Fleet Owner - June 2024

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12 Private fleet of the year

America’s Service Line, the 2024 FleetOwner Private Fleet of the Year, continues to grow its operations through innovation and culture that helps it attract the right people and retain the best drivers.

22 Alt infrastructure status

With more fleets exploring alternative-powered vehicles, the industry is taking bigger steps toward zero. But what’s the status of the infrastructure development for charging BEVs and refueling these alternatively powered vehicles? 38

Integrating technology

As ADAS gains popularity and proves useful, fleets are finding success in tying together onboard technologies with transportation management systems to transform data into driver safety.

Photos: America’s Service Line

Photo: Photo: Joint Electric Truck Scaling Initiative (JETSI) Project

Photo: Western Express

Photo: ZF Group

Photo: Stoughton Trailers

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Fleets Explained

How does the trucking industry work? It’s a simple question with nearly countless complicated answers. This spring, we launched a new online series focused on explaining fleet operations, trucking industry terms and concepts, and new powertrains. (See more details on Fleets Explained on page 6.) FleetOwner.com/fleets-explained

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Fleet industry benchmarks: A fleet can learn a lot by tracking its metrics, but tracking metrics without knowing how other fleets compare can be difficult. In this webinar, we share key takeaways from our 2024 Benchmarking Report so you can identify where your organization excels and where you have room to improve. We’ll also share tactics you can implement to help make a positive impact on any metrics where you’re missing the mark.

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IdeaXchange

How to control insurance costs in the face of nuclear verdicts: Fleet operations leaders, like those in charge of any business, are under constant pressure to reduce costs, optimize efficiency, and improve profitability. Many of these pressures are out of their fleets’ control. Equipment pricing continues to rise, fuel prices are volatile, and labor costs are increasing. This is on top of labor shortages fleets have long endured. And then there’s the problem of fleet insurance premiums.

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FleetOwner aims to demystify U.S. transportation through Fleets Explained [ Lane Shift Ahead ]

How trucking industry works

By Josh Fisher Editor in Chief

@TrucksAtWork

Even those of us who have been in and around trucking for several years can learn something new about transportation.

WHEN YOU’RE NEW TO this industry, things can feel overwhelming fast. Those of us who have been in and around trucking for several years are still learning. In this day of transportation transformation, I bet even you trucking old-timers are still learning a thing or two.

I am no old-timer, but I’ve been around long enough to lose count of how many times I’ve met someone who just joined a fleet or supplier and was trying to immerse themselves in as much as they could learn at workshops, expo halls, and cocktail hours. Learning about trucking and fleet management is like drinking from a fire hose: You’ll pick up a lot of information with each gulp, but you know you can’t catch it all.

For the new industry members and those of us who are still learning and refining our transportation knowledge, we launched a new series at FleetOwner.com last month: Fleets Explained, where we’ll break down standard trucking industry terms, concepts, history, and more. You can find it at FleetOwner.com/fleets-explained.

Since taking over as FleetOwner’s chief editor a year ago, I’ve been fortunate enough to put together a talented team of journalists who were new to trucking. I always remind them to play the “new card” as long as possible: It’s OK to tell people you’re interviewing that you’re new to this industry because those who’ve been around fleets and trucking for a long time love to explain fleets and trucking.

“I joined the FleetOwner team in November 2023 with no prior knowledge or experience in the trucking industry,” Jenna Hume, FleetOwner’s digital editor, said. “I’ve learned a lot about the industry since then, but the amount of information left to learn can often seem overwhelming.”

Jenna wrote our first entry in the Fleets Explained series, which explains the different segments of the trucking industry. “While industry experts might learn a thing or two from this series, it will be largely geared

toward trucking newbies and anyone else who wants to learn,” Jenna noted. “The trucking industry has been welcoming to me, and I hope this series can help welcome others.”

As industry veterans retire, fleets and suppliers are hiring its future leaders. While the average American can take trucking for granted, those of us who live and breathe it every day know it’s complicated to move freight from coast to coast or simply deliver a package across town.

What’s next for Fleets Explained?

With the Advanced Clean Transportation Expo rounding out another busy spring season of trucking industry events, our second Fleets Explained article focused on electric vehicles, explaining how they work and differ from traditional equipment. Other future topics include explaining what a TMS is, how drayage works, the different types of trucks, truck OEM history, what various trucking abbreviations mean, how supply chains work, trucking regulations, and much more.

We really want this to be a way for you to help your company’s new team members learn more about the industry.

But, as Jenna points out, this isn’t just for new industry members. We hope industry veterans help us with article ideas, clarifications, and corrections. This is a complicated industry, and we could all use some guidance. If you have an idea or want us to expand on or over-explain a concept, email us at explained@fleetowner.com. FO

Fleets Explained: FleetOwner’s Trucking 101 series explains how the transportation industry works. Graphic: Eric Van Egeren | FleetOwner

Fleets, law enforcement share goals

ATA advisory board enhances collaboration to cut crime, increase safety

by Jeremy Wolfe

The trucking industry and the entities that regulate it don’t always agree. However, fleets and law enforcement officials have shared goals and that is to reduce criminal activity and increase traffic safety.

“Law enforcement right now, just like trucking, is faced with so many different priorities. Getting them all done is a huge task and a huge challenge,” Mark Savage, chairman of the American Trucking Associations’ Law Enforcement Advisory Board (LEAB), told FleetOwner

Savage served in the Colorado State Patrol for 25 years and was heavily involved in the Commercial Vehicle Safety Alliance. Now, he works as director of connected truck solutions at Drivewyze. As chairman of LEAB, Savage works to support the relationship between trucking and law enforcement.

LEAB’s founding

ATA leadership wanted LEAB to enhance the relationship between the law enforcement community as well as the trucking industry nationwide.

“A lot of states already have a very strong relationship at the state level,” Savage said. “For example, where I’m from in Colorado, we [law enforcement] have a strong partnership with the Colorado Motor Carriers Association. Most states, if not all, have some level of a partnership with the industry.”

While partnerships between trucking organizations and law enforcement have existed at the state level for many years, they were not as robust at the federal level.

“No two groups have a stronger and more consistent presence on our nation’s highways than law enforcement officers and American truckers,” said ATA CEO Chris Spear in ATA’s announcement of the board. “Therein

lies a strategic opportunity for greater collaboration, increased communication, and new bonds.”

Since then, the board has helped raise awareness and provide resources across major industry issues.

LEAB focuses on significant industry challenges, including parking, cargo theft, and human trafficking.

Truck parking shortages

“One of the big topics that we knew was going to need to be addressed was truck parking,” Savage told FleetOwner.

To highlight some of law enforcement’s experiences and challenges with the lack of truck parking across the country, LEAB worked with Alexandra Rosen, ATA’s staff liaison to the board.

LEAB helped ATA share stories of law enforcement’s experiences when Congress was considering the truck parking bill two years ago.

“They [ATA] brought up the issue and said, ‘Is this an issue for you? And, if so, can you provide us with any examples of how it’s an issue?’” Savage told FleetOwner. “A lot of our board members said, ‘Yes, it absolutely is, and here are some stories that we can share with you, which you can share with members of Congress so they understand.’”

Cargo theft

“One of the largest issues that we’re concerned with, and the topic of our last board meeting, was cargo theft,” Savage said.

Cargo theft has been a significant issue for trucking, and it has seen a rise in thefts over the last few years. Incidences of theft range from broker fraud to theft from parked containers.

LEAB raises awareness about this criminal activity with local officers and then connects those local officers with federal resources that can help to address

the problem. The board is working “just to raise awareness within the trucking industry about the impacts of this crime ... and what drivers and companies can do to prevent this crime going forward,” Savage said.

For example, LEAB is working with the Cargo Theft Task Force out of Florida and is in discussions with the California Highway Patrol to help raise awareness.

Human trafficking

Human trafficking has been an ongoing major issue for both the law enforcement community and trucking industry. LEAB has been promoting resources and training from organizations like TAT, a major nonprofit that combats human trafficking.

“Our role in regard to human trafficking would be to just make sure that the broadest range of officers across the country are aware of what TAT does and how to get TAT resources for their organization,” Savage told FleetOwner “Even providing training, whether it relates to cargo theft or human trafficking, about not only the signs and potential symptoms of these criminal activities but also what you can do about it is a big role of TAT, for example, and hopefully going forward, the Law Enforcement Advisory Board.” FO

Fleets and law enforcement officials have shared goals and that is to reduce criminal activity and increase traffic safety. Photo: Wayne Stadler | 5910597 | Dreamstime

Volvo, Daimler create digital vehicle venture

Two of the world’s largest heavy-duty truck manufacturers are cooperating on standardized commercial vehicle hardware and software platforms. Volvo Group and Daimler Truck announced the joint venture in May.

The two manufacturers reached a preliminary agreement to establish an independent entity to create standardized hardware and software, which will provide the basis for each manufacturer’s differentiating digital vehicle features. Both will provide their end-user applications on top of the standardized platform. The companies stated that cooperation on the development of digital technology will enhance the efficiency and experience of customers.

Volvo Group and Daimler Truck plan to be 50/50 partners and base the yet-to-be-named company in Gothenburg, Sweden, where Volvo is based.

Paccar execs confident on market share gains

Paccar CEO Preston Feight sounded as confident about outmuscling competitors as you’re likely to hear a public company executive get.

“We’re continuing to demonstrate that our business is structurally stronger, that the margins are higher, that our market share is increasing in the U.S. and Canada, both in heavy-duty and medium-duty,” Feight said on a call discussing Paccar’s first-quarter results. “So we feel good about the way the market is going for Paccar.”

Feight was responding to a request for context around his team’s 2024 deliveries forecast despite having lowered its estimate for the overall U.S./Canadian market for heavy-duty trucks by 10,000 units (to between 250,000 and 290,000) since early this year. He and CFO Harrie Schippers laid out the situation as they see it: Paccar is already filling

third-quarter build slots, inventories remain in fine shape, and the company is taking market share. Its Kenworth and Peterbilt brands accounted for 30.3% of Class 8 sales in the first quarter, up nearly a point from a year earlier.

