

Superior Truck Lines

Various general and targeted driver training programs are in place at Superior Truck Lines, a hauler of dairy products based in Newman, California, that uses company drivers in its 24/7 tanker operations. For Verna Mondell, safety director, it’s all about covering all the bases and reinforcing safe practices.

“Our in-person training consists of every driver having at least one annual session that went over a thorough and detailed pre/post trip inspection process to strongly emphasize the need for compliance and to ensure they are operating with safe equipment,” Mondell said. “Training also consists of a ride-along upon hire and at the end of a 90-day probationary period.”

Any Superior Truck Lines driver involved in an at-fault accident must have a post-crash ride-along with one of the company’s trainers, Mondell

explained, no matter how minimal the damage may be. Additionally, a ridealong is required if any safety concerns are observed on the fleet’s Samsara monitoring system.

“We’re also developing a mountain driving program so drivers understand that mountain driving is very different from flat land, including speed limit changes for commercial vehicles, especially in inclement weather,” Mondell said. “We have discovered that some of our drivers don’t have the experience they need.”

“The dairy industry involves exposure to hazardous materials during the Cleanin-Place (CIP) process, and there aren’t any safety training videos or programs on the market for those procedures, so we’re creating our own training program to help our drivers remain safe,” she continued. “The training will give drivers an overview of the CIP process, the

SAFETY & OPERATIONS FEATURE

chemicals used, rst-aid treatment, etc.”

Superior Truck Lines uses the Luma Brighter Learning LMS to manage training and the platform’s message board to record crashes or near misses. “The Luma system is a training tool for drivers to learn from one another, including acknowledging excellent behavior, and for sharing ideas,” Mondell stated. “There’s also a discussion section that addresses any driver concerns on the road or at any of the facilities.”

Superior Truck Lines is now an EntryLevel Driver Training center and is nearing approval to be an Employer Testing Program by the DMV. The company’s

Frito-Lay North America

certi ed driver trainers have all completed the North American Transportation Management Institute course, Essential Instructional Skills for Professional Driver Trainers, and they are working toward becoming certified driver trainers through NATMI.

“Our certi ed driver trainers are an essential part of putting together and implementing our driver training programs,” Mondell said. “We also encourage any driver who has a concern to bring it to our attention. That’s what’s great about our training success—it’s driven by the desire of drivers to be better and safer.”

Across North America, 2,300 drivers operating from 28 traf c centers take to the road every day for Frito-Lay North America’s vast distribution network. In heavy- and medium-duty trucks, they provide direct-store delivery service for more than 315,000 customers weekly.

“At its core, our national OTR driving training program curriculum is actually quite similar for both heavy- and medium-duty drivers, with speci c tailoring based on the size of the equipment and compliance requirements,” said Mari Roberts, VP of transportation. “No matter the truck, skills like customer service and close-quarter maneuvering are critical to being a best-in-class driver at Frito-Lay.”

Frito-Lay’s OTR training program includes training initiatives tailored to different types of drivers and operations, including a phased approach for non-CDL drivers. Current Frito-Lay employees can take advantage of its internal promotion program, while others enter through an apprenticeship initiative.

The two waves are similar, allowing non-CDL drivers to undergo comprehensive onboarding and orientation programs covering fundamental skills such as vehicle operation, safety protocols, and customer service. They then enter hands-on experience programs under the guidance of the company’s most experienced CDL holders. During this phase, emphasis

is placed on developing foundational driving skills, familiarizing trainees with regulatory requirements, and preparing them for formal CDL training.

In addition to the apprenticeship and promotion components, the program encompasses a range of training initiatives tailored to different types of drivers and operations. “For heavy-duty drivers engaged in long-haul operations, there’s additional focus on long-distance driving techniques, fatigue management, and adherence to federal regulations governing hours of service,” Roberts related. “Our phased on-road training approach caters to varying experience levels, providing personalized instruction based on individual needs and skills.”

Tracking and managing driver training programs is integral to ensuring their effectiveness and adherence to established standards, Roberts noted. Regular audits and check-ins help ensure program integrity and identify opportunities for continuous improvement.

“We utilize a combination of documentation, evaluations, and performance metrics to monitor trainee progress and trainer effectiveness throughout the process,” Roberts said. “Trainees are subject to regular reviews and assessments, with detailed feedback provided to identify strengths and areas for improvement. Similarly, trainers undergo annual reviews and evaluations to maintain quality standards and identify opportunities for professional development.”

Frito-Lay is currently on pace to exceed its target of 2,500 drivers by 2025 and has tripled its lineup of female drivers. Another important measurement of success, Roberts pointed out, is driver retention. The company had a turnover rate of only 14% last year and more than 600 active drivers who have driven more than one million safe miles, she said. FO

Superior’s training success is driven by drivers’ desire to be better and safer.

Photo: Superior Truck Lines

Drivers for Frito-Lay provide direct-store delivery service for more than 315,000 customers weekly. Photo: Frito-Lay

by David Heller

The hair testing wait rolls on

2015 law calling for better driver drug testing gathers dust

THEY SAY TIME is like a roll of toilet paper. The closer you get to the end, the quicker it goes. Everyone who reads this column can relate to that statement, and the more you think about it, the more you will scratch your head and tend to agree. Time flies. Can you recall where you were, or for that matter, what you were doing on Dec. 4, 2015?

Industry drug detection efforts are better than ever, but we’re still waiting for regulators to bless a nine-year-old rule that would strengthen them even more.

