Trailer Body Builder - June 2026

Trailer OEMs weigh in on aluminum pricing Page 26

TTMA

RECAP OEMs, suppliers gather with a focus: ‘Weather the slump, win the surge’

New TTMA Chair Corey Kirk congratulates Outgoing Chair Alan Briley

Page 18

Fed up with FET Page 28

ACT Expo highlights June 2026 | TrailerBodyBuilders.com

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Contents

Public Policy 28 Fed up with FET What would the Founding Fathers think about a ‘temporary’ tax that’s been around for more than 100 years? It’s hardly patriotic.

ACT Event Coverage 31 Path to scale: 4 critical fixes ZEVs need for TCO parity Trucking decarbonization is stuck, needing policy stability and business viability to move forward. Stakeholders outline the ZEV risks, winning strategies at ACT Expo.

32 Hino introduces battery electric medium-duty truck 33 PowerTech Labs unveils mobile hydrogen fueling trailer to accelerate hydrogen vehicle adoption 34 Hendrickson adds electric drive axle

June 2026

TTMA Recap

18 Win the surge

TTMA convention focuses on tools, techniques to survive and advance beyond market downturn

19 Ouch! Trailer slump could’ve been worse?

2026 will be another “down year” for the trailer industry but analysts anticipate a turnaround in 2027 24 The U.S. economy is unstoppable, but...

Business leaders, policy makers must stay ahead of global societal and political shifts 24 TTMA Plant Safety Award Winners 25 Cobot ‘hype cycle’ is real; time to plan 26 Aluminum price, U.S. tariffs drive OEM rethink Limited options: absorb costs, explain price increases, or find alternatives to aluminum Cover image TTMA/TTBB

In Each Issue 5 Online 6 Editorial 8 Industry News 35 Equipment Focus: Welding Equipment

36 New On Wheels 39 New Products 41 Advertiser Index 41 Events Calendar 42 People & Positions

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Trailer|Body Builders Market Leader Commercial Vehicle Group – Dyanna Hurley dhurley@endeavorb2b.com Editorial Director – Kevin Jones kjones@endeavorb2b.com Senior Editor – Jason McDaniel jmcdaniel@endeavorb2b.com Marketing/Advertising – Dan Elm delm@endeavorb2b.com Art Director – Jennifer Dakas jdakas@endeavorb2b.com Directories/Listings – Maria Singletary msingletary@endeavorb2b.com Audience Development Manager – Laura Moulton lmoulton@endeavorb2b.com

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

Market Watch

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

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TRAILER|BODY BUILDERS (USPS Permit 636660, ISSN 0041-0772 print, ISSN 2771-7542 online) Volume 67 Issue 8, is published monthly by Endeavor Business Media, LLC. 201 N Main St, 5th Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional mailing offices.

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Deal targets designed growing North American RCV market Trailer-BodyBuilders.com/55381047

EQUIPMENT

NEWS

Terex

Terex Utilities, Boston dealer unveil custom America 250 bucket trucks Trailer-BodyBuilders.com/ 55381634 Schmitz Cargobull

Schmitz Cargobull takes majority stake in leading Australian trailer OEM Investment includes a $50 million upgrade to a legacy manufacturing facility Trailer-BodyBuilders.com/55381081

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E D I TO R I A L | Positive Camber

FET repeal update (kinda) and prelim trailer import duties set

Kevin Jones Editor Follow us at:

@trailerbb

linkedin.com/company/ trailer-body-builders

I love magazines, always have. They don’t weigh much, and require no batteries. You can leave them sitting around and not worry too much about someone stealing your copy. And, thanks to you, TBB subscribers, we still print 12 issues a year; that’s increasingly unusual in this digital age. It’s gratifying to me, personally, that when I finally ease into semi-retirement next year that, despite the imminent demise of magazines that’s been predicted for the last 15 or 20 years, TBB is alive and well.

Of course, there’s a ‘but’ coming—but it’s nothing tragic. Just an annoyance that’s part of having a magazine that prides itself on keeping up with the news.

No sooner was the June edition all laid out and just about ready to go to the printer, two somewhat important stories broke.

The news that an FET repeal bill had been introduced in the U.S. Senate was particularly galling, since we already have a roundup in this month’s magazine that puts an America 250 spin on the tax’s long, long history, with a spin on ‘taxation despite representation’ and not being able to get rid of this troublesome assessment on new trucks and trailers.

So, to update before you get to Page 28: U.S. Senators Todd Young (R-Ind.) and Angela Alsobrooks (D-Md.) on June 2 introduced the Modern, Clean, and Safe Trucks Act to go along with the House version that was introduced last year.

Supporters continue to make the same arguments that make a lot of sense—but, ultimately, get nowhere: By adding as much as $15,000 to $30,000 to the cost of a new heavy truck, trailer, semitrailer chassis, or tractor, the tax makes it more expensive for trucking companies to modernize their fleets. Additionally, it creates an incentive to keep older vehicles on the road longer, slowing the adoption of newer trucks that are safer and more fuel-efficient.

“Repealing this tax is a simple step that can help the American trucking industry and consumers,” said Young. “This tax hurts the small businesses that are the core of American trucking.”

American Truck Dealers weighed in as well.

“The 12 percent Federal Excise Tax is outdated, inefficient, and punitive—to both dealers and fleets,” said ATD Chairman and President and CEO of Advantage Truck Group Kevin Holmes. “As we face

challenges from tariff volatility and the ever-changing regulatory landscape, it is critical to reassess burdensome tax policies like the FET.” Of course, as NTDA President Gwen Brown notes in the feature story, FET brings too much money to the Highway Trust Fund to just get rid of it. But Congress hasn’t even touched the tax on gas and diesel that is the major source of funding for federal roads and bridges since the Clinton administration.

So while FET repeal is still important, a number of long-time supporters such as NTDA have put in on the backburner while pursuing other policy goals for this Congress.

“Unfortunately, issues surrounding highway infrastructure, the FET, and transportation funding often fail to capture significant political attention, making it unlikely that a comprehensive reauthorization bill will pass in 2026,” Brown told TBB.

Trailer trade tussle Also in early June, the U.S. Department of Commerce released its preliminary finding that the governments of China and Mexico unfairly subsidize their trailer industries. Commerce calculated countervailing duties ranging from 82.3% to 128.7% for trailers from China and 1.9% to 1.95% for trailers from Mexico.

The American Trailer Manufacturers Coalition— Great Dane, Stoughton Trailers, and Wabash— brought the action, and called the preliminary finding “the first step towards introducing fairness in the U.S. van-type trailer market.”

Of note, at the coalition’s request, Commerce is no longer investigating Canadian subsidies. The department will, however, apply countervailing duties against Chinese trailers and subassemblies shipped to the U.S. through Canada.

“When foreign governments prop up exports, U.S. companies and workers pay the price,” said Robert E. DeFrancesco, trade counsel to the coalition. “The decision helps counter these unfair practices.”

So, at the risk of being a hypocrite, I invite TBB magazine readers to keep an eye on the website (and subscribe to our weekly newsletter) as the final determinations roll out in coming months.

And, of course, we’ll have the story in detail here later in the year. TBB

Th

MA dur the dro fre

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INDUSTRY News

Marion invests in automation advancements National truck-body builder Marion Body Works has implemented two major automation systems at its Shawano, Wis. facility, conceived to reinforce the company’s commitment to higher-quality products and fast delivery for customers.

The fully automated bonded sheet and post wall assembly system and an automated floor assembly gantry system encompass innovative firsts in commercial truck body manufacturing. Together, these systems transform previously manual, labor-intensive processes into streamlined, highly controlled operations that improve quality and consistency, and increase throughput on its assembly lines, while also creating a safer overall work environment, according to the company.

Marion Body Works

The innovations include: • A new wall automation system that consolidates multiple manual steps, including material preparation, fastening, bonding, and sealing into a single, integrated process using advanced robotics.

• Plasma treatment technology, which enhances adhesion and long-term durability of the walls and truck bodies overall.

• An automated floor assembly gantry system that replaces manual drilling and fastening with a servo-controlled, automated process that ensures precise, repeatable fastener placement across each unit.

The router capabilities of the floor system further improve accuracy, fitment, and appearance of pipe pockets and D-rings.

“We’ve refined the process of building truck bodies,” said Kevin Ignacio, president of Marion Body Works. “The fully automated wall assembly and plasma-treated bonding put us at the forefront of innovation in the commercial truck body market. This investment allows us to safely and consistently build a higher-quality product and deliver it even faster to our customers.”

Customer advantage The automation investment is already delivering meaningful operational improvements and measurable advantages for Marion Body Works customers, the company reported.

• Enhanced quality and consistency: The automated processes reduce variability in drilling, fastening, sealing, and material preparation.

• Increased throughput and efficiency: Consolidated processes and predictable cycle times enable higher output with less reliance on manual labor.

• Reduced lead times: Increased production capacity allows the company to deliver trucks to customers faster, helping keep fleets on the road.

• Precision customization: The precision enabled by the automated floor system supports more accurate and customizable builds, further enhancing the ability to meet evolving customer needs.

• Improved safety: The floor assembly area has recorded zero incidents since automation was implemented.

Investing in people, the future Alongside the technology investment, Marion Body Works has made significant contributions to workforce development. Employees have undergone robotics and automation training, including programs with industry partners and technical colleges, to support the transition to advanced manufacturing. The shift to automation has transformed roles within the facility, adding new skills-based opportunities, including operator and technical positions.

“We’re not just investing in equipment; we’re investing in our future,” said Zach Brockdorf, senior director of operations in Shawano. “Our trucks get the job done in important industries, but that’s only possible thanks to our team. By creating ways our people can grow their skills and stay safer on the job, we’re making a concerted effort to maintain a positive work environment and retain talent for the long term.”

The floor drill system was installed in November 2025, followed by the wall automation cell, which became operational in April 2026. The automation project is part of a broader strategy to modernize operations and support long-term growth, with additional automation projects planned at other facilities.

By reducing process variability, improving product quality, and increasing production capacity, Marion Body Works is positioned to meet growing demand while maintaining its focus on safety, reliability, and customer satisfaction, the company said.

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Timpte launches e-commerce platforms Timpte Inc. has launched two new e-commerce platforms designed to better serve customers and expand access to its growing portfolio of products and aftermarket solutions.

The new platforms, the Thunder Armor store and the Timpte Equipment Trailer store, represent a strategic step forward in how Timpte connects with customers by offering direct-to-end-user purchasing capabilities alongside its established dealer network, according to the company.

“Our customers’ needs are evolving, and so are their buying behaviors,” said Tim Carpenter, Timpte president & CEO. “These platforms allow us to meet customers where they are while maintaining the strength of our traditional channels.

It’s about creating more ways to do business with Timpte.”

The Thunder Armor platform showcases Timpte’s line of premium aluminum truck bed covers, manufactured by its Thunderstone Manufacturing division, and designed for durability, security, and all-weather performance. The site allows customers to easily identify the correct product for their vehicle and purchase directly online.

Timpte

The Timpte Equipment Trailer Store offers a streamlined buying experience for aluminum equipment trailers and related products, supporting both commercial and consumer customers. The platform is designed to simplify product selection, provide transparent pricing, and improve overall purchasing convenience.

“The ability for us to transact directly with our customers in this fashion allows us to better serve and communicate with the market,” said Dean Powell, SVP sales and marketing at Timpte. “Our quality, durability, and now speed to market are advantages that will continue to set our products and services apart from the competition.”

The launch of these platforms reflects Timpte’s continued investment in innovation and customer experience, the

company suggested. The company has expanded its capabilities in recent years, including the addition of new product lines and advanced manufacturing operations at its Lincoln, Nebraska facility, which supports truck covers, equipment trailer production, and aftermarket distribution.

“These new platforms are an important evolution for Timpte,” said Matt Ondrejko, director of marketing.

“While our core dry bulk trailer business continues to be built on strong relationships through our dealer and customer support center network, we recognized an opportunity to better serve customers seeking equipment trailers, truck bed covers, and aftermarket solutions through a more direct and accessible digital experience.”

The new e-commerce sites were developed through collaboration between Timpte’s internal teams and a network of marketing, sales, and technology partners, ensuring a seamless user experience aligned with the company’s long-standing commitment to quality and service.

Both platforms are now live and available to customers nationwide.

Great Dane of Utah marks 25 years as Great Dane dealer Great Dane of Utah is marking its 25th anniversary as an authorized Great Dane dealer. Over the past quarter-century, the family-run company has expanded to become one of the largest Great Dane Dealers in the western United States, serving Utah, Nevada, Arizona, and Wyoming.

Great Dane of Utah attributes the company’s success to a strong partnership with Great Dane, sharing a core mission focused on delivering quality products backed by the best possible customer service.