Paccar delivered 29,500 units in the U.S. and Canada, compared to 26,000 in the previous Q1. European deliveries fell notably. Feight said the weak truckload market was the main driver behind the slightly lower 2024 Class 8 sales outlook. With the market softness expected to continue for several quarters, he said that customers are balancing the need to keep buying trucks to refresh their fleets.

GHG3 destined to fail, say industry detractors

Progressively stricter federal emissions standards, known as GHG3, aimed at U.S. trucking are less than three years away and, according to detractors, could drive the transportation industry off a cliff.

Taki Darakos, VP of vehicle maintenance and fleet service at Pitt Ohio, addressed the House of Representatives Committee on Transportation & Infrastructure Subcommittee on Highways and Transit on April 30. Pitt Ohio, a less-than-truckload carrier operating from the Midwest to the East Coast, boasts a fleet of 950 company-owned tractors, 2,900 trailers, and 600 straight trucks.

In its commitment to sustainability, the fleet has tested electric Class 8s for regional hauls around Cleveland. Additionally, the terminal has acquired a medium-duty battery-electric straight truck. The terminal is equipped with solar panels and innovative narrow wind turbines, making it a model of sustainability in the industrial suburb of Parma, Ohio.

“Although we continue to be optimistic about the promise of electrification in medium- and heavy-duty vehicles, we continue to encounter challenges related to costs, vehicle range, durability, and charging infrastructure that complicate broader deployment of heavy-duty battery-electric trucks,” Darakos stated.

Daimler expects strong growth rest of year

Daimler Truck leaders reported good North American activity in Q1 but weaker numbers in international markets in Germany and Asia. Daimler sold a little more than 46,200 units Q1 in North America—the company includes Mexico, whereas Paccar does not—which was down 5% from early 2023. However, revenue in the region was flat at about $6.25 billion, thanks to higher pricing and a mix that leaned slightly more toward more expensive units. That helped lift Daimler Truck North America’s earnings before interest and taxes by 7% to $780 million.

Daimler Truck CEO Martin Daum and his team told investors they, like Paccar’s leaders, expect Q2 sales to be about the same as Q1’s.

Auto hauler Proficient takes home $200M from IPO

A start-up company’s plan to consolidate part of the auto-hauler sector moved forward with an IPO that raised $200 million.

Jacksonville-based Proficient Auto Logistics sold more than 14.3 million

Taki Darakos, VP of vehicle maintenance and fleet service at Pitt Ohio, testifies before Congress. Photo: American Trucking Associations

shares to investors at $15 apiece on May 9. After discounts and commissions for the company’s investment banks, founders Ross Berner and Mark McKinney and their team took home $200 million from the IPO.

Proficient formed last year and plans to pay $180 million for five regional auto haulers with combined 2023 revenues of $415 million and pro forma net income of $9.1 million. The five firms, which combined use about 1,130 vehicles and trailers and employ roughly 650 people, have grown at an average of 15% annually since 2019 despite U.S. auto sales sliding during the pandemic.

GOP tries to block GHG3 rules

A conservative group of House and Senate lawmakers introduced bills to block EPA’s latest zero-emission mandates for heavy-duty vehicles. Greenhouse Gas Emissions

Standards for Heavy-Duty Vehicles

Phase 3 requires manufacturers to sell more zero-emission vehicles on an annual basis.

The rule requires that, by 2032, 25% of new long-haul and 40% of heavy-duty short-haul and medium-duty vehicles sold must be zero-emission. OEMs and suppliers can also meet these more stringent emissions requirements by producing and selling near-zero and low-emission equipment. Major trucking industry organizations have criticized the rule.

A similar case happened with Congress’s attempt to block the Clean Truck Plan in 2023, but President Biden vetoed the legislation.

Class 8 orders continue downward trend

Both new and used Class 8 truck sales continue to trend down

compared to the previous month’s orders and sales. Preliminary April data from ACT Research and FTR Transportation Intelligence found Class 8 orders fell according to seasonal trends but increased compared to last year.

Data from ACT on used-vehicle sales for March found a decline in both units and prices compared to the previous month, but those used units and prices also declined from last year.

ACT’s preliminary count of Class 8 net orders for April in North America was 15,600 units. The count is down 1,800 units from March but 30% higher than April 2023. FTR’s preliminary count of Class 8 net orders for April was 14,000 units. This compared similarly to ACT’s on a month-by-month and year-by-year basis: April’s orders were down 28% from March but 12.5% higher than last year. FO

BUILDING SUCCESS

through people, culture, and innovation

America’s Service Line, the 2024 FleetOwner Private Fleet of the Year, continues to grow its operations through innovation and culture that helps it attract the right people and retain the best drivers.

by Josh Fisher

Steakhouse menus and backyard grills could be much sparser without the people behind America’s Service Line, the private eet for American Foods Group, one of the U.S.’s largest beef processors. Building a good work culture, recruiting and retaining the best drivers, and balancing trucking industry challenges are among the reasons the eet has continued to thrive this century.

“We try to be the best private eet that we can be and the best trucking company that we can be,” Scott Willert, ASL’s president, told FleetOwner. “Our owner told me once that he really appreciates that I treat this like a trucking company. It goes without saying that we greatly value our employees, but we also value this as a business and look to do as well as we can to provide return for our internal and external stakeholders.”

Willert and his team at ASL are the 2024 FleetOwner Private Fleet of the Year. This magazine recognized them during an award ceremony at the National Private Truck Council’s annual conference in Orlando in late April.

Based in Green Bay, Wisconsin, America’s Service Line’s 200 company drivers and 75 owner-operators are responsible for nearly half of American Food Group’s shipments. It manages the rest through longtime carrier partners.

Founded to support AFG in 1996, ASL has grown its eet to 200 tractors and 350 refrigerated trailers.

Along with being one of the nation’s

ve largest beef processors, AFG supplies pork and sausage to grocers and other foodservice retailers. Its brands include Big City Reds, Great American Brands, Sheboygan Sausage, and Skylark Meats.

“It’s an outstanding company to work for,” Willert said of ASL and AFG parent company Rosen’s Diversi ed Inc. “I greatly appreciate the authority and autonomy that they give to me to build such an outstanding team and do great things for our people. It’s a lot of fun.”

America’s Service Line, based in Green Bay, Wisconsin, is the private fleet for American Foods Group.

Photos: America’s Service Line

Private Fleet of the Year: America’s Service Line

America’s Service Line is the private fleet for American Foods Group, a privately held, family-run company with a history dating back more than 70 years. AFG is the fifth largest beef processor in the U.S., with plants throughout the Midwest.

Headquarters: Green Bay, Wisconsin

Founded: 1996

Tractors: 250

Refrigerated trailers: 400

Company drivers: 250

Contracted drivers: 75

Community outreach and recognition:

• ASL is active in the Green Bay Chamber of Commerce and is part of its Transportation and Logistics Task Force.

• President Scott Willert is a member of the Green Bay Economic Development Board

• ASL was recognized in 2023 as the Next Generation Best Place to Work in the Greater Green Bay area.

• The company is part of its community’s Adopt a Block program, and many team members volunteer to help keep the city clean in their spare time.

• ASL raises money to support local homeless shelters, and company volunteers serve multiple meals there.

• Each October, the fleet raises money to support cancer research.

• ASL also supports Habitat for Humanity.

Building the right transportation team

“I can replace a truck,” noted David Giese, ASL’s eet maintenance director. “Unfortunately, we’ve had to replace drivers—they’re one of the hardest to nd in the industry.”

One of Willert’s leadership cornerstones is building the right team to move protein out of the American Heartland to butchers and grocers nationwide.

“We’ve done our best to create a culture where people enjoy coming to work every day and look forward to it,” he said. “They take great pride that we don’t just hire anyone. We want good people. We want solid professional

ASL fleet technicians maintain a fleet of 250 tractors spec’d with safety technology and driver comforts.

drivers who know how to build and enhance relationships, serve customers well, and work well with each other.”

A former Kraft Foods eet executive, Willert has been in the private eet industry for 25 years, the last nine with ASL. He said one key to success is getting to know his employees and allowing them to get to know him. And he’s centered his company’s culture around listening.

“When I went to work, I had one-onones with every one of our employees to understand where they were in their careers, what they wanted, what their challenges were,” Willert recalled.

“Enhancing the culture, that was the easy part. The hard part is going

Photo: America’s Service Line

forward,” he said. “You can’t be complacent. What people want today is going to be different than what they want or need five years from now. So you have to stay on top of that—you can’t stay rooted in ‘this is how I’m going to do things for the rest of my career.’ Any business that has employees, for the most part, is about people. Getting the most from your people, appreciating them, recognizing them, educating them on goals and how you’re doing along the way is extremely important for you to be successful.”

Giese echoed the importance of adapting to the times. “Our viewpoint of what we used to do 20 years ago is much different than now,” he explained. “We have to cater to drivers, whereas everybody back then used to think drivers were a dime a dozen. But we’re catering to them now. We’re making the equipment much more plush for them.”

Always exploring new opportunities

Catering more to America’s Service Line drivers, whose average pay outpaces industry benchmarks, has helped the fleet gain buy-in and get more out of its employees and equipment.

Giese’s team focuses on helping those drivers get the most out of fleet equipment by seeking better efficiency and driver experiences.

“You have to keep trying,” Giese told FleetOwner. “It’s an old adage, but it’s true: If you just keep doing the same thing all the time and never change, you end up being the guy standing in the corner with a paintbrush in your hand looking at the floor asking, ‘What idiot did that?’”

With an emphasis on driver safety, ASL uses modern fleet technology such as telematics, cameras, and collision avoidance systems.

“We incentivize drivers to operate safely while helping us keep our costs down and provide outstanding service to our customers,” Willert said. “We’re EPA SmartWay certified and have been for years. We’re constantly evaluating and

“Everybody in this building—all our mechanics, our city drivers, and our road drivers—all feel the same way: Let’s keep striving to get better.”

– David Giese, fleet maintenance director, America’s Service Line

testing new technology to improve fuel economy, driver satisfaction, and safety.”

Giese said that Willert allows him to try out new things within the fleet while still focusing on the practicality

of innovations. His team uses data to evaluate how new technologies and strategies are working, tracking metrics on tires, fuel economy, and driver feedback to make informed decisions on innovations.

