Trailer Body Builders - February 2024

Wabash closes out record year Page 32

Trailer Output Report Page 18

2024 outlook points to mid-year upturn Page 34

February 2024 | TrailerBodyBuilders.com

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Contents

2023 Production Rankings

Trailer Ouput Report The numbers are in; they're good

Features 32 Back to back Wabash tops 2022 record financials with even better performance in 2023

February 2024

18 40

34 2024 Outlook: How ‘not that bad’ will it be?

40 Orange blossoms Electric truck maker Orange EV expands to build more ‘yard dogs’ in Kansas City

Cover image: Extreme Trailers | Shawn Wood

32

In Each Issue 5 Online 6 Editorial 8 Industry News 44 Product Focus:

46 New Products 48 Events Calendar 48 Advertisers Index 50 People & Positions

Vocational Trucks & Bodies 4 Trailer|Body Builders ● February 2024

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Online

Trailer|Body Builders VP/Market Leader Commercial Vehicle Group – Michael Uliss muliss@endeavorb2b.com Editorial Director – Kevin Jones kjones@endeavorb2b.com Associate Editor – Alex Keenan akeenan@endeavorb2b.com Marketing/Advertising – Dan Elm delm@endeavorb2b.com Art Director – Patricia Bernard pbernard@endeavorb2b.com Directories/Listings – Maria Singletary msingletary@endeavorb2b.com Audience Development Manager – Jaime DeArman jdearman@endeavorb2b.com

Visit TrailerBodyBuilders.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 MARKETS

ARTICLE

Endeavor Business Media, LLC CEO Chris Ferrell President June Griffin COO Patrick Rains

ACT Research

Trailer orders close 2023 with slight monthly rise: ACT Research Trailer-BodyBuilders.com/ 21281679

CRO Reggie Lawrence Chief Digital Officer Jacquie Niemiec Chief Administrative and Legal Officer Tracy Kane EVP/Transportation Kylie Hirko

Ford

Ecolab to electrify with Ford Pro In a test ‘at scale,’ company will buy 1,000 EVs Trailer-BodyBuilders.com/21282626

EQUIPMENT

TRAILER|BODY BUILDERS (USPS Permit 636660, ISSN 0041-0772 print, ISSN 2771-7542 online) Volume 65 Issue 4, is published monthly by Endeavor Business Media, LLC. 201 N Main St 5th Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional mailing offices. POSTMASTER: Send address changes to Trailer/ Body Builders, PO Box 3257, Northbrook, IL 60065-3257.

SUBSCRIPTIONS: Publisher reserves the right to reject nonqualified subscriptions. Subscription prices: U.S. ($79 per year); Canada/Mexico ($79 per year); All other countries ($157 per year). All subscriptions are payable in U.S. funds.

Send subscription inquiries to Trailer/Body Builders, PO Box 3257, Northbrook, IL 60065-3257. Customer service can be reached toll-free at 877-382-9187 or at trailerbodybuilders@ omeda.com for magazine subscription assistance or questions.

UPCOMING

Printed in the USA. Copyright 2024 Endeavor Business Media, LLC. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopies, recordings, or any information storage or retrieval system without permission from the publisher. Endeavor Business Media, LLC does not assume and hereby disclaims any liability to any person or company for any loss or damage caused by errors or omissions in the material herein, regardless of whether such errors result from negligence, accident, or any other cause whatsoever. The views and opinions in the articles herein are not to be taken as official expressions of the publishers, unless so stated. The publishers do not warrant either expressly or by implication, the factual accuracy of the articles herein, nor do they so warrant any views or opinions by the authors of said articles.

This year’s Ride & Drive to feature vehicles from 18 different companies in one place Trailer-BodyBuilders.com/21282625

Corporate Office: Endeavor Business Media, LLC, 30 Burton Hills Blvd, Ste. 185, Nashville, TN 37215 USA; 800-547-7377

Range Energy

Range Energy launches Dealer Advisory Council for its electric trailer development Trailer-BodyBuilders.com/ 21282341

Follow us at:

NTEA

Go for a spin at Work Truck Week

@trailerbb linkedin.com/in/company/ trailer-body-builders

Read the digital edition online at

Wabash closes out record year Page 32

TrailerBodyBuilders.com/magazine/51764

Want your own issue?

1. Go online to: Trailer-BodyBuilders.com/subscribe

Trailer Output Report Page 18

2024 outlook points to mid-year upturn Page 34

2. Complete the online subscription form.

February 2024 | TrailerBodyBuilders.com

February 2024 ● TrailerBodyBuilders.com 5

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E D I TO R I A L | Positive Camber

Polishing the crystal ball ‘Maintaining operational rhythm’ will be key to success in 2024 As we’re putting the finishing touches on the annual Trailer Output Report—knock on wood!—2023 seems to have come in like a lion and gone out like … a well-fed lion.

Backlogs carried most trailer builders through midyear, at least. And more than a few have told me that orders are still doing well in 2024.

But with freight markets having bottomed out last year, and with not much hop in the rebound just Kevin Jones yet, everyone is bracing for the first real slowdown Editor since the pandemic kicked in about this time four years ago.

Follow us at: “The overall economy seems to be seeing a soft landing,” Jennifer McNealy, director, CV market research and publications at ACT Research told me. And that’s @trailerbb good news—except for that pesky lack of freight and fleets pulling back from their shopping spree.

“For the past few years, the linkedin.com/in/company/ challenges have been solidly trailer-body-builders on the supply side—and now it’s moved to the demand side,” McNealy said. “At the beginning of last year, the industry’s ongoing demand exceeded supply. As the year progressed, the supply side improved, but that was countered by softening demand, increasing cancellations, and dealers awash with inventory. Fleets increasingly chose the sidelines rather than centerfield.”

I’d given McNealy a call, first of all, because the ACT Research team keeps a close eye on the Jennifer McNealy commercial equipment markets and their forecasts are hugely important to suppliers and manufacturers. More importantly, for the sake of this page, I’ve asked her to work with me to provide some additional analysis and insight for our annual trailer production roundup.

Specifically, we all know what happened last year— so what’s coming?

ACT began reducing the totals in its 2024 expectations “pretty hard,” beginning last summer McNealy said. The freight markets won’t improve until sometime in Q2 this year.

Fleets increasingly chose the sidelines rather than centerfield.

—Jennifer McNealy Broadly, she suggested keeping an eye on consumer spending, particularly on goods versus services, as well as capital expenditures. For trailers specifically, freight rates are always an indicator. She’ll also be watching orders versus cancellations, and the backlog-to-build ratio.

“My biggest concern is what I’m hearing from the frontline,” she said. “The industry will be focused on maintaining the operational rhythm within an environment of reduced volumes for 2024.”

The bottom line: ACT forecasts the U.S. trailer market to come in at about 255,000 units in 2024, down from about 314,600 units in 2023. For 2025, the number climbs to 290,500. And 2026?

“I have to save something for our paying customers,” she quipped.

Fair enough. And to that end, the ACT Research 70th seminar, Market Vitals: The Current & Future Health of the Industry, will be underway about the time this edition of TBB ships. So look for more information about 2024 (and future) forecasts in next month’s magazine.

Also, speaking of upcoming events: Jason McDaniel will be representing us at Work Truck Week, and I’m rerouting to the annual meeting of ATA’s Technology and Maintenance Council. We’re trying to get Jason some more playing time with TBB, in hopes we can convince him to take a substantial role in 2024 as I tend to the editorial direction of Endeavor Business Media’s Commercial Vehicle and Infrastructure groups.

So please make him feel at home, as you have me.

(I can’t believe it’s already been seven years.) TBB

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INDUSTRY News

Mid-States Utility launches new website Mid-States Utility Trailer Sales, a member of the Keizer Companies family, has unveiled its new website, accessible at www.midstatesutility.com. The Midwest dealership represents semi-trailer brands such as Utility Manufacturing, Demco, Extreme, and Landoll trailers.

Mid-States Utility Trailer Sales continues to grow, and this website launch marks a significant milestone in enhancing customer engagement and accessibility, according to the company.

In today’s dynamic digital landscape, the majority of inventory searches occur online. Building on this trend, the team at Mid-States Utility Trailer Sales has meticulously designed a suite of interactive tools for their website, enriching customers’ search experience and simplifying the catalog search process for the company’s extensive lineup of market-leading

reefers, dry vans, flatbeds, drop decks, and side dump trailers.

Key features of the new website include: • Immersive 360-Degree Walkaround: Shoppers can now embark on a virtual tour of units with an innovative 360-degree walkaround tool, providing a detailed understanding of the trailers on offer.

• Advanced Filter Tool: An improved filtering mechanism allows customers to effortlessly re-

fine their search, ensuring they find the perfect trailer to meet their specific needs.

• Recommendation Engine: Buyers can now discover similar trailer options effortlessly with a recommended inventory feature, streamlining the decision-making process.

• ‘How To’ Guides and Articles: Customers can also gain valuable insights and tips on their equipment through an online library of informative articles, ensuring they are well-informed not only before but after their trailer purchase.

• AudioEye Toolbar: With certified accessibility features, the new website offers a brand-new ‘AudioEye’ tool with page customization options from contrast to animation and text size, all designed to assist website visitors of all abilities.

“We take immense pride in delivering a firstclass experience to our customers when they turn to us for their next trailer.

Recognizing the evolving preferences of our customers, we’ve responded by prioritizing a positive online experience during their equipment search,” Shane Keizer, president of Mid-States Utility Trailer Sales, said. “We’re delighted to introduce these innovative tools, allowing buyers to quickly locate the right equipment, enabling them to focus on what they do best— hauling loads.”

The new website Photo: Mid-States Utility Trailer Sales retains some of its popular sections such as the ‘Meet Our Staff’ page, which introduces the dedicated teams across our four locations in Des Moines, Omaha, Sioux City, and Sioux Falls. These teams, consisting of trailer sales, finance, parts, service, and office support experts, collectively possess decades of experience in the transportation industry that stand ready to address any concerns.

The company is also working behind the scenes to bring clients an online parts store for added convenience.

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NTEA releases latest companies earning MVP status Because standards don’t raise themselves, NTEA’s Member Verification Program (MVP) acknowledges the companies leading the industry to excellence. Fleet managers, truck dealers, and OEMs know truck equipment manufacturers and distributors with MVP status have implemented specific business and quality standards and comply with federal regulations.

New MVP members (since Oct. 1, 2023) • Abco Truck Equipment (Petersburg, Michigan) • North Central Truck Equipment (St. Cloud, Minnesota) Renewals • Hercules Manufacturing Co. (Henderson, Kentucky) • Klein Products of Texas (Jacksonville, Texas) • Knapheide Truck Equipment Center Charlotte (Midland, North Carolina) • Knapheide Truck Equipment Center Jefferson City (Jefferson City, Missouri) • Knapheide Truck Equipment Center Louisville (Jeffersonville, Indiana) • Master’s Specialty Vehicles (Belton, Missouri) • STE Inc. (Almont, Michigan) • Taylor Pump & Lift (Concord, North Carolina) • United Truck Body Co. Inc. (Hermantown, Minnesota) • Vanner Inc. (Hilliard, Ohio) • Wabash (Moreno Valley, California) • Wabash (Griffin, Georgia) • Wabash (Goshen, Indiana) • Wabash (Jonestown, Pennsylvania) • Wabash (Cleburne, Texas) Current NTEA Distributor and Manufacturer members are encouraged to apply for MVP status at any time.

There is no charge — NTEA underwrites the cost of MVP as part of an ongoing effort to enhance the core competencies of its members. Once qualified, companies receive MVP status for a three-year term. To renew, MVP members must again document compliance, ensuring their ongoing commitment to professionalism, industry knowledge, and high performance.

Visit ntea.com/mvp to learn more.

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INDUSTRY News American Trailer Rental Group rebrands as Warehouse on Wheels Warehouse on Wheels, formerly known as American Trailer Rental Group, has a new brand, logo, and messaging to reflect the company’s mission: To provide customers with the most effective commercial mobile storage solutions available.