“We know Great Dane products are always going to be well-built, and we feel comfortable offering them to the

long-standing customer relationships we’ve built,” said Alli White, marketing director for Great Dane of Utah. “And as a family-run business, our customers can feel the difference when they walk through the door. They know we’re invested in our entire operation, and we’re committed to the environment we’ve created.”

The trailer OEM, likewise, is “incredibly proud” of the milestone, added Rick Mullininx, president and COO of Great Dane.

“Their commitment to providing excellent service, products, and support has built a foundation of trust that sets them

Great Dane

apart,” Mulininx said. “We’re proud to stand alongside a partner that brings the same level of care and dedication to every relationship they serve.”

Great Dane of Utah also helps their customers optimize their supply chains with both new and pre-owned Great Dane dry vans, flatbeds, and refrigerated trailers.

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INDUSTRY News

NATDA, NATM team up for industry education The North American Trailer Dealers Association (NATDA) and the National Association of Trailer Manufacturers (NATM) have launched a “strategic collaboration” designed to strengthen the trailer industry by consolidating events and resources and aligning flagship shows to better serve dealers, manufacturers, and vendors more effectively, the organizations reported May 6.

This collaboration was designed to reduce industry fragmentation and create more collaboration by leveraging the strengths of both organizations, NATDA’s dealer-focused events and education and NATM’s manufacturer experience and standards.

The expected result is a broader reach and stronger events, education, and compliance training that deliver greater value across the trailer industry.

Aligning flagship events As part of the transition, NATM will not host the NATM Trailer Expo scheduled for October 2026, and NATDA will not host Trailer Tech Expo in 2027. Instead, the organizations will align education and event resources to better meet the needs of the industry.

Beginning this September, NATM will deliver a dedicated dealer education

NATDA/NATM

track at the 2026 NATDA Trailer Show in Nashville.

“This collaboration is about delivering more value to our members by working together,” said Andria Gibbon, executive director of NATDA. “By aligning our flagship events and education efforts with NATM, we’re creating a more connected experience for dealers, bringing manufacturer expertise, standards, and education directly into the spaces where dealers already gather and learn.”

Expanding cross-event collaboration Building on the 2026 alignment, the collaboration will expand in 2027 through coordinated cross-event presence on dealer education and training programs.

The collaboration also includes joint efforts on dealer education, training, and compliance initiatives.

“Our members benefit when education, standards, and dealer engagement are more closely connected,” said Alex

Stowe, executive director of the National Association of Trailer Manufacturers. “This agreement with NATDA allows NATM to expand its reach with dealers while maintaining our focus on compliance, safety, education, and manufacturing excellence. It ultimately strengthens the entire trailer industry.”

Shared efforts to strengthen the industry The collaboration will provide “a single trusted source” that the industry can rely on for outstanding events, dealer education, training, and compliance initiatives, according to the news release.

By aligning resources, this emerging partnership will: • Streamline niche industry events, making each stronger rather than fragmenting attendance • Solidify NATDA’s position as the primary resource for dealer education • Deepen NATM’s value to members through dealer access and compliance alignment • Create greater efficiency and more harmonization across dealers, manufacturers, and vendors Together, NATDA and NATM are focused on delivering a more coordinated, efficient, and valuable experience for its members and the entire trailer industry, the organizations stated.

NTEA releases new resources to support CV spec’ing NTEA has introduced “Guiding Principles for Developing Commercial Vehicle Specifications,” a new foundational resource that outlines the core concepts behind effective commercial vehicle specification development.

NTEA has also released an enhanced “Vehicle Specification Process Guide,” an updated version of its member-exclusive resource that provides a step-by-step framework for planning, evaluating, and executing vehicle specifications.

Designed to work together, these companion resources support industry professionals at every stage of the specification process — from understanding key principles to implementing a consistent, process-driven approach.

“Given the complexity of today’s commercial vehicles, it’s important to use an effective specification process when developing vehicle requirements,” said Chris Lyon, NTEA director of fleet relations. “These resources provide

the foundation and the framework to help ensure nothing mission-critical is overlooked, while supporting practical, informed decision-making.”

Guiding principles to handle complexity This new publication, available at no cost with an ntea.com account, provides an overview of the fundamentals behind developing effective commercial vehicle specifications.

As vehicle complexity continues to

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• Maps a step-by-step workflow from

NTEA

defining requirements through procurement • Incorporates decision loops, timelines and stakeholder inputs • Provides guidance for evaluating existing fleet performance and new technologies • Supports development of

increase—driven by multi-stage manufacturing, evolving technology and specialized fleet applications—this resource helps commercial vehicle professionals identify the key considerations that influence performance, safety, life cycle cost and regulatory compliance.

Providing industry-wide access to this guide reflects NTEA’s commitment to helping organizations develop more optimized, mission-specific, and efficient vehicles through a shared understanding of essential specification principles.

This foundational resource: • Identifies key components of the specification process • Outlines stakeholder roles and collaboration strategies • Provides considerations for base vehicle and equipment requirements • Highlights the importance of regulatory compliance and operational alignment

specifications that improve reliability, safety and total cost of ownership The Vehicle Specification Process Guide is available to NTEA members only at no cost.

Visit ntea.com/specguides to learn more and access both publications. For questions or assistance, contact NTEA at info@ntea.com or 248-489-7090.

THIEMAN TAILGATES, INC. markets a full-line of hydraulic liftgates for light, medium, and heavy-duty trucks and trailers. Toplifters, Stowaways, Railgates, Sideloaders, and Conventional models are all part of the THIEMAN line-up.

For many years, THIEMAN has been customizing liftgates to meet specific needs. If a special need arises, give us a call. From 1000 lb. to 6600 lb. lifting capacities, THIEMAN can provide a liftgate for almost

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Vehicle spec’ing guide updated This advanced member-exclusive resource has been refreshed to provide a more robust, process-driven approach to specification development.

Building on the concepts introduced in Guiding Principles, it delivers a practical framework that helps organizations plan, evaluate and execute specifications with clarity and consistency.

The updated guide:

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INDUSTRY News Custom Truck One Source Q1 earnings soar Custom Truck One Source Inc. kicked off 2026 with a record-breaking first quarter, signaling robust demand in the infrastructure and utility sectors.

The company reported total revenue of $461.6 million, a 9.3% increase compared to the first quarter of 2025, marking the highest Q1 revenue in the company’s history. This growth was primarily fueled by sustained momentum in the transmission and distribution (T&D) markets, which continue to benefit from secular tailwinds like grid upgrades and data center expansion.

The company’s profitability also saw a significant boost, with Adjusted EBITDA rising 33.4% to $98 million. Under the company’s newly implemented segment reporting structure, this performance represented a staggering 933% year-over-year increase in certain metrics.

CTOS successfully narrowed its net loss by nearly 77%, finishing the quarter with a loss of $4.1 million compared to $17.8 million in the prior year. On the strength of these results, management raised its full-year 2026 Adjusted EBITDA guidance to a range of $415 million to $440 million.

This quarter served as the debut for CTOS’s realigned reporting segments: Specialty Equipment Rentals (SER) and Specialty Truck Equipment and Manufacturing (STEM).

• The SER segment was a standout performer, with thirdparty revenue growing 16% to $194 million. Rental fleet utilization reached 81.4%, a 370-basis-point improvement over the previous year, while the total Original Equipment Cost (OEC) on rent reached a record $1.66 billion.

• The STEM segment reported third-party revenue of $268 million, up 5% year-over-year. Notably, the segment’s sales order backlog surged 23% sequentially to $411 million, with management indicating that the “far majority” of these orders are scheduled for delivery within the current year.

CEO Ryan McMonagle attributed the strong performance

Custom Truck One Source

to excellent operational execution and cost-management initiatives, which drove gross margin expansion despite macroeconomic volatility.

“We continue to be optimistic about the remainder of 2026, as CTOS remains well-positioned to benefit from secular tailwinds driven by data center investments, electrification, utility grid upgrades and infrastructure investment,” McGonagle said.

“For 2026, we remain focused on Adjusted EBITDA growth, working capital management, free cash flow generation and continued deleveraging.”

Looking toward the future, CTOS is strategically positioning itself for the EPA 2027 emission standards. With an average fleet age of just under three years, CTOS maintains one of the youngest specialty rental fleets in the industry, which management believes provides a significant competitive advantage during regulatory transitions.

Additionally, the company plans to optimize liquidity by reducing inventory from 7.5 months on hand to below six months by year-end, a move expected to contribute to a projected $50 million in levered free cash flow for 2026.

Oshkosh navigates Q1 headwinds; affirms bullish outlook for rest of ‘26 Oshkosh Corporation on May 8 reported relatively flat consolidated sales of $2.32 billion for the first quarter of 2026, as the company balanced strategic production ramps against significant weather−related disruptions and shifting market dynamics.

While net income saw a decrease to $43.1 million compared to $112.2 in Q1 the previous year, management has maintained its full-year adjusted earnings guidance, citing a heavily back-half weighted growth trajectory

driven by the Vocational and Transportation segments.

Vocational segment: weathering the storm The Vocational segment, a cornerstone of Oshkosh’s portfolio, reported a 4.8 percent decrease in sales to $825 million.

Operating income for the segment fell 28.1 percent to $84.7 million, primarily due to lower sales volumes in refuse vehicles and unfavorable products mix.

Refuse vehicle volumes dropped approximately 25 percent in Q1, a trend

expected to persist with a projected 25 to 30 percent decline for the full year due to cautious customer capital expenditure.

Despite these hurdles, the fire truck business remains a primary growth engine. While production throughput increased by 10 percent year-over-year, actual deliveries fell below expectations due to widespread weather and travel disruptions that prevented customers from performing final inspections.

CEO John Pfeifer emphasized that this is a timing issue rather than a demand

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problem, noting a robust backlog with a book-to-bill ratio near one.

“Importantly, demand across our segments remains solid and we have good visibility for the remainder of the year,” he said.

To meet this demand, Oshkosh is executing a $150 million investment plan to expand fire truck capacity, with the majority of improvements slated for completion by year-end Consequently, management expects sequential increases in fire truck shipments throughout the remainder of 2026.

Large-scale “megaprojects,” such as data centers and power generation, continue to drive orders.

To mitigate macroeconomic pressures, Oshkosh is leveraging the Advanced Import Payments Adjustment (AIPA), recording a $13.5 million refund accrual in Q1 to offset Section 232 tariff impacts.

Management expects price/cost

dynamics to remain neutral for the full year, with more significant benefits realized after Q2 as cost-reduction measures and new contract pricing take full effect.

With “a lot of that within our control,” as Pfeifer noted in a conference call with analysts, Oshkosh remains confident in its ability to deliver on its ambitious 2028 strategic targets.

Transportation Segment: NGDV delivers The Transportation segment emerged as a highlight for the quarter, with sales increasing 10.8 percent to $512.8 million. This growth was spearheaded by the ramp-up of the Next Generation Delivery Vehicle (NGDV) production for the United States Postal Service (USPS).

Oshkosh Corp.

For the full year, Oshkosh expects an NGDV production run rate at the low end of 16,000 to 20,000 units, closely aligned with USPS delivery schedules.

Operating income in the Transport segment rose to $4.2 million, up from $0.6 million in the prior year, bolstered by higher volumes and fewer adverse cumulative catch-up adjustments.

Looking ahead, the segment is poised for a significant margin boost in the second half of the year as the new Family of Medium Tactical Vehicles (FMTV) contract begins, featuring materially higher pricing and improved margins.

Strategic outlook, operational efficiency While the Access segment faced a challenging quarter with operating income down 66.3 percent, the underlying demand remains “solid,” evidenced by a strong book-to-bill ratio of 1.6.

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GLOBAL News Hyundai Translead expands Xcient fuel cell truck availability in Canada Hyundai Translead recently expanded Breadner Trailers’ role to include dealership support for Xcient fuel cell trucks in Canada. The company, which produces commercial transportation equipment and trailer products, said the agreement broadens access to hydrogen-powered commercial vehicles in the Canadian market.

Hyundai Translead

Breadner Trailers, an Ontario-based reefer trailer dealer and transportation equipment provider, will support commercial deployment of the Xcient fuel cell truck as hydrogen-powered freight operations continue to grow across

Canada. Hyundai Translead said the trucks are currently operating in several hydrogen mobility projects in British Columbia, including the BC Hydrogen Ports Project, the H2 Gateway Project led by Hydrogen Technology & Energy Corporation (HTEC), and the Heavy-Duty Zero-Emission Vehicles Project overseen

by Innovate BC. According to Hyundai Translead, 11 Xcient fuel cell trucks are currently operating in Canada. As of January of this year, the truck platform has accumulated more than 12 million cumulative driving miles in Europe and nearly 1 million miles in North America.

“We are pleased to work closely with Hyundai Translead to support the introduction of hydrogen-powered heavy-duty truck solutions for sustainable transportation in Canada,” Robert Breadner, president of Breadner Trailers, said. “The advanced technology and proven performance of the Xcient fuel cell truck are expected to create new opportunities with commercial fleets and strengthen long-term engagement within the Canadian market.”