The company’s fleet of Freightliner and Kenworth trucks is spec’d with Rolltek seats for drivers and side skirts on all trailers. ASL also ties driver bonuses to efficiency technologies and practices, such as cruise control and idling. The fleet now regularly averages better than 8 mpg, and its idle time is less than 4%.

ASL had been testing two hybrid-converted tractors, but the startup company that developed the technology recently folded, so the vehicles were converted back to traditional diesels.

Top: ASL office staff pose with the FleetOwner Private Fleet of the Year Award.

Bottom: Finance and accounting staff at ASL in Green Bay

Photos: America’s Service Line

Giese acknowledged that only some experiments will be successful. Still, he sees failure as an opportunity to learn and refine ASL’s transportation approach, prioritizing impactful solutions for its operations and bottom line.

“I have no limits on what I can do here,” Giese said. “All I have to do is explain to Scott why.”

Finding the right fits for the fleet

When ASL first started its transportation system in the mid-1990s, it focused on refrigerated trailers operated by owner-operators. However, in 2008, ASL began acquiring tractors and hiring drivers. ASL heavily relies on referrals for new employees, particularly drivers. Willert said more than half of new hires come from driver referrals.

“They all take a lot of pride in that we don’t just hire anyone,” he said. “We want good people. We want solid professional drivers who know how to build and enhance relationships and serve customers and work well with each other.”

To keep those drivers connected to America’s Service Line culture while on the road, Willert and his management offer Luma online training and broadcast quarterly meetings to over-the-road drivers over the web.

“We do our very best to stay as connected as we can to people to give them good solid communication and be good listeners,” he noted.

Along with focusing on its people, ASL considers itself customer-centric. Both Willert and Giese emphasized the importance of understanding and exceeding customer needs. Those customers aren’t just the businesses that rely on ASG’s protein. Willert said his fleet has worked hard to reduce empty miles with backhauls, which has helped improve its financial success.

Since the fleets’ trailers are reefers, ASL has the flexibility to pick up temperature-sensitive freight or general goods on its backhauls.

“Why wouldn’t you want to reduce empty miles?” he noted. “Why wouldn’t

you want to get as much revenue as you can to offset your costs and be on the positive side of the equation?”

He said an essential part of building this successful private fleet team is transparency about how backhauls, technology, and other business decisions contribute to the fleet’s financial success. Willert believes in involving employees in decisions, which fosters a sense of ownership and collaboration. He stressed the importance of fleet leaders maintaining and growing positive work environments as employee needs and expectations evolve.

“Everybody in this building—all our mechanics, our city drivers, and our road drivers—all feel the same way: Let’s keep striving to get better,” Giese said. “We are a small enough company that when you walk in my door as a driver, you’re not just a driver. You’re an employee of ASL—no different than I am.”

“My door’s always open to my drivers,” he continued. “So is Scott’s. So is Greg [Gmeinder’s], who runs operations, our safety team, and even our accounting department. They’re always open to talk to drivers because they’re all part of this business.” FO

Top left: America’s Service Line shop technicians pose with the FleetOwner Private Fleet of the Year Award. Top right: ASL President Scott Willert presents independent driver partner Wayne Coffey with an award for two million miles. Bottom: ASL’s 2023 summer interns. Photos: America’s Service Line

NPTC sets sights on future fleets

Private fleet leaders gather as industry faces ‘a lot of change’

by Josh Fisher

ORLANDO, Florida—The National Private Truck Council opened its 2024 convention in one of America’s top vacation destinations, ready to get to work. With signi cant challenges ahead, the transportation executives for various corporations were focused on trucking’s future and how their eet operations adapt and thrive.

The annual convention in late April drew another large registration, among its highest on record, with the most exhibitors and sponsors in the council’s 85-year history.

NPTC CEO Gary Petty, who also serves as event emcee, was lightning-fast with one-liners as he introduced speakers and award winners during the general session. He had a personal story about every person who spoke. Petty loves to share the stories of his members, so many of whom he’s watched thrive in their transportation careers.

“I’d like to put a vision in your head of where you’d like to be in your career 10, 15 years from now,” Petty told attendees after NPTC handed out several executive awards. “Imagine yourself being that person and being among the people on this stage receiving these awards.”

Unlike other trucking industry events focused more on the for-hire side of the industry, the attendees at NPTC are all part of transportation divisions that support their parent companies. Private eet leaders are always justifying their operations—and looking for any edge they can get.

“If we don’t continue to improve as private eets, we know what our options are,” Bedford Monday, NPTC treasurer and Schwan Food Co.’s director of warehouse operations, said during the general session. “Our presidents, our CEOs will nd an option to improve—and we need to make sure that we are the best at what we do. And we should never forget that.”

New NPTC Chairman David Barth, an active NPTC member since 2000, said the council has bene ted his managerial career and his eet’s success. “I found it truly remarkable to see the growth of NPTC’s in uence on the private eet industry,” said Barth, transportation operations manager of Wegmans Food Markets. “With every metric of success, the council continues to have a broader and more in uential impact on member companies, eet managers, and suppliers.

One of NPTC’s draws for transportation leaders of some of the most well-known corporations in America is its reserve. Its 25 educational workshops are strictly limited to council members so they can speak freely. This year’s sessions focused on trucking’s autonomous future, building strong teams, regulation reviews, electric trucks, driver hiring, and more.

“The fact that we feel a strong sense of safety, trust, and con dentiality is a testament to the quality of the companies

and the people who make up NPTC membership,” Barth said during his rst address as chairman.

Barth said he’s seen NPTC grow during his 20 years with it. “We’re an organization of people,” he said during his general session address. “That’s what we do. That’s who we are.”

He said that during his 20 years with NPTC, he’s made lifelong friends who have helped improve his career, and he encouraged attendees to do the same. “Just engage with folks and get new friends because they will help you throughout your career, throughout your journey as you grow. There’s been a lot of change in transportation for many years and there’s going to be more.” FO

NPTC 2024 Professional Leadership Awards

Petty and his team recognized several executives and organizations for their contributions to the industry and the council with awards sponsored by E.A. Dion.

Dan Smith Lifetime Achievement: Chuck Amen, Hillyard Inc.

Private Fleet Executive of the Year: John Gillenwater, HC Transport

Private Fleet Manager of the Year: Keith McWilliams, Performance Food Group

Private Fleet Safety Professional of the Year: Ed Reardon, CF Logistics

NPTC Excellence in Membership (Fleet): Steven Roberts, Deseret Transportation

NPTC Excellence in Membership (Allied): Kat Jones, Fleet Advantage

Allied Member of the Year: J.J. Keller & Associates

Gary Petty, CEO of the National Private Truck Council, opens up NPTC 2024 in Orlando, Florida. Photo: Josh Fisher | FleetOwner

NPTC partners with NACFE and Clean Freight Coalition

Some private fleets have more incentives—and corporate pushes—to decarbonize their transportation systems than other trucking operations. With emission-cutting challenges ahead, NPTC took steps during its annual conference to join an alliance focused on freight advocacy and affiliated with one of North America’s leading freight efficiency groups.

NPTC CEO Gary Petty told FleetOwner his membership wants to be part of practical net-zero solutions and learn more about overcoming the challenges—and outside pressures—along that path. The private fleet group is teaming up with the North American Council for Freight Efficiency on the education and research side and the Clean Freight Coalition on the advocacy side.

More private fleets have regional, return-to-base trucking operations with repeatable, fixed routes more applicable for electrification than long-haul trucking. Private fleets also operate for more corporations with zero-emission goals. However, political and corporate mandates won’t make the transformation any easier.

Petty told FleetOwner there are more corporate and customer pressures for net- and near-zero transportation. “We wanted to see what we ... can do to influence the change, and we’re focusing on two ways,” Petty said. One way is through education; the other is through advocacy.

NPTC’s Board of Directors authorized the initiatives during its conference. The council joins other trucking organizations in the Clean Freight Coalition, an alliance that advocates for a reasonable path to trucking decarbonization.

NPTC also entered a three-year affiliation agreement with NACFE, making the nonprofit an official resource for NPTC member fleets. Mike Roeth, NACFE’s executive director, and his team have participated in NPTC educational sessions for 15 years. NACFE plans to help interested private fleets navigate paths to net zero and provide educational guidelines for NPTC’s Certified Transportation Professional program. It will also recruit private fleets for its Run on Less program.

Fleet Advantage creates new index

A data-driven approach can help fleets make better decisions about their complicated futures. Fleet financing and management provider Fleet Advantage showed off its newest carrier data resource at NPTC 2024 to help fleets compare leasing options costs.

Fleet Advantage’s new Unbundled Full-Service Lease Comparative Index calculates whether unbundling suits private fleets’ operations. Brian Antonellis, Fleet Advantage SVP of fleet operations, told FleetOwner flexibility and competitive finance options are the most effective ways to reduce truck and finance costs. He said that the

unbundled, flexible leases also help fleets overcome the mindset that equipment should last a set period. “You need to have an option to early-exchange the truck if it’s run a higher mileage, so you’re matching your warranty and your maintenance strategy,” he explained. “Or you can extend your truck if you’ve run lower miles, so you can still get the value out of that truck at a lower cost.”

McLeod enhances LoadMaster for private fleets

McLeod Software is now offering its LoadMaster solution for private fleets to help fleet managers make better decisions about their transportation operations and drivers.   During NPTC 2024, McLeod showcased LoadMaster Private Fleet, a solution built on the company’s LoadMaster Enterprise operations software already used by dozens of private fleets. Like for-hire carriers, private fleets need to be connected to their drivers’ ELDs, dispatchers, billing, and backhaul opportunities, Robert Brothers, McLeod VP of product development, told FleetOwner LoadMaster Private Fleet offers flexible configuration to accommodate various business processes while taking advantage of a broad set of functional capabilities, including dispatch, planning, safety, and integration with a wide range of ELD products on the market. FO

by David Heller

Fighting predatory towing

Massive

tow charges

are becoming the norm for trucking companies

EVERYONE HAS TO GET a vehicle towed at some point. This drives consumer memberships to AAA and other roadside assistance programs in case the need for a tow arises at the most inopportune time. However, in the trucking industry, a simple tow can cause more problems than many motor club members could imagine.