“The Warehouse on Wheels brand best illustrates the unique solution we provide to our customers,” said Jonathan Brooks, CEO of Warehouse on Wheels.

“From the first mile to the second to last mile, we provide ready-to-go-to-work assets and a powerful value proposition for our customers far superior to fixed warehouse space.”

Warehouse on Wheels is the combination of 10 brands serving key markets throughout the U.S. and Canada. The company, which is an aggregation of several regional industry leaders, is retaining

Photo: Warehouse on Wheels

all current brand names to emphasize the importance of local service to the company’s customers as it continues to acquire new brands and build greenfield sites to serve clients.

“Warehouse on Wheels excels at addressing challenging storage problems,

and last-minute customer requests with a ‘Never say no’ attitude,” noted Heath Northcutt, chief customer officer of Warehouse on Wheels. “Our new brand identity projects that ability and tells the industry exactly what we do and how we do it.”

CARB updates Range Energy’s RA trailer platform voucher The California Air Resources Board (CARB) updated the point-of-sale incentive value for Range Energy’s 53’ electric trailer, the RA, from the original $80,000 per unit to up to $120,000 per unit through the Clean Off-Road Equipment (CORE) Voucher Project. CORE first accepted Range’s trailer electrification platform in July 2023.

“Becoming eligible for CORE proved that trailers truly matter in the transition to electric, and that CARB recognizes the meaningful impact electric powered

trailers can have on reducing the emissions of the commercial trucking sector,” said Ali Javidan, founder and CEO of Range Energy. “Increasing our trailer platform’s incentive value by $40,000 further solidifies that position and makes Range a realistic near-term solution for fleet owners and operators to deploy zero emissions equipment.”

Range’s electric-powered trailers hook up to any diesel-powered truck today, the company stated, doubling its gas mileage while cutting NOx emissions by 67%.

CORE, part of the state-wide initiative California Climate Investments, is designed to help California fleet owners and operators deploy zero-emissions equipment by providing a voucher process through which they can receive funding to offset the cost of cleaner offroad equipment. The program is also meant to help develop innovative ways to reduce pollution.

As Range leverages its platform to include battery capacities of up to 300 kWh, the CORE program voucher amount was extended to cover Range’s full product lineup.

Photo: Range Energy

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DexKo Global acquires Cerka Industries DexKo Global acquired Cerka Industries, located in Milton, Ontario.

Cerka specializes in manufacturing trailer axles and distributing trailer components to dealers and OEMs across Canada.

“Adding the Cerka team to the Dexter organization will further support our distribution network for the trailer dealers and OEM customers in Canada,” said Adam Dexter, CEO, Dexter. “This strategic partnership supports our dedication to building an extensive network supplying high-quality products to the Canadian marketplace.”

Dexter is owned by DexKo Global, formed in 2015. Dexter is headquartered in Elkhart, Indiana, employs over 3,800 people in the U.S. and Canada, and operates over 20 manufacturing facilities and 50 company-owned specialty distribution locations. Founded in 1960, Dexter serves utility trailer, recreational vehicle, marine, heavy-duty, agricultural, and specialty equipment manufacturers, distribution partners, and dealers across North America.

“Since 1976, my father, Peter Cerka, worked tirelessly to build Cerka Industries,” said Leigh-Ann Morris, Cerka lead shareholder. “It was his lifelong passion. We are pleased to pass the torch to DexKo, our trusted supplier for many years.”

“We are energized by the growth opportunity that comes with the addition

of Cerka,” said Fred Bentley, CEO of DexKo Global. “We continue to focus our strategies to grow our specialty distribution business and increase our reach in Canada, improving our ability to service dealer and OEM customers. Bringing the knowledgeable Cerka team to Dexter was a seamless and meaningful addition to our portfolio.”

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TARPS BUILT FOR THE LONG HAUL.

Multi Parts acquires American Chrome Company Multi Parts (MPS) acquired American Chrome Company (ACC).

“Every ACC customer that I have spoken with has praised the culture of service and quality built by the Hou family,” said Brian Cohn, CEO of MPS. “As a product of a family business myself, I am honored that they have chosen Multi Parts, and our sponsors at Radial Equity Partners to preserve and enhance that legacy.”

ACC serves its customers out of its ISO 9001- and ISO 14001-certified, 80,000 sq. ft. center in Bolingbrook, IL. “This is a great day for everyone at ACC,” said ACC President Linda Hou. “MPS’ best-in-class ability to engineer mechanical, electrical, and electronic parts for every vehicle type is going to supercharge our ability to bring new products and services to our customers.”

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INDUSTRY News Dairy tanker manufacturer expands in Michigan Trinity Truck and Trailer Service, a manufacturer of milk transport tank trailers, is expanding its operations in Ithaca, Michigan.

The $6.75 million, two-phase expansion of its headquarters facility, which includes a repair shop, will create 55 jobs, according to a news release from Michigan Gov. Gretchen Whitmer.

The project is supported by a $192,500 performance-based grant from the Michigan Economic Development Corporation’s (MEDC’s) Micro Michigan Business Development Program.

The first phase of the project will enable Trinity to pursue opportunities in the production of milk stainless steel storage silo manufacturing, pasteurization, and other hygienically designed equipment, officials said. Michigan’s agribusiness operations currently rely on out-of-state suppliers for storage silos, but this could change with the expansion. In-state production will allow Michigan’s dairy producers to source their silos from within the state, resulting in a cost savings.

The second phase will include renovation of the company’s existing repair service facility.

“Trinity Truck and Trailer Service has been a proud member of the Ithaca community since 2018,” said Ron Lupa, Trinity owner and manager. “We specialize in truck and trailer repair and the manufacturing of tanker trailers for dairy, fertilizer, and other noncoded tanks. We are proud of our team’s hard work and accomplishments to keep the trucks and trailers of the community and surrounding areas running safely. With growing business, we will be expanding and incorporating vertical storage tanks and silos for the dairy industry into our line of work.

“The assistance from the MEDC will help in this endeavor. We look forward to the new job and business opportunities this will provide to the community.”

The city of Ithaca offered a 50% property tax abatement to support the project.

Photo: Trinity Truck and Trailer Service

“Trinity’s expansion project will have far-reaching positive impacts on the agricultural and transportation industry in Michigan and throughout the country,” said James E. Wheeler, Greater Gratiot Development president.

“It is exciting to see Trinity grow and expand in Ithaca, Michigan.”

In 2020, Michigan ranked sixth in the U.S. for milk production, according to the release.

The state has about 900 dairy-farm families who care for more than 445,000 cows. The average dairy herd in Michigan has about 300 of the animals. 97% of Michigan dairy farms are family owned, many by multiple generations of the same family. Dairy cows in Michigan produced 11.6 billion pounds of milk in 2020, and the average Michigan cow produces more than 27,000 pounds of milk each year, or more than 3,100 gallons of milk, according to the United Dairy Industry of Michigan.

New ownership at reefer specialist Hercules Mfg. Hercules Manufacturing Company, which builds customized refrigerated vehicles, is under new ownership.

Jeffrey A. Caddick, who bought the Henderson, Kentuckybased company from his father 20 years ago, recently sold it to Justin Wilson (pictured at right, cutting ribbon), a Henderson native and former Hercules employee, who now will serve as president and CEO. The transaction was completed Jan. 1, the company reported.

“It’s time to rebuild a foundation that this company can rest on for another 120 years of excellence, [and] I believe we are in the critical stages of doing so as we speak,” Wilson said in a news release. “This ownership transition is just another brick laid to ensure our company is set up to serve our employees, customers, and communities for generations to come.”

Caddick now will serve as a senior advisor, Hercules said.

The 120-year-old company serves customers in the dairy, meat packaging, and food delivery services, shipping trucks “to every

Photo: Hercules Mfg Co

corner of the United States.” Wilson said he plans to refresh the brand by increasing its community involvement and boosting efficiency by automating the customer experience.

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NEW on Wheels

Mullen, Knapheide, Phenix team on Class 3 EV Emerging electric vehicle manufacturer Mullen Automotive Inc. has collaborated with Knapheide Manufacturing and Phenix Truck Bodies & Van Equipment on a light-weight service truck body for the All-Electric Mullen THREE. The Mullen, Knapheide, and Phenix teams have developed a light-weight body configuration designed to bring an EV solution for Class 3 service body truck fleets to municipalities and public utilities.

The Mullen THREE Class 3 vehicle upfit, shown recently in Mullen’s CES 2024 booth, is available to commercial fleet customers for evaluation and pilot programs. The truck also will be featured at the NTEA Work Truck Show and Advanced Clean Transportation Expo.

The Mullen THREE has a range of 125 miles and offers a Level 3 DC charge time of 1.5 hrs. The THREE also includes best-inclass turning diameter of 38 ft. Its versatile chassis provides a clean top-of-rail for easy upfitting with bodies up to 14 ft. in length and over 5,800 lbs. of payload.

“This Mullen THREE Phenix/Knapheide upfit is a perfect use case for municipalities and utilities who need to transition away from gas and diesel and into electric, especially in states with strong incentives to switch, like California and other CARB states,” said David Michery, CEO and chairman of Mullen

Photo: Mullen Automotive

Automotive. “Phenix is one of the best upfitters out there and partnering with both Phenix and Knapheide to develop this Class 3 solution opens an important segment for us with public utilities and local municipalities, especially in California.”

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NEW on Wheels

REE completes U.S. certification, begins deliveries for P7-C EV Additional REE-authorized dealers and fleets are expected to receive P7-C demonstration units in the coming weeks.

REE’s P7-C is eligible for the U.S. federal Internal Revenue Service (IRS) Commercial Clean Vehicle Tax Credit (Internal Revenue Code 45W), and the company is working on eligibility for various state incentives, which could bring the total incentive for the P7-C to over $100,000 per vehicle.

Benefits of REE’s x-by-wire technology include: • Maneuverability and volumetric efficiency • Enhanced safety with redundancies in hardware and software • Low step-in height and driver-centric cabin for improved ergonomics • Improved serviceability • More efficient maintenance and lower spare part inventory management • Improved residual value • Future-proofed, autonomous-ready

REE Automotive began customer deliveries of its P7-C electric chassis cab following Federal Motor Vehicle Safety Standards (FMVSS) and Environmental Protection Agency (EPA) certification, making it the first fully steer-by-wire, brakeby-wire, and drive-by-wire certified vehicle.

“I believe our REEcorner is a true gamechanger, allowing us to build electric trucks that fleets will want to buy, and drivers will love to drive as we continue to see a strong demand for our work trucks,” said Daniel Barel, CEO and co-founder of REE Automotive. “I am incredibly proud of the team at REE for completing certification of the automotive industry’s first ever fully x-by-wire vehicle.”

REE initiated customer deliveries of the first batch of P7-C demonstration trucks for multiple fleet evaluations in North America via its Authorized Dealer Network. Pritchard EV, a dealer in the U.S., is the first to receive the P7-C demonstration truck for a roadshow.

Photo: REE Automotive

and OTA upgrade capabilities

• Modular design • Optimal energy efficiency

“Achieving this certification milestone is a testament to REE’s dedicated team and our determination to bring this technology to market safely,” said Richard Colley, REE’s VP of Government and Regulatory Affairs. “The federal and state incentives that the P7-C will be eligible for will help accelerate fleet electrification in the US, helping to improve public health and meet ambitious climate goals.”

To learn more, visit www.ree.auto.

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NEW on Wheels

Revoy launches add-on electric booster for tractor-trailers Revoy has launched the Revoy EV, billed as a simple add-on for fleets that enables an easy transition to full EV without alterations to trucks or trailers.

Pioneering a new sector of commercial trucking EV solutions, Revoy’s technology improves fuel efficiency from 6-8 mpg to 20-35+ mpg, representing a 70-90%+ reduction in emissions, according to the company. Economically, adding a Revoy EV to a tractor enables companies to save thousands of dollars in fuel per truck annually, inclusive of Revoy fees.