M.H. Eby adds big Virginia auto dealer to network M.H. Eby Inc. has added Shelor Motor Mile as an authorized dealer serving Christiansburg, Virginia and the surrounding region. The partnership is designed to expand Eby’s dealer footprint and improve product availability and support for customers across south-central and western Virginia.

Shelor Motor Mile will offer Eby’s full line of livestock trailers, equipment trailers, and aluminum truck bodies.

Although new to the trailer industry, Shelor Motor Mile brings extensive

experience in multi-brand automotive sales and service, along with a wellestablished reputation in the local community.

“The Hagan family brings a long and accomplished history in the automotive, conM.H. Eby struction, land development, and livestock industries, experience that aligns exceptionally well with Eby’s values and the customers we serve," said Erin Varley, VP dealer sales and development at M.H. Eby. "We look forward to working together to strengthen and grow Eby’s presence throughout south-central and western Virginia.”

EnTrans acquires B&R Repair in tank service expansion

N

N

EnTrans International has acquired B&R Repair in the first step in its plan to rebuild and expand its service center business across North America.

The acquisition, which includes full operational control of B&R’s three locations in Lemont, Illinois; Hammond, Indiana; and Wampum, Pennsylvania, is expected to enhance the company’s ability to provide quality aftermarket services and repairs for Heil Trailer, Polar Tank, and LBT customers.

"B&R has a stellar reputation as a customer-focused operation with deep technical expertise," Charlie Gilson, EnTrans senior vice president of parts and service, said. "Their culture and commitment to quality align perfectly with EnTrans. We see significant opportunities to invest in the business, enhance capabilities, and create meaningful synergies within our broader network."

Randy May will continue to lead the business as general manager, ensuring continuity for employees and customers, Gilson noted.

Founded in 1987, B&R started as a father-and-son operation serving the Chicagoland transportation market. May, the current owner, called joining EnTrans a “fantastic opportunity” to build on its strong reputation for quality workmanship and customer commitment. “We’ve spent decades building strong relationships and a reputation for dependable service,” May said. “EnTrans brings the scale, resources, and vision to the next level.

“I’m excited to continue leading the business and expanding our offerings while staying true to the values that got us here.”

EnTrans plans to steadily expand its tank service network. The initiative comes in response to growing demand for reliable maintenance, inspection, and repair services among the company’s customer base, EnTrans reported.

The company emphasized that its service center strategy is designed to complement, not compete with, its dealer network.

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GLOBAL News E. European trailer forecast suggests recovery amid challenges: CLEAR A small amount of market growth is forecast for trailers in Eastern Europe in 2026 but there will be more substantial increases in 2027-28, according to the latest 2026 forecast for the East European Heavy Goods Trailer Market from CLEAR International.

“The reasons for the weak demand in 2024/25 are tolerably obvious: The war in Ukraine has led to a fall in business

Oztreyler

Öztreyler is one of the pioneers of the tipper trailer sector in Turkey.

confidence which has manifested itself as a lack of willingness to increase investment in new transport equipment such as trailers and heavy trucks,” writes Gary Beecroft, director of Clear International. “Another factor is the trade tariffs imposed by the US which have further damaged business confidence and led to the postponement or cancellation of the investment plans of businesses on a global basis.

“The war in Iran will have the same effect, as oil and gas prices rise as a consequence. This will result in inflation and the postponement of interest rate cuts across the region and elsewhere.”

Market gains, slips Of the four largest market for trailers in Eastern Europe, two saw falls in trailer registrations in 2025 and the other two had gains.

Russia had the largest fall in trailer demand but that was on the back of large increases in 2023/24 related to the war in Ukraine.

Turkey had a much smaller fall—in fact less than expected in 2025—following on from significant gains in 2020-23, according to the CLEAR report.

Schmitz Cargobull telematics system first to be approved in Turkey Schmitz Cargobull has begun offering its TrailerConnect telematics system as standard in a version certified specifically for the Turkish market. This provides transport companies operating in Turkey or engaged in cross-border transportation with a fully approved and reliable solution for digital monitoring and control of trailer fleets.

The telematics system and its various services are tailored to the specific requirements of each transport task and vehicle. To date, more than 305,000 telematics units have been sold, the manufacturer noted.

However, approval in individual countries requires compliance with country-specific regulatory requirements. In Turkey, specific regulations governing the operation of telematics systems; these include the mandatory use of Turkish SIM cards and the transmission of data through servers controlled by national authorities.

“With the country-specific adaptation of TrailerConnect, we guarantee the use of fully compliant and high-performance telematics for our customers in Turkey,” said Cafer İnce, head of product line digital services at Schmitz Cargobull. “Compliance with BTK (Information and Communication Technologies Authority) requirements gives transport companies the necessary assurance to efficiently manage their fleets with real-time data and reliably meet all legal requirements.”

Growth in Turkey Kerem Taş, Managing Director of Schmitz Cargobull Turkey, highlighted the continuous growth of the plant in Sakarya-Erenler, which has been in operation since 2017. He emphasized that the product portfolio is being continuously expanded every year through new projects and developments.

“Today, the plant is one of only two Schmitz Cargobull plants worldwide that produce Schmitz Cargobull axles. It is also the only plant manufacturing Schmitz Cargobull container chassis for markets worldwide,” said Taş.

Murat Tokatlı, Head of Sales and Marketing at Schmitz Schmitz Cargobull Cargobull Turkey, pointed to the strong performance of the Turkish semi-trailer market in recent years.

“Our S.CU transport refrigeration units are designed for all types of transport. With over 38,000 units sold, we are underlining our strong position in temperature-controlled transport and the cold chain,” said Tokatlı. “Furthermore, the [Schmitz Cargobull market share] for two out of every three refrigerated semi-trailers sold in Turkey has remained unchanged. This confirms that Schmitz Cargobull has been consolidating its leading position in this sector for years.”

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Poland and Lithuania had increased trailer registrations in 2025 as forecast in October, as did Bulgaria. For the region overall, trailer demand fell by 9,300 units—a fall that would have been larger but for the increase in demand in Turkey in the last few months of 2025.

The other East European countries covered in this report had 2025 sales tracking much as expected in the October forecast.

Long-term trends 2023 had record demand for new trailers, with the East European market exceeding 120,000 units for the first time.

Turkey had “sensational levels” of trailer sales, the report notes. Arguably there are now plenty of new trailers in the regional fleet. It will take until 2028 for the trailer demand of 2023 to be surpassed.

Another dampening factor is that since the fourth quarter of 2022 the demand for road transport in Eastern Europe has stopped growing. It had been increasing in a linear fashion for the previous twenty years, but even Poland, which has the highest road transport demand in Europe, had a 2.7% fall in demand in 2023.

In the whole of Europe, this fall was only exceeded by Germany which had a fall of 5.8%. In 2024 road transport demand in the region was flat but for 2025 an increase of 1.1% is estimated.

Likewise import and export trade in Eastern European countries, measured in U.S. dollars, had been falling since 2022, but in the second half of 2024 trade first stabilized, then started to grow, meaning that further growth in the future is likely, with a rate of 5.2% estimated for 2025.

The outlook for 2026 is for a return to growth after a difficult environment in 2024-25.

Seven of the fifteen countries in the region will grow, in some cases substantial growth in percentage terms, and the falls in other countries will be minor with the sole exception of Bulgaria.

That country had a huge gain in 2025 which will prompt a rebalancing fall in 2026. More substantial growth is anticipated across the region in 2027-28.

The East European Trailer Market Report (April 2026), with forecasts to 2030, can be obtained from CLEAR International by contacting Gary Beecroft by email at gary.beecroft@gmail.com.

A new report for the Western European market was issued in March 2026. A Global Trailer Market Database is also available.

Krone strengthens market presence in Poland Krone Trailer has set another strategic milestone in its international expansion, merging with its long-standing Polish importer Pozkrone. This move consolidates the company’s position in one of its most important foreign markets and is in line with its corporate strategy of establishing its own structures in key markets, the Germany-based manufacturer reported.

“Poland has been our most important foreign market for many years. With the acquisition of Pozkrone, we are consistently implementing our strategy of being represented in key markets with our own structures,” said Frank Albers, managing director, sales and marketing at Krone Trailer. “Our direct presence enables us to operate closer to our customers, make processes more efficient and, above all, further develop our spare parts and service offering in a targeted manner.”

The contemporaneous establishment of Krone Fleet Polska has expanded the local service portfolio. The combination of Pozkrone as a sales and service organization and Krone Fleet Polska as an independent rental and service provider now covers all customer needs—from individual vehicle configuration and flexible rental models to efficient after-sales and spare parts service.

After 30 years of successful development and expansion, Pozkrone has established itself as a reliable partner and a fixture in the Polish trailer market.

“The fact that the company is now being fully integrated into the Krone organization is a logical and forward-looking step,” said Maciej Michalski, Pozkrone managing director. “For our

Krone

customers, but also for our employees, this means stability, new development opportunities and an even closer connection to the manufacturer.”

For customers and employees, the merger means continuity: All jobs will be retained and the existing team will be taken on in its entirety, the company noted. At the same time, Krone plans to further develop the organization in a targeted manner and, in particular, to further strengthen the spare parts and service area.

With the integration of Pozkrone and the parallel establishment of Krone Fleet Polska, Krone Trailer is underlining its clear strategic aim of being present in the most important international markets with its own efficient structures—close to its customers, with a high level of service competence and a long-term perspective. TBB

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E V E N T C OV E R AG E | TTMA

Winning the surge TTMA convention focuses on tools, techniques to survive and advance beyond market downturn

By Kevin Jones

T

UCSON—While the official pitch for the 84th TTMA Annual Convention here was “Navigating the Next Turn: AI, Policy, Safety & Performance in a Shifting Market,” outgoing chairman Alan Briley explained the simplified version: “Weather the slump and win the surge.”

“I think we’re all weathering different storms. I don’t care which segment of our industry you’re in right now, we can all probably agree that trailer market, in general, is not what I would consider extremely healthy—and we’re not really sure when it will be,” Briley, president of Fontaine Trailer, said in opening the convention’s first general session April 30.

“Maybe it’s not as bad as it was in some segments, and then for some of you, particularly in the van segment, we just sympathize with what you are dealing with.

“I think in these times it’s most important for us to be a unified voice for the industry. We’re not ever going to agree on everything—some of us disagree pretty strongly with others at times—but when things are bad or challenging, as they are right now, that is the time that is most important that we represent as a unified voice.”

Briley also noted 77 first-time attendees at this year’s convention.

“You are the future of our organization,” Briley said. “Some of us are getting closer to the finish line than we are to the starting point, so we need to continue to replenish our ranks.”

Incoming TTMA Chair Corey Kirk, chief engineer at Tremcar, used his

opening remarks to recognize the convention planning committee and to encourage TTMA members to get involved in any of the organization’s committees.

“To my fellow engineers, don’t worry— it doesn’t mean you have to speak in front of hundreds of people, but it can lead to that,” Kirk said. “We also have product liability, where we discuss all the potential legal issues facing the industry, federal excise tax assistance, and the government relations committee, which is very relevant these days.

And of course, our plant safety committee can help, obviously, with your compliance and getting people home safe.

“The bottom line, the more that you’re involved, the more you’ll receive from your membership.”

Bob Montgomery, outgoing associates’ committee chair, uses his banquet remarks to thank the many people on his career “trail to this podium.”

Kevin Jones | TBB

At the closing banquet May 2, Briley mentioned that he had chatted with the banquet’s featured speaker, Fox News host, historian, and author Brian Kilmeade, about the various organizations he addresses, such as TTMA. “He said that he finds them very patriotic, typically, which obviously

plays into his message,” Briley recalled, then drew the banquet’s biggest laugh and round of applause. “I thought, how patriotic can we be? I mean, we’ve got a Canadian coming in to take over the board, and he’s got a USA shirt on. I think that says something.”

In stepping down, Briley recalled a career arc that included growing up around and then working in his father’s trailer dealership, before moving into sales with leading industry suppliers and finally to Fontaine Trailer.

“Sometimes God takes a little bit of skill and a little bit of talent and a little bit of want-to, and gives us the opportunity to make a difference beyond anything that we could ever imagine, and be involved in things that we could never imagine being involved with,” Briley said. “That’s what happened to me. I believe that in this organization, in this

In his general session remarks, outgoing TTMA Chair Alan Briley emphasizes the importance of the association’s being “a unified voice for the industry.”

Incoming TTMA Chair Corey Kirk uses his opening remarks to encourage members to get involved in any of the organization’s committees.

Kevin Jones | TBB

Kevin Jones | TBB

Value of engagement

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room, there’s a whole lot of people that have a lot of talent, and we’ve got a lot of passion about our industry, and we’ve got a lot of, a lot of want-to.

“Collectively we can make a difference in our industry.”