Despite the fact that federal efforts to combat predatory towing have been slow, some states are taking action, and others could use local fleet support.

A Truckload Carrier Association member recently told me how shocked their fleet was by the cost of righting a trailer and towing the equipment a mere eight miles to the tow company’s yard—all for a bargain-basement price of nearly $18,000. This is a far cry from an annual AAA membership of $99.

That TCA member isn’t alone. Trucking companies nationwide are being hit with massive tow charges that, in some cases, are more than the truck’s value. Predatory towing has become the new normal. Our industry must find ways to keep this in check out of fear of being faced with a tow bill that creeps into six figures.

In these cases, excessive rate charges from predatory towers have become the most problematic issue. According to the American Transportation Research Institute, 82.7% of motor carriers reported excessive rate charges, with unwarranted service charges coming in second at 81.8%. It would be nice if these were the only problems associated with predatory towing.

Carriers across the country have also been dealing with the issue of holding cargo “hostage” during towing incidents. In what basically amounts to theft, in predatory towing situations, the cargo on a towed trailer simply isn’t released to the carrier required to deliver it, creating even more significant problems by further disrupting the supply chain. I have heard of instances where, even when the cargo is released, it is difficult at best to reclaim it.

This exorbitant fees issue has become so egregious that even Transportation Secretary Pete Buttigieg called out the junk fees charged by predatory towing companies when supporting the trucking industry regarding the Federal Trade Commission proposal banning excessive rates. While the FTC seeks to bring these issues in line, the true success of combating this problem is at the state level.

Maryland successfully fought this predatory towing by passing laws that established requirements and procedures for police-initiated tows and eliminating “per-pound” billing. More importantly,

the Maryland Department of State Police must publicly list qualified towing companies and require those companies to provide rate sheets, prohibiting them from charging more than the published rates. Moreover, motor carriers have even earned the right to request a specific towing company, and state police must accommodate such requests if they can.

This legislative victory at the state level has started the process across the country. Florida, Missouri, and Colorado passed or are in the process of passing legislation that seeks to curb predatory towing. Certainly, transparency in rates, as cited by ATRI, will almost always be an issue as the state fights continue.

A new Mississippi law creates an advisory committee to set the maximum towing rates to fight predatory behaviors. States have shown some success in eliminating these practices, and I encourage each of you to participate in these efforts so that our industry can achieve even greater success.

There are certainly some very reputable towing companies that service our industry, a practice that is very much needed to keep the supply chain moving. As unfortunate as accidents are, the industry needs responsive and reputable towing companies to ensure the free flow of freight; however, the negative performance of some in the industry has led to new challenges at the state level.

In a perfect world, trucking and towing companies would work together in order to resolve this problem, but for now, the success of state legislation is paving the way. FO

David Heller | Dheller@truckload.org

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

Photo: vitpho | 164960803 | Dreamstime

The future of transpor t ation relies on telematic s . S

GAIN CL ARIT Y GAIN GROUND

Where ALT-FUEL INFRASTRUCTURE stands today

With more fleets exploring alternative-powered vehicles, the industry is taking bigger steps toward zero. But what’s the status of the infrastructure development for charging BEVs and refueling these alternatively powered vehicles?

by Jade Brasher

Transitioning trucking to a zero-emission future is challenging. OEMs are scaling up ZE production and developing new powertrains running on various fuel sources. But building out that fueling infrastructure has lagged and proved to be more difficult than some envisioned.

“There are people investing in the vehicle space ... Find somebody that’s doing something in the distribution space,” Dave Hull, regional VP of Bosch Rexroth, noted during an industry event in April.

Volvo VNL electric Class 8 trucks charge at NFI Logistics’ private facility in California.

Photo: Joint Electric Truck Scaling Initiative (JETSI) Project

EQUIPMENT FEATURE

It’s that age-old question: “Which came first, the chicken or the egg?” In the transportation sector the question has now become, “Which comes first, the ZEV or the infrastructure?”

While more battery electric and alternative fuel vehicles can be seen on the roads today, these vehicles have only been around for a short period of time. Yet, industry stakeholders are comparing EV and alternative fuel infrastructure to something that has been around for longer than anyone can remember.

You can’t blame fleet owners who are skeptical about keeping ZE equipment running if they don’t know where or how long it will take to refuel because generations of truck drivers have always been just a highway exit away from the next tankful of diesel.

But alternative fuel providers and ZE truck and van options are accelerating. With major OEMs setting a 2040 goal to be net-zero in North America, the traditional/alternative fuel infrastructure imbalance could dissipate within years.

Here’s where the leading alt-fuel infrastructure for commercial fleets stands in the U.S.:

EV charging infrastructure

There are nearly 64,000 Level 2 and direct-current, public fast-charging stations across the U.S., according to the Department of Energy. While that sounds like a significant number, only about 10,000 of those public charging stations are equipped with DC fast chargers, which are necessary for fleets that need a quick charge. Time is money.

Public fleet charging is less developed; however, depending on the location, fleets might find public charging options—even those operating heavyduty Class 7 and 8 vehicles.

Just last month in California, WattEV opened a heavy-duty charging station for public use—its third station in less than one month and fourth in total. The company plans to eventually build 16 charging stations, enabling the

electrification of heavy-duty fleets all along the U.S. West Coast.

More organizations and companies are planning heavy-duty EV charging stations, such as Greenlane, a joint venture between Daimler Truck North America, NextEra Energy Resources, and BlackRock. Greenlane’s initial plans are to build an EV charging network along the highways from Los Angeles and Las Vegas. It also has plans to build more truck charging on the West Coast, Northeast, and Texas. There are public fleet charging sites in development, but that isn’t enough to support nationwide EV adoption. Beyond the West Coast, public EV truck charging infrastructure development is more conceptual.

One of the many factors contributing to the slow rollout of EV charging infrastructure is the cost. To help accelerate EV adoption, the Biden administration allocated $7.5 billion from the 2021 infrastructure law to go toward building a national charging network. Even with the funding for charging infrastructure projects, other challenges remain.

The White House outlines the lack of EV charger standardization as another challenge. “There are multiple types of chargers and plugs in use, meaning that certain chargers only work with specific EV models,” according to a White House statement. To combat this, the

administration established a minimum standard that requires all federally funded EV chargers to accommodate the widely used Combined Charging System and the North American Charging Standard, developed by Tesla.

EV charging infrastructure challenges continue, especially with site development, beyond those identified by the White House. Those challenges even impact fleets that have set aside land for EV charging development.

Fleets considering electrification should start the planning process early and begin by discussing with the utility company, Jason Haines, fleet electrification manager at Duke Energy, said. Building on-site charging infrastructure can take up to several years. During this process, the utility must evaluate a site’s existing electrical infrastructure, consider where the transformer and megawatts are located, and then discover the fleet’s end goal.

EV charging solutions for fleets

If fleets don’t have time to wait on utilities, there are other ways to electrify. Tim Owen, co-founder of Trinity Structures, an off-grid charging infrastructure installation provider, told FleetOwner that his company works with customers that have a much quicker deadline for EV charging infrastructure execution.

WattEV’s public heavy-duty truck charging facility in Bakersfield, California, is capable of megawatt rapid charging. Photo: WattEV

FLEETPRIDE.COM HEAVY DUTY OVERHAUL

Trinity Structures is one of many companies that helps fleets build charging infrastructure via microgrids. Fleets and even public EV truck charging stations are finding microgrids to be a solution where utilities can’t provide the power necessary to fuel electric truck operations. These microgrids typically work through solar generation and battery storage that is contained. Implementing solar panels on-site for Trinity’s customer Costco allows it to generate up to 100 megawatts of energy annually, providing more than 11,000 hours of fleet charging.

Another EV charging solution for fleets is temporary charging infrastructure. There are multiple options for this charging offered by various providers in the industry. Some options are completely independent of the utility, and others require some utility involvement.

Mobile charging, temporary and deployed on wheels, is separate from the grid and can be placed anywhere. Yet because this type of charging solution has no grid connection, often its power source is a generator that runs on fossil fuels, although sometimes solar panels can be deployed to supplement some power needs.

Containerized charging, while connected to the grid, can be deployed in a fraction of the time necessary to deploy full on-site EV charging infrastructure. From contracting to completion, it can take as little as six months. This mobile or semi-permanent charging method involves placing all electrical switchgear inside a container with charging connections placed on the container’s exterior walls.

Hydrogen infrastructure

Hydrogen infrastructure isn’t as far along as electric vehicle charging infrastructure. Hydrogen is currently delivered to fleets in two primary ways: wet-hosing services, which entails having a fuel provider bring fuel to the fleet trucks either at the depot or in the field, and hydrogen fueling stations.

An upside to purchasing hydrogenfueled vehicles, either with internal combustion engine propulsion systems or hydrogen fuel cell EVs, is that OEMs of hydrogen-fueled vehicles are often willing to help fleets with fueling. Nikola is doing this.

Nikola, which builds the Class 8 Tre FCEV, is developing its refueling infrastructure through its Hyla brand. The OEM opened its second Hyla refueling station in May, with more to come. In addition, Nikola’s Hyla network provides modular stations, or mobile refueling solutions, where hydrogen is stored in trailers that fleets can place on their property.

Hyzon, a manufacturer of retrofittable hydrogen fuel cell systems, helps its customers with hydrogen fueling through partnerships with existing fueling stations. The company recently facilitated a partnership between Pilot and Performance Food Group (PFG), a fleet that operates five hydrogen fuel cell EVs. Through this partnership, Pilot sends a hydrogen-filled tank truck to PFG’s depot to fuel the trucks.

Much like with electric vehicle charging infrastructure, there are companies that are solely dedicated to bringing hydrogen infrastructure to scale for the masses. One of those is BayoTech, a hydrogen infrastructure development company that includes hydrogen

production, transport, and storage solutions. The company partners with fleets that operate FCEVs to supply them with hydrogen fuel either through hydrogen transport trailers that fleets can keep at their depot, long-term bulk gaseous hydrogen storage, or gaseous hydrogen storage on smaller, compact trailers that can be taken almost anywhere.

While there are some refueling options for fleets that operate hydrogen-powered vehicles, public refueling options are fewer but in development. FirstElement Fuel recently opened a public hydrogen refueling station in the Port of Oakland, and Nikola is working to create more public hydrogen refueling stations along the West Coast through its Hyla brand.