“Trucking contributes 6.7% of all greenhouse gas emissions in the US. The current approach of wholly replacing diesel engines with batteries and electric motors is too abrupt of a transition for such a critical and underappreciated part of our economy,” said Ian Rust, CEO and founder of Revoy. “EV tractors are more expensive to purchase and recharge compared to diesel, and no driver can spare the time to stop and charge for hours. Luxury passenger vehicles are not engineered to generate ROI and depreciate quickly. Making commercial vehicles the same way poses a risk to any fleet that adopts them. Revoy has engineered an electric commercial vehicle that is built as an asset first. The entire vehicle is swappable in under five minutes, so no waiting on a charge, and can operate on any trucker’s existing vehicle with no modifications.”

Revoy handles all infrastructure and charging, and its adaptable technology offers ease of use, saved time, low upfront costs, and ongoing fuel benefits. Revoy allows truckers to drive up to 235 miles on electric power using a 525kWh LFP battery pack, the company claims.

While solving for sustainability in the trucking industry is complex, but simplicity is at the core of Revoy’s innovation. Revoy’s EV technology is adaptable and easy to apply to existing fleets, with the option to use as needed. The process is simple: Trucks visit a Revoy swap station, where an attendant swaps the Revoy EV while the driver relaxes in the truck or waits inside.

Revoy’s EV technology addresses the sustainability and competitive business

Photo: Revoy

needs of trucking fleets and companies committed to net zero goals through the following methods: • MPG improvement: At 235 miles of range, Revoy can take a 6-8 mpg truck to 20-35+ mpg. At a shorter range, for example 150 miles, mpg can exceed 30-40 mpg. This is a transformational step change in fuel efficiency.

• Electric range extension on electric trucks: Revoy allows truckers to drive up to 235 miles on electric power using a 525kWh LFP battery pack and can be “recharged” nearly instantly with a Revoy swap. Long charges or battery-destroying fast charges are no longer necessary. An 800kWh long-range version will be coming out in May 2024.

• No time wasted on the road: Revoy electric vehicles instantly convert any diesel truck into a hybrid, attaching to the fifth wheel automatically. Truckers can swap at an available station for a fresh battery in less than five minutes, which is 90% faster than traditional EV charging. Fleets can share Revoy EVs based on subscription tier for immediate savings, without the risk.

• Zero payload impact: The Revoy EV has no impact on payload. Trucks encountering loads that are too heavy to accept the extra battery

T

weight can revert to diesel in minutes by dropping the Revoy EV. • Compliant with length laws: The Revoy EV requires no additional CDL endorsements and is compliant with all length restrictions on the national highway network.

• Safety features built into every vehicle: Revoy offers intelligent auto-correction to prevent rollovers, flipping, and jackknifing. The Revoy EV also has an extra set of brakes to automatically engage more stopping power when driving down mountains, blind spot detection, and automatic reversing with intelligent computing from a series of sensors that offer notifications through Revoy’s mobile app.

Revoy was founded by Rust, an innovator, founder, and mechanical engineer with over 12 years of experience in clean transportation and sustainability technology. The company is backed by YCombinator, Transition Global, and Liquid2 Ventures. The team includes over 100 years of experience from GM, Tesla, Embark Trucks, Waymo, and the European Space Agency, among others.

Revoy’s technology is made in the USA, is FMVSS compliant, and compliant with all length and weight (bridge and GVW) regulations for the trucking industry.

16 Trailer|Body Builders ● February 2024

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M A R K E T DATA | Trailer Output Report

Trailer Output Report: 2023 Manufacturers took advantage of an improved supply chain to clear backlogs

Photo: Extreme Trailers

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ruck-trailer manufacturers in 2023 saw production totals continue at near-record levels. Many were buoyed by backlogs through mid-year, even as motor carriers weathered a freight recession that led to rising cancelations last summer and, for the first time since the post-pandemic boom, trailer dealers found inventory sitting on their lots.

Still, the hard-earned lessons picked up in managing through supply chain and labor challenges over the past two or three years made for smarter management and improved processes, with a number of manufacturers committing to significant capital investment in 2023.

The trailer totals reported here cannot be compared directly with other domestic surveys that do not include Canadian and Mexican trailer plants.

This survey does not attempt to report on the many small trailer manufacturing plants scattered throughout North America, so the total trailer build is

somewhat larger than the Top 25 numbers reported here.

This Trailer/Body BUILDERS survey is made by contacting a member of the management team at each manufacturing company. The ranking of the companies does not necessarily reflect their relative success in terms of profitability or revenue received, but only the number of trailers produced.

The dollar value of a trailer can vary greatly depending on the design, type of construction, materials used, and quality level.

[EDITOR’S NOTE: In 2021, a group of domestic intermodal chassis manufacturers

18 Trailer|Body Builders ● February 2024

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M A R K E T DATA | Trailer Output Report successfully argued before the United States International Trade Commission that China was engaged in unfair trade practices regarding their chassis business in the U.S. As a result of tariffs imposed on Chinese chassis, domestic chassis production soared in 2022. However, in recent years the TBB survey did not include intermodal chassis in the production total, so the numbers shifted somewhat once the chassis were included here, beginning with last year’s report.]

Below is how the individual trailer manufacturers reported their trailer production for 2023: Hyundai Translead of San Diego, California, produced 82,485 units in 2023 (including 13,804 chassis and 659 dollies).

Trailers are built at the company’s plants in Mexico.

“While 2023 presented its share of hurdles with lingering supply chain constraints impacting the availability of components and materials, and global logistics complexities, Hyundai Translead embraced the challenges by actively pursuing technological advancements and product diversification to further enhance the performance of its trailers,” the company reported. “Though economic recovery from high inflation and interest rates remains through 2024, Hyundai Translead is confident in its strategic investments and unwavering commitment to meet customer needs.”

Utility Trailer Manufacturing Co. produced a total of 48,799 trailers in 2023, down from 2022. Of that, 25,011 were dry van trailers, 21,786 were refrigerated trailers, and 2,002 were flatbed trailers. The totals are adjusted for 2022-2023 “red tags,” noted Utility President Steve Bennett.

“We’re celebrating our 110th anniversary, so that’s exciting,” Bennett said. “I wish the market conditions were a little bit more exciting. We saw the dry van inventory creeping up significantly late in the third quarter. So we took action to reduce our production and tighten our belts—as we’ve done for so long.”

Top 25 + 1 North American Truck-Trailer OEMs* Rank

Manufacturer

2023

2022

% change

1

Hyundai Translead

82,485

82,125

0%

2

Utility

48,799

50,023

-3%

3

Wabash

43,928

51,090

-16%

4

Great Dane

41,000

40,000

2%

5

Stoughton

34,000

24,750

27%

6

Vanguard National

21,557

20,563

5%

7

Fontaine

10,212

9,182

10%

8

EnTrans

8,617

8,107

6%

9

MANAC

7,950

7,450

6%

10

MAC

7,909

7,628

4%

11

Fruehauf North America

7,045

5,821

17%

12

XPO Logistics

6,620

4,705

29%

13

Strick Trailers

6,300

5,800

8%

14

Timpte

5,035

4,473

11%

15

Reitnouer

4,306

3,401

21%

16

Kentucky Trailer

3,372

2,601

23%

17

Dorsey Trailer

3,356

3,217

4%

18

Di-Mond

2,798

1,432

49%

19

Pitts Trailers-Dorsey Intermodal

2,785

11,104

-299%

20

East Mfg.

2,719

2,425

11%

21

Trail King

NA

1,800

NA

22

Felling

1,362

1,401

-3%

23

Tremcar

1,307

1,184

9%

24

Extreme

1,291

889

31%

25

Premier

1,044

2,318

-122%

26

Western Trailer

1,037

NA

NA

356,834 353,489**

1%

Totals

* Report incomplete at press time. For updates: trailer-bodybuilders.com/21282636 ** Total differs from 2022 Output Report, reflecting a different roster of companies and a change in the way intermodal chassis are counted

In a trend of note, Bennett pointed to dealer consolidation—often a matter of long-time family businesses opting to sell out to neighboring dealerships.

“When they have very similar cultures, it’s a very synergistic coupling,” he said. “These dealer companies are making big investments, not

only in brick and mortar but also in technology.”

In another big development in 2023, Utility introduced German equipment giant Schmitz Cargobull to the U.S. market, bringing in their TRUs and telematics tech. And it’s just another sign of Utility’s ongoing evolution as

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M A R K E T DATA | Trailer Output Report

Photo: Extreme Trailers

a “transportation solutions provider,” rather than just a trailer builder, Bennett added.

Utility has six trailer manufacturing facilities. Multi-temp refrigerated trailers are built in Marion, Virginia; Clearfield, Utah, and Piedras Negras, Mexico. Dry vans are manufactured at the Glade Springs, Virginia, and Paragould, Arkansas, plants. Drop deck platforms and curtain-siders are built in the Enterprise, Alabama, plant.

Wabash shipped 43,928 new trailers in 2023, a 16% decrease compared to the year before.

Wabash also shipped 16,072 truck bodies and 523 converter dollies, not counted in the rankings.

“During 2023 we’ve substantially exceeded the financial performance in any year of the company’s history,” Wabash President and CEO Brent Yeagy said. “Beyond our financial accomplishments, I’m even more excited about the strategic progress we made during 2023 and how it positions us to generate stronger results going forward for our employees, our customers, and our other stakeholders. Our execution is allowing us to achieve higher levels of financial performance through all phases of the cycle, and we are confident that when market conditions strengthen for our customers, we will deliver financial performance that exceeds 2023.”

“The second half of 2024 will likely see more volumes as rates and truckable freight move upwards.”

—Chris Hammond, Great Dane

Great Dane Limited Partnership built approximately 41,000 trailers in 2023, up 2% over the previous year.

“We increased production year over year from 2022 to 2023. We expect 2024 to see fewer industry builds,” Chris Hammond, EVP of sales for Great Dane, said. “The second half of 2024 will likely see more volumes as rates and truckable freight move upwards.”

Headquartered in Chicago, Illinois, and with additional corporate offices in Savannah, Georgia, Great Dane has 11 manufacturing plants strategically located throughout the United States.

Stoughton Trailers produced 34,000 units in 2023, up 27%. This total consists of dry vans trailers, intermodal container chassis, grain trailers, and refrigerated trailers.

“Our large increase in volume is a result of growth at all of our Wisconsin facilities, having our Waco, Texas, plant running at an increased rate, as well as making numerous improvements with our manufacturing operation in Mississippi that increased our production rate of dry vans and intermodal

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M A R K E T DATA | Trailer Output Report

V

Photo: Extreme Trailers

chassis,” said Bob Wahlin, president and CEO of Stoughton Trailers. “Our growth was also supported by increasing the capacity of our state-of-the-art component fabrication center in our Stoughton facility.

“In 2024, we will bring online additional automated component fabrication equipment, including new robotic welders, fully automated laser cutters, automated punches, robotic bend cells and autonomous material handling equipment to support all our production lines. We are also making significant automation investments in our refrigerated and grain trailer production streams.”

Vanguard National Trailer Corp. produced 21,557 trailers in 2023, a 5% increase from 2022.

Vanguard, started in Monon, Indiana in 2003, has grown to be a premier manufacturer of dry and refrigerated trailers in North America.

Fontaine Trailer Co. manufactured 10,212 trailers in 2023, up 10% after nearly doubling production in 2022 on the surge of chassis orders, the Alabama-based platform specialist reported.

“We are definitely seeing softening in the flatbed side of the business, and of course the chassis demand has completely collapsed,” Fontaine Commercial Platform President Alan Briley said.

Founded in 1945, Fontaine Trailer is a Marmon | Berkshire Hathaway company.

EnTrans International LLC of Athens, Tennessee, reports shipments of 8,617 truck-trailers in 2022. This is a 6% increase from the previous year.