Similarly, Bob Montgomery, outgoing associates’ committee chair and VP of sales and marketing for Walther Engineering and Manufacturing, praised the convention planning committee, the board, and TTMA staff—along with the industry suppliers that help sponsor the convention.

“I’ve got so many people that are on the trail to this podium tonight that I’ve been working with on the committees— just some great people,” Montgomery

Hodell-Natco National Strategic Sales Manager Matt Tolley, left, and President Kevin Reidl look to be talking serious company business at the convention’s opening reception.

Kevin Jones | TBB

said. “One thing that seems constant here is there’s a high level of camaraderie and collaboration among people who ruthlessly try to pick each other’s pockets every other day. We stand here and laugh together and learn together for a few days, so it’s really nice. I really

love that about this place.

“So let’s keep that tradition going.

Being part of this organization really builds those special friendships.”

The 85th TTMA Annual Convention is set for April 21-24, 2027 in Bonita Springs, Florida.

Ouch! Trailer slump could’ve been worse?

2026 will be another “down year” for the trailer industry but analysts anticipate a turnaround in 2027

By Kevin Jones

Contrary to the conventional wisdom

Near-Term Build Pressure by Trailer Type U.S. Trailer Backlog/Build Ratio – September 2023 Backlog-to-build ratio (months)

10

9 8 7

6 5 4

5.5

5.1

5.6

7.0 4.8

3

Strong

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Healthy Weak

1

FTR

of the past two or three years, the U.S. trucking industry hasn’t been mired in a “freight recession,” FTR Chairman Eric Starks suggested in opening his portion of the economic outlook and trailer forecast at the TTMA convention May 1.

Unfortunately for trailer OEMs, a change in terminology won’t improve equipment demand anytime soon.

FTR data shows that freight “by and large,” has been “fairly flat” since the economy came out of Covid, and there is not “a material dip” to indicate the so-called freight recession.

Instead, fleets—and trailer customers—have been stuck in a “rate recession.”

“This is not a demand recovery that we’re looking at; what we’re seeing is a supply side issue, and so that changes the dynamics of what’s going on,” Starks said. “It has a great impact on rates, but it doesn’t necessarily change the fundamentals.”

The challenge for FTR, as an industry forecaster, is that “there are so many

0

Total Trailer

Dry Van

Reefer Van

Flatbed

Liquid Tank

things happening” that it’s a “struggle” to account for them all.

“How do you talk about USMCA, what’s happening with the Fed? What’s going on with Iran, cryptocurrency, Venezuela, ICE, Minnesota—all of these things? We can’t just look at this stuff in one lens,” Starks continued. “We have a lot of things happening that deal with policy, that deal with politics, that deal with financials, that deal with social justice.

“We are in an environment that is radically different than where we have traditionally been.”

Dry Tank

Dump

Lowbed

Macroeconomic headwinds Before Starks started trying to explain how this complicated environment impacts the TTMA audience, Lindsay Bur opened the discussion by framing the broader economic environment.

Bur, director of data science and economics at the American Trucking Associations, characterized the broader economy as a “stagnant no hire, no fire” market. While the U.S. GDP has maintained a long-run historical average of approximately 2%, Bur warned that the underlying composition of that growth

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H

E V E N T C OV E R AG E | TTMA is problematic for freight.

Consumer spending has shifted away from goods and toward services, largely because incoming tariffs have made physical goods more expensive.

“You can’t put services on a truck,” Bur noted, suggesting that a consumer might choose a concert over a new dishwasher, but the dishwasher drives far more freight.

This shift is compounded by a high effective tariff rate, which has climbed to roughly 11% following various administrative actions, and inflationary pressure remains a dominant theme.

“A lot of economists will talk about the inflation rate, and getting down closer to the Fed’s target of 2%—but that’s not what people feel when they go to the grocery store” Bur said. “They’re just seeing that the price level has increased drastically since prior to the pandemic. We’re seeing that the price level is up almost 30% since 2020 but when economists

“chaos environment,” and this uncertainty is reflected in the U.S. trailer net orders, which have remained weak, down 15% year-over-year as of early 2026. Backlogs are also subdued, with visibility falling to approximately 5.5 months—a level Starks described as neither strong nor critically weak, but rather “status quo.”

Several key indicators are currently suppressing the demand for new trailers: • The trailer-to-tractor ratio: Public truckload carriers are currently holding an elevated ratio of nearly four trailers to every one tractor.

Starks indicated that this ratio needs to correct, as it suggests an oversupply of trailers relative to the available power units.

• The EPA 2027 pre-buy: Capital allocation is shifting away from trailers and toward Class 8 tractors. Because of the EPA 2027 NOx mandate, which is expected to add

Annual U.S. dry van trailer production & outlook 250

Dry Van Build 159 121

100

120

184

191

165

152

162 135

125

108

171 173

125 97

vs. production: Historically, trailer production rarely falls below scrappage levels.

However, the industry is currently in a rare period where production is below the scrappage rate, an event typically seen only during severe recessions.

Sector outlook Starks provided a breakdown of how these pressures are manifesting across different trailer segments: • Dry van: Production for 2026 is forecast at 181,000 units, a significant drop from the 240,000 units originally predicted a year ago.

Recovery in this segment is not expected until 2027 as the pre-buy for tractors fades.

• Reefers: This segment has seen production fall below economically derived demand, largely due to poor carrier profitability.

• Flatbed: One of the few bright spots, the flatbed market is being bolstered by a boom in data center construction. While other private construction like warehouses has varied depending on region, the massive spending on data centers is providing a localized lift for vocational trailers.

“W h —

talk about inflation, they’re like, ‘Wow, look how much it’s come down.’”

The most volatile factor in Bur’s forecast was the war in Iran and its impact on energy prices. With diesel prices accelerating and uncertainty surrounding the Strait of Hormuz, Bur predicted that traffic would not return to normal levels until at least late 2026 or 2027, creating a persistent drag on the economy.

Bur emphasized that any recovery will likely be “supply-side,” driven by carriers exiting the market rather than a sudden surge in consumer demand.

Indicators driving trailer demand Starks described the current state as a

2030

2029

2028

2027

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2021

2020

2019

2018

2017

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2013

Navigating the trough 2010

2008

2007

2006

28

2005

FTR

199

50

50 0

128 133

191

74

2011

150

144

176 177 179

EDD

2009

Tho usands o f units

200

• Scrappage

$10,000 to $30,000 to the cost of a new truck, fleets are prioritizing power unit replacements now to avoid future costs. Consequently, more trucks are being ordered than trailers, a reversal of the historical norm where trailer orders typically exceed truck orders by 5,000 units per month.

• Average fleet age: Both tractors and trailers are aging. The average age of trailers at public carriers has reached 6.53 years, the highest since 2014. While this suggests a latent need for replacement, carriers currently lack the net income to fund these purchases.

Starks concluded that 2026 will be a “down year” for the trailer industry, with weak orders and capital shifting toward power units, meaning the industry must continue to navigate a period of high costs, regulatory confusion, and an oversupply of equipment.

“We have things picking up in Q1 or Q2 of 2027, but the timing is unclear,” he said. “What’s crazy about this, with how long and extended this cycle has been, is that it hasn’t gotten worse, to be honest. It could have been significantly worse than what it has been.

“The industry, in general, does not like flat. We can deal with things growing, we can deal with things falling. Flat is difficult to manage through. Carriers hate it, and manufacturers then have to reap those repercussions.”

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E V E N T C OV E R AG E | TTMA

The U.S. economy is unstoppable, but...

Business leaders, policy makers must stay ahead of global societal and political shifts

By Kevin Jones

Trailer manufacturers must embrace automation, AI, and legal immigration to survive and thrive in a shifting global marketplace. The alternative is “chaos”—political, societal, and economic. That’s the essential takeaway from Dr. Don McNeely’s characteristically blunt and wide-ranging assessment of the forces currently reshaping the industrial landscape, as presented at the TTMA convention.

McNeely, president and COO of Chicago Tube and Iron and an adjunct professor at Northwestern University, explained his “Chaos Theory”—the idea that every global event is interconnected. He challenged industry leaders to “skate to where the puck is going to be” by anticipating the unintended consequences of policy, culture, and demographics.

The battle against SOEs McNeely provided a sophisticated framing for the current tariff environment, arguing that trade policy must be understood through the lens of market structures. While much of the public debate focuses on individual nations, McNeely highlighted the existential threat posed by State-Owned Enterprises (SOEs).

“Sixty-six percent of the world’s steel-making capacity is state-owned,” McNeely noted, explaining that these entities have no obligation to earn a profit. This creates a fundamental

Dr. Don McNeely tells TTMA convention attendees that by anticipating societal and political change “we’re going to be fine” and “they can’t stop us.”

Kevin Jones | TBB

imbalance where private American companies must compete against subsidized giants.

He categorized current tariffs into three types: punitive (targeting issues like fentanyl flow), reciprocal (leveling the playing field against foreign duties), and motivational (bringing nations to the negotiating table). For McNeely, these measures are necessary to combat “circumvention,” where countries like

TTMA Plant Safety Award Winners For more 55 years, TTMA has recognized the importance of workplace safety with its annual Plant Safety Award. The honors are especially noteworthy as trailer manufacturers continue to deal with a market slump and workforce challenges.

Award determinations are based on direct comparison of injury data from the Occupational Safety and Health Administration’s (OSHA) Annual Summary Form 300A, the same data used by the National Safety Council and the Bureau of Labor Statistics.

TTMA introduced its plant safety contest in 1971. Trailer-Body Builders joins TTMA in congratulating the winners for the achievement.

The winners for their performance in 2025 were: Trailer Category A (over 750,000 man hours) • Great Dane Trailers, Wayne, Nebraska

Tank Category A (over 490,000 man hours) • EnTrans International, Athens, Tennessee Trailer Category B (350,000–750,000 man hours) • Stoughton Trailers Plant 5,Stoughton, Wisconsin Tank Category B (280,000-490,000 man hours) • Wabash, Fond Du Lac, Wisconsin Trailer Category C (under 350,000 man hours) • Stoughton-Plant 8, Waco, Texas Tank Category C (under 280,000 man hours) • MAC Trailer, Stainless Division, Mt. Pleasant, Michigan Most Improved Trailer Plant • Trail King, Yankton, South Dakota Most Improved Tank • Stainless Tank & Equipment, Beloit, Wisconsin Associate Winner (NAICS Code 336) • SAF-Holland Group, Wylie, Texas

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China dump products into the U.S. through intermediaries like Canada.

Productivity gains vs. labor metrics

Crisis of culture As an educator, McNeely expressed deep concern over the “absence of thought” in the next generation of leaders. He argued that modern education focuses on “what to think” rather than “how to think,” leading to a workforce that struggles to factor in unexpected consequences.

He cited a disconnect in expectations, where new graduates demand social agendas and remote work while lacking the skills to restructure organizations. “ They are confusing their opinion for intelligence,” McNeely warned, noting that 40% of people under 40 in a recent survey found the murder of a high-profile CEO “acceptable”—a chilling indicator of the cultural divide facing today’s employers.

At the TTMA Annual Convention, Zach Tomkinson, CCO of Standard Bots, presented a strategic roadmap for revitalizing American manufacturing through accessible robotics. With the U.S. currently trailing China—which deploys ten times more robots annually—Tomkinson emphasized that only 2–3% of domestic factory tasks are automated.

To overcome previous failures where complex systems ended up “collecting dust,” Tomkinson advocates for the “minimum viable cell.” Manufacturers should target “high-pain, easyto-do” tasks that are repetitive, stationary, and utilize rigid parts. Beyond seeking a sub-12-month ROI, he introduced the concept of Learning on Investment (LOI), encouraging firms to use initial projects to build internal technical “champions.”

The future lies in AI-enhanced “cobots” that shift the operator’s role from coder to coach. Through teleoperation and reinforcement learning, robots can now handle variability, such as parts in random orientations, eliminating the need for costly fixturing. While skeptical of sci-fi-looking humanoids, Tomkinson sees massive potential in multi-arm systems.

By building these tools in America, Standard Bots aims to ensure the next industrial revolution remains local.

DISTROLOGO | Shutterstock

The narrative of American manufacturing’s decline is often misunderstood, according to McNeely. While employment in the sector has dropped from 35% of the workforce in 1950 to just 10% today, much of this is due to staggering productivity gains. In his own career, he has seen steel production move from 12 man-hours per ton to as little as 15 man-minutes in efficient modern mills.

However, this efficiency is being met with an emerging labor crisis. McNeely pointed out a troubling irony: since 1980, the U.S. has lost 7 million manufacturing jobs while adding 7 million government positions.

More concerning is the labor participation rate, with 38% of able-bodied adults choosing not to work. He attributed this to social welfare benefits nearing the market value of unskilled labor and a massive $70 trillion wealth transfer currently passing to younger generations, which he fears is “removing their need to work and their desire to work”.