On that particular date, my son was in fourth grade; today, he is deciding where he wants to go to college. The December date is so interesting because it marks when President Obama signed the Fixing America’s Surface Transportation (FAST) Act into law. Even more critical was the language included in that law, specifically Section 5402, titled “DrugFree Commercial Drivers.” This language called for the ability to use hair testing as an acceptable alternative to urine testing

for DOT drug testing protocols.

A lot has happened since that day more than eight years ago. Two other presidents have taken office. We have gone through a global pandemic, and even the Pentagon has released three videos regarding UFOs.

The FAST Act was signed so long ago that we are even operating under a new infrastructure bill. What we don’t have is a rule that would allow motor carriers to use hair testing as an alternative measure for pre-employment screening purposes and have those results recorded in the Drug & Alcohol Clearinghouse. A lot has happened over that period of time.

Since December 2015, seven large trucking companies in 2021 gave prospective drivers two pre-employment drug tests: the DOT-required urinalysis and the hair follicle test. This process was conducted among 88,021 licensed truck drivers who applied for jobs at these companies. The results were astounding. Using urinalysis, 403 drivers had illegal drugs in their systems; using hair tests, 4,362 drivers were detected for a regular pattern of illicit drug use, uncovering an astonishing 11 times more drivers than the DOT-prescribed urine test.

It doesn’t stop there, either. Research conducted by the University of Central Arkansas in 2022 revealed that as many as nine out of 10 truck drivers who use illegal drugs escape detection with the federally required urinalysis. Even more recently, a new study in the Transportation Journal published by Pennsylvania State University Press acknowledges that thousands of truckers are escaping detection because the industry is reliant on urine rather than hair for determining drug usage.

We can cite studies as much as we want regarding the success rate of hair testing over urine-based testing for

pre-employment drug screens. We can even praise those motor carriers that have adopted this measure for their use. However, until a rule or regulatory guidance allows the results to be submitted to the Drug & Alcohol Clearinghouse, thousands of drivers could have likely circumvented the system and moved on to another unsuspecting motor carrier.

I get it. There has been “some” movement on this issue, and proposed guidance would have required a follow-up urine-based test to confirm a positive hair follicle test, which brings us back to where we started. Watered-down guidance to justify a hair follicle test is merely checking a box rather than making a strong decision to let hair follicle testing stand on its own.

The industry has even adopted oral fluid drug testing as a new rule. But we continue to wait for the agency to certify two laboratories for this rule to become effective. The oral fluid drug testing rule took effect June 1 but hasn’t been active because of the two-labs caveat.

The reality is that the industry is doing a better job of detecting drugs in the system of professional drivers and should be commended for taking such a proactive approach toward combating this issue. As an industry, however, we cannot wait any longer for a rule blessed nearly nine years ago because that time is up.

Let’s advocate for this rule to make sense, cross the finish line, and allow the results to be entered into the clearinghouse where everyone can benefit. FO

David Heller | Dheller@truckload.org

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

Photo: Shutter2U 607676278 | Adobe Stock

FLEETPRIDE.COM

HEAVY DUTY OVERHAUL

THE FUTURE OF FLEETPRIDE.COM IS HERE, WITH GROUNDBREAKING ENHANCEMENTS FOR A SHOPPING EXPERIENCE LIKE NEVER BEFORE.

FleetPride takes the First Click In Heavy Duty™ to a new level in 2024 with an industry leading website overhaul to build upon YOUR personalized shopping experience. Shop over 1 million parts online with a faster website speed, an easier checkout process and improved and more user-friendly site navigation. Find all the parts you need, when and where you need them, now easier and faster than ever before, on the all new FleetPride.com.

by Josh Fisher

More companies continue to invest in their transportation systems, growing their private eets. The annual FleetOwner 500: Top Private Fleets list allows businesses to benchmark their transportation operations against their corporate peers.

Twenty-four new companies debut on the 2024 FleetOwner 500: Private list (see page 45), our annual compilation of the most extensive commercial transportation operations run by companies to support their primary businesses. Those main businesses include wholesale and retail, food products, public utility, manufacturing, construction, sanitation, petroleum and gases, agriculture, non-trucking transportation, and more.

While there wasn’t much movement atop the list, infrastructure construction giant MasTec (whose subsidiaries include Energy Erectors, Sefnco Communications, Henkles & McCoy, and others) moved up ve spots to No. 10— the only new Top 10 private eet.

With nearly 28,000 commercial vehicles, national utility provider AT&T ranks No. 1 on the FO500: Private for the second straight year. Those vehicle numbers do not include thousands of light-duty vehicles it uses across the U.S. PepsiCo, which includes subsidiary

eets such as Frito-Lay, ranks No. 2 for the third consecutive year. A classic mixed eet, PepsiCo is the only company that ranks in the Top 10 of both most tractors (No. 2) and most straight trucks (No. 5). See our feature this month on mixed eet challenges (page 16), where Mari Roberts, Frito-Lay North America VP of transportation, shares some insights into how the company trains drivers and operates its mixed eet.

These rankings are based on power units reported to the Federal Motor Carrier Safety Administration’s Safety and Fitness Electronic Records (SAFER) System. The FO500: Private includes vehicle classes required to register with the U.S. Department of Transportation, leaving out some lighter-class eets and units.

We also have more than a dozen Top 10 lists in this issue that break down private eets by their main business types and also by tractor, truck, and trailer population. No. 7 overall eet Walmart is No. 1 on the tractor and trailer lists.