EnTrans shipments include tank trailers built by Heil Trailer International of Athens, Tennessee, and Polar Tank Trailer of Holdingford, Minnesota, as well as the heavy-haul trailers built by

Kalyn Siebert of Gatesville, Texas.

EnTrans International LLC is owned

by American Industrial Partners, an operationally oriented middle-market private equity firm. It also owns other oil and gas related companies such as JARCO, SERVA and Polar Service Centers.

MAC Trailer Enterprises Inc. of Alliance, Ohio, built 8,617 trailers in 2023, a 6% increase over 2022 production.

“Along with a successful year of sales, we are pleased to announce that MAC Bullet Bottom Dump trailer production has been successfully relocated from Sunnyside, Washington to Haslet, Texas,” said Bill McKenzie, president of sales at MAC Trailer. “This move was not just about changing facilities; it was about transferring the essence of what makes the Bullet exceptional— its unparalleled quality and outstanding reliability. We have spent the past year ensuring that our production

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M A R K E T DATA | Trailer Output Report shift maintains the high standards the industry associates with our brand. We feel confident that 2024 will be a stable and secure year and look forward to what is to come.”

Manac Inc. of Saint-Georges, Quebec, built 7,950 trailers in 2023, up 6% from 2022.

“2024 will see a decline as early year backlogs are lower when compared to a year ago,” Charles Dutil, president of Manac, said.

Founded in 1966, Manac offers a wide range of vans, flatbeds, dumps, belt trailers, lowbeds, chip and logging trailers, as well as heavy-duty chassis for oil, gas and mining industries.

Fruehauf North America produced 7,045 units in 2023, a 17% increase over 2022, when the company re-launched U.S. production with a new dry van facility in Bowling Green, Kentucky.

The total includes dry vans, flatbeds, dumps, chassis, and tank trailers built in the U.S. and Mexico.

“The outlook for the 2024 trailer industry is anticipated to bring a return to a more normal market environment compared to the previous year,” said Fruehauf Inc. President Tom Wiseman. “In 2023, supply chain issues eased, and labor shortages were still prevalent. However, as the year progressed, demand started to soften, resulting in price drops. Many dealers found themselves with excess stock at higher costs, while customers remained on the sidelines, waiting for price reductions.

“Our expectation for 2024 is that the trailer industry will see pricing and demand continue to trend back to a more normal market conditions.

The overall economy will play a crucial role in driving freight and equipment demand, so it remains to be seen if the second half of 2024 will meet the projected market forecasts.”

Strick Trailers/Cheetah Chassis built 6,300 truck-trailers in 2023, a 8% increase from the year before.

This includes 3,700 chassis, 1,500

Photo: Stoughton Trailers

dry freight vans, and 100 logging and flatbed trailers.

“For most of 2023 we continued to see demand that was well above average. However, this demand began to moderate towards the end of the year,” said Ben Katz, VP of sales. “Overall, we are expecting most of 2024 to be a relatively slow period for the trailer industry as things realign from the some of the excesses of the previous couple of years.”

The Strick Group of Companies is made up of Cheetah Chassis Corp, Evans Trailers and Strick Trailers.

Timpte Inc. in David City, Nebraska, built 5,035 hopper trailers for hauling grain and other bulk materials, an increase of 11% from 2022.

“It was a real strong year—the backlog is still very, very large, strong backlog all through 2023,” said Dale Jones, who stepped down as president and CEO in 2023, but who remains on the Timpte board. Supplier issues improved significantly last year, and our throughput improved. So we’re heading into 2024 feeling pretty optimistic. We’ve got a nice, healthy backlog and our daily rate is up. Our supply chain is still operating

much better than it was in 2021 and 2022.”

Also for 2024, the company is building a new, 200,000 sq.-ft. facility in Lincoln, Nebraska, to supplement manufacturing operations in David City.

Reitnouer Inc., in Birdsboro, Pennslyvania, built 4,306 trailers in 2023, a 21% increase from 2022.

“Especially the second half of the year, the supply chain and even labor improved a lot, but we still weren’t able to keep up with demand,” Bud Reitnouer, company president, said.

“For 2024, I’d say new business isn’t as good as it was, but it’s still putting us up for one of our better years. It can change, obviously, but as we see it right now, we think we’re going to be in that same range, 4,000-4,500 trailers.”

The aluminum flatbed manufacturer plans to expand this spring for additional capacity, after delaying the project due to supply chain challenges and cost increases over the past year or two, Reitnouer added.

Kentucky Trailer of Louisville, Ky., built 3,372 trailers in 20213, increase of 23%. The company also built 680 truck

240

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bodies in what David Smith, director of strategic sourcing, called “a good year!”

Dorsey Trailer LLC, of Elba, Alabama,built 3,356 flatbeds (steel, combo, and all-aluminum), lowboys, and chip trailers in 2023, a 4% improvement over 2022.

Dorsey President Trey Gary was quick to thank the company’s dedicated employees “because it takes everyone to make Dorsey Trailer LLC the most dependable trailer on the road,” he said.

Capital Investments for 2023/2024 -include three new paint booths, a new blast booth, and various renovations throughout the plant.

“This year will be a tough one, but a great dealer network and great craftsmen that are employed here allow Dorsey Trailer to have a wide range of products that can be produced this year,” he said.

Di-Mond Trailers, based in Stoney Creek, Ontario, built 2,798 trailers in 2022, up 49%.

That total includes 2,789 dry vans and 9 flatbeds, along with a couple of truck bodies, GM Frank Piccolo reported.

“This substantial leap in growth can be directly attributed to a strategic shift in our product mix: By discontinuing the manufacturing of flatbeds, chassis, and aluminum dumps, we’ve refocused

2402TBB_AncraCargo.indd 1

“Our expectation for 2024 is that the trailer industry will see pricing and demand continue to trend back to more normal market conditions.”

—Tom Wiseman, Fruehauf our efforts exclusively on producing vans,” Piccolo said. “This strategic pivot has yielded higher production volumes within a single product line, significantly enhancing our production efficiency. Capitalizing on a major Amazon order, we’ve executed long production runs, which has also bolstered our materials purchasing power.

“Furthermore, Di-mond has made substantial investments in automated machinery, including floor drill and rail gantry, sidewall press, and material handling equipment. These strategic investments have had a profound impact on enhancing production efficiency, fortifying plant safety measures, and uplifting employee morale. We’re incredibly proud of these achievements and look forward to continuing this upward trajectory in the future.”

East Manufacturing Co. of Randolph, Ohio, produced 2,719 trailers between their dump, flatbed, and refuse product lines, Chris Cooler, VP of sales and

marketing, reported.

East was acquired by Fultra last year.

The Mexico-based holding company is also parent to Fruehauf.

“In 2023 we made great progress in personnel recruitment and retention and noticed an easing on supply chain disruptions,” Cooler said. “2023 ended as a good year, overall. We have recently observed softening demand in certain segments, a trend we expect to continue well into 2024. However, with still robust demand in other segments we remain cautiously optimistic for continued growth in 2024.”

Felling Trailers Inc of Sauk Centre, Minn., built 1,362 trailers with a 10K or larger axle in 2022, a 3% decrease over the previous year, Patrick Jennissen, vice-president of sales and marketing, reported. Felling also built 3,432 lightduty trailers.

“A couple of challenges for us in 2023 were costs associated with supply chain disruptions/constraints. We also faced

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Ge an an Photo: Stoughton Trailers

with some operational complications with a plant expansion and a slowdown ordering in the second half of the year,” Jennissen said. “Opportunities looking into 2024 will be added capacity with a plant expansion, specifically our new powder coat paint facility and the continual lowering of product lead-times as we work through our order backlog.”

Tremcar Inc. built 1,307 tanks and trailers, up 9% from the year before, Melanie Dufresne, director of marketing and communications, reported.

“We have expanded our Ohio facility giving us greater production capacity than the previous years,” Dufresne said.

“In the year to come we expect a little slow down due to interest rates and construction slow down, but nothing dramatic.”

Extreme Trailers LLC built 1,291 aluminum flatbed trailers in 2023.

The company built more than 1,000 units and made this list for the first

time since it was founded in Dover, Ohio, in 2016.

“The products have been well received in the marketplace, so we’re winning fleet orders,” President and CEO Les Smith said. “With the tare weight of our product, it’s a great benefit to fleet not only for hauling extra payload, fuel mileage, and several other benefits— plus reduced maintenance costs.”

Smith noted that the relatively new company is still looking for dealers in the U.S. and Canada.

“We’ll be selective,” Smith said.

“We’re looking for good, strong dealers that can help us grow our business, but most of all in a dealer, we’re looking for good, strong partners.”

Premier Trailer Manufacturing of Visalia, California, built 1,044 trailers in 2023, down 144% from the year before as key customer markets struggled.

“While Premier continues to excel in the agricultural segment with our 22-ft

long ‘hopper’ bottom dump trailers and the 24-ft flatbed trailers segments, we did experience a down turn in 2023 in this segments due to crop related issues,” GM Michael McGinn said. “With that said, 2023 represented a solid start for Premier in the intermodal segment, with our 40’ gooseneck chassis getting rave reviews for its quality and price vs offshore and made outside of the USA brands.

“2024 is already yielding several production orders for the 40’ chassis, the upcoming 20’ slider chassis, and our 53’ chassis. 2024 will also see the bounce back of the agricultural segment with several purchase orders already in production for the upcoming almond, pistachio, walnut, and grain seasons.”

New for 2024, Premier will introduce to the agricultural segment its new, lightweight produce doubles weighing in at an estimated 8,300 lbs. per set, Ginn added, noting, “a clear case of less is more.” TBB

Tr

TB ex an

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E a r ni ngs Repo r t | Wabash “steady” compared to the prior quarter.

Backlog expected to be shipped within the following 12 months was $1.6 billion—a $100 million increase from the prior quarter, the company reported.

How Wabash did it

Photo: Wabash

Back to back

Wabash follows its 2022 record financials with even better performance in 2023

By Kevin Jones

T

he ink was hardly dry on 2022’s best-ever financial results when publicly traded trailer and truck body manufacturer Wabash again rewrote its record book. The Wabash year-end 2023 financial statement contained all-time highs for annual sales, operating income, and earnings per share, the company reported on Feb. 1.

“During 2023 we’ve substantially exceeded the financial performance in any year of the company’s history,” Wabash President and CEO Brent Yeagy said. “Beyond our financial accomplishments, I’m even more excited about the strategic progress we made during 2023 and how it positions us to generate stronger results going forward for our employees, our customers, and our other stakeholders. Our execution is allowing us to achieve higher levels of financial performance through all phases of the cycle, and we

are confident that when market conditions strengthen for our customers, we will deliver financial performance that exceeds 2023.”

For the quarter, net sales were $596 million. Operating income was $61.1 million, or 10.3% of sales. For the full year 2023, revenue totaled $2.5 billion with operating income of $311.9 million, or 12.3% of sales. While annual sales just topped 2022’s record, operating income for the year was up 87%.

Total backlog as of Dec. 31, 2023, was approximately $1.9 billion, which was

Yeagy emphasized the company’s focus on “connections, relationships, and networks” in discussing the Q4 results with investment analysts, pointing to enhanced dry van capacity, greater focus on parts and services, as well as “innovative offerings” such as trailers-as-a-service.

“By gaining a more profound understanding of our customer problems and their opportunities, we are more able to share valuable insights with our suppliers, our technology partners, and other parties that can contribute to customer success,” Yeagy said.

Additionally, he noted that Wabash is positioned to post higher levels of financial performance through “all phases of the cycle.”

“We are confident that when the market conditions strengthen for our customers, we will achieve financial performance that exceeds 2023,” Yeagy said.