Cobot ‘hype cycle’ is real; time to plan

A bullish outlook Despite these societal and political headwinds, McNeely remains optimistic. He dismissed the narrative that China will surpass the U.S., noting that the U.S. economy is 55% larger than China’s and six times the size of Germany’s.

“China is not going to pass us by in our lifetime, or your kids’, or your grandkids’, or ever,” he said.

McNeely concluded that the U.S. is essentially on “autopilot” regarding growth, with an 80% probability of the economy staying the course or improving.

He forecasts $2.3 trillion in new economic activity over the next 48 months.

“They can’t stop us,” McNeely concluded. “If you look at the appropriations, it’s going to disproportionately be an industrial spend—that growth alone represents the fifth largest economy in the world.

“Speaking some of those societal and political things coming our way: Let’s get ahead of them, let’s anticipate them. We’re going to be fine.”

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E V E N T C OV E R AG E | TTMA

Aluminum price, U.S. tariffs drive OEM rethink Limited options: absorb costs, explain price increases, or find alternatives to aluminum

By Kevin Jones

Going into a second year of 50% alu-

Global price of aluminum 4,000 3,600

U.S. Dollars per Metric Ton

minum tariffs, combined with the geopolitical crisis in the Middle East that has impacted major global producers in the region, U.S. trailer manufactures are looking at their own pricing structures and possible alternatives to aluminum in their products.

Despite these rising costs, OEMs rely on aluminum to meet lightweighting targets, particularly around EV adoption.

The commercial trucking segment, meanwhile, faces a more complex environment. While aluminum remains essential for Class 8 cabs and trailer structures, the industry is grappling with excess freight capacity and slim cash flows—straining capital expenditures for new aluminum-intensive equipment.

And as the 2026 USMCA “sunset” review looms in July, the strategic focus is shifting from simple cost-minimization toward securing traceable, domestic value chains capable of weathering a fragmented global production map.

3,200 2,800 2,400 2,000 1,600 1,200 Jul 2020

Jan 2021

Jul 2021

Jan 2022

Jul 2022

Jan 2023

Jul 2023

Jan 2024

Jul 2024

Jan 2025

Jul 2025

Jan 2026

Source: International Monetary Fund via FRED® International Monetary Fund, Global price of Aluminum [PALUMUSDM], retrieved from FRED, fred.stlouisfed.org Federal Reserve Bank of St. Louis.

IMF/FRED

than we do with Mexico, none of you would have believed me,” Starks said.

“We are shooting ourselves in the foot by having this antagonistic environment, and I don’t fully understand it.

“We get a significant amount of aluminum from Canada, or we did. We do not produce aluminum here in any quantities that matter, so we have to rely on other markets; this is a cost pressure that does not go away. Carriers are going to have to start to make some decisions on what type of equipment they’re willing to pay for, because that price point is going to continue to be very high.”

Until there’s some clarity, the cost structure doesn’t make sense, he added.

“It’s easier to pay the tariff or pay the extra cost than it is to materially shift

industries back into the U.S. market, so I think we have several years of inflationary pressure.”

Great Dane Executive Director Category Management Rob Jansky is responsible for supplier development and negotiation and is a supply chain expert. He noted that the company is facing the same challenges as the rest of the industry.

“We do our best to track the market but, with all the upheaval, we work closely with our aluminum suppliers to try to hedge as much as we can.

We’re working with sales to try to say how much aluminum we want to buy, What they’re saying TBB made the rounds at the TTMA because we don’t want to have too heavy convention, collecting the thoughts of of a position in this volatile market,” industry leaders on the impact of high Jansky said. “That’s the other big key: We global aluminum prices combined work closely with sales to underHow is your company responding to with the ‘all-in’ Midwest Premium, stand what the temperature of the potential supply disruptions? or going market rate for aluminum market is, and also to educate them Securing alternative suppliers at delivery. The Midwest Premium so they can work with the customer No changes yet 7% 14% has climbed from less than $500 base, so they understand why we’re per ton to more than $2,500 in just passing along what we pass along.” three years.

Jansky added that the “level of FTR Chairman Eric Starks was uncertainty” is what is different in skeptical about USMCA remaining today’s aluminum market.

Absorbing higher costs largely intact.

“If there’s a big event, there’s 36% “I fundamentally believe that the some certainty at the end of it,” he said. “Now you just don’t know.” administration is going to blow up Passing costs USMCA, that we are going to have Great Dane EVP, Industry to consumers 43% bilateral agreements with Mexico Affairs & Strategic Accounts, Chris and with Canada, and if I had told Hammond agreed.

TBB posted an online poll to gauge industry reaction to you a year ago and said that we have “We’ve managed cost fluctuadisruption in the aluminum supply and soaring costs. a worse relationship with Canada CredSpark / TBB survey tions for 100 years in this business,

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and we’ll manage them for the next 100 years. There’s always a dynamic at play; it’s just a matter of having conversations and helping customers time what work best for them,” Hammond said. “It’s frankly that simple; it always has been, and it always will be. With the war going on and capacity coming out, it’s a bit of a shock right now—but this, too, will pass.”

Utility Trailer Manufacturing Co. CEO Jeff Bennett likewise suggested that everyone is dealing with aluminum supply “as best they can.” At Utility, reconsidering trailer design and construction is part of the plan.

“There are a lot of options that can go from aluminum back to steel. A lot of times we went to aluminum because it saved weight and cost, which was good for the industry. But if the economics move where the lines cross, that’s where you go,” Bennett said. “So we are using a lot more steel cross members; we’re using more steel wear bands; we have steel side skins, we have steel posts.

These are things that you can do because

steel even if steel is also being tariffed, we have more manufacturers [in the U.S.] for steel, and their competition keeps the price more reasonable.”

Bennett echoed FTR’s assessment that, despite tariffs, significant aluminum production will not be coming back to the U.S. anytime soon.

“Our electricity costs are too high, which is why in 2000 we had 30 smelters in this country, and now we’re down to two, and maybe there’s a third one in the works. People are going to find substitutes for aluminum and pay the tariffs—then we’ll see where the ball finally lands,” Bennett said. “We’re looking at designs that can do the same job as aluminum; we’re looking at high strength steels, we’re looking at composites, we’re looking at other technologies that we didn’t have to look at before. That doesn’t mean we’re necessarily going to give up on aluminum, but we’ll adapt, improvise, overcome.”

For Hyundai Translead, which currently builds its trailers in Mexico,

aluminum tariffs plus the ongoing Department of Commerce trade investigation into trailer imports are “forcing a rewrite of our playbook,” CEO Sean Kenney said.

“We’ve seen aluminum rise, not only in the ingot price, but in the Midwest Premium. It hasn’t been talked about as much, because that Midwest premium was so stable for so long,” Kenney said.

“A lot of our strategy is to educate first, and transparency second. That’s the way we went through the COVID supply and demand imbalance: We were transparent with everyone in the industry, and that’s what we’re doing now.”

That doesn’t mean everyone is going to like price increases.

“It’s staggering when you see just how much aluminum going up—it’s amazing,” Kenney said. “The one thing that’s really not practical for us is to change from aluminum to an alternative product, like going from aluminum to steel in a reefer.

It’s just not a practical thing, nor would the customers really want that.” TBB

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G OV E R N M E N T A F FA I R S | FEDERAL EXCISE TAX

What would the Founding Fathers think about a ‘temporary’ tax that’s been around for more than 100 years? It’s hardly patriotic.

By Kevin Jones

T

he American Revolution was kickstarted by a founding principle of no taxation without representation. But 250 years later, there’s a tax on heavy-duty trucks and trailers that lives on despite the years of protest from fleets, manufacturers, and their representatives.

The United States of America was a spry 141 years old when the Doughboys became the first American soldiers to venture abroad. To help pay for General Pershing’s American Expeditionary Forces foray into World War I, Congress enacted the Federal Excise Tax on on-highway equipment.

The war was over a little more than a year after the U.S. stepped in; FET is still with us more than a century later.

And FET has risen from 3% to 12%—the highest such levy on the federal books.

That adds up to “real money” when you’re talking about modern, high-tech tractor-trailers—to say nothing of commercial EVs. The thing is, fleets who want the latest, most fuel efficient (and that means cleanest), safest, and cost effective equipment have to pay Uncle Sam for the privilege.

Laying out trucking’s legislative priorities for the upcoming highway bill last summer, ATA President and CEO Chris Spear pointed out that FET “dates back to the Titanic sinking.”

Sektor Creative Design | shutterstock

“It was to fund trench warfare in World War I. It’s outdated. This was put in place by Congress, coupled with a number of other provisions that no longer exist—but ours do,” Spear testified before a Senate Commerce Transportation subcommittee. “It’s a 12% tax on trucks and trailers, and that’s about $35,000 for both. So, if you’ve got somebody out there that’s buying, say, 1,800 new tractors, for a third of their fleet that they turn over every year, that’s nearly $65 million.

That’s real money.

on the next highway bill, also known as the surface transportation reauthorization package.

Support for repeal has been a legislative priority for manufacturers, dealers, and fleets for more than decade, with various association-organized visits to Congress, including a rally in front of the Capitol by the newly formed Modernize the Truck Fleet (MTF) coalition in 2019.

Taking the lead were American Truck Dealers, the National Trailer Dealers Association, the National Tank Truck Carriers Association, NTEA — the

It’s a 12% tax on trucks and trailers, and that’s about $35,000 for both. So, if you’ve got somebody out there that’s buying, say, 1,800 new tractors, for a third of their fleet that they turn over every year, that’s nearly $65 million. That’s real money.

Chris Spear, ATA President and CEO “That’s going to the federal government, not to them. It’s our money. We can invest it in training, pay, equipment.

We can get that brand new equipment out there and replace the old stuff. You’ll reduce emissions by 83% just by putting new diesels out on the road.”

Taxation despite representation Indeed, the effort to repeal FET has been a biennial rite of spring since 2010 as pro-trucking members of Congress have worked up legislation, often with an eye

Association for the Work Truck Industry, the Truck and Engine Manufacturers Association, and the Truck Renting and Leasing Association.

Result: No action on proposed legislation.

Then, in June 2020, the coalition and more than a hundred of its closest corporate and industry association supporters pleaded with Congress for relief during the chaotic pandemic months.

A bill was introduced that called for a temporary halt on FET assessments–but

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the language didn’t make it into any of the COVID recovery packages.

Just two years later, the industry was still hoping against hope.

“FET repeal is something we’ve worked on for years and years. With the new technology that’s coming out, vehicles will become more efficient but probably more expensive—which means more FET,” Mike Kastner, NTEA senior vice president, told TBB at Work Truck Week 2023. “That defeats the purpose of trying to get more fuel-efficient vehicles out there, and keeps people holding on to their old vehicles longer.

“There’s a great bipartisan set of sponsors that I think provides the best opportunity we’ve ever seen.”

Yet, here we are—still.

A year ago, language proposed for the One Big Beautiful Bill Act would’ve reduced FET to 2% —but it didn’t make the final funding package.

The latest swing: HR 2424, of the Modern, Clean and Safe Trucks Act of 2025.

Spear, speaking with trucking editors at last fall’s ATA Management Conference and Exhibition, was hopeful about the newest effort. He suggested ATA would be more directly engaged in pursuing repeal, rather than leaning on various coalitions as the organization has done in the past.

“I think now we have a very good, grounded reason for asking for it in the next package that moves through Congress,” Spear said. “And, candidly, we need some relief for these motor carriers. If you’re going to absorb the [Section] 232 [tariffs], if you absorb the [EPA] low-NOx rule, you can’t keep adding costs onto the industry when it’s not moving freight.”

Alas, while much of the sweeping ATA legislative agenda—infrastructure investment, truck parking, numerous workforce issues, electrical vehicle fees, autonomous vehicle standards, cargo theft prevention, CDL school requirements—is included in the initial draft of the highway bill, or the BUILD America 250 Act published in mid-May, FET repeal doesn’t get a mention in the 1,000-page piece of work from the

(by Equipment Type) Type

Price Range

Sample Retail Price

Truck FET

Model Year (MY) 2024 Zero Emission Truck (ZET)8

N/A

$435,839

$52,301

MY 2024 truck9

N/A

$169,500

$20,340

MY 2020-2024 truck

$120,000 - $300,000

$195,000

$23,400

New flatbed trailer11

$15,000 - $50,000

$35,000

$4,200

$20,000 - $60,000

$40,000

$4,800

New refrigerated trailer

$40,000 - $80,000

$60,000

$7,200

New lowboy trailer

$30,000 - $100,000

$65,000

$7,800

New specialized trailer (refrigerated or tanker)12

$100,000 +

$100,000

$12,000

10

New dry van trailer

11 11

11

8 California Air Resources Board, “Zero Emission Class 8 Tractor Pricing Comparisons”(October 2024), https://ww2.arb.ca.gov/resources/fact-sheets/zero-emission-truck-pricing-comparison-eu-us.