Other Top 10 lists focus on various business sectors and our Future 500 shows eets that are just outside the 500 largest private carriers in the U.S.

Methodology

This is the second FleetOwner 500: Private list since revising how we gather the

data that makes up our lists (the FO500: For-Hire version was published in February). In 2023, we partnered with the analysts at ProsperFleet, which rebuilt the FO500 from scratch and led to more than 120 new companies joining the list a year ago. So, this is the rst year we can compare our revised methodology.

ProsperFleet primarily relies on the most recent information companies led on form MCS-150 with FMCSA to count power units, trailers, and drivers. This ensures a consistent “basis” (a level playing eld) to compile information. Analysts at ProsperFleet also use the companies’ websites, press releases, and hierarchy from their business databases to roll up USDOT operating entities to a single parent company. ProsperFleet then cleanses, validates, standardizes, and enhances company and contact information to create a complete eet view.

For companies with subsidiaries and divisions that have USDOT numbers, the vehicle counts of the subsidiaries are included in the parent company’s total. Because of this consolidation, eets that were previously on the list but were acquired in late 2022 or 2023 are not listed in 2024. Instead, their power unit counts are re ected in the totals of their respective parent companies. FO

technology analy zes the condition

o f yo u r ve h i c l e s , o p t i m i z i n g u p t i m e .

We i n t e r p r e t t h e d a t a s o y o u c a n fi x problems before they become problems.

Long Haul Tire Health Transparency With ContiConnect LIVE

At Continental, we are more than just truck tires; we offer total support for commercial tire services. ContiConnect LIVE helps fleets save by providing real-time tire monitoring and allows dealers to deliver better services through proactive maintenance and support. With this system, Continental optimizes the total life cycle of a tire, with the goal of providing our fleets with the Lowest Overall Driving Cost and giving confidence at every turn.

Get in touch today to learn how your fleet can reduce costs and maximize time and efficiency on the road with ContiConnect LIVE.

Contact us at 1-800-450-3187 or via email at ttusa@continental.com.

As a fleet operator, you face many challenges and dealing with equipment downtime shouldn’t be one of them. That’s why BendPak lifts are designed and built to be some of the most dependable and safe lifts in the world. Constantly changing work conditions and long hours can be tough on fleet operators, but through smart engineering and unmatched reliability, our lifts will ensure your workforce is always moving at maximum efficiency. Check out the full line of BendPak heavy-duty hydraulic vehicle lifts at bendpak.com or call us at 1-800-253-2363.

ENHANCED SAFETY IS REASON ENOUGH.

Go with the HOLLAND FW35 for the best in coupling reliability.

The Exclusive TwinLock Design is your best bet to ensure a secure coupling. The lock design immediately captures the kingpin to prevent impact bounce out.

McLeod Software’s LoadMaster Private Fleet is the trucking TMS that will help you manage everything. Make your system for dispatch, safety, and driver management the most capable one.

The best run companies start with McLeod. Let us show you how.

When you choose SKF, you choose the best. SKF is the leading OE partner for wheel end solutions in the commercial vehicle industry and supplies almost every 2 out of 3 bearings. SKF bearings are crafted to minimize friction, boost vehicle efficiency, and withstand even the toughest conditions.Where reliability matters, SKF delivers. Our taper roller bearings go beyond industry standards, ensuring peak performance, durability, and safety.

FUTURE 500S TO WATCH

TOP TEN BY VEHICLE TYPE

TOP TEN TRAILERS

FOOD PRODUCTS

PETROLEUM & GASES

TOP FLEETS BY BUSINESS CATEGORY

by Kevin Rohlwing

Tire monitoring benefits fleets

Long overdue, economics drive TPMS adoption in trucking

SINCE 2008, NEW U.S. vehicles with a gross vehicle weight rating of 10,000 lb. or less have been required by law to include tire pressure monitoring systems that warn drivers when one or more tires are underinflated by 25% of the vehicle placard inflation pressure. The Federal Motor Vehicle Safety Standard does not cover vehicles more than 10,000 lb., so this does not apply to commercial motor vehicles (CMVs).

Technology for monitoring inflation pressure has existed for years, but the trucking industry has always resisted change. Economics changed that.

TPMS is mandatory on passenger vehicles because the National Highway Traffic Safety Administration determined that thousands of lives would be saved if drivers were warned when tires are dangerously underinflated. As far as I know, NHTSA has no data that indicates similar safety benefits would be realized if the TPMS mandate was expanded to cover CMVs, so it remains voluntary.

Without any regulations pushing it, the trucking industry had little to no interest in TPMS technology back then.

While automatic tire inflation systems on trailers were gaining traction in 2008, most did not consider them to be tire pressure monitoring systems because they did not operate like a TPMS on a passenger vehicle or light truck.

I’ve advocated TPMS on CMVs for years because proper tire inflation cannot be overstated. Unlike passenger vehicles, where the safety benefits were the primary focus behind the legislation, monitoring tire pressure on commercial trucks is more about improving tire performance and reducing costs. A federal mandate continues to be unlikely in the truck tire space, so economics must be the driving force behind fleets spending additional money on TPMS.

Based on the exhibitors at March’s Technology & Maintenance Council conference, TPMS on commercial trucks has finally arrived. Here’s what I saw in the TMC exhibition hall: More automatic inflation systems for trailers—and there was even a central tire inflation system that could adjust the inflation pressure in tires based on the load. TPMS is now readily available on original equipment tractors and can be connected to maintenance departments via telematics. On display were aftermarket TPMS sensor manufacturers with valve stem and band-mounted options, as well as vendors of electronic scan tools that diagnose and re-establish the connection between sensors and the vehicle.