Outlook for company, customers While the financial performance forecast for Wabash this year is “a moderation” from 2023’s record performance, Yeagy noted that the midpoint of Wabash’s 2024 earnings guidance is “in line” with the results from 2022, the second-best annual financial performance in the company’s history. And such a result would “easily” be the best when facing “the headwinds of a difficult market.”

Still, the freight market is beginning “to heal and correct itself,” with measurable improvement for fleet customers “probably by midsummer”—assuming interest rates continue to moderate and that the status quo can be maintained from a “geopolitical” standpoint.

“The things that the U.S. economy is acting on sets us up for a much better 2025,” Yeagy said. “Can we see a significant demand difference in

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2025? I believe that to be the case. I think you’ll see that robustness build throughout 2025, and I think it can be material. We are planning our business based off of that being the most probable outcome.”

Segment highlights During the fourth quarter, Transportation Solutions achieved net sales of $547 million, a decrease of 10.5% compared to the same quarter of the previous year. For the full year, net sales came in at $2.34 billion, an increase of 0.8%. Adjusted operating income for the quarter amounted to $74.6 million, representing 13.6% of sales. For the full year, adjusted income was $367 million, up 75%.

For Q4, Wabash shipped 10,075 trailers, compared to 13,135 trailers for the period last year (a 23.3% decrease). For the full year, Wabash shipped 44,450 trailers, down 14.6% compared to 52,035 trailers in 2022. Truck body shipments for the quarter were 4,075, up from 3,250 (a 25.4% increase). For the year, Wabash shipped 16,070 truck bodies, up 8.6% compared to 14,800 truck bodies in 2022.

Wabash Senior Vice President and CFO Mike Petit cited the 12-month backlog, along with new order activity in January, as the basis for the company’s 2024 outlook.

Graph: Wabash

“We continue to expect truck body, tank trailers, and Parts & Services to serve as stabilizing forces in 2024 as market conditions remain stronger in those businesses relative to dry vans,” he said. “Additionally, these businesses have and will continue to benefit from organizational focus and execution.

Tank trailers and truck bodies have both experienced improved volumes as we act on the business through our Wabash Management System.”

Parts & Services’ net sales for the fourth quarter reached $55.2 million, an increase of 11.2% compared to the prior year quarter. For the full year,

Parts & Services’ net sales came in at $220.9 million, a 14.2% increase.

Yeagy noted that the segment is on track to reach a target of $300 million in 2025.

“As we continue to grow in Parts and Services, we’re not doing it in the same old blocking-and-tackling way,” the president and CEO said. “The way that we’re attacking the market is really going after the unserved areas, which allows us some blue-ocean capabilities to grow, and that’s all on purpose.

There’s no need to jump into the pool with everyone else. We need to find a new pool.” TBB

Wabash expects significant growth for its cold chain solutions products heading into 2025.

Wabash CEO Brent Yeagy, shown here at an event last February, emphasized the company’s focus on “connections, relationships, and networks” in discussing the record 2023 financial results.

Photo: Wabash

Photo: ACT Research/Tony Vasquez

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EC O N OM I C O UTLO O K | 2024 bounce

2024 Outlook: How ‘not that bad’ will it be?

By Kevin Jones Graphic: NTEA

A

s FTR Chairman Eric Starks typically opens his market forecast presentations:

“Why do people buy trailers?”

And the audience typically responds with the question’s correct answer: “To move freight.”

But there hasn’t been a lot typical about the freight and corresponding transportation equipment markets for the last several years. The good news: The pandemic disruption and recovery have largely run their course, and traditional market cycles seem to be falling into place. The bad news: The freight cycle bottomed out in 2023 and the rebound remains on the horizon; that means that the heavy-duty trailer and truck markets can expect a down year in 2024.

There’s a silver lining even to that bad news, however, as the anticipated 2024 slip follows several exceptional years, and the trough will likely be well above the lows of past cycles, economists and market analysts agree.

Rate recovery coming Record high freight rates in 2021-22 drove the spike in equipment demand, as fleets tend to prefer buying new trucks and trailers to paying taxes on piles of cash. Last year, however, rates collapsed as freight demand slipped and there was an oversupply of trucks after new entrants flooded the market during the boom.

So the freight transportation sector can look forward to “better days” in

2024, but that’s mainly because “better” isn’t much of a stretch compared to 2023, explained the sector analysts at Stifel in a recent presentation.

“Freight volumes actually weren’t that bad in that absolute context [in 2023], better than in 2018 and better than the pre-pandemic freight pullback in 2019, of course,” Stifel Director Bruce Chan said. “But compared to the boom years of 2022 and 2021, the comps were incredibly difficult.”

Additionally, 2023 got off to an unexpectedly bad start that prompted a lot of carriers to develop a more realistic outlook. Chan attributed the macroeconomic slip to “residual destocking” that had begun late in 2022. Inflation and high diesel prices added to the pain.

But a “fairly modest but pronounced firming” in freight volume marked a return to seasonality later in 2023—and an easing in inflation and fuel prices point to the beginnings of a margins recovery. Still, ongoing “mixed signals” have prompted the Stifel analysts to take a “more conservative” view of freight volume growth in 2024.

“Inventories in the last cycle peaked out in early 2023 and, for the most part, destocking is complete. Of course, we’re still waiting for some clear signals that a restocking has begun—and that’s been a little bit harder to come by,” Chan said.

“Given some of the indicators that we’re seeing on the consumer side of things, and given many shippers have trepidation about the direction of the economy, those inventories will probably be a little bit slower to recover.”

On the manufacturing side of the macro outlook, growth has been below the historical average. Still, the ISM index finished the year above forecasts as the industrial slowdown has stretched into the “longer side” of historical periods of contraction.

“The takeaways are, first, that 2023 was a very unpredictable year—we had a lot of head fakes about when a bona fide bottoming would take place: Is this really the bottom? Or is this another head fake?” Chan said. “We, and certainly others, have called the bottom a few times, and we do think it’s here. But we’re mindful that a deterioration in underlying demand would be a real driver of another leg down in the market.”

Still, as Chan pointed out, trucking is approaching the end of a typical market trough. However, the market still faces overcapacity, which Chan attributed to the “elevated retained earnings” banked by many independent truckers during the boom.

“By and large, the survival of a lot of these small players has surprised us— so it could just be a matter of time. As this trough wears on longer and longer, the likelihood of capacity exits really starts to grow—and that should be a big inflection for spot prices, even in a flat volume environment,” he said. “A

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lot of the small carriers are contending with some elevated costs—and that’s really across the board with inflation.

The recent move down in diesel prices might provide some temporary reprieve on operating costs, but any additional increase in fuel or other costs would accelerate those exits.”

Keys to keep an eye on In summary, 2024 is likely more of a “transition to better days” than a fullblown market rebound, as the presentation characterized the year ahead.

Stifel’s critical points for the trucking segment included: • Spot rates should return to a “seasonally normal cadence,” but fleets and truck drivers shouldn’t “expect fireworks” this summer. Positives heading into 2024 include: 1. Van spot rates exhibited signs of normal seasonality, rising moderately before the holidays; 2. Import TEUs finished higher than expected in the final four months of 2023; and 3. Confirmation of the Fed’s pause in interest rate hikes and a “potentially firming macro backdrop.”

Stifel forecasts van spot rates to grow in the low single digits in 2024 compared to last year, with a typical spring weakness, midsummer spike, and late summer cooling ahead of the holiday peak.

• For spot rates to turn materially higher and buoy contract rates, further capacity exits will be necessary ahead of any demand improvement. Demand will remain weak through the year’s first half, given the seasonally weaker time frame and “generally sluggish but stable” conditions. Again, spot rates will depend on supply, and diesel prices will be a crucial indicator for capacity changes. Ultimately, the historic spread between spot rates and contracts will take longer to converge during this cycle.

• Contract rates have formed “a new f loor” around pre-COVID cycle peak levels and would react quickly to a spot rate recovery—but

are most likely to “persist sideways” for a bit longer. Therefore, the first half of 2024, particularly the first quarter, will be “a tougher period.” But once demand snaps back, the cycle could be extended by challenges to capacity growth, such as high interest rates and employment growth in labor-competitive sectors like infrastructure and construction.

• Reshoring activity continues “picking up steam,” driven by supply chain “de-risking,” regulatory efforts, and relative cost advantages—a positive for truckload freight.

• The brokerage business faces “a little bit of a longer runway” towards recovery, as a recovery for assetbased trucking has to come first.

• For the intermodal segment, the question is always whether the business can take market share from truckload. But lower truckload rates make the “trade down” in service with intermodal “less desirable.” However, as the rails begin to invest in improved service, intermodal becomes a more attractive option. Stifel anticipates a single-digit recovery in intermodal volume, compared to “a fairly low bar” set in 2023.

Equipment outlook: Trailers As carrier profits and equipment demand wait for the cycle to turn

upward, 2024 is more about “hoping and coping” than continued boom times for the trailer market, according to the January issue of ACT Research’s State of the Industry: U.S. Trailers report.

“With 35% of the year’s orders historically booked in Q4, the quarter’s seasonal factors run roughshod on the nominal data,” said Jennifer McNealy, director–CV market research and publications at ACT Research. “Dry van orders contracted 87% y/y, with reefers down 56% and flats 75% lower compared to December 2022.”

Total cancellations increased to 1.7% of the backlog from November’s 0.9%, elevated for most segments and much higher for some, she added. Several markets were again above 1.0%, including dry vans at 1.3%, flats at 3.5%, medium lowbeds at 1.5%, and dumps at 1.3%.

Both tank categories reported a spike in cancellations, both around 7% of the backlog. Recent oil price weakness may bear some culpability.

FTR reported similar year-end numbers for trailers, noting that the build number was the lowest since the beginning of 2021—but a drop in production after November is normal. Average monthly build is “still healthy” at more than 26,600 units.

“With orders coming in above production levels, backlogs in December rose somewhat, increasing by more than 3,000 units to more than 143,300 units in total,” said FTR’s Starks. “The fall in

Graphic: NTEA

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EC O N OM I C O UTLO O K | 2024 bounce production and increase in backlogs resulted in an increase for the backlogto-build ratio to 7.1 months. The ratio is slightly elevated due to the lower production levels in December and is above the historical average before 2020. A jump in the ratio is normal around the holidays, and the overall picture is still of an industry that is continuing its move towards a pre-pandemic level of stability.”

Publicly traded trailer and truck body manufacturer Wabash echoed the outlook, even as its earning report for the fourth quarter of 2023 capped a year that delivered annual records for sales, operating income, and earnings per share. (See Page 32 for more details.)

While the financial performance forecast for Wabash this year is “a moderation” from 2023’s record performance, the freight market already is beginning “to heal and correct itself,” with measurable improvement for fleet customers “probably by midsummer”—assuming interest rates continue to moderate and that the status quo can be maintained from a “geopolitical” standpoint, Wabash President and CEO Brent Yeagy said in a conference call with investment analysts earlier this month. He’s even more optimistic about next year.

“The things that the U.S. economy is acting on sets us up for a much

Chart: ACT Research

better 2025,” Yeagy said. “Can we see a significant demand difference in 2025? I believe that to be the case. I think you’ll see that robustness build throughout 2025, and I think it can be material. We are planning our business based off of that being the most probable outcome.”

Equipment outlook: Trucks Despite the sluggish freight economy in 2023, over-the-road trucking fleets opened 2024 in a buying mood,

Chart: Stifel

according to the latest data from two leading commercial vehicle research firms.

FTR reported that the January Class 8 preliminary in North America came in at 26,400 units, up 2% from December and up 35% year-over-year. ACT Research’s preliminary data showed 27,000 orders, up 600 units from December and 45% year-over-year.

“Weak freight and carrier profitability fundamentals, and large carriers guiding to lower capex in 2024, would imply some pressure in the North American Class 8 market’s largest segment, U.S. tractor,” Kenny Vieth, ACT president and senior analyst, said.

“While we do not yet have the underlying detail for January orders, Class 8 demand continuing at high levels at the start of 2024 suggests that over-theroad US truckers are still buying.”