9 Data provided by ACT Research.

10 Matt Cole, “EPA 2027 Diesel Emissions Regs: Class 8 Truck Price Hikes in the Offing” Overdrive(July 8 2024), https://www.overdriveonline.com/equipment/article/15678767/how-high-will-class-8-truck-prices-go-with-epas-2027-regs.

11 Norstar Company, “How Much Does a Truck Trailer Cost?”(July 7, 2023), https://norstarcompany.com/blog/ how-much-does-a-truck-trailer-cost/.

12 Barad, Shantanu, and Lalit Janardhan Katare. North America Semi-Trailer Market Size, Share, Competitive Landscape and Trend Analysis Report, 2024–2033. Allied Market Research, https://www.alliedmarketresearch.com/north-america-semi-trailermarket-A325088. Accessed 2 Apr. 2025 SOURCE: ATRI

House Transportation & Infrastructure Committee.

The funding problem That the repeal of FET is so important to one of America’s critical industries should make it a no-brainer—and Congress should be fully qualified and capable of handling it.

Mike Joyce, lead lobbyist for the Truck Trailer Manufacturers Association and a policy strategist specializing in transportation and infrastructure, spelled out the snag: HTF. “The Highway Trust Fund has not kept up with inflation. In fact, we haven’t raised the fuel tax since 1993 Federal fuel taxes have not been raised since 1993—while postage stamps have gone up 19 times. So it’s hardly a surprise the HTF is no longer sufficient to fully fund surface transportation infrastructure,” Joyce said, speaking at last year’s TTMA convention. “And I will tell you, Congress has zero appetite on both sides of the aisle to raise fuel taxes—so that’s going to be a problem when it comes into 2026 and passing a highway bill.”

Joyce put FET revenue at about $7 billion in 2023 and, even with FET, fuel taxes can’t keep up with recent spending.

Proposed FET alternatives like indexing the fuel tax, annual registration fees, or vehicle miles traveled (VMT) taxes have been discussed, but VMT has faced resistance from the trucking industry.

It’s a dilemma. Just as the trucking industry came out in opposition to a gas tax pause during the Iran war, undercutting the long-term viability of HTF is a problem for highway transportation.

NTDA has been a leading advocate for FET repeal, but the effort is taking a backseat during the current Congress: The association is focusing its policy attention on resolving the federal tax code around trailer dealer floorplan assessments.

Essentially, FET remains a net positive for federal revenue, as NTDA President Gwen Brown told TBB. Approximately 14% of Highway Trust Fund revenues are generated through the FET, while roughly 21% comes from the federal tax on diesel.

However, Brown noted, during weaker

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G OV E R N M E N T A F FA I R S | FEDERAL EXCISE TAX 20-Year Trend of Average Costs of New Class 8 Trucks

20-Year Trend of Truck FET Annual Revenue

$180,000

$7.0

Truck FET Annual Revenue (Billions of Dollars)

Av verage Class 8 Truck Price ($)

$170,000 $160,000 $150,000 $140,000 $130,000 $120,000 $110,000 $100,000

$6.0 $5.0 $4.0 $3.0 $2.0 $1.0

$90,000 $80,000

$-

Y ar Ye

Average Price ($)

With new truck costs soaring, the 12% upfront hit from FET is increasingly burdensome for fleets needing new equipment. SOURCE: ATRI

commercial vehicle sales cycles, FET revenues can decline significantly.

“Given these fluctuations, it is appropriate to reevaluate how the FET is structured, collected, and applied,” Brown said. “The current requirement for a 12% tax payment upfront creates a sig-

83% Reduction in Emissions

Each new clean-diesel truck reduces emissions by 83% compared to the pre-2010 model it replaces.

During weaker commercial vehicle sales cycles, FET revenues decline significantly—leading to highway funding uncertainty. SOURCE: ATRI

first four or five years” of vehicle ownership, reducing the upfront financial impact while still preserving a consistent revenue stream for the Highway Trust Fund.

“Unfortunately, issues surrounding highway infrastructure, the FET, and

Advanced Safety Innovations

Modern trucks feature lifesaving stability control and advanced driver assistance systems (ADAS).

Immediate Financial Relief Repeal would instantly reduce the cost of new, cleaner equipment by 12% for fleets.

nificant barrier to purchasing decisions and can discourage both fleet managers and individual buyers from replacing vehicles when desired, instead delaying purchases until absolutely necessary.”

A more “balanced and predictable” approach should be considered—one that smooths FET revenue generation over time, similar to annual vehicle registration or license plate fees, Brown proposed.

Another option would be to allow the tax burden to be distributed over “the

“If you love chaos, you love what’s going on in Washington, DC, right now.

It is exceptionally tense,” said NTTC lobbyist Britton Clarke Mullen, speaking at the 2026 NTTC Annual Conference in April. “The challenge that we continue to face as an industry, with leadership in Congress, is that y’all have got to find a way to replace this tax. We have to come together and figure out a viable solution. And that’s not just tank truckers, that’s TCA, ATA—all of us together as an industry—and right now, we have not been successful to find that one viable solution that we can get behind.

“Don’t kill the messenger but, unfortunately, I don’t see a path forward right now for repealing the Federal Excise Tax. However, we will continue to talk about it and hopefully have action sooner rather than later.”

Coda: FET lives on

transportation funding often fail to capture significant political attention, making it unlikely that a comprehensive reauthorization bill will pass in 2026,” Brown said.

But National Tank Truck Carriers isn’t backing off. The association has included FET repeal among its Tier 1 regulatory and legislative priorities for 2026.

After all, a fancy, new tank trailer can run $150,000 and more.

As this issue of TBB goes to press, the only action on the Modern, Clean and Safe Trucks Act of 2025 since its introduction was in April, when Rep. Darin LaHood (R-Ill.) became the lead sponsor of the bill originally introduced by Rep. Doug LaMalfa (R-Calif.). While LaHood has been a leading co-sponsor through several tries, LaMalfa was essentially the father of FET repeal.

LaMalfa died in January while undergoing emergency surgery for an aortic aneurysm. Without its champion—and more importantly, a feasible alternative for HTF funding—the FET is likely to outlive us all. TBB

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E V E N T C OV E R AG E | ACT EXPO

Path to scale: 4 critical fixes ZEVs need for TCO parity Trucking decarbonization is stuck, needing policy stability and business viability to move forward. Stakeholders outline the ZEV risks, winning strategies at ACT Expo.

By Josh Fisher

L

AS VEGAS—Stalled in the “messy middle,” commercial transportation decarbonization desperately needs a clear, stable policy to unlock fleet investments in zero-emission vehicles (ZEV).

That’s a key takeaway from the recent ACT Expo here in May.

While manufacturers roll out multi-path technology strategies—battery electric, fuel cell, and renewable fuels for advanced engines—adoption remains fundamentally driven by economic viability rather than mandates.

Moving forward, purchasing decisions are shifting toward risk mitigation, long-term partnerships, and AI-powered operational efficiency.

What they’re saying: Volvo Group is pursuing a threepronged decarbonization strategy because there is no silver-bullet solution for all trucking applications.

Speaking during an ACT Expo workshop on clean transportation market dynamics, Lars Johansson, head of TTI Truck Technology at Volvo Group, which produces Volvo and Mack trucks in North America, urged policymakers to prioritize “stability and clarity rather than perfection.”

Johansson blamed the lack of clarity in policies, incentives, and infrastructure for keeping trucking companies from investing in new powertrain technologies.

The economics of adoption: For commercial fleets, ZEV adoption is driven by economics that actually work and requires solutions tailored to specific fleet operations, according to the more than a dozen panelists who took the workshop stage on the opening day of ACT Expo, the largest industry conference focused on advanced transportation technology and clean fuels.

Funding breakthroughs: Alan Gassler of PLM Fleet argued that total cost of ownership (TCO) parity is achievable, especially for Class 3 to Class 6 vehicles.

Gassler noted PLM Fleet has successfully secured funding for 100% of its electric vehicle placements.

“House of cards” warning: Robert Cruess, CEO of Zeronox, which retrofits traditional equipment to battery electric,

warned that if a business has to rely on incentives to survive, it is “built on a house of cards”.

Cruess highlighted that electric retrofits for Class 3 to Class 8 vehicles can reduce costs up to 33%.

Cost of inaction: Nico De Golia, director of cloud logistics sustainability at Microsoft, noted that his company evaluates ZEV proposals by weighing the cost of reducing a ton of CO2 against the continued exposure to volatile diesel prices.

Lars Johansson, head of TTI Truck Technology at Volvo Group, delivers remarks during a clean transportation market workshop at ACT Expo 2026 in Las Vegas, emphasizing the need for policy stability to drive fleet decarbonization.

Josh Fisher | Endeavor CVG

Operational mastery: How predictive analytics drives utilization and profit The AI advantage: Amid the prolonged freight recession, carrier focus has shifted to extending life cycles and driving operational efficiency. Predictive analytics and generative artificial intelligence are enabling fleets to plan better and identify weaknesses.

• Penske’s Catalyst AI tool has reduced idling by 13% • WattEV uses AI for route optimization and charging sequencing at its facilities.

• Microsoft uses an internal AI tool nicknamed “Carbon Copilot” to find optimization opportunities for renewable fuel deployments and streamline administrative tasks.

• De Golia estimated that this Microsoft tool has saved 10,000 staff hours annually.

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E V E N T C OV E R AG E | ACT EXPO Yes, but: North America’s ZEV scaling ultimately hinges on resolving four key areas that are holding back growth.

• Policy and funding: Policy stability remains a critical investment signal, but TCO parity is achievable in certain duty cycles through strategic grant funding and clean fuel programs.

• Operational mastery: Carriers should focus on extreme optimization, utilizing AI and telematics to boost equipment utilization, reduce idle time, and eliminate expensive charging downtime.

• Financing risk: Uncertainty around ZEV residual value is

stalling adoption. The industry needs commercial instruments or policy backstops to create minimum asset values and provide financial stability for long-term purchasing decisions.

• Infrastructure and labor: Robust, funded investment is immediately needed for charging infrastructure and structured workforce training to move beyond pilot programs and reach commercial scale.

Hino introduces battery electric medium-duty truck Hino Trucks introduced the all-new Le Series battery electric vehicle (BEV) at ACT Expo 2026, reinforcing the company’s commitment to reducing environmental impact across its product portfolio. The Le Series is available in both 25,950 lbs. (L6e) and 33,000 lbs. (L7e) GVWR configurations.

The introduction of the Le Series reflects Hino’s continued

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Hino Trucks

focus on supporting customers as they work to improve their environmental footprint, while maintaining the performance, durability, and ownership experience fleets expect, the company noted.

“Introducing the Le Series is an important step in our efforts to reduce environmental impact and support our customers’ sustainability goals,” said Rodney Shaffer, vice president, national accounts and zero emission vehicles of Hino Trucks.

“We’ve focused on delivering a solution that builds on our proven platform and is well-suited for the applications where electric vehicles make the most sense, helping fleets take practical and meaningful steps toward lower emissions.”

Energy is supplied by the Hexagon Purus ProPack Battery System with Panasonic Energy lithium-ion battery cells rated at 269 kWh and up to 750 volts. DC fast charging (CCS Type 1 / 120 kW) enables 0–80 percent state-of-charge in approximately 1.8 hours, according to Hino. Powered by Accelera’s Integrated e-Axle 14Xe Gen 4.5, the Le Series delivers 260 kW / 348 hp of peak power and 180 kW / 241 hp continuous power through an integrated two-speed automatic transmission and axle.

The advanced electrical system supports high energy efficiency and optimized range, helping fleets improve operational efficiency while reducing emissions. Programmable regenerative braking and improved weight distribution further enhance overall vehicle performance.

For body builders, the clear back-of-cab design simplifies upfitting across a range of applications.

The Le Series also comes standard with an automatic emergency braking system and lane departure warning system.

Production is scheduled to begin in Q3 2026.

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PowerTech Labs unveils mobile hydrogen fueling trailer to accelerate hydrogen vehicle adoption

By Jade Brasher

Hydrogen has fueled vehicles for years, with development still ongoing in the light-duty and consumer segments. While the trucking industry has toyed around with the idea of hydrogen-powered rigs, it has gained less traction than other technologies, such as battery-electric trucks. But that doesn’t mean industry stakeholders are giving up.

Even its most enthusiastic cheerleaders will admit that hydrogen has its challenges. A main challenge is its infrastructure.

PowerTech Labs wants to change that. The hydrogen testing, research, and innovation development company announced its mobile hydrogen fueling trailer at ACT Expo here in Las Vegas, which brings hydrogen fuel directly to fleet vehicles.

“Across hydrogen mobility projects, we consistently see the same constraints: Demand is growing, but safe, flexible, cost-effective hydrogen delivery has not always kept pace,” Pierre Poulain, PowerTech Labs president and CEO, said to a group of media during a press conference. “What’s been missing is a safe and scaled distribution solution that matches the reality. … That gap is what we set out to address with the trailer.”