Outside the exhibit hall, TMC initiated a new task force to help fleets better understand demounting and mounting tires with TPMS sensors. The task force will also address installation procedures for valve stem and band-mounted sensors so that the process of standardizing TPMS service on commercial trucks can officially begin. Unlike the battery-electric vehicle “revolution,” where

the questions grossly outnumber the answers, TPMS solves the problem of underinflated truck tires, and more fleets are jumping in with both feet.

What has changed? Tire prices have definitely played a role. Proper inflation pressure ensures the tire can carry the load with a footprint that maximizes mileage and minimizes irregular treadwear. Tire prices are at an all-time high, so fleets are more driven to maximize the mileage of new tires and retreads. TPMS should reduce the number of tire purchases because drivers can be notified when the inflation pressure is below a level that results in failure or removal before full mileage is attained.

Retreading has also experienced a resurgence to some degree, and TPMS improves the life and quality of casings. Most fleets utilize retreads to lower costs without compromising performance or safety when they are properly inflated. ATIS has done an amazing job preserving trailer casings, and TPMS will have the same effect on steer and drive positions. The number of retread failures is less than 1% because most in-service separations and run-flats are caused by underinflation, overloading, or an impact. Again, providing the driver with a warning before the failure occurs will reduce the number of casings that are not good candidates for retreading.

Mass acceptance of TPMS in commercial vehicles is long overdue. Technology for monitoring inflation pressure has existed for years, but the trucking industry has always resisted change. Economics changed that. It’s time for trucking to embrace TPMS. FO

Kevin Rohlwing | krohlwing@tireindustry.org

Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 180,000 technicians.

DRIVER HALL OF FAME

H ONORING E XTRAORDINARY S AFETY AND E XEMPLARY S ERVICE

“These four drivers – the 2024 NPTC Driver Hall of Fame inductees – embody all the characteristics, skills and attitudes that are the heart of what enables the private fleet to continue to deliver exceptional levels of customer service. They are ambassadors, not only for their company, but for the entire private fleet community.”

CHARLES BABCOCK Shaw Industries Group, Inc.

After completing a two-year tour in the U.S. Navy, Chuck embarked on a new chapter in his driving journey. Eager to expand his horizons, he began his commercial driving career in California, at the helm of a single-axle dump truck, navigating winding roads and bustling highways working for Randy’s Roofing.. With each mile traveled, Chuck's expertise grew throughout his career. Chuck's passion for driving and challenges has remained unwavering. For him, it's more than just a means of transportation, it's a gateway to freedom and independence. After eight years working for various commercial movers and motor carriers, he was hired by Shaw Industries Group, where he has achieved 3.3 million miles over the last 30 years. Over Chuck’s 40-year career with driving commercial vehicles, he has driven a multitude of vehicles including single axle dumptrucks, straight trucks and semi-trucks, racking up 3.7 million miles without no preventable accidents, injuries or moving violations.

KIRK PHILLIPS Johnsonville Trucking LLC

Kirk started with Johnsonville on May 16,1981. Prior to that he was a mechanic that worked on Johnsonville’s trucks. Kirk was hired at Johnsonville to work in the plant. On his fourth day, knowing Kirk had his chauffeur’s license, Kirk was asked to move some product down to Milwaukee. In the 43 years since, he has accumulated 3.2 million miles without an accident, injuryty or moving violation. A typical week for Kirk is 5 days, working 10 hours per day. In that week he averages about 2,300 miles with 8-10 deliveries per week. Kirk covers routes from Wisconsin and goes as far west as Denver, into the Southeast, Southwest or East Coast. In 1995, to celebrate Johnsonville’s 50th anniversary, the Big Taste grill was put on the road and Kirk was the sole driver for about 2-½ years, hauling the 45-ft. grill and cold storage unit to various community, sporting, promotional events, and relief efforts.

CARL RUSSELL

New South Express, Inc.

Carl Russell began his career beyind the wheel in 1980 running a tandem axle dump truck. He learned as he went and started working with a construction company running equipment and driving semi-trucks. In 1992, Carl came to Robert Elliott Trucking based in Estill, SC, which was subsequently acquired by Canfor Southern Pine, the parent company of New South Express. Over the last 32 years he has pulled shavings, bark, chips, fuel, and lumber, racking up 4.5 million miles without a preventable accident, injury or moving violation. Today, he averages 2,000 miles per week driving in lower South Carolina. He is responsible for loading trailers, tarping loads, making safe deliveries, and sometimes completing yard work to make sure our mills can run. In his spare time, Carl has served his hometown of Allendale County as a volunteer firefighter for 20 years.

STUART SHUCK

John Deere, assigned by CPC Logistics, Inc.

Stuart began his driving career in 1981 pulling a reefer trailer of swinging meat from Midwest to both coasts and returning with produce. In 1984 he came to CPC for 3 years assigned to HON Industries hauling office furniture until they went out of business. He returned to CPC in 1998 assigned to the John Deere account where he has been an example for all drivers. Today, Stuart typically drives around 10.5 hours per day. He is part of a team run with his son, Stuart Jr. They run from Davenport, IA to Huntsville, AL averaging around 6,750 miles per week. In 42 years behind the wheel, he has driven more than 5 million miles (3.1 million miles with CPC), with no preventable accidents, injuries or moving violations. He attributes his safe driving habits “to not becoming complacent and keeping an open mind.”