Seasonal adjustments pushed ACT’s January numbers up 11% to a 12-month seasonally adjusted annual rate of 292,000. FTR’s 12-month figures total 259,000 Class 8 orders. The firm noted that the heavy-duty truck market has been picking up in recent months: Orders from the last three months would equate to a 354,000unit annualized rate; the previous six months would be a 327,000-unit annualized rate.

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“Build slots continue to be filled at a healthy rate,” FTR’s Starks said. “With January orders coming in at a rate that was comparable to the previous month, the market is still performing at a high level historically. It was a mixed market for OEMs this month, with some seeing increases and others seeing decreases in orders. Fleets continue to be willing to order new equipment despite uncertainty in the freight market. Order levels were above the historical average and above seasonal trends, although we still expect 2024 activity to reflect replacement demand.”

ACT also reported that seasonably adjusted North American Class 5 through Class 7 net orders increased this year from 20,300 units in December to 20,800 in January, according to ACT’s State of the Industry: Classes 5-8 Vehicles report.

“Unlike Class 8, medium-duty seasonality is modestly positive in January, boosting the seasonally adjusted

Chart: Stifel

order tally to 20,800 units, down 21% month-over-month from a tough bestmonth-of-2023 December comp.”

Indeed, medium-duty markets likewise can expect a return to more normal cycles as the supply chain challenges that hit Classes 2-6 for the past couple of years are being resolved, explained Steve Latin-Kasper, NTEA director of

market data and research, during his recent presentation on the outlook for the work truck market in 2024.

“There was a period in time when there were still a fairly large number of chassis quarantined in parking lots around North America—and they have mostly moved off of those lots and into the upfit system at this point,”

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EC O N OM I C O UTLO O K | 2024 bounce Latin-Kaper noted. “Supply chains have greatly improved. Having said that, there are still some obvious issues out there. But we expect that the supply chain and chassis availability to continue getting better as we go through 2024. And that will be especially true towards the end of the year, as the new chip plants start coming online here in the United States.”

Dealing with uncertainty ‘Disruption’ is a buzzword, especially among those who bill themselves as disruptors.

But for most manufacturers, suppliers, and distributors, there’s just the ebb and flow of business cycles. There’s no denying that the Covid pandemic and the recovery were, however, not historically normal. The circumstances were truly disruptive. And as Patrick Gaskins, SVP of Corcentric Fleet Solutions, contributed recently to FleetOwner.com, disruption leads to leads to uncertainty. Gaskins outlines three “significant uncertainties” to plan for in 2024: • Economic uncertainty: Even though 2023 ended with the financial markets having an

Chart: ACT Research

unexpectedly strong finish, there are still concerns about 2024 for fleets and, therefore, equipment suppliers. As discussed broadly above, though the U.S. hasn’t seen a nationwide recession, a freight recession has put equipment OEMs

Chart: ACT Research

“on the front line,” seeing reduced orders and shorter backlogs.

“The lack of freight puts pressure on ocean, air, and ground transportation companies that purchased additional ships, planes, and tractors for post-pandemic freight movement,” Gaskins writes. “Now, many are struggling just to keep afloat. Yellow Freight is just one example of a company misjudging the market. Consolidation and the elimination of capacity will pick up pace in 2024.”

Bottom line, per Gaskins: “Businesses must decide whether to plan for growth or go into survival mode.”

• Supply chain uncertainty: Supply chains are still stressed, largely because manufacturing labor is difficult to find.

“You name it: truck bodies, RV manufacturers, truck and tractor OEMs, and construction, they are all pulling from the same labor pool,” Gaskins suggests.

And, globally, shipping has seen threats from two ongoing wars and a “massive” reduction in capacity at the Panama Canal due to low water

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levels. These factors are forcing shippers to reroute, adding “days and weeks” to product deliveries.

• Asset-type uncertainty: Gaskins also notes that the EV boom “looks like a short-term bust.”

He points to a recent report from ATRI that calculated the power necessary to fuel the needs of a national electrified transport fleet would cost billions and is “almost a non-starter for the conversion.”

That includes California, which has been the champion for battery electric vehicles and zero emissions, he adds.

Then there’s the cost. BEV trucks are sticker-price expensive, plus the cost of reduced cargo-carrying capacity due to the weight and size of batteries. According to ATRI, more trucks will be needed, an additional 343 trucks for every 1,000 vehicles currently on the road.

Another downside for BEVs: The

freeze that impacted so much of the northern U.S. early in the 2024 points to a reduction in driving range.

“For fleets, this is, again, very costly in terms of both revenue and time,” he writes. “Some states that were ready to follow California’s emissions standards are now starting to reevaluate where they stand regarding expectations vs. reality.

This is good news for fleets since, with all the issues facing BEVs, fleet managers were being put in difficult positions when it comes to planning. Do they purchase a limited number of electric vehicles, work with a third-party provider to handle transportation in states with emissions mandates, or walk away from doing business in those same states?”

• Conclusion on uncertainty: To succeed in uncertain times, fleets and their equipment providers must

Fleets continue to be willing to order new equipment despite uncertainty in the fright market.

Eric Starks, FTR chairman make “minor adjustments rather than sweeping changes,” Gaskins says. “I believe there is a future for BEVs; we just need to do much more work on an aging infrastructure. Until then, we need to focus on improving existing technologies and become more efficient in conducting business. Being more efficient means exploring all the alternatives to existing supply chains, educating our youth on the benefits of trade skills, and focusing on what we can control.” TBB

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O PE R AT I O NS PRO FI L E | Orange EV

Orange blossoms Electric truck maker Orange EV expands to build more ‘yard dogs’ in Kansas City

By Josh Fisher

K

ANSAS CITY, Kansas—Almost 20 years ago, Kurt Neutgens failed to build an electric sports car company out of his garage. On Jan. 26, the governor was here to congratulate him and Orange EV co-founder Wayne Mathisen on opening a 440,000-sq.-ft. factory in her state so they can build thousands more electric yard trucks to help fleets cut emissions and improve depot operations.

No company in the U.S. has built more electric Class 8 trucks than Orange EV, which sold its first terminal tractor to DHL Supply Chain in 2015. The OEM delivered its 1,000th tractor to Lazer Logistics last November. Neutgens hopes to eventually double that output annually here in the Sunflower State.

It’s a figure that no other heavyduty truck maker comes close to. As of June, just 1,134 electric yard tractors were deployed in U.S. fleet operations, according to a 2024 study by Calstart.

Another 867 heavy-duty, over-the-road EVs are operating nationwide, according to the same survey. But most of the more than 17,500 zero-emission supply chain vehicles operating today are light-duty cargo vans.

When companies look into decarbonizing fleet operations, a lot of the potential options aren’t readily available for over-the-road operations, Neutgens said as he sat across an unoccupied desk in a smells-like-new office just steps from his new 400-yard-long assembly line that can build five trucks per day. He

envisions it eventually producing 2,000 EVs annually.

A dirty job But the yard switchers are different.

“These trucks are the dirtiest vehicles out there,” he said of the diesel-powered equipment designed to run for multiple shifts that make achieving Stage IV emissions difficult. “The emissions controls don’t really work for this application. It’s really dirty, and they work really hard. But you can solve both these problems at the same time. Our customers, if they are running two shifts over 10 years, will have an extra $500,000 in their pocket than their competitors with diesel. And it is not an exaggeration.”

According to Orange EV, its yard dogs offer fleets 90% fuel savings and more maintenance savings. Its trucks have no engine or transmission to service, no diesel regen cycle to maintain, and regenerative braking helps recharge the battery while saving wear and tear on brakes. Moderate use can save fleets up

to $40,000 annually, while 24/7 operations can save up to $90,000 annually per EV truck.

Cold-chain fleet management company PLM Fleet is focusing more on zero-emission technology for reefer fleets. The company helps fleets meet capacity needs with equipment rental, leasing, and financing solutions. In its first fiscal year marketing Orange EV yard tractors, PLM has already placed 25 of the trucks in fleet customer operations.

“In the refrigeration and transportation space, PLM is the expert in all types of electric transportation,” Barry Steel, VP of PLM leasing programs, told FleetOwner. “The yard truck category is absolutely the best match for our customers.”

Track record According to Orange EV, its terminal trucks have racked up more than 13 million miles and four million operating hours in the eight years since DHL added the first to its fleet. Over that time, the EVs reported 98% uptime, compared to the 75% industry average for diesel yard spotters. The first Orange EV DHL bought in 2015 is still operating today, and the LTL carrier now has 50 Orange EVs in operation at more than 30 locations.

“DHL saw enough potential in our very small company to order that first truck and continue to lead the industry

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Orange EV leaders and local and statewide officials from Kansas celebrate the electric OEM’s new headquarters in Kansas City.

Photo: Orange EV

recently announcing they intend to replace all their diesel yard trucks with Orange EV electric,” Mathisen, co-founder and chief executive, said before Friday’s ribbon-cutting ceremony.

DHL Supply Chain estimates that operating 50 electric yard trucks instead of diesel annually eliminates more than 2,500 tons of carbon dioxide, which, along with benefiting the environment, creates a healthier workplace for drivers.

While several EVs have been making headlines for struggling in the winter, Orange EV leaders note that their equipment has held up through harsh winters in Canada and Minnesota, one of 36 states where the electric yard retrievers operate. Unlike their diesel counterparts, there are no worries about fuel gelling in sub-freezing temperatures.

Because the upfront costs of the EV stevedores are more expensive than diesel equipment, PLM markets the equipment more like trailers than trucks. “You have to have a long-term outlook,” Steel explained. “So we’re able to put a really competitive structure together that makes it affordable for the clients. And it’s actually one of the easiest products to help somebody get started in fleet electrification.”

anxiety, charge times, performance, and uptime. “There were so many questions that people had—but I think all the questions have been sufficiently answered already,” he said. “You’re going to really start to see this adoption accelerate dramatically. I’m feeling it already. I’ve got six trucks out on the line right now, ready to be delivered, that we’re going to look at later this afternoon. It’s jumping.”

the border to Kansas City, Kansas. It was a big moment for Neutgens, who two decades ago, was trying to find a way to make a difference in transportation.

After 17 years with Ford Motor Co., including time as the F-150 product engineering manager, Neutgens was Orange EV co-founder Kurt Neutgens shows Kansas Gov. Laura Kelly an Orange EV chassis on the production line.

Photo: Office of Governor Laura Kelly

The right tool An ACT Research study from earlier this decade found that electric yard trucks have a better TCO than diesels. A separate study by the North American Council for Freight Efficiency found that terminal tractors were “one of the best, if not the best, paths for heavyduty tractor fleets to learn about and implement a BEV in a fleet operation.”

Since those two industry reports were released in 2022, the electric yard hostler fleet population has nearly doubled. Last year, they made up 4.8% of the fleet market, according to Calstart.

All other commercial EVs made up 0.14% of fleet operations.

PLM’s Steel noted that a few years ago, fleets still worried about range

The EVs need less maintenance, and Orange offers a 7.5-year battery warranty. Company officials stated that those first tractors sold in 2015 still operate with original battery packs.

Steel also expects his clients to see an ROI much faster than with traditional equipment because charging is cheaper than diesel fuel.

Ribbon cutting Governor Laura Kelly was among the dignitaries celebrating Orange EV’s expansion and move from Kansas City, Missouri, where it began, across

Kurt Neutgens addresses the crowd at Orange EV’s new headquarters and factory in Kansas City, Kansas, as his co-founder Wayne Mathisen looks on.

Photo: Josh Fisher | EBM

offered a buyout in 2005 and wondered if he should take the opportunity to do something bigger. “Electric vehicles at Ford gave me an amazing education.

They taught me so many things. They gave me skill sets that people dream about,” Neutgens told FleetOwner.

He had a passion for the environment and knew cars. “So I said, ‘I can do this.’