PowerTech Labs’ mobile fueling solution, the high-capacity smart hydrogen tube trailer, is built with practicality in mind, designed to “operate in an environment where hydrogen is actually being used,” Poulain said. Therefore, engineers designed it to deliver 1,050 kg of hydrogen capable of dispensing at 517 bar pressure. Poulain said it has a 100% yield, which means no hydrogen is boiled off as a result of temperature

variations. The trailer fills in two hours and fully dispenses in the same.

What makes the trailer smart is its integrated safety features, which Poulain said are at the forefront of its design. The trailer integrates real-time safety oversight and an automated system response so that if any safety parameter thresholds are met, the valves automatically close “immediately, not reactively,” Poulain said.

The trailer can also be paired with a PowerTech Labs hydrogen dispenser, offering fleets a temporary fueling solution without waiting on the construction of permanent hydrogen fueling infrastructure.

“We see the system as a practical bridge supporting the transition from pilot projects toward larger-scale hydrogen infrastructure,” Poulain explained. “In many ways, it functions as a mobile hydrogen pipeline, bringing supply to demand safely and efficiently.”

The trailer is able to deploy anywhere in North America and is available today.

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MANUFACTURERS OF TRUCK BODY, INDUSTRIAL & STAINLESS STEEL HARDWARE

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E V E N T C OV E R AG E | ACT EXPO

Hendrickson adds electric drive axle Hendrickson has unveiled its very first electric drive axle at ACT Expo: an e-axle for medium-duty applications called Electraax. Targeted toward OEMs, the Electraax features an integrated electric powertrain for Class 6-7 school bus and medium-duty truck applications, such as last-mile delivery.

The e-axle combines the axle, single-speed gearbox, motor, and inverter into one system.

“It’s scalable up to 23,000 pounds but applicable, really, for those heavy, stop-and-go applications,” Jeff Zawacki, VP of Hendrickson’s Advanced Technology Group, told TBB. The axle is developed in collaboration with Driventic, a drive technology company. Driventic provides the motor and inverter that power the e-axle, while Hendrickson takes care of the rest.

How Electraax is designed to boost efficiency Hendrickson also boasts significant design advantages specific to electric vehicle efficiency: • Full motor torque regenerative braking to maximize energy recovery.

• A single-speed gearbox design, lighter and more efficient than multi-speed gearboxes.

• Up to 94% system-level efficiency.

QUALITY MATTERS. EVERY TIME.

The Electraax e-axle can be built with varying track width, gear train, suspension, and brake options according to a vehicle’s needs.

Josh Fisher | TBB

Variable axle design allows for several configurations Electraax uses fabricated components in place of cast or forged components, which promotes custom configurations to the benefit of OEMs. The e-axle can be built with varying track width, gear train, suspension, and brake options according to a vehicle’s needs.

“We can make it applicable to any different vehicle configuration that we need, any different brake configuration that we need,” Zawacki said. “It integrates all of Hendrickson’s capabilities: our fabrication capabilities, our wheel-end structural technologies—all that together.”

Hendrickson’s first foray into e-axles

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Hendrickson already makes front steer axles, liftable axles, auxiliary lift axles, 6x2 dead axles—but never a driven e-axle until now.

“We thought, what better way to get into the driven axle market than with a totally unique product offering through the EV market?” Zawacki said. “This is a place to start … When you look at the EV market in total, Class 8 is still a long way off. It’s happening, but very slowly. The adoption is in the final mile, stop-and-go—and, we think, in school bus.”

Hendrickson estimates the axle will be production-ready by the end of 2027, targeted towards OEMs. Zawacki said that the supplier is already in undisclosed talks with OEMs about the product.

info@coxreels.com

• Continuous power range: 200 kW • Peak power: 320 kW • Peak torque: 18,050 Nm • Peak torque duration: Up to 30 seconds • Motor torque regeneration Up to 100% • High voltage range: 400 – 850 Volts • Gross axle weight rating: Up to 23,000 lbs. TBB

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EQUIPMENT FOCUS | Welding Equipment ESAB launches Ruffian EMP 270G engine-driven welding generator ESAB has introduced the Ruffian EMP 270G engine-driven welding generator, which offers a multiprocess welding output of 270A at 100% duty cycle and 11kW of generator power through its multiple 120VAC and 240VAC auxiliary outlets.

The Ruffian EMP 270G combines ESAB’s next-generation inverter with a made-in-America 23.5-HP KOHLER Command Pro CH730 gasoline engine.

The machine is built and tested for harsh construction environments, and designed with a small footprint for service trucks.

“The Ruffian EMP 270G builds on the success of our Ruffian 150G engine drive, offering a stronger welding output and more generator power to meet the needs of users in the construction, oil and gas, mobile welding service, maintenance and repair, agriculture and emergency power markets,” says Mateus Fernandes, global product manager, ESAB. “For MIG or flux cored welding, it pairs seamlessly with portable wire feeders like ESAB’s RobustFeed AVS ECHO or Tweco spool gun.”

The Ruffian EMP 270G features a next-generation inverter which provides an easy-to-start arc in all welding modes, advanced controls to fine-tune the arc

The Ruffian EMP 270G offers a multiprocess welding output of 270 amps at 100% duty cycle and 11 kW of generator power.

ESAB

(such as Arc Force for Stick and Cables Calibration for MIG welding), in addition to synergic lines for fast and easy set-up, ESAB noted. Ruffian can be used for all processes and electrode types, including not only 7018, but also 6010/6011 and hardfacing electrodes. It can also carbon arc gouge with 3/16-in. carbons.

Weighing 425 lbs. with base mounting bolt holes and an 11-gallon fuel tank for hours of run time, the Ruffian EMP 270G is lighter and has a smaller footprint than other machines in its class, according to

ESAB. Designed with fully removeable doors, it allows easy access to the battery and other internal parts and means changing the oil requires no tools and little time.

The Ruffian EMP 270G has four 120VAC 20A GFCI receptacles, one 240VAC (6-50R) dedicated outlet and another 120/240V hybrid outlet, all protected by circuit breakers and rubber covers. It has a peak (or surge) output of 11kW for stronger starting performance and continuous output of 10.5kW. Visit esab.com for more information.

Nederman showcases new fume extraction solutions Industrial air filtration specialist Nederman recently introduced its Fume Eliminator GoMax and MCP-GO welding fume extraction solutions.

Designed for manual, robotic and cobot welding applications, FE GoMax is an intelligent, compact welding fume extractor that automatically regulates pressure to maintain airflow, performs automatic filter cleaning and uses highly efficient nanofiber filter media with optional HEPA filtration, according to Nederman. Its mobile or wall‑mounted design allows flexible installation, while the unit can serve up to two workstations and deliver high airflow at high negative pressure

Nederman

for confined, temporary or permanent welding stations.

These capabilities help manufacturers protect workers while reducing energy use by up to 25% compared with other

products, the company reported.

MCP-GO, a compact plug‑and‑play welding fume extractor built on the company’s MCP SmartFilter technology.

MCP-GO captures and filters thermally generated fumes from welding and laser cutting, providing a reliable clean‑air solution for manual welding, welding robots, cobots and thermal cutting processes.

Designed to serve up to five extraction points, the CE‑marked unit uses flame‑retardant nanofiber filter media and can be configured with options such as extraction arms, hoods and spark arrestors to create tailored fume extraction systems.

Visit www.nederman.com.

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NEW on Wheels

Canada’s first: a 5-axle tanker with trailer intelligence

By Jason McDaniel

Brent Hickman, Pilot Company director of equipment, maintenance and fleet sales, leads one of two showcase presentations at Truck World 2026 outside Toronto, Ontario.

Drōv Technologies

A gleaming red petroleum B-train tanker emblazoned with the Flying J logo demanded attention from fleet professionals at Truck World 2026 just outside Toronto, Ontario. And as they gathered around the exhibit and leaned in, they learned the trailer was unlike anything shown before.

That’s because the Advance Engineered Products tanker displayed April 16-18 at The International Centre in Mississauga was Canada’s first fiveaxle B-train with fully integrated smart trailer technology, including the first complete five-axle independent inflation and deflation control system and a fourcamera “vision suite” covering every angle of the vehicle.

Drōv Technologies, working exclusively with the TerraVest Industries group, which owns Advance Engineered, supplied the intelligence by integrating their Tank Ai system powered by the AirBoxOne—a comprehensive smart trailer solution that turns an ordinary tanker into a fully connected, data-driven commercial vehicle. And Canadian manufacturer Advance supplied its proven Fusion 406 Petroleum B-train

platform, which is renowned for its structural integrity, weight optimization, and regulatory compliance across Canadian road networks.

“With Tank AI, the end user will be able to take their business to the next level in a very competitive market,” Doug Kee, Advance vice president of sales and marketing, told TBB. “At Advance, we focus on total cost of ownership, longevity of the products we build and the relationships with our customers.

The published and proven cost savings, efficiency of fleet, and overall fleet safety Tank Ai provides is something we are honored to be pioneering in Canada, along with Drōv and Flying J. The feedback we are getting from our customers is positive and we believe this is going to be a big part of the future of the tank trailer industry.”

Industry-first five-axle control The tanker commissioned by Flying J Canada, the Canadian arm of Pilot Company, is something the Canadian industry has been waiting for: a five-axle trailer with complete inflation and deflation control across all five B-train axles.

Where previous systems were limited in scope or required manual intervention, AirBoxOne integration allows fleet operators to remotely control every tire pressure set point through a single web interface—all in real time.

The practical impact is significant: better weight distribution reduces tire and mechanical wear; pressure optimization by surface type cuts fuel costs; and compliance with variable provincial axle weight regulations becomes more manageable when operators have precise, automated control at their fingertips.

Tank Ai—a full-feature suite The Tank Ai system integrated into the Flying J B-train tanker is powered by Drōv’s flagship AirBoxOne—an advanced electronics and pneumatics control system that serves as the nerve center of the entire smart trailer ecosystem.

AirBoxOne transforms an ordinary tanker into a fully connected, data-driven commercial vehicle. Here is what the system delivers on this tanker: Intelligent tire management • Automated tire inflation and deflation per the tire manufacturer’s

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load-based PSI recommendations across all 5 axles—an industry-first in Canada • Real-time tire pressure monitoring system (TPMS) integrated for all wheel positions • Instant driver and fleet manager alerts when tire pressure deviates from target PSI and autonomously corrected pressures • Proven to extend tire life by more than 51.7% in Pilot/Flying J fleet trials in the United States • Prevents overloading by correlating axle weight with tire pressure values in real time Four-camera vision system • Rear-view camera: provides full visibility behind the vehicle, assisting with safe backing, parking, and rear proximity monitoring • Driver-side camera: eliminates blind spots during lane changes and turns • Curb-side camera: eliminates blind spots for urban and tight-quarters maneuvering • API/hatch camera: monitors hatch and loading/unloading activity, with images captured on door open/close events and percentage-loaded calculations visible across selected dates, times, and locations Wheel-end and brake monitoring • Wheel-end temperature and vibration monitoring via SKF TraX integration detects early-warning thermal events before they become costly failures • Brake air tank pressure monitoring for both parking and service lines • Smart brake chamber integration monitors each individual wheel end for brake faults • ABS fault notification with fault codes and actionable information delivered to driver and fleet • Disc brake pad wear warnings generated proactively to enable planned maintenance • Parking brake status monitoring GPS, telematics, and asset tracking • Real-time GPS location and route tracking when vehicle is running;

live trips monitored and stored for retrieval • Accelerometer monitors vehicle movement even when disconnected from tractor power or air supply, and detects harsh impacts and extreme G-forces • Secure cloud communications transmit alerts, status, and location data to authorized web, mobile, and desktop users • Open software API allows integration with existing fleet management and logistics platforms • Door position sensors notify fleet and driver when tanker hatches or compartment doors are opened, closed, or unlocked Load and weight intelligence • Axle-load weight sensors correlate cargo weight across all five axles for precise load distribution management • Prevents regulatory overloading across varying provincial weight limit requirements • Enables optimization of fuel load quantity, maximizing gallons per trip while maintaining compliance • Load security monitoring detects shifts or anomalies in cargo during transit Power, connectivity, and expandability • Solar panel backup energy source keeps AirBoxOne powered during yard storage or disconnected operations • Wired and wireless technologies provide redundant connectivity for data transmission • Open and agnostic platform architecture: connects to a wide variety of third-party sensors and smart solutions, both analog and digital • Vehicle health display in the cab, mobile app, and web dashboard deliver a unified view of all trailer systems • Supports virtually unlimited sensor expandability for future technology additions

Documented ROI: the Pilot/Flying J proof point The numbers behind Tank Ai are not theoretical, Drōv points out. Pilot/Flying J conducted real-world fleet trials of the system on Heil Trailer petroleum tankers in the U.S. Brent Hickman, Pilot director of equipment, maintenance and fleet sales, documented a 51.7% increase in tire life, improved fuel loading optimization— allowing more gallons per load—and measurable reductions in maintenance cost and unplanned downtime. The deployment of this technology on the Flying J Canada B-train tanker—now expanded to full five-axle control in a Canadian first— delivers those proven results to fleets north of the border at scale.