NPTC President and CEO Gary Petty

Driver in-cab comforts

Carrier Transicold

Introduced in 2023, the Aspen diesel APU from Carrier Transicold delivers cab climate control and electricity for hotel loads without idling the engine. The Aspen APU produces 12,000 BTU/h of cooling. It has a standard electric heater and optional fuel­fired cabin heater. Its generator provides power for appliances and electronics, and an optional inverter can maintain hotel loads via the truck when moving.

Daimler Truck North America

Freightliner Plus Series and Western Star X­Series models offer factory­installed Backup Alert System, which includes a 7­inch interactive touchscreen display, backup camera, and reverse proximity sensor for driver comfort and productivity. The touchscreen display supports Bluetooth connection for media devices and phone calls and a wired connection for Android Auto and Apple CarPlay. 800.880.8855

Dragonfly Energy

Dragonfly Energy’s Battle Born All­Electric solution, powered by lithium­ion batteries, provides capacity for extended run time when auxiliary power is needed. According to the company, the product's high capacity virtually eliminates the need for jump starts and auto­starts, reducing the risk of unexpected interruptions.

Eberspaecher

Eberspaecher says its parking heaters warm truck cabs even in frigid temps. With the Airtronic air heaters from Eberspaecher, the air in the truck interior is heated and distributed throughout the vehicle via individually positioned air outlets. The Airtronic is suitable for heating bunks and larger cargo areas quickly and efficiently.

EpicVue

EpicVue+ builds on EpicVue in­cab satellite TV service by streaming entertainment, engagement, and educational platform via cellular. A custom carrier home screen and dedicated fleet channel distributes company announcements and news.

FIT FOR ANY FLEET

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

Photo: Carrier Transicold

Isuzu

Isuzu improved the angle and position of its steering wheels to fit a wider variety of drivers. There are steering wheel-mounted controls for the multi-information display. A new 7-inch color multi-information display is standard equipment on 2025 N-Series diesel trucks.

Kenworth

The Kenworth T180, T280, T380, and T480 models bring a premium feel to the work truck market for drivers of all sizes. Seating options are configurable. A 7-inch digital display is integrated with ADAS. With the optional Kenworth SmartWheel, drivers can manage display settings and more.

Mack

Mack Anthem spacious cabs use premium materials, exclusive seats, and efficient environmental systems for driver comfort. Anthem’s Gold Comfort Package features Elite Trim, heated Ultraleather seats, a powerful Mack MP engine, and mDRIVE automated transmission for all-day comfort. Dash switches are within reach, and the leather-wrapped, flat-bottom steering wheel has automotive-style controls.

Minimizer

Designed to help eliminate in-cab corrosion, Minimizer’s custom-molded floor mats make it easier to keep the cabs clean. The laser-measured floor mats use a tray system to help keep messes on the mat and off the floor. According to the company, the mats are also specific to a truck’s year, make, and model.

Navistar

Navistar says its International LT 73-inch Skyrise series with Diamond Elite trim gives fleets elegance and comfort. Increased pivoting action with premium-level seats offers easy access to sleeper compartment. It features a foldable/ stowable upper bunk with foam mattress. Factory-installed, no-idle battery-powered solution provides alternative power to heat or cool the cab.

Peterbilt

Peterbilt Model 579 UltraLoft offers a relaxing environment that includes larger dash switches, large cupholders with storage, a smart steering wheel with audio/phone and cruise controls, dual USB chargers, and LED lighting. The 15-inch digital display is configurable. The 80-inch UltraLoft sleeper offers 8 feet of headroom and 70 cubic feet of storage.

Volvo

The Volvo VNL’s idle management offerings include the new integrated parking cooler, which uses battery energy to power the cab’s HVAC system when parked. The cooler can cut idling up to eight hours in VNL sleeper models. Volvo’s parking cooler is quiet because its compressor is mounted on the chassis not the cab. FO

Photo: Isuzu

Photo: Kenworth

Photo: Minimizer

Photo: Volvo

Keeping fleets safe from

Digital threats are on the rise. Proactive measures— sta training and employing cybersecurity teams—help ensure your fleet is protected.

by Jade Brasher

As the world becomes more connected, cybersecurity risks become more prominent. Cyber threats stretch across multiple industries, and the trucking industry isn’t immune. Fleet owners and operators should take steps today to fortify their eets and protect themselves against cyberattacks.

Just last September, Estes Express Lines fell victim to a ransomware attack that blocked user access to their data or systems until a ransom was paid. Estes truck drivers were unable to electronically log their hours of service. While the company hired an external cybersecurity team, the ransomware attack took three weeks to resolve. According to the Maine Attorney General’s Of ce where the data breach noti cation was led, the incident impacted more than 21,000 individuals. And that was just one incident.

A report compiled by Upstream shows that cloud-based cyber threats for connected vehicles grew signi cantly in 2023 from 2022. According to the report, server-related cyber incidents rose from 35% in 2022 to 43% in 2023, while infotainment-related incidents grew from 8% in 2022 to 15% in 2023.

“What we saw this year represents not a gradual but a dramatic in ection point in how cybersecurity is experienced in the industry,” said Shira Sarid-Hausirer, VP of marketing at Upstream. Fleet companies would be wise to roll out more effective means of cybersecurity protection, beginning with proactive measures.