Most of the attention for public hydrogen refueling comes from the state of California, leaving fleets that operate in other states with few public refueling options. This means that any fleet hoping to operate hydrogen-powered vehicles would be limited to the range in which it can operate—ensuring that each vehicle stays within a certain radius of its hydrogen fuel source.

Renewable diesel and biodiesel infrastructure

The alternative fuel source that is the simplest for the end user is renewable diesel or biodiesel. Renewable diesel features the same chemical makeup as

Heavy-duty trucks fuel up at FirstElement Fuel’s liquid hydrogen refueling station.

Photo: Karl Nielsen

diesel; therefore, no engine modifications are required. Because of this, renewable diesel is considered a “drop-in” fuel. Volvo recently announced it will use the fuel, specifically hydrotreated vegetable oil—made from vegetable oils and animal fats—in each newly assembled truck that leaves its facility destined for customers. This move underscores the fuel’s potential in any application that requires diesel fuel.

Advocates for renewable diesel and biodiesel tout that the infrastructure for the fuel types is already available.

“As we’re looking at the drop-in solutions for renewable diesel and biodiesel, that’s certainly much simpler in comparison to the other solutions as they are drop-in solutions,” Dr. Nuray Elci, VP of innovation and technology ventures at Chevron, said in a webinar hosted by Gladstein, Neandross & Associates. “So, you can use the existing infrastructure in existing vehicles.”

Transitioning the industry from diesel to renewable diesel would result in a fraction (one-fifth) of the cost to transition the industry to BEVs when taking vehicle development and infrastructure costs into account, according to the American Transportation Research Institute’s report, “Renewable Diesel—A Catalyst for Decarbonization.”

The Department of Energy lists 16 renewable diesel production plants in operation in the U.S. today, many of which have been converted from petroleum refineries. Additionally, renewable diesel and biodiesel are more widely available to the public, particularly in the Midwest, than hydrogen or other alternative fuels. Illinois has the most public renewable diesel and biodiesel fueling stations with 477.

Natural gas infrastructure

Despite fewer CNG vehicles delivered to fleets in 2023 than in 2022, natural gas infrastructure is growing, according to a market analysis by TRC. Renewable natural gas facilities grew by 150 stations in 2023, per the TRC analysis, and of the

CNG fleets TRC surveyed, 81% expect their CNG use to grow or stay the same. This should keep demand for natural gas strong for the next several years.

There are currently 334 renewable propane-producing facilities in the U.S., with a planned total of 821, according to the Renewable Natural Gas Coalition. The 2024 State of Sustainable Fleets report (see page 32) states that fleets that choose CNG and RNG to fuel their vehicles will easily avoid additional expenses when transitioning their fleet.

“With an established and growing network of public CNG stations dispensing RNG across North America,” the report states, “fleets looking to transition to clean RNG trucks can likely avoid the overwhelming, cost-prohibitive, multiyear refueling hurdles currently plaguing other advanced clean fuel technologies.”

Don’t pull the plug on alt fuels yet Transitioning the transportation industry to any other fuel or power source will continue to be an uphill battle, at least for the next decade. Yet, each alternative fuel has come a long way just within the past few years—and the industry can expect the innovation to continue.

The U.S. government has pumped billions of dollars into alternative energy through grants and incentives, fueling the innovation and research necessary to see these fuels and alternative power sources succeed.

OEMs continue to develop more alternative fuel equipment options, delivering more vehicles. Fleets are testing these vehicles in their operations, helping both OEMs and infrastructure developers fine-tune their approach to

bringing these vehicles and fuels to market in the most efficient way. In many cases, partnerships are key to this evolution from fossil-fueled ICE vehicles to alternative-fueled vehicles or battery electric powertrains, with OEMs helping connect fleets to charging infrastructure developers or alternative fuel providers.

With the money and time spent rolling out these new BEVs and hydrogen FCEVs along with the investment in charging infrastructure, hydrogen production and infrastructure, and developing renewable diesel and biofuels, alternative fuel development is unlikely to regress anytime soon—even considering a U.S. presidential election this fall.

While regulations, both local and federal, are subject to change, the push for environmentally friendly transportation options will not. The best thing fleets can do is begin their EV, hydrogen, or renewable diesel journey as early as possible so that the transition to clean trucking will be as smooth as possible. FO

Hydrogen is stored inside the Hyundai Xcient heavy-duty Class 8 hydrogen-powered truck. Photo: Jade Brasher | FleetOwner

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Briefs

Penske to help fleets build charging

Penske Transportation Solutions and ForeFront Power have a new joint venture named Penske Energy. The venture aims to help commercial fleet operators plan, design, and deploy optimized EV charging infrastructure capabilities that support and safeguard their operations.

Penske Energy will provide fleet operators comprehensive EV charging and energy infrastructure advisory consulting. Areas of consultation include strategic and operational planning, technology assessment, infrastructure designs, and practical project implementation.

Hexagon

and Hino

on new Class 8 EV

partner

Hexagon Purus and partner Hino Trucks launched Tern, a new EV truck brand, during ACT Expo. The RC8, a Class 8 EV tractor, leverages Hexagon Purus’ zero-emission drivetrains for heavy-duty trucks.

Hexagon Purus and Hino Trucks have a long-term agreement worth about $2 billion. The RC8 is scheduled for serial production later this year at Hexagon Purus’ new facility in Dallas. It is built on Hino’s XL Series 4x2 chassis and equipped with zero-emission technology from Hexagon Purus.

Volvo launches autonomous VNL

Volvo Autonomous Solutions unveiled the truckmaker’s first production-ready autonomous truck at ACT Expo. The Volvo VNL Autonomous combines technology from Volvo Truck North America and Aurora. The platform-based design approach will enable Volvo to use its

in-house-developed virtual driver for trucks and machines working within confined applications and partner virtual driving technologies for on-highway trucking applications.

Rizon adds new models

Rizon, Daimler Truck’s Class 4 and 5 EV truck brand that launched just before last year’s ACT Expo, is adding two new models to its offerings. This year, the OEM announced the new e18Mx and e18Lx, which offer enhanced payload capacities up to 18,850 lb. for urban and local deliveries.

Velocity EV, the company’s certified U.S. distributor, is accepting orders for the 2025 model year vehicles. The trucks offer up to 160 miles per charge and are eligible for California’s zero-emission truck voucher incentives of $60,000 per vehicle.

TICO offers EV yard spotter

TICO Manufacturing, a terminal tractor manufacturer and one of the largest terminal tractor fleet owners in North America, launched the next generation of its Pro-Spotter Electric Terminal Tractor. This follows TICO’s first-generation electric terminal tractor, developed in 2023 with Volvo Penta. The new EV yard dog features a scalable range of onboard energy levels up to 312 kWh and GCWR up to 160,000 lb. plus 61,000 lb.-ft. of wheel end torque tailored to the port operator.

Lion launches new trucks

The Lion Electric Company unveiled the Lion8 Tractor, an electric Class 8 truck, during ACT Expo. The EV is expected to be available later this year, and the company said it offers the highest GCWR among over-the-road EVs— up to 127,000 lb.

With battery capacity up to 630 kWh and range up to 275 miles, the EV can recharge to 80% in about 1.5 hours. It features a 6x4 axle configuration and two integrated 2-speed e-axles.

Cummins updates ZE technology

Accelera by Cummins launched the next generation of several decarbonizing technologies during ACT Expo, including new versions of its hydrogen fuel cell engines, a high-efficiency e-axle, and its next-generation batteries. Accelera’s fuel cell technology is used in the newly launched FCE300 and FCE150 fuel cell powertrains. Both offer increased power density for larger systems, improved efficiency, and advanced durability.

The next-gen 14Xe is the supplier’s newest e-axle. Available with a 3-speed twin-countershaft or a 2-speed planetary transmission, it is designed to accommodate increased torque, power, and battery voltage requirements. FO

Hydrogen fuel cell electric Class 8 trucks were on display outside the Las Vegas Convention Center, which hosted the Advanced Clean Transportation Expo in May.

Photo: ACT Expo 2024 | TRC Companies

What alt fuels power today’s fleets?

Zero-emission adoption rates rise as regulatory challenges grow

by Jade Brasher

LAS VEGAS—Telematics, predictive maintenance, route optimization, and other fleet technologies have rapidly advanced within the past five years. So has the technology that powers the fleets. Alternative fuels, electric powertrains, and even cleaner-burning diesel technology have improved with time. With all this advancement and innovation, one thing is clear: Clean technology is here to stay—at least according to TRC’s fifth annual State of Sustainable Fleets report.

The 2024 report surveys fleets across the nation to get a handle on how the industry is reacting to new regulations, new vehicles entering the market, and, overall, new options for fleet operations. Key findings of the 2024 report include:

• Confusion with new emissions and zero-emission vehicle regulations

• A rise in diesel vehicle sales

• Renewable natural gas leads growth in compressed natural gas sector

• Medium-duty battery electric vehicle deployments double

• Hydrogen economy pushes forward

“If I had to really sum up the report for this year, there’s one word that comes to mind: growth,” Eric Neandross, president of GNA, said during a keynote speech at the Advanced Clean Transportation Expo in Las Vegas. “We cover all the major trends in the report, and these are the trends that we see in the headlines every single week.”

Regulatory confusion

While 2023 was a year of ZEV adoption among fleets, it was also a year of confusion, according to the report, as emissions regulations shook the fleet world—some federally and some locally. With California leading the charge in zero-emission vehicle regulations, fleets that operate in the state are busy planning their ZEV

Medium- and Heavy-Duty Vehicle Deployments 2019 - 2023

adoption while also considering their bottom line.

Other states are following in California’s footsteps. Only time will tell how far regulations will restrict fleets in their vehicle powertrain choices, and the restrictions will likely continue to vary by state until the nation “aligns with the EPA [Clean Trucks Plan] starting with model year 2027,” the report stated.

“We have a couple of really critical regulations that were adopted that’s going to accelerate our move forward to lower carbon fuels, zero-emission vehicles in every sector: light, medium, heavy,” Neandross said. “These are regulations; these are policies that can be shifted. They could be rolled back ... But I go back to the trillion dollars being invested in this market right now, commitments that we are going to get to zero. That is the goal.”