Two showings, one clear message The smart B-train debut was structured around two formal presentations on the Truck World show floor, each drawing a substantial crowd. Hickman spoke from the operator’s perspective, drawing on Pilot/Flying J’s real-world experience deploying Tank Ai on petroleum tankers in the U.S. Bob Davis, Drōv VP of business development, walked attendees through the full AirBoxOne feature set, including the four-camera vision system, five-axle control, tire life data, brake diagnostics, GPS telematics, and load intelligence.

“For fleet decisionmakers in the audience, the combination of Advance’s engineering pedigree and Drōv’s technology platform—backed by documented results from Pilot/Flying J’s U.S. fleet—made for a compelling case,” Davis attested.

Behind the scenes: the team that delivered A debut of this scope does not happen by accident. Kee drove the commercial vision for the partnership; and Agnes Marasigan, Advance VP of procurement, supply chain and parts sales, ensured every logistical and operational element of the build and exhibition was executed flawlessly.

“Their leadership gave both Drōv and Pilot the confidence the launch would deliver,” Davis concluded.

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NEW on Wheels

U-Haul teams with Pete, Cummins on gasoline-fueled ‘Easy Mover’ Just in time for the peak summer moving season, U-Haul has rolled out its “Easy Mover” truck with a 29-foot-long cargo space.

The EM marks the first collaboration between U-Haul and Peterbilt and offers a cargo area that is able to accommodate the household goods of most 4- to 6-bedroom homes, according to the company.

U-Haul last introduced a new size of box truck in 2011 with its 20-foot TT model. The EM’s length, cubic footage, and torque surpass the 26-foot JH model, which debuted as the largest U-Haul fleet vehicle in 1988 and held that title until now.

“U-Haul is disrupting the industry again by committing to R&D to put out newer, better products for the moving customer,” Kyle Royer, U-Haul VP of rates and distribution, said. “Moving is stressful. We want to make it easier for you to move to the next phase of life. U-Haul does that better than anyone.”

With a user-friendly spec, the Cummins B6.7 Octane turbo-charged direct injection delivers 660 lb-ft torque, 300 horsepower, and it takes regular unleaded gas.

Truck highlights The EM’s features include: • Peterbilt Model 536, Class 6 chassis • 29 ft. truck box length: 26 ft. floor, 3 ft. Mom’s Attic storage over cab, for 2,057 cubic feet of cargo area • Cummins B6.7 Octane turbo-charged direct injection; 660 lb-ft torque; 300 horsepower; takes regular unleaded gas • 10,000 lbs. towing capacity; 25,999

• Max Load: 11,939 Ibs. • Gross Vehicle Weight: 25,999 Ibs. max.

• Empty Weight: 14,060 lbs.

• Towing Capacity: Up to 10,000 lbs.

• Volume: 2,057 cu. ft.

• Clearance Height: 12 ft.

U-Haul

lbs. max gross vehicle weight; 11,939 lbs. payload • 8-speed automatic smart transmission; hydraulic brakes • Low step; low door handle; XL windshield for improved visibility; power windows/locks; cruise control; ergonomic cab • Compact front-end configuration for easier turning • Deck height of 30 inches and load ramp angle of 16.8 degrees in lowered position for easy load/unload

29’2”

2’7”

8’1”

3’2” 8’9”

7’4” 7’9”

26’6” 34” 43’10”

2’7”

The Peterbilt Model 536 Class 6 chassis supports the 29 ft. truck box length: 26 ft. floor and 3 ft. Mom’s Attic storage over cab, for 2,057 cubic feet of cargo area.

U-Haul

What U-Haul is saying “We wanted to design a truck that fits everybody,” explained Jeremy Donohue, U-Haul truck product director. “If you’ve never driven a truck, our goal was to remove the adversity, so nothing is difficult. Everything is intuitive. Everything is accessible. Controls are easily laid out.

The EM’s features are like every other vehicle our customers drive.”

The 29-foot truck packs plenty of power, looking and feeling like a diesel engine while running on regular unleaded fuel.

“People are going to be very interested to see this,” Donohue added.

“It looks big,” Royer added. “But you sit in it and it doesn’t drive that way.

The first turn you make, it’s relieving, it’s shocking. It almost doesn’t make sense.

We made a bigger truck that is easier to drive.

“For consumers it’s ‘move more, lift less, spend less. With a deck height that rides at 34 inches and drops to 30 with air bags, we’ve made a bigger truck that is actually easier to load and unload. There’s no equivalent.”

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NEW Products

Buyers Products expands lineup of combination DOT/strobe lights

Mack adds impact-resistant windshield technology

Buyers Products boasts being “first to market” with a full line of Combination DOT/Strobe Lights—integrating DOTrequired lighting and Class 1 or Class 2 warning strobes into a single, streamlined solution for fleets.

As the industry leader in combination DOT/strobe lighting, Buyers Products now offers the largest lineup available, according to the company. These lights reduce installation time and wiring complexity while delivering enhanced visibility and DOT compliance. All models feature synchronized flash patterns, allowing multiple lights to operate together for a consistent warning signal.

The expanded lineup includes compact 3/4-inch to 2 1/2-inch round and 2-inch to 2 3/4-inch rectangular marker lights in DOT red or amber with integrated amber strobes, with select models offering green strobes. For rear applications,

Mack Trucks is introducing its Mack ImpactShield windshield, using Corning Fusion5 Glass, as standard equipment on the all-new Granite vocational truck. The redesign marks a broader overhaul of the Granite platform, which also includes a galvanized steel cab, updated driver-assist systems, and an integrated electronic parking brake with rollaway protection.

The windshield itself features a one-piece, bonded curved design to improve structural integrity compared to conventional multi-layer or standard laminated glass systems used in heavyduty applications.

Buyers Products

4-inch round and 6-inch oval stop/turn/ taillights with clear back-up lighting are also available, featuring integrated amber/clear or amber/green strobes.

“These combination lights are designed to simplify compliance while maximizing visibility,” says Dan Doerr, director of new product development at Buyers Products.

The line is designed to be ideal for DOT compliance across commercial fleets, municipal trucks, and trailers.

For more information, visit www.buyersproducts.com.

Weldcote introduces leather flip-front helmet Designed with practicality in mind, the Weldcote recently introduced new flip-front system allows welders to easily leather flip-front helmets, a premium install filter lenses of various thicknesses, leather flip-front design with an including optional True-Color auto ergonomic, compact and stylish darkening filters. High-quality design that allows welders double-cap rivets enhance to access tight areas and safety by helping prevent perform work, the Zika facial injury, and the comGroup business unit pact ergonomic design reported. allows access to tight areas The Leatherview Flipwithout sacrificing protecFront helmet features a tion or comfort. reinforced polyamide “The Leatherview Flipnylon shell with a flip-front Front helmet was designed mounting system and a with real-world welding condihigh-quality, custom-fit tions in mind,” said Joe O’Mera, ratchet headgear designed CEO of Weldcote. “Its combination for all-day comfort. Its Weldcote of durability, flexibility and comfort #10 glass filter lens provides clear ensures welders can perform efficiently visibility, while the top and bottom are and safely, even in the most demanding wrapped in premium black leather for workspaces.” added protection and durability. Despite For more information on Weldcote’s its robust construction, the helmet Leatherview Flip-Front helmets, visit remains lightweight, making it ideal for weldcotemetals.com. long workdays.

From a maintenance and fleet durability standpoint, Mack and Corning highlight the ImpactShield’s several performance gains over standard Class 8 windshields: • Twice the resistance to sharp impact damage • Twice the resistance to thermal shock • Up to five times better scratch resistance • Resistance to environmental wear • Weight reduction • Better defrost performance Together, these factors are intended to extend service life and reduce windshield replacement frequency, which is an area that can drive both direct parts costs and technician downtime.

Production of the updated Granite, including the ImpactShield system, is scheduled to begin in January 2027 at Mack’s Macungie, Pennsylvania manufacturing facility, with orders opening in the latter half of 2026.

Visit www.macktrucks.com.

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NEW Products

Coxreels highlights 100W welding hose, 100WCL welding cable reels Coxreels recently added the 100W Series welding hose reels and 100WCL Series welding cable reels to its lineup.

Developed to meet the space-saving demands of industrial and automotive markets, these heavy-duty hand crank models are ideal for stationary shop workstations and mobile service rigs with integrated welders or fuel gas compartments.

Coxreels Series-specific features: • 100W Welding Hose Reel: Equipped with an external fluid path and full-flow dual-ported swivel, routing both gas connections from the same side of the reel. Features standard 9/16” – 18 UNF welding hose fittings.

• 100WCL Welding Cable Reel: Features a built-in “Cable Keeper” to prevent the cable pigtail from whipping or twisting, alongside self-lubricating bronze spherical bearings

engineered for rough, heavy-duty applications.

Engineered for ultimate durability and performance, these reels are constructed with a rugged 1/4” all-steel “U”-shaped frame and the highest quality steel components for an extended product life cycle, according to Coxreels.

Operator safety and line protection are enhanced via CNC robotically spun discs with rolled edges, while the direct hand crank action, open drum design, and composite bearings ensure smooth, hassle-free rotation.

To maintain complete control during transport, storage, or operation, an adjustable tension brake prevents “free-wheeling.”

The entire assembly is shielded by a long-lasting, chip-resistant, and rust-inhibiting CPC™ blue powder coat finish.

Visit www.coxreels.com for more information.

CTech solution tackled drawers that won’t stay shut Real jobs don’t happen on perfectly level ground: From gravel pull-offs and crowned roads to sloped driveways and busy jobsites, work trucks need drawers that stay shut. That’s where MotionLatch Drawers with LocOut Technology come in.

New from CTech Manufacturing, LocOut is a patent-pending incline drawer lock designed to keep drawers securely open on uneven terrain. Engineered to work similarly to traditional stayopen slides and detents, LocOut adds a positive mechanical lock for extra confidence in the field. Now available as a new feature on CTech drawer systems, LocOut is designed to deliver dependable retention for service trucks, utility bodies, enclosed trailers, and industrial mobile workspaces.

The best way to stop drawers from sliding shut is with a positive mechanical hold-open system that locks drawers securely at full extension. Many traditional drawer systems rely on friction or basic detents that can lose effectiveness on hills, rough terrain, or under heavy loads.

Over time, drawers can drift closed when you least expect it.

LocOut™ was designed to solve that problem.Built for service trucks, utility bodies, enclosed trailers, mobile workshops, and field service vehicles, LocOut provides a dedicated mechanical retention point to help keep drawers securely open on uneven terrain. The result is a safer, more reliable mobile storage solution built for real-world working conditions, according to CTech.

Key Benefits • Positive mechanical locking at full extension • Helps prevent unwanted drawer movement • Simple, intuitive release operation • No extra buttons or secondary levers

CTech Mfg.

• Reliable performance on uneven terrain • Improved workflow efficiency and tool access Whether installed in a service truck, utility body, or enclosed trailer, LocOut helps create a safer, more reliable mobile workspace by keeping drawers securely open with dependable mechanical retention even when drawers are prone to sliding shut.

This is exactly what service truck drawers and any trailer drawer system need to prevent drawers from sliding shut in motion.

As the newest addition to CTech’s feature lineup, LocOut is compatible with all CTech drawer offerings and sizes. It is not compatible with various other retrofit installations and bank locking systems.

Visit ctechmanufacturing.com for more information.

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❯ EVENTS Calendar August 20-21 2026 ACT Research Market Vitals Seminar 73, The Commons Columbus, IN www.actresearch.net August 31-September 3, 2026 FTR Transportation Conference, Union Station, Indianapolis, IN www.ftrconference.com September 1-3, 2026 North American Trailer Dealers Association (NATDA) Trailer Show, Music City Center, Nashville, TN www.natda.org/trailer-show September 14-16, 2026 Intermodal Association of North America (IANA) Intermodal EXPO Long Beach Convention Center Long Beach, CA www.intermodal.org

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

January 18-21, 2027 Heavy Duty Aftermarket Week ‘27 Gaylord Texan, Grapevine, TX www.hdaw.org

November 3-6, 2026 SEMA Show Las Vegas Convention Center, NV www.semashow.com

February 15-18, 2027 NATM Convention and Trade Show Gaylord Opryland, Nashville, TN www.hdaw.org

October remains a busy month for big events Coming up this fall, the list of annual industry events includes the NTDA Annual Conference, to be in Ponte Vedra, Florida.

Kevin Jones | TBB

September 15-18, 2026 CVSN