Cyberattack prevention

CarriersEdge is a web-based training platform for the trucking industry. The company also developed the Best Fleets to Drive For survey to identify eets with the best workplaces in North America. Part of the survey addresses cybersecurity. Mark Murrell, CarriersEdge president, said the posture some eets have today toward cyber risk and cybersecurity is that “it’s not going to happen

to me,” and it’s “computer stuff—I’m not a computer guy.”

But eets in that position are setting themselves up for a cyberattack.

Both large and small trucking companies are targets of bad actors looking to exploit others for nancial gain, and having eets recognize that is a challenge, Murrell said.

“Trucking may not be a high-margin industry, but ... there’s a lot of money going back and forth there,” Murrell explained. “When a hacker gets access to the network and starts looking at these numbers, they can initiate a ransomware attack that actually hits the company for a good amount of money, and they can do pretty well with that, even at a

relatively small eet. So, the industry, to take it seriously, needs to pay attention.”

One way to guard a eet from a cyberattack is to employ preventive measures—and staff training is the most important aspect of that, Murrell told FleetOwner. CarriersEdge developed a training course for all employees that work within a trucking company, from drivers to of ce personnel, to educate them on “what to watch for so they don’t fall victim.”

Another proactive step to reduce cyberattack risk is to employ safeguards and third parties to monitor risk.

Companies such as ProCircular, a cybersecurity company that currently works with the transportation and logistics industry, and Upstream monitor systems and networks around the clock. Through both companies’ security operations center, Upstream and ProCircular can immediately identify risks and work to resolve them. While this might look like a reactive measure, eets that employ cybersecurity companies ahead of a cyberattack will have a resolution team in place when a cyberattack occurs.

Being proactive not only helps ward off threats but also “enables organizations to anticipate and identify gaps that cybercriminals may exploit to in ltrate their network through vulnerabilities or other weaknesses in systems,” said Brandon

“One way to guard a fleet from a cyberattack is to employ prevention measures—and sta training is the most important aspect of that.”

– Mark Murrell, CarriersEdge

Potter, CTO of ProCircular. Once these gaps are identi ed, companies can address them appropriately.

Source: Upstream Security

ProCircular helps eets shorten these gaps through its Virtual Chief Information Security Of cer program that helps organizations establish “a holistic cyber resilience program that is integrated throughout the organization,” Potter told FleetOwner

Cyberattack response

The rise of cyberattacks on vehicles and eets from 2022 to 2023 alone are enough to elicit a proactive response from eet owners, but Sarid-Hausirer said hackers and “bad actors” are continually educating themselves and searching for vulnerabilities in businesses. This places unprotected eets at a high risk for a cyberattack, but it also means even protected eets might nd themselves victims of an attack. When this happens, it’s important to act quickly.

Fleets that employ companies like ProCircular and Upstream will have the biggest advantage because anomalies and risks are detected more quickly with close monitoring. Fleets that don’t employ round-the-clock monitoring might have a hacker in their system for days before it becomes known. Potter said that about 20% of ProCircular’s workload is reactive and handles the “eviction” of a hacker from a client’s network as quickly as possible.

“We use forensic artifacts and analyze the facts to answer the important questions of ‘what, when, how, and why’ to understand the scope of the incident,” Potter said of ProCircular’s cyber incident response. “Doing so also helps eet owners make informed decisions to mitigate the impact and prevent similar incidents in the future.”

On the other hand, while Sarid-Hausirer described Upstream as a “detection response platform,” it monitors connectivity that’s speci c to vehicles. It covers vehicle security in a threelayer approach: vehicle data monitoring, cloud data monitoring, and vehicle application monitoring. This three-layer

2023 top cyberattack target areas

monitoring offers a “holistic approach to protecting the [connected vehicle] ecosystem,” she said.

In the event that Upstream detects a threat, the team will take immediate action, allowing organizations to respond to the threat seamlessly.

Fortify your fleet

The need to protect a fleet and transportation business from a cyberattack might seem obvious, but the scale and monetary impact makes it imperative.

Upstream’s 2024 Global Automotive Cybersecurity Report referenced a $70 million ransomware attack on a semiconductor manufacturer in Taiwan that occurred in June 2023. In November 2023, the same ransomware group attacked an Australian automotive group and stole 50 GB of sensitive data, including payroll information, payout information, invoices, and more. The files were published after the ransom deadline expired, Upstream reported.

A $70 million ransom demand can cripple a business, but the theft and publishing of sensitive information can also inflict extensive damage to a company’s reputation and customers’ trust in that company.

All fleets are at risk, even those with few “connected” vehicles. Through simple practices, a hacker can infiltrate a company by sending an email with a suspicious link to an employee. If these hackers can access a staff member’s account information, their reach within sensitive company activity could be vast.

“Once you have access to somebody’s email, you can create a lot of havoc,” Murrell told FleetOwner. He said simple login credentials could provide a hacker with access to information such as the fleet’s network data, payroll systems, and more.

While every fleet is at risk, the more connected fleets are the most vulnerable. This connectivity includes data gathered from telematics systems, ELDs, and even a vehicle’s infotainment system. As vehicles become even more connected through

the implementation of EVs, EV chargers, telematic system integrations, and more, the threat only becomes larger.

“With ever-increasing reliance on connected technologies and the uptick in digital footprints, fleet managers and owners are expanding their attack surface every day, potentially making their organizations more vulnerable,” Potter told FleetOwner

Every employee plays a role in keeping the company safe from cyberattacks, and it’s also essential for leadership and decision-makers to employ a safeguarding system within their network. CarriersEdge’s cyber training course can help employees, including drivers, identify risks, while implementing a thirdparty monitoring team, like Upstream and ProCircular, can help protect fleets on the back end, whether that’s monitoring the connected vehicle or the fleet’s internal network.