Diesel

vehicle sales rise

Fleets purchased 7% more diesel vehicles in 2023 than in 2022, and the cost of diesel fuel also fell. This increased demand could signal a rush to buy diesel vehicles ahead of EPA’s Clean Trucks Plan implementation in MY 2027, which could increase their prices by about 12%, stated S&P Global Commodity Insights. Renewable diesel fuel also gained popularity. Considered a “drop-in” fuel, meaning it can replace diesel fuel in diesel engines, the national consumption of RD increased by 68% year over year, the report stated. Yet, RD adoption is much slower outside West Coast states, suggesting that obtaining the fuel beyond the West Coast is more complex or costly.

RNG popular fleet choice

More than 150 new renewable natural gas production facilities came online in

Photo:

2023. This growth helped sustain CNG prices and make them competitive with other fuel choices. Demand for RNG among fleets grew for the third consecutive year, but deliveries of natural gas vehicles fell by 11%. According to the report, existing users of natural gas vehicles are driving the demand for the fuel.

The natural gas market is facing “headwinds,” the report stated, as regulations mandate ZEV operation in fleets, and Cummins phases out its popular CNG engine, the ISX12N, to bring to market its 15-liter X15N. S&P Global Mobility predicts a bright future for CNG, with 63% sales growth by 2030.

Medium-duty BEVs double

More than 26,000 battery-electric trucks, vans, and buses were delivered to fleets in 2023—doubled since 2022. Cargo vans and pickup trucks made up 90% of those deliveries, and of those 90%, Rivian and Ford made 95%, the report concluded. Charge infrastructure challenges persist,

with long lead times, increased costs, and more, despite strong deliveries.

EV popularity is growing outside of California as well. The report notes that Texas and Florida were the first and third largest markets for electric cargo vans in 2023. Fleets running shorter, lightweight routes have been identified as the BEV sweet spot, as most vehicles travel shorter routes and return to base at the end of a shift to charge. Large fleets have also begun transitioning because the process requires significant capital. Smaller fleets, which comprise more than 95% of fleets in the U.S., are less likely to be first adopters for EV fleets, as they have less capital to invest in the endeavor.

Hydrogen economy grows

The hydrogen economy experienced growth and attention in 2023, fueled by federal investments in hydrogen production and infrastructure. While the intention behind this investment is to reduce the risk of private investment in the fuel

source and make hydrogen more affordable, the cost of the fuel almost doubled from 2022 to 2023. Regardless, OEMs brought hydrogen fuel cell EVs into the field, with Nikola and Hyundai delivering Class 8 EVs to fleets.

Hydrogen can power fleet vehicles through either internal combustion or fuel cell EVs. OEMs are largely focusing on both versions of hydrogen-powered vehicles. According to the report, some believe that transitioning fleets from diesel ICE to hydrogen ICE will prove more cost-effective and help meet emissions targets quicker.

Hydrogen infrastructure is a barrier to mass adoption of this fuel option, as it is for BEVs. Hydrogen doesn’t occur naturally and must be extracted. While these production facilities are being built, few exist in the U.S. today. Once the hydrogen is extracted, there are two ways to transport it: liquefied or gaseous. The process of transporting both fuels differs, leading to less cohesion in the market. FO

by Kevin Rohlwing

Preparing for gator season

In the summer, inflation and load play biggest role in tire debris

LIVING IN THE MID-ATLANTIC, I get all four seasons—sometimes in the same week. The winters are definitely milder than what I remember from my days in the Chicago area, but spring, summer, and fall are pretty much the same. Spring is a favorite because I love seeing the trees and flowers come to life. The warm days and cool nights are ideal for working and playing outside. I’m also a big fan of fall because the colors paint such a beautiful picture on the landscape with similar temperatures.

It’s a myth that gators are just failed retreads. Data shows most roadside tire debris is from underinflation and/or overloading.

Summer is a different story. I love it because it means pool season is in full swing. We belong to a local swim club, and you will probably find me there almost every weekend, accomplishing absolutely nothing.

For truck tires, however, summer is prime gator season. When a tire is operated in an underinflated condition, the buildup of internal heat starts to break down the bonds between the belts and the body plies. The combination of heat, speed, and centrifugal force causes the belt package and tread to become separated from the casing, leaving a strip of steel and rubber on the road that is often referred to as a gator. There’s a strong likelihood that someone’s vehicle will sustain some damage when they end up in a traffic lane.

The findings of studies that analyze roadside tire debris contradict what most people think about the strips of tread rubber on the side of the road. The myth is that gators are failed retreads. While the data reflects a balance between new tire debris and retreads, public opinion (drivers included) often blames retreading as the culprit.

Again, the data shows that most roadside tire debris is from underinflation and/or overloading. Being a retread or new tire is inconsequential. Most gators are not caused by defects in tires or improper retreading practices. Lack of inflation pressure is the main perpetrator.

A truck tire’s enemy is heat. When a tire flexes, it generates mechanical heat. As long as the flexing is within the operational limits of the casing, a truck tire can operate for hours without problems. If the flexing exceeds those limits, bad things are on the horizon.

During the winter, spring, and fall months, cooler ambient temperatures can mitigate some excess heat that builds up when inflation pressures are on the borderline for the load. In the summer, higher temperatures add gas to the fire, so borderline underinflation leads to damaging heat levels much faster.

Excessive speed is another factor that causes heat buildup that leads to gators. Most truck tires are rated at 75 mph unless designated otherwise. When the vehicle speed exceeds the tire’s limit, the additional flexing results in excessive internal heat, which has the same effect as underinflation. Throw in a little underinflation, and it’s a recipe for a roadside failure.

Preventing gators is as easy as ensuring tires are properly inflated and operated within limitations for speed and load. Drivers are the biggest deterrent for gators if they use an air gauge instead of a tire thumper or boot­o­meter to check tire pressure. Automatic tire inflation systems are another effective tool for ensuring proper inflation in trailer tires. There are relatively new inflators for drive tires that attach to the hub and can help prevent underinflation. Tire pressure monitoring systems warn drivers of potential inflation issues so they can address them before they result in belt separations.

Inflation pressure maintenance should be a year­round priority, but summer is the time when it is the most critical. There is some margin of error when ambient temperatures are lower, but that margin erases quickly during pool season. It requires a coordinated effort between maintenance personnel and drivers to make sure inflation pressures are correct while limitations for speed and load are followed at all times.

Failure leads to failure, which means a gator that should have been prevented ends up with another unnecessary roadside breakdown and repair bill. FO

Kevin Rohlwing | krohlwing@tireindustry.org

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

Dry van and flatbed accessories

Ancra Cargo

With its new hook tip design, the Cobra Bar from Ancra Cargo enhances its winch bar line. This spanner-style winch bar features a “cutting-edge” cobra head design that provides secure engagement with

the winch. The crafted bend on the bar enables the cobra head to navigate into hard-to-reach areas, facilitating an easy and efficient securement process. The hook design provides multiple contact points that enhance stability of the winch

Do You Even Lift?

bar during operation and prevent the bar from slipping off the winch cap. The ergonomic design of the Cobra Bar maximizes the bar’s leverage on the winch, making it safer and more effective. It’s available in combination box end.

Doleco

The Doleco USA new textile chains, DoNova PowerLash and PowerLift, consist of high-performance webbing made with Dyneema, which makes them as strong as steel but 85% lighter. The DoNova textile chain reduces fuel consumption because of its weight reduction, and its flexibility makes it easier and safer to handle. It can be used as a traditional lashing or lifting chain, is a multilayered redundant system that is abrasion- and cut-resistant, and is nonconductive, reducing the probability of injury. Doleco said that when used as a lashing chain, the chain is as powerful as a 13mm, grade 80 steel chain, with a lashing working load limit of 22,000 lb.

Kinedyne

Kinedyne ratchet straps are made from a proprietary combination of heavyduty webbing and durable hardware. Engineered with a tighter weave and three strands of 1000 denier webbing, the company said its straps offer 15% more yarn and enhanced abrasion resistance. Whether it’s flat hooks for flatbed side rails or slim wire hooks for narrow anchor points, the company said its fittings are designed to provide tight and reliable tensioning, ensuring cargo remains secure. Kinedyne offers 2-, 3and 4-inch straps that are engineered with its gold with black edge webbing, K-FORCE webbing, and Rhino MAX webbing and equipped with either flat hooks, chain anchors, or wire hooks.

Maxon Lift

Maxon’s GPSLR Level Ride Slider is a level-ride platform with FMVSS and

CMVSS underride certification, as well as the “industry’s toughest finish,” according to the company. Featuring a rackand-pinion drive mechanism and new hydraulic lifting system, the new series of level-ride Slidelifts is said to enhance fleet performance. With its built-in diagnostics and troubleshooting capabilities, the newly engineered controller ensures smooth deliveries. Adding Maxon’s proprietary MAX ECU technology as an option can extend the lifespan of electrical components. Flashing platform lights now come standard to enhance visibility during operations. Each liftgate boasts a hot dip galvanized finish, ensuring years of corrosion-free service.

Maxxima

The Maxxima M84448 8-inch, flush mount, interior dome light features a frosted lens for even light distribution and a three-pin connector with discrete high/low wires. The high output setting is 1,400 lumens, and the low is 300 lumens. It has a polycarbonate lens, aluminum housing, and flange with white ED coating. The dimensions are 8.6-inch diameter x 0.56-inch depth and require a 7.3-inch cutout to accommodate the recessed housing. The flush-mount flange is secured with four mounting screws on an 8-inch bolt circle. Maxxima said the M84448 is suitable for a wide range of applications, including work vans. The light is backed by a five-year warranty.

Minimizer

Minimizer’s Fast Flap offers a solution for mud flaps being torn and hanger equipment damaged when drivers back over them on trucks and trailers. According to the company, the design of the Fast Flap allows the mud flap to release from the bracket without causing damage, preventing repairs and fines from the Department of Transportation. The heat-tempered, stainless-steel hangers are not only durable but also secure mud flaps with spring steel clamping force. Minimizer said that “major fleets with thousands of trailers are making them

standard on all new trailer builds and retrofitting current equipment.”