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O PE R AT I O NS PRO FI L E | Orange EV of my garage and immediately failed. I spent my savings—all the money they gave me—for a year and a half and didn’t sell a vehicle. Because not very many people want to buy a car from Kurt’s garage.”

But he learned a lot—enough to get high-level jobs at companies working on electrification, such as electric airplane tuggers and cargo vans. But he was still looking for the next big thing.

“I did a great big math model of every vehicle I could think of,” Neutgens recalled. “I tried to estimate what it would cost to build it: what the batteries would cost; how many batteries we’d need; how big of a powertrain we’d need. I went from scooters to taxis to over-the-road trucking, garbage trucks to airport parking shuttles.”

While he saw some as good businesses to electrify, he also knew that his chance at market share would disappear the day legacy OEMs such as Ford offered an electric powertrain.

“I was kind of at the point where I thought I might not find it,” he said.

“And one day, I was driving to work and saw a yard hustler—and I’d never seen one before. I literally pull off the road and drive up next to the guy at

the Kellogg’s [distribution center] on the other side of the river.”

He hopped out of his car and ran up to the driver to ask him what he was operating. “He looked at me and told me to get off his lot,” Neutgens recalled. “So I was like, ‘Just tell me what this truck does because it looks interesting.’”

That led him to immerse himself in terminal tractors to see if he could electrify and build a business around them. He and Mathisen teamed up and found places in the Kansas City area to develop and test the technology.

Crossing the line Mathisen and Neutgens finalized Orange EV’s move to Kansas after 10 years in Missouri.

Orange EV delivered its 1,000th tractor last November.

Photo: Josh Fisher | EBM

Zero-emission commercial fleet vehicle adoption by equipment segment between 2017 and June 2023, according to Calstart’s 2024 figures.

Chart: Calstart

“We founded and funded the company when the business was little more than an idea and a promise that we would work hard to see if we could build a mission-driven business that would positively impact climate change through a little-known piece of material handling equipment, sometimes called a yard truck.”

As Orange EV completes its move across the state line, it has more than 90 job openings at the large factory here in Kansas. The governor’s office noted that the truck maker is investing more than $37 million in the area, creating 185 new jobs, all for a little-known essential piece of heavy equipment.

“We make a vehicle that is not often in the public eye,” Neutgens said during Friday’s ceremony. “They’re called very many names—because no one knows what everybody else calls them. Yard hostlers, yard trucks, goats, mules, switchers, donkeys, horses, stevedores.

But the one we love most is the yard dog.

It’s loyal. It goes out, and it gets it, and it brings it back every time.” TBB Orange EV electric terminal trucks lined up outside its new headquarters.

Photo: Orange EV

The Orange EV e-Triever on-road/off-road terminal tractor boasts 81,000 lb. GCWR. The company has built more than 1,000 units since 2015.

Photo: Josh Fisher | EBM

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PRODUCT Focus

Vocational Trucks & Bodies Western Star beefs up work truck safety Western Star Trucks recently made its 47X and 49X vocational truck models safer, adding Detroit Assurance with Active Brake Assist (ABA5) as a standard feature and a backup alert system as a factory-installed option.

The new X-Series was developed with safety as a guiding priority, according to Western Star parent Daimler Truck North America (DTNA), and now vocational customers can benefit from the ABA5 automated suite of safety systems regardless of the powertrain selected. The backup alert system boasts a 7-in. touchscreen display, backup camera, and reverse proximity sensor “seamlessly” integrated into the cab’s design.

“This is an important milestone in our pursuit of job site safety, as we now offer what should quickly become the new standard in equipment to improve overall operator experience,” Aaron Scates, DTNA vice president of vocational and medium-duty market development, said in a news release. “The vocational market covers a broad spectrum of applications, and with these added safety features integrated into our cab and chassis from the factory, vocational owners and operators can feel at ease having the additional layer of safety, no matter the job.”

Detroit Assurance actively works to help mitigate or lessen the severity of a collision by detecting and alerting drivers when potential incidents can occur. Previously only available for customers with Detroit engines, now all customers can benefit from these advanced safety features, including those choosing thirdparty engines.

Safety features like ABA5, Side Guard Assist (SGA), Lane Departure Warning, Intelligent High-Beam, and Automatic Wipers and Headlamps help drivers safely arrive at or depart from jobsites.

Detroit Assurance will now be available for all 47X and 49X customers, DTNA said.

Photo: Western Star

Additionally, instead of retrofit solutions, customers now will have two available options for backup-camera installation, opting for either an end-of-frame mounted camera or a fully prepped camera with added harness length that will allow end customers or truck equipment manufacturers to easily relocate the backup camera to align with body needs. Pairing with the factory backup camera, drivers will have increased visibility of their rearview surroundings through the fully integrated touchscreen display, which will support steering wheel controls, hands-free calling, and USB-C and Bluetooth connection. The interactive display also will come standard with GPS navigation, Apple CarPlay, and Android Auto, offering fewer distractions for drivers.

With the introduction of this new passive safety feature, customers will have the convenience of a fully integrated backup alert system from the factory that reduces upfit time. All necessary components for proper installation will be provided from the factory, and an optional extension harness can be ordered to accommodate specific body needs.

The backup alert system will be available for ordering this spring, with deliveries starting later this year, DTNA reported.

Visit www.westernstartrucks.com for more information.

Jerr-Dan adds MPL-60 wrecker to medium-duty line Jerr-Dan, an Oshkosh Corporation company, introduced its new integrated medium-duty wrecker, the MPL-60. The MPL-60 is a 12-ton wrecker with a 6,000lb. rated underlift. Key features include a

Photo: Jerr-Dan

modular aluminum body designed with storage and deck space, fully proportional, dual-side electro-hydraulic (EH) controls, and hydraulic rear spades with a multi-position, ground-compacting foot design.

“The new hydraulic rear spades with compacting feet make this a top-tier medium-duty recovery vehicle”, said senior product specialist Rich Guttmann, as these compacting spades add strength and stability to ensure that medium-duty recoveries are handled with precision.

Additionally, the MPL-60 model offers an integrated recovery boom that has an

extended capacity of 8,000 lbs. and a retracted capacity of 24,000 lbs. And the wrecker comes in dual 10,000- or 12,000lb. winch options.

Finally, the MPL-60 can also be coupled with the Jerr-Dan Side Recovery System.

Wired or wireless remote controls are available as options, and additional aftermarket options include aluminum dress-up kits, 24-in. aluminum lighted tunnel boxes, polished stainless rails, and a tow sling with mounting brackets.

For more information, please visit www.jerrdan.com.

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DTNA makes SAF-Holland fifth wheels standard for extra-duty applications Daimler Truck North America (DTNA) recently standardized SAF-Holland’s fifth wheels for all moderate and severe-duty applications on Freightliner and Western Star tractors.

The standard-position, severe-duty model is the FW70 fifth wheel with a 24-in. sliding mount configuration, 70,000-lb. vertical load rating, and 20,000-lb. maximum drawbar pull, SAFHolland reported. The moderate-duty standard is the FW35 in a 12-in. sliding mount setup. The FW35 boasts a 55,000-lb. vertical loading rating and the TwinLock jaw mechanism.

“We are honored that Daimler Truck North America has selected Holland fifth wheels for its Freightliner and Western Star brands,” Jason Cantu, SAF-Holland fifth wheel product manager, said in a news release. “Our strengthened DTNA partnership and this standard positioning opportunity will greatly benefit extra-duty fleet customers.”

The versatile FW35 fifth wheel is rated for multiple Photo: SAF-Holland applications and available in a variety of non-standard position models, including the FW33 LowLube. Option requests include air release for in-cab lock release, and for the highest level of fleet safety, the Electronic Lock Indicator-technology enhanced (ELI-te) coupling system, which is designed to assist the driver with a successful coupling “time after time,” SAF-Holland said.

The FW35 and FW70 also are available with the optional NoTilt, and the Kompensator mounting bracket, in both stationary and sliding mounting systems.

Photo: Fontaine Modification

Fontaine Modification offers steering conversion for Freightliner MD trucks Fontaine Modification is debuting a new Premium SitDown Dual Drive steering modification for 2025 Freightliner M2 106 Plus and M2 108SD Plus medium-duty conventional trucks.

The conversions add a right-hand seat position to the OEM’s cab so that a driver may operate vocational vehicles from either the right or left side. This design will be beneficial for applications that require the driver to operate curbside, such as refuse collection, street-sweeping, herbicide spraying, pavement marking, and grapple trucks.

Fontaine also added new dash panels, a right-hand digital-dash cluster, and wiring harnesses for the Freightliner trucks.

The conversion, performed at Fontaine’s flagship modification center in Charlotte, N.C., includes relocating multiple electrical modules behind the dash and revising the steering column.

Fontaine plans to add a Premium Sit-Down Dual Drive conversion for 2025 Freightliner M2 112 and M2 114SD later this year.

Visit www.fontainemodification.com for more information.

Carrier Transicold adds eTRU for small vehicles Carrier Transicold recently introduced the all-electric Neos 200e transport refrigeration unit (TRU) for small electric and engine-powered delivery vehicles.

The new engineless unit, now available through Carrier’s dealer network, is part of the company’s growing portfolio of eCool all-electric TRUs designed to help refrigerated fleets reduce carbon emissions. It provides nearly 40% more cooling capacity with greater efficiency than its predecessor, Carrier said. It can take power from battery-electric vehicles or, with conventional engine-driven vehicles, use the alternator and battery, enabling constant temperature control for fresh and frozen items, regardless of engine speed.

Neos 200e is ideal for florists, confectioners, grocers, and last-mile delivery businesses, according to Carrier.

Neos 200e can be integrated into the vehicle or fitted externally. The main condenser assembly can be nose-mounted to the front of a truck box or mounted to the roof of a delivery van. A thin, ceiling-mounted evaporator maximizes interior cargo space. Other features include: • 12-volt architecture, making it fully compatible with 12-volt battery systems.

• Better cooling capacity, a larger evaporator coil and 60% more airflow with no increase in energy consumption compared to the unit it succeeds.

Photo: Carrier Transicold

• Quiet performance due to its compact design and electric operation.

• Improved capacities at fresh and frozen setpoints due to the use of the new-generation refrigerant R-452A. • Designed for reliability, with the compressor housed inside the condenser, eliminating long line runs.

Visit www.carrier.com for more.

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NEW Products

Webb acquires Stemco pre-adjusted hub assembly line Stemco recently sold its Trifecta pre-adjusted hub assembly products to Webb Wheel Products, which partnered with Stemco to launch the line in 2018.

Webb will continue production of Trifecta products as they’re manufactured today, using Stemco components to ensure efficiencies across the process, the companies reported.

“Trifecta has proven to be an industryleading wheel-end solution since its launch, and Stemco is proud of the product we created,” Drew Coen, Stemco senior director of global marketing, said in a news release.

“We are happy it will continue to be available to our fleet customers via Webb and we look forward to a continued partnership on the seals, bearings, and axle fasteners within the product.”

Trifecta, known for its contamination and corrosion resistance, combines Stemco’s Discover XR seal, Zip-Torq axle fastener, precision bearings, and a spacer optimized for lubricant flow within a Webb hub.

“We are proud of what the Trifecta program has become through our partnership with Stemco,” said P.J. Caplan, Webb vice president of sales and marketing for OEM products. “We look forward to building upon that success as we leverage the industry knowledge, technical

Coxreels boosts safety with new hi-viz hoses

expertise, and product innovation at Webb Wheel to take the program to the next level for our customers.”

Stemco will continue to honor all Trifecta warranties on previously purchased assemblies, the company said.

Webb will begin taking orders for Trifecta on Jan. 8, 2024, to continue to fulfill customer needs.

Firestone Airide debuts Air Command onboard compressor kits Firestone Airide, a subsidiary of Bridgestone Americas (Bridgestone), unveiled the Firestone Air Command dual-path control for air helper springs.

Air Command allows users to control air helper springs wirelessly from either a physical remote or smartphone app, and will make towing and hauling safer.