Source: Upstream Security

“To the fleet reading this, you are being targeted today,” Murrell said. “Please take it seriously.” FO

PRIVATE FLEETS

by Gary Petty

A rising fleet star’s journey

From ice delivery to fleet compliance manager

NPTC-MEMBER company Home City Ice was founded in Saylor Park, Ohio, in 1893. Today, the company is one of the country’s largest and most successful regional ice producers. It provides ice for specialty retailers, industrial use, restaurants, bars, and special events. Through acquisitions, Home City now operates 70 plants and 80 terminals in Ohio, Indiana, Kentucky, Missouri, Georgia, and Iowa, generating annual

Board of Directors. Gillenwater encourages his management team members to participate in NPTC programs and services and to become Certi ed Transportation Professionals (CTPs). One of the rising stars of his team is Sydney Reveal, CTP, eet compliance manager.

our drivers are mostly college students working just for the summer, we have 100% turnover every year.”

Reveal was raised in greater Cincinnati and graduated from Oak Hills High School. Before she got into trucking, she saw herself as a future police detective. “In 2018, I graduated with a bachelor’s degree in criminology with a minor in forensic science from Mount St. Joseph University. I thought law enforcement was what I wanted,” she said.

“However, I started my co-op in 2016 and for several semesters through college worked at Home City Ice under John. I did background checks on drivers and really loved the work,” Reveal continued. “It’s something like detective work only in transportation. I came to appreciate how complex the safety aspect of transportation really is.”

“When John encouraged me to attend the Private Fleet Management Institute and go through the CTP program, I was nervous and a bit apprehensive. Not being particularly outgoing, I worried about what to expect,” she said. “At PFMI, you are forced to interact—and I loved it. The institute was well-structured over the entire ve days, and the people were all just terri c. The CTP exam preparation was very stressful, but I was fortunate to get a lot of trial exam practice with Tom Moore, CTP, who does such a great job running the institute. He gave me a lot of con dence.”

revenues exceeding $200 million. The company’s private eet has more than 1,200 medium-duty trucks, a year-round team of more than 1,200 drivers, and some 2,000 drivers during the summer peak season.

The private eet is managed by John Gillenwater, CTP, VP of transportation and CSO of HC Transport Inc., Home City Ice’s transportation subsidiary. He is a long-standing volunteer leader of NPTC and currently serves on the NPTC

“This was a great experience,” Reveal said. “It changed my career outlook and in a completely different direction. Also, having to watch an actual autopsy gave me second thoughts about the real-life work of a police detective. I was offered to stay on after graduation working full time with the title of eet operations administrator.”

As eet compliance manager, Reveal is responsible for all background checks for the company, Drug and Alcohol Clearinghouse, and drug testing (pre-employment, random, SAP). In addition, she oversees the Driver Quali cation Files, ELDT submissions to the registry, and roadside inspections.

“My job involves processing roughly 6,000 background checks a year with the assistance of two full-time staff reporting to me,” she explained. “Since “It’s something like detective work only in transportation. I came to appreciate how complex the safety aspect of transportation really is.”

After passing her CTP with ying colors, Reveal was inspired to engage with NPTC as a volunteer. “The annual conferences are a tremendous resource for new information and contacts,” she said. “I can’t believe the amount of information I take back to work and put into practice.”

“I was a CTP grader for the Class of 2023, and Tom has asked me to be on the faculty for the PFMI of 2024. Earlier this spring, John and I were the eet presenters for an NPTC/J.J. Keller webcast on the Drug and Alcohol Clearinghouse.”

“We are a growing company. When I was hired, we had three eet managers. Today, we have a great team of 10! John has made safety a major priority. We’re looking for anything we can do to get better. The council is a great resource for continuous improvement,” she emphasized. “I’m proud to be a CTP and engaged in the NPTC culture.” FO

Gary Petty | gpetty@nptc.org

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

Sydney Reveal, CTP Photo: NPTC

Moving the mail closer to zero

Hi Pro ups CNG, propane to gain contract edge

by Seth Skydel

It’s a niche within a key trucking segment. Day in and day out, around the clock and across the U.S., dedicated haulers carry loads of bulk mail under contract with the United States Postal Service. One of those carriers is Hi Pro Inc. Headquartered in Twentynine Palms, California, Hi Pro dates its founding to 1978. But hauling the mail is a long­standing business for the family­owned company, which has been operating under contract to USPS as a bulk mail hauler for generations.

“We carry bulk mail under contract in California, Colorado, Arizona, Kansas, Oklahoma, Ohio, and Vermont,” CEO Joshua Stoneback said. “Our operation, though, isn’t much different than any other dedicated­contract hauler. We’re an asset­based carrier with company equipment and company drivers in all those locations. We have satellite offices in Denver and Wichita, and parking facilities elsewhere.”

Across the country, Hi Pro fields about 155 straight trucks and tractors. About half of the fleet operates from Kansas, a fourth from Colorado, 15% from Arizona, and the balance from other locations. Half of the power units are owned; the others are leased from Penske in Kansas, MHC Kenworth in Colorado, and Enterprise.

The Hi Pro fleet consists of a mix of leased and owned trailers. Standard­size trailers are leased from Xtra Lease and Milestone. The fleet’s company­owned trailers and truck bodies are built in custom sizes and door configurations to match specific USPS facilities.