Tectran

Tectran’s Skylight makes it easy for trailer fleets to add natural light to their vehicles. This solution requires no power, allowing ambient light to filter in, enhancing safety and efficiency for

loading and unloading. Installation is hassle-free, thanks to the threaded design and nut system, eliminating the need for drilling, riveting, or adhesives. Compatible with both aluminum and composite trailer walls, Tectran said it provides a cost-effective way to improve working conditions and streamline operations for fleet managers and drivers. FO

RUGGED, DEPENDABLE LOW MAINTENANCE PERFORMANCE

The Trail King Hydraulic Sliding Tail offers a 10 degree load angle and low ground clearance to allow equipment, such as scissor lifts and man lifts, to be loaded easily. The HST has been engineered for easy maintenance, improved scalability and Trail King’s quality strength you’ve come to rely on.

Enhancing fleet safety through

By working together, onboard technologies and transportation management systems can help fleets transform data into driver safety

by Seth Skydel

Advanced driver assistance systems are steadily gaining popularity and proving useful. At the same time, fleets find that integrating those capabilities with their transportation management systems can enhance safety.

“Technology that can seamlessly capture what’s happening on the road and relay it instantly to back-office staff, with real-time bidirectional communication, can significantly enhance safety,” Paul Cardosi, Americas VP of telematics and fleet management at Trimble Transportation, explained.

“Multiple synchronized data streams such as video, truck position, engine, and remaining hours of service information can help dispatch and safety staff understand road conditions, truck health, unsafe driving events, and remaining driving hours,” Cardosi told FleetOwner A TMS that informs your operations team of ongoing safety considerations

enhances compliance and reduces the risk of fines and penalties, noted Lora Hillebrand, director of account management at PCS Software.

“That prevents missed deadlines and saves time and resources by streamlining tasks like scheduling physicals, drug tests, and recording CDL expirations,” she explained.

Better data improves behavior

Integrating onboard technologies and TMS allows for better data visibility, according to Melanie Simard, VP of safety, compliance, and technical support at Isaac Instruments.

“When an operations team is planning a route, they can make sure the driver has enough hours to safely complete that trip,” she told FleetOwner. “Resource allocation is optimized when the data is visible in the TMS.”

Truck-centric integration insights into a TMS help fleets plan more effectively

and reduce unplanned downtime while mitigating situations where driver and public safety could be at risk, explained Craig Vanderheide, director of product management at Intangles.

“With onboard technologies, fleets can gain access to much deeper insights into everything from driving behavior to road conditions to the internal health of a vehicle,” he told FleetOwner.

When partners share data, the value of onboard technology is amplified, noted Joe Thell, SVP, head of sales and business development at E-Smart. “That makes each of the solutions a more powerful safety product,” he said.

“Integrations can do more than improve safety results,” he continued. “They also eliminate system redundancies and added costs. When solution providers are acting as one system for fleets to install, learn, interact with, and report on, that is when integrations show value, and adoption will continue to climb.”

Tim Norton, product marketing manager for Detroit components, agrees that connected technology and active safety systems are becoming more intertwined. “For example, when an ADAS protects the driver from a collision, a eet safety manager can view the who, what, where, when, why, and how surrounding the incident."

“That is extremely valuable for coaching drivers and preventing incidents from happening,” Norton continued. “ADAS systems keep trucks and drivers safe, while connected back-ofce systems keep the entire eet and business safe.”

Benjamin Brown, VP of key account management for ZF Group, pointed out that integrating a TMS and safety system can bring critical vehicle insights in real-time to the eet of ce and the

driver. “The information can be used to quickly determine tangible actions that prevent downtime and maximize safety,” he said.

“ADAS technologies help drivers potentially mitigate collisions, and the information they provide to safety departments helps to better understand what’s happening on the vehicle,” said TJ Thomas, director of marketing and customer solutions for Bendix Commercial Vehicle Systems. “That enables them to design training programs that meet their speci c requirements.”

Magnus Gustafson, VP of connected services at Volvo Trucks North America, related that integrated onboard technologies create a broader context to help eets understand what is happening with their vehicles. “Given this insight, safety managers, as an example, can coach

How TMS can make drivers safer

The combination of onboard technology and a TMS can improve driver safety in several ways, according to Hans Galland, CEO of BeyondTrucks, including:

• Creating visibility about risky driver behavior for better planning includes the driver’s adherence to hours of service and the diligent scheduling of rest breaks via ELD. It also includes tracking signals of driver fatigue in the cab via cameras or telematics that can inform load planners about the need to schedule rest breaks, HOS clock resets, or even schedule time o .

• Implementing standard operating procedures reduces room for error and mitigates risks, such as certain procedures when handling hazmat loads. Driver workflows allow fleet managers to determine what processes a driver needs to complete or has completed depending on the stop, commodity, or customer needs. Both the dispatch o ce and the cab receive real-time data about those processes.

• Reducing data entry by pulling telematics data instead of having a driver manually capture information can replace cumbersome activities to free drivers to focus their attention on safety or customer service.

drivers using facts and objective datadriven conversations,” he added.

Information creates safety “A TMS can allow drivers to stay focused on their most important job, which is driving safely,” said Ben Wiesen, president of Carrier Logistics Inc. “Onboard technology allows a driver’s activity, such as arrivals and departures and location updates, to be shared with dispatchers without the necessity for any communication that could cause distraction. And because the TMS always knows where the driver is, if there is an accident or emergency, the response time to support the driver is much faster.”

Fleets can leverage data from a vehicle to review incidents or near incidents for training and coaching, noted Volvo’s

• Ensuring compatibility by checking functions ensures a load is assigned to a driver with the right qualifications and equipment with the right features. Through onboard technology, drivers may provide information about equipment or load specifics that trigger alerts if equipment, drivers, or loads are incompatible from a safety, regulatory, or operational perspective.

• Alerting dispatchers of maintenance events ensures that equipment is flagged as unavailable for dispatch and rerouted to a shop. This requires real-time connectivity between a telematics system and a TMS.

• Handling equipment exceptions that are detected in the cab without disruption to customer services requires advanced routing or navigation technology that is typically housed in the TMS. FO

Photo: ZF Group

Gustafson. Overall, awareness fosters a culture of safer drivers.

The more data the better, according to Norton at Detroit. “A healthy truck is a safer truck,” he added. “ADAS systems can provide a tremendous amount of data that eet managers can analyze to make connections between things like maintenance practices and optimal safety system functionality.”

Trimble’s Cardosi said the key to executing a robust safety program includes leveraging in-cab technologies. But in many ways, safety starts with planning.

“For example, ELD HOS data from a fleet management system correlated with truck position, trip data, delivery windows, and estimated time of arrival allows drivers to complete trips safely at safe speeds and without fear of running out of hours of service.”

A downside to in-cab technologies is the number of reports eets need to monitor actively, even though they

In-cab technologies can help keep drivers alert and aware of their surroundings along with helping fleets identify risky behaviors to address.

generate large amounts of data that can be mined for insight into driver behavior and vehicle performance, according to E-Smart’s Thell.

“But the trucking industry seems to be striking a balance between generating reports that can improve safety performance and taking immediate action in situations that are best solved with automated intervention,” he said.

Onboard safety systems can provide a wide variety of information, noted Hans Galland, CEO of BeyondTrucks.

Examples include risky driving behavior, hours of service data, signals of fatigue or distracted driving, and les on licenses and endorsements.

According to Lora Hillebrand at PCS, an ADAS system can provide valuable data on driver behavior, allowing drivers who may need additional training to be identi ed, and the integration of an ELD with a TMS permits real-time access to hours of service data. “That also simplies dispatching by eliminating the need for manual data entry,” she explained.

Photo: Trimble

“ELDs and telematics allow real-time tracking of locations, speed, fuel, and performance, which enhances operations management by providing more efficient route planning and asset utilization, and it can help address detention time issues,” Isaac’s Simard said.

“Safety concerns typically arise from driver errors, factors external to the truck, or issues arising mechanically,” Vanderheide at Intangles said. “Onboard systems help equip drivers to be in the best state of mind possible to minimize their risk.”

Future safety developments

“There is a wealth of knowledge coming from trucks—and we can now leverage artificial intelligence to optimize operations like never before,” Vanderheide continued. “AI can help us move from making macro decisions about safety in the form of policies to a far more streamlined and efficient approach that allows us to enhance fleet operations by taking a micro approach and develop targeted, real-time enhancements and strategies.”

Well-designed back-office systems can schedule and route drivers effectively, reducing fatigue-inducing waiting time while matching drivers with equipment, Wiesen at Carrier Logistics said.

“With AI algorithms, we can learn about pickup and delivery locations before a driver is dispatched to ensure that a driver with the right equipment type is selected,” he told FleetOwner “And, of course, TMS technology ensures certain shipments like those involving hazardous materials are only assigned to certified drivers.”

Lora Hillebrand at PCS pointed out that developing predictive analytics within a TMS could revolutionize how effective maintenance improves safety. “By identifying potential equipment failures before they occur, you could prevent costly risks,” she said.

“In the future, the interaction between data gathered at the vehicle level and support at the terminal, company headquarters, or shop will be

increasingly important,” emphasized Hans Galland at BeyondTrucks. “We expect the role of the driver to gradually but fundamentally change to become an increasingly technical, digital, and data-driven role as an in-cab safety manager.”

The future will be about having robust API capabilities and providing fleets with shared data across platforms to solve problems, Thell at E-Smart said.

“Data, analytics, and AI will play a big role in enhancing safety both in the cab and in the back office,” Trimble’s Cardosi said. “Incorporating machine learning and vision will enrich the data that safety personnel can both see and act on. Though already advanced, we envision this technology will continue to improve.”

“We will continue to serve up data in useful ways as our ADAS systems become more advanced,” said Detroit’s Norton. “As computing power and data speeds grow, you’ll see real-time reporting and analysis as events occur. And as safety systems cover more areas of trucks, they bring in another dimension we can react to and report into connected back-office systems.”

“A key part of future safety is enabled by onboard sensors and embedded diagnostic equipment, which will provide additional insights and alerts to protect the driver and the overall public,” said ZF Group’s Benjamin Brown.

Safety plays a crucial role in all product development strategies at Volvo Trucks North America, noted Gustafson. “Safety data that is easily understood in the back office helps promote safe driving behaviors to protect drivers, motorists, and other road users,” he said.

Thomas at Bendix sees “richer, more robust data availability. The best use of technology is in complementing a fleet’s overall safety culture,” he stated. “As ADAS systems continue to evolve, more features will offer different types of data that fleets can use to design more targeted and effective solutions.”

“The future for safety is having AI models to better analyze data and make better decisions,” Simard at Isaac said. “AI is inherently predictive. It takes a large amount of data and turns it into an actionable tool that will improve how fleets implement, manage, and measure their safety initiatives.” FO

With ELD data tied to GPS data, hours-of-service data, delivery windows, and expected times of arrival, fleets can plan out operations designed around safety. Photo: Isaac

PRIVATE FLEETS

by Gary Petty

Showcase of safety’s best

Premier safety summit of the private fleet world

NPTC’S NATIONAL Safety Conference is Sept. 4-6 at the Omni Orlando Resort at ChampionsGate, Florida. This is a must-attend event. After a record-breaking meeting last year, 2024 could be the largest and most advanced assembly of safety professionals in the council’s 85-year history. More than 325 fleet safety professionals and 50 exhibitors plan to register, representing fleet and allied/supplier safety practitioners across various business sectors and trade specialties.

Safety-in-the-round break-out sessions will include driver reward and recognition programs, data integration strategies, driver performance scorecards, building the ROI of premium spec’ing, safety, and more.

Attendees gave rave reviews to last year’s conference and have even higher expectations for 2024: “The event was great with excellent speakers and

breakout sessions. It was awesome seeing the turnout and how receptive people were to speakers and their messages. This was one of the best exhibitions at an industry trade show—the member contacts were fantastic. We were very impressed with the results and are all in for 2024.”

David Barth, CTP, chair of the NPTC Board of Directors and transportation operations manager at Wegmans Food Markets, said: “I attended my first council safety conference in 2009 and have returned many years since. Participation has more than doubled in 15 years. Repeat attendees come back year after year, joined by many first-timers. This alone is testimony to the tremendous value they discover from networking and sharing among the best safety leaders in the industry.”

Tim Eckhardt, CTP, NPTC Board secretary, director of safety at Dot Foods, and chair of NPTC’s safety committee, said: “This is the premier safety summit of the private fleet world. Its purpose is to learn about proven safety management protocols, benchmarking metrics, breakthrough technologies, and the most innovative tools leading fleets are using to keep fleet safety at an everhigher level.”

The opening general session will start with an expert fleet panel discussing the private fleet industry’s major safety challenges. In addition, key takeaways from safety performance metrics analyzed in this year’s NPTC Benchmarking Survey Report will be discussed as well.

Topics included in general sessions include active safety technologies, in-cab cameras, building a culture of safety, effective driver coaching strategies, and how driver turnover impacts fleet safety performance.

Rick Schweitzer, NPTC government affairs representative and general counsel, will present the Washington Report, sponsored by Centerline Drivers. This legislative and regulatory update highlights issues of interest to private fleets, focusing on safety-related subjects.

Among the topics coverd in the safetyin-the-round break-out sessions will be driver reward and recognition programs, data integration strategies, driver performance scorecards, building the ROI of premium spec’ing, safety, electric vehicles, and the advantages of recruiting from within.

The NPTC Driver All-Star recognition ceremony, sponsored by International Truck, will take place on Sept. 5. More than two dozen drivers will be honored this year. Some 325 drivers have been recognized as National Driver All-Stars in the past 15 years.

The awards are presented to drivers who have demonstrated exemplary performance compared to their peers throughout the country in customer service, safety, adherence to company policies, regulatory compliance, and community service.

To become an All-Star driver, candidates must demonstrate characteristics, skills, and attitudes that enable their private fleet to deliver exceptional service along with safety performance at worldclass standards.

NPTC’s National Safety Conference is designed to help your fleet stay on a winning path of continuous improvement with the goal of optimal safety outcomes for the long haul. FO

Gary Petty | gpetty@nptc.org

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

Rick Schweitzer, NPTC general counsel Photo: NPTC

Each step makes fleet safer

Western Express is improving safety through effective technology choices by

Seth Skydel

Safety is first and foremost at Western Express, where the fleet is safeguarding vehicles, drivers, cargo, and other motorists.

“We replace our tractors every three years to take advantage of the industry’s latest safety technologies,” said Daniel Patterson, safety director for the privately held Nashville, Tennessee-based truckload carrier. “For us, putting the newest advances from manufacturers into our fleet quickly is a standard practice.”

Most fleets, however, measure the value of safety and security systems by waiting until an incident they’d rather avoid occurs. Last year, that was precisely the case for Western Express (No. 37 on the FleetOwner 500: For-Hire list).

“We had two trucks stolen in New York City,” Patterson explained. “The thieves were sophisticated; they knew how to disconnect the ELD, so we couldn’t track the vehicles’ locations. Or so they thought. What they didn’t know was that since 2020, we’ve equipped all our trucks with E-Smart Dynamic Speed Management systems, which gave us the ability to locate the vehicles and shut them down.”

Using GPS, the E-Smart system determines the location of Western Express tractors in real time and governs their speed as the company sets. E-Smart communicates with an ECU installed in the truck to control and disable the throttle, and it can be used to set verbal notifications for drivers.

“We’re also using E-Smart Dynamic Speed Management to geofence risky areas,” Patterson said. “We had one location with an S-curve where the speed limit changes three times in 100 yards, so we set up a geofence to slow drivers down ahead of the curve and alert them in advance.”

E-Smart is also used by Western Express to warn drivers about low bridges. When a vehicle is within 750 feet of a low bridge, the system sends a voice alert to the driver, giving the driver the option to coast to a stop or divert off the road. If the driver continues toward the low bridge, the throttle is disabled.

Western Express also uses Drivewyze for alerts and notifications about high collision areas and Platform Science for ELDs, dispatch, and delivery documentation.

The fleet of more than 3,600 power units consists primarily of Freightliners, as well as International and Volvo models. Trucks are all equipped with the latest Detroit and Bendix advanced driver assistance system technologies.

The company began outfitting tractors with forward- and driver-facing Motive dashcams this year. “We’ve had cameras in our trucks, but they were activated by critical events,” Patterson related. “These new cameras use artificial intelligence to identify behavior-based activity. That information makes us aware of behaviors that require coaching.”

Western Express employs a continuous driver training model for new driving school graduates and experienced operators. The program includes orientation and on-road instruction with company trainers, as well as online courses on the

Infinit-I platform. Training is managed through the Western Express driver app.

Assigned courses and daily lessons focus on topics such as ELDs or trip planning, Patterson said. Trainers can manage their trainee’s progress on the app using a performance rubric and provide feedback on their performance. The driver app connects drivers to the company to help resolve concerns and make suggestions. DVIRs and load information can be submitted through the app.

“Being driver friendly is important for retention,” Patterson emphasized. “We offer late-model equipment spec’ed with comfort and convenience items, and for several years, we’ve been providing our most tenured operators and those with the best safety performance with an allotment they can use to customize their trucks.”

Patterson noted that well-maintained equipment is helpful in retaining drivers. Maintenance for the Western Express fleet of tractors and its more than 8,100 trailers is handled mainly in-house.

“Overall, our driver turnover is better than average because we do all we can to hold on to the best drivers,” Patterson said. “While keeping them safe and loads secure is based on many things, with technology, driver acceptance, and management support, we’re able to take big steps in that direction.” FO

For Western Express, putting the newest advances from manufacturers into its fleet quickly is a standard practice. Photo: Western Express

Volume 121, Issue 5

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Stoughton breaks ground on new HQ

The truck-trailer manufacturer’s new facility will house 200 employees and include a 28-acre park by Jeremy Wolfe

STOUGHTON, Wisconsin—Stoughton Trailers, one of the largest North American truck-trailer manufacturers, broke ground on a new corporate headquarters in May. The new 53,000-square-foot facility will initially host about 200 employees.

“Today is a pretty momentous day for Stoughton Trailers,” Bob Wahlin, president and CEO, said during the groundbreaking ceremony.

“We’ve long grown out of our current headquarters; it’s well overdue for something else,” Wahlin told FleetOwner “And as we’ve grown out, we’ve kind of spread out. We’ve had parts of our business in different buildings and different locations—even in different cities. We wanted to bring all that back together for collaboration.”

The old headquarters will continue to host the company’s engineering, research, and design groups, as well as its testing facility. The company will also retain its existing Wisconsin manufacturing facilities in Stoughton, Brodhead, and Evansville, and Waco, Texas.

The new headquarters will sit on a 182-acre property, including 36 acres of ponds, prairie, and wetlands, as well as a 28-acre community park. The property

will have paths and bike trails that tie into a local trail system.

The development emphasizes physical, mental, and business health through its design and amenities.

“We’ve designed the building so it’s more narrow so that everybody can get natural sunlight, and every position has a view of the outside and the space around the building,” Wahlin told FleetOwner.

The facility’s amenities will also give employees plenty to do outside a cubicle.

“The building is going to include things like a workout gym, an exercise studio/yoga room and activities area, locker rooms, lots of collaborative space, lots of workspace both inside and out, and it’ll have a cafe,” Wahlin said at the groundbreaking.

Wahlin told FleetOwner that the new headquarters will be “really geared

Peter Tan, Strang Inc.; Austin Conrad, Strang Inc.; Daniele Thompson, St. Marie Law; Bob Wahlin, Stoughton; Ken Wahlin, Stoughton; Reijo Wahlin, Stoughton; Sue Vanderbilt, Stoughton; John Booher, Stoughton; Steve Braatz, CD Smith; and Dane Bernau, CD Smith. Above left: Renderings of the entry side of the building (top) and parkland side of the building (bottom). Above right: Bob Wahlin, president and CEO of Stoughton Trailers, delivers a speech during the groundbreaking ceremony. Photos: Stoughton Trailers

toward that newer professional, the younger generation coming in. A place where they can go and work in the cafe or go on the patio outside with their computer. They have choices to just not be locked into a cubicle.”

Stoughton Trailers expects the headquarters to be completed next year. FO

Top, left to right:

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