“With remote and app-based wireless dual-path controls, and a robust product offering, Airide will change the way people think about towing and hauling,”

said Justin Monaghan, president, Firestone Airide. “We are excited for heavy-load towers and haulers… to test out Air Command for themselves.”

The Air Command provides live system monitoring and adjust-on-the-fly capabilities, including single- and dual-path controls. When properly optioned with dual-path control, Air Command can inflate left- and right-hand air helper springs individually to even out loads and headlights.

Air Command is for air helper springs for most 1/2-, 3/4-, and 1-ton trucks, SUVs, vans, and Class A RVs. Easy, no-drill installation is available at any authorized Airide installer.

To learn more about Firestone Airide, visit https://www.firestoneairide.com/automotive/ aftermarket/.

Coxreels recently expanded its safety line with new high-visibility hose reels.

“Power up your safety with high-visibility hose by Coxreels,” the company said in a news release. “When not in use, your hose and cable is safely retracted on your Coxreels reel, but when in use the hose can become a hazard.

“With the addition of high-visibility hose to your hose reel, awareness and visibility are increased to create the safest environment possible.”

Featured on P-, SH-, and T-series products, Coxreels’ high-visibility hose is a bright yellow hybrid hose with a white glossy stripe available in 3/8 in. and 1/2 in. Hybrid hoses (which are made of a PVC plus rubber blend) offer similar performance to rubber with the weight of PVC, combining positive features of both hose types. They also have increased hose flexibility and better low-temperature behavior, while maintaining strength and toughness, Coxreels said.

With enhanced kink resistance and reduced coil memory, the hoses lay flat, reducing the potential for a tripping hazard. Hybrid hoses also feature a less sticky jacket surface than PVC for better stacking performance and an improved non-marring quality. With a working pressure of 300 psi, this hose is designed for applications involving both air and water.

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Western Global adds to FuelCube features Western Global, a manufacturer of fuel and fluid storage solutions, recently enhanced its popular FuelCube on-site fuel tank with several new features, including four-way forklift pockets, an improved lid, a built-in emergency vent, and an overall lighter-weight design.

The two smallest sizes can now be transported in a garage or smaller work environment with a pallet jack when empty, the company reported. The FuelCube is offered in four sizes to match jobsite capacity requirements and is designed for stationary applications.

“The FuelCube is one of our most popular fuel storage solutions and is used on a variety of jobsites ranging from general construction to major infrastructure projects,” Jeff Lowe, Western Global vice president of product marketing, said in a news release. “While the FuelCube has been a leading product for us, we don’t settle for good enough. The market and our customers are always changing and facing new challenges and opportunities.

“It’s important to us to remain attentive to customers and ready to offer enhancements that make their jobs easier.”

The FuelCube’s revamped lid offers an attached leash that improves product reliability, Western Global explained. In

terms of safety, the new design features a flange with a vent on top that meets enhanced venting requirements without using accessory ports, leaving them open for telematics or other accessories.

The FuelCube now also offers four-way forklift pockets that enable easier movement around the work area with an empty forklift. The new design uses less metal than the previous model, making the 250- and 500-gallon versions light enough to be relocated with a pallet jack. This also means the new FuelCube uses less trailer weight, allowing it to be hauled at the same time as heavier equipment, such as generators, for a more efficient transportation process.

“Though lighter than before, the

revamped FuelCube maintains its durability for tough jobsite applications,” Western Global maintained.

The upgraded FuelCube also comes in 1,000- and 1,800-gallon sizes. Its 100% double-walled containment eliminates the need for a secondary basin and can result in “significant” savings over the life of the tank. The FuelCube also offers a removable inner tank for efficient cleaning and inspection. Other features include corner brackets that allow users to save space on the jobsite by stacking it up to two-high when empty.

Additionally, a lockable equipment cabinet increases security for the product’s fuel supply.

Ram introduces new ProMaster EV Ram recently introduced the new Ram ProMaster electric van with a targeted range of up to 162 miles in city driving. The new addition is the brand’s first available fully electrified vehicle.

The Ram ProMaster EV will be available in configurations for delivery and two cargo models. The Ram ProMaster EV cargo model will be available in a 12-ft. cargo length and an extended 13-ft. cargo length, both with 159-in. wheelbases.

“The introduction of the Ram ProMaster EV represents another major milestone on our electrification journey as we continue to evolve without sacrificing capability,” said Tim Kuniskis, Ram brand CEO—Stellantis. “Ram’s first available electric vehicle is a game-changer, offering commercial customers, large and small, the ultimate van in zero-emissions performance, commercial capability, and advanced technology.”

The ProMaster EV is part of Ram’s contribution to Stellantis’

Dare Forward 2030 plan, which focuses on offering innovative, clean, safe, and affordable mobility solutions. Stellantis is investing more than €30 billion ($32.6 billion) through 2025 in electrification and software to deliver battery-electric vehicles that meet customer demands.

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EVENTS Calendar March 4-7, 2024 TMC Annual Meeting & Transportation Technology Exhibition, Ernest N. Morial Convention Center, New Orleans, LA www.tmcannual.trucking.org March 5-8, 2024 Work Truck Week, Indiana Convention Center, Indianapolis, IN www.worktruckweek.com

March 21-23, 2024 Mid-America Trucking Show, Kentucky Expo Center, Louisville, KY www.truckingshow.com

May 5-7, 2024 NTTC Annual Conference Fontainebleau Las Vegas, NV www.tanktruck.org

April 24, 2024 TTMA 82nd Annual Convention, San Antonio, TX www.trucktrailer.org

May 6-9, 2024 Waste Expo Las Vegas Convention Center, NV www.wasteexpo.com May 20-23, 2024 ACT Expo Las Vegas Convention Center, NV www.actexpo.com

ADVERTISER Index Advertiser

Page

Online

Ancra Cargo

29

ancracargo.com

Atotech USA, LLC

15

atotech.com

AXN Heavy Duty

25

axnheavyduty.com

Buyers Products Co

2-3

buyersproducts.com

Clendenin Brothers Inc

13

clendeninbrothers.com

Curtainsider

48

curtainsider.com

EMCO Industries

51

emcoind.com

Hinton Transportation Investments

37

hintoninvestments.com

Hutchens Industries, Inc

43

hutchensindustries.com

KG Industries Inc

23

kgi.ca

KTI Hydraulics Inc

14

ktihydraulicsinc.com

North American Bancard

49

nynab.com

OHC

21

ohc.net

Premier Manufacturing

39

premier-mfg.com

Pressure Systems International

17

psitireinflation.com

Ridewell Suspensions

7

ridewellcorp.com

Roll Rite, LLC

19

safefleet.net

Trail King Industries

52

trailking.com

US Tarp

11

ustarp.com

Waytek Inc

9

waytekwire.com

26-27

whitingdoor.com

Whiting Door Mfg Corp

Online Parts Store www.curtainsider.com

June 2-5, 2024 Electric Utility Fleet Managers Conference, Williamsburg Lodge & Conference Center Williamsburg, VA www.eufmc.com August 21-22, 2024 ACT Research’s 71st Outlook Seminar, The Commons, Columbus, IN www.actresearch.net August 27-29, 2024 North American Trailer Dealers Association (NATDA) Trailer Show Music City Center, Nashville, TN www.natda.org September 9-11, 2024 Intermodal Association of North America (IANA) Intermodal EXPO Long Beach Convention Center Long Beach, CA www.intermodalexpo.com September 9-12, 2024 FTR Transportation Conference, Union Station, Indianapolis, IN www.ftrconference.com October 9-11, 2024 NTDA 34th Annual Conference, Renaissance Esmeralda Resort & Spa Indian Wells, CA www.ntda.org October 12-15, 2024 ATA Management Conference & Exhibition Music City Center, Nashville, TN mce.trucking.org October 15-16, 2024 2024 Commercial Vehicle Upfitting Summit Kalahari Resorts & Conventions Sandusky, OH www.ntea.com October 15-17, 2024 FABTECH Orange County Convention Center Orlando, FL www.fabtechexpo.com

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

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PEOPLE & Positions

Truck, trailer, and body OEMs Tim Carpenter has succeeded Dale Jones as president and CEO of Timpte after Jones’ 16 years of service with the company. Jones will remain on the Timpte Board of Directors, continue handing day-to-day management of Thunderstone Manufacturing, and oversee the development of a new Lincoln Manufacturing facility. Before joining Timpte, Carpenter worked at Lincoln Industries as COO and held various leadership roles at Pella Corporation.

Novae has hired Manish Bhandari to succeed Chris Storie as CEO. Bhandari joins Novae from Current, where he served as CEO, prior to which he worked for Emerson Electric for almost two decades.

Additionally, Bhandari has worked globally with The Timken Company in the automotive and mobile industrial segment. Chris Manish Bhandari Storie will still serve as executive vice-chair of the board with his co-founder, Steve Bermes.

Kathleen M. Steele accepted an independent appointment to REV Group’s Board of Directors. Steele will be replacing Donn Viola after his retirement.

Currently, she is an advisor to Equity Group Investments, a company which she joined in 2000 and where she most recently served as managing director Kathleen M. Steele through June 2023. Steele also serves on the Board of EagleRidge Energy and the investment committee of Pohlad Investment Management.

Great Dane hired William (Bill) Davidson as the company’s next EVP of manufacturing. As part of his new role, Davidson will establish process improvements in the company’s manufacturing plants and oversee lean manufacturing initiatives for sustainable practices. Prior to joining Great Dane, he served as presWilliam (Bill) Davidson ident and CEO of All States Ag Parts and held several manufacturing and supply chain leadership roles at Deere & Co.

Suppliers and distributors Phillips has hired Brandon Woodard as corporate director of continuous improvement and operational excellence. In his role, Woodard will lead Phillips’ operations initiatives with a focus on global manufacturing efficiencies. Prior to joining Philips, he served in various aftermarket distribution leadership positions at Meritor, and then moved to SAF-HOLLAND as

a warehouse manager and eventual director of aftermarket distribution centers. Woodard’s first objective in his new role is streamlining and improving operations at the company’s expanded Mexico campus.

Associations LeAnna Koerner has been promoted from membership manager to director of membership for the North American Trailer Dealers Association (NATDA).

Koerner’s responsibilities will include managing and expanding NATDA educational programs, and overseeing NATDA’s Dealer Advisory Council and Women in LeAnna Koerner the Trailer Industry Committee, as well as her current work in the management and development of NATDA membership benefits. Koerner joined the NATDA in 2021 and has been pivotal in retaining members and expanding the NATDA Partner Benefit program.

MEMA, The Vehicle Suppliers Association, chose Ana Meuwissen to lead MEMA’s government affairs initiatives and team when Ann Wilson retires at the end of 2024. Meuwissen will joint MEMA in March as SVP of MEMA’s government affairs, while Wilson will take on the role of executive vice president. Prior to joinAnn Wilson ing MEMA, Meuwissen led government affairs at Bosch since 2012, and served as senior policy advisor at Nelson Mullins in Washington, D.C. Additionally, she is a former chair of MEMA’s Government Affairs Committee and the current chair of the Government Affairs Advisory Committee of the MEMA Board of Directors.

Obituaries Dave Smith, Hunter Engineering’s former SVP, has passed away. Smith, a longtime member of the company, worked for Hunter for nearly 40 years.

He first joined the company in 1975 as a business representative for Virginia, West Virginia, and North Carolina before he was promoted to Cleveland regional manDave Smith ager. Hunter then promoted Smith to vice president of sales and marketing in 1984, and then senior vice president in 2008. He managed Hunter’s field organization throughout North America and provided guidance to Hunter’s marketing department before he retired in 2014.

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TKSSD DESIGNED TO PERFORM ENGINEERED TO LAST. The two-piece rolled design of the tub delivers a fast, stable unloading process ensuring materials are dumped further away and eliminating carry back. There is no limit to what this Steel Side Dump Trailer can haul.

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