“The decision to lease rather than own equipment depends on the location and the mail contract,” Stoneback said.

Hi Pro is now taking steps to field as green a fleet as possible. “We are committed to minimizing our carbon

footprint by investing in technologies and practices that reduce emissions and promote sustainability,” Stoneback explained. “As part of our commitment to environmental responsibility, we are in the process of transitioning our fleet.”

In Colorado, Hi Pro has begun integrating propane­powered vehicles into its fleet. The first group of five trucks will soon be joined by five additional units. Built on Ford F­750 gasoline chassis and fitted with Morgan bodies, Roush CleanTech converts the trucks, and AmeriGas Propane supplies fuel.

About half of the Hi Pro fleet in Arizona consists of Freightliner Cascadia day cabs that are powered by CNG. The tractors are equipped with Cummins Westport ISX12 G engines, Hexagon Agility CNG fuel systems, and 155 diesel­gallon­equivalent CNG fuel tanks. Clean Energy supplies CNG to the Hi Pro fleet in Tucson.

“We’re choosing the types of nearzero emissions vehicles we operate in part based on the availability of fuel near our locations,” Stoneback said. “Also driving our decision is their ability to reduce greenhouse gas emissions by 20% and NOx by 90%, and propane and CNG prices have remained below that of other fuels and have been more consistent.”

“The reliability of our propane and

CNG trucks is also a factor,” he continued. “Traditional aftertreatment system issues are frustrating and have caused us to have to maintain spare units or rent replacement vehicles to make sure hauls are completed on time. Bulk mail hauls are scheduled by the minute. We have to arrive and depart on time, or we don’t get the work.”

Stoneback noted that grants and clean energy tax credits also accelerate the return on investment in propane and CNG trucks. “The savings in fuel and maintenance keep operating costs low,” he explained, “while the grant money and credits make the ROI undeniable.”

Hi Pro’s desire to operate greener trucks is facilitated by the National Star Route Mail Contractors Association, representing the interests of the transportation companies that contract with USPS. With guidance from the association, the company can bid on contracts that are awarded in part based on sustainability.

“We need to operate like any freight hauler and secure contracts by having the lowest rates and the best service,” he said. “That also includes diversifying our revenue stream by hauling other types of freight and serving a broader customer base, and some of those customers may request their freight be hauled with alternative fuels.” FO

As part of its efforts to field as green a fleet as possible, Hi Pro is investing in technologies and practices that reduce emissions and promote sustainability. Photo: Hi Pro

Michael R. Uliss VP/Market Leader 770-516-4704 michael@fleetowner.com

Peter Lovato Associate Publisher 231-233-2660 peter@fleetowner.com AL, GA, FL, LA, MS, NC, OK, SC, TX

Michael Simone Western Territory 973-713-0094

Larry Schlagheck Northeastern Territory 248-444-1320 larry@fleetowner.com

CT, DE, IN, KY, MA, MD, ME, MI, NH, NJ, NY, OH, PA, RI, TN, VA, VT, WV

Richard A. White Business Operations Manager richard@fleetowner.com

Jaime DeArman Audience Development jdearman@endeavorb2b.com

carry their voices on the road WOMEN TRUCK DRIVERS

The Sisters of the Road tour took place throughout Women’s History Month to highlight women truck drivers and ensure their voices are heard

Photographer Anne Marie Michel has dreamed of capturing the hard work of women truck drivers in the U.S. That dream became a reality in March, which was Women’s History Month.

In the industry, women account for 12% of total employees and 7% of truck drivers, according to the U.S. Bureau of Labor Statistics. Despite being outnumbered, some women drivers showcased their contributions to transportation through a tour focusing on women in the industry and the issues important to them.

The Uber Freight-sponsored tour was named after Michel’s photography collection, Sisters of the Road, which featured 40 female truck drivers. The collection debuted in London, but this is the rst time it was showcased in the U.S.

“What actually started off as just a passion project for me ... turned into what’s been published as a book,” Michel said. “It’s been exhibited across the world in Europe, Australia, and the UK, but what’s actually come out of it is this community of women and a social movement to get their voices heard.”

Although it was Michel’s work that

was highlighted during the tour, the focus was on all the women drivers, and she wanted to make sure that all of their messages were heard. According to owner-operator Deb Desiderato, the women wanted to raise awareness for sexual harassment and a lack of truck parking, which is also a safety concern for women drivers.

The collection was showcased in a trailer-turned-gallery. Desiderato, who was featured in the collection, drove it across the country.

March 1 marked the start of the tour in California, with a gallery walkthrough. FotoFest, a photography festival that began March 8 in Houston, was the next stop on the tour. During the stop, gallery viewers were invited to participate in a “Touch a Truck” session to learn about road safety.

The tour then stopped in Little Rock, Arkansas, where a truck stop was rededicated to driver Idella Hansen. According to Uber Freight’s website, Hansen has had a long, successful career as a driver. The tour concluded in Louisville, Kentucky, at the Mid-America Trucking Show. FO

(Top left) Anne Marie Michel and Debbie Desiderato at the Sisters of the Road tour kicko . (Top) Michel created the collection in 2019, featuring 40 female truck drivers across the U.S. (Middle) Desiderato, also known as “Debbie Dingo,” at the tour kicko in California. (Above) The tour started on March 1 in Richmond, California, and ended at MATS in Louisville, Kentucky, in March.

Photos: Uber Freight, Anne Marie Michel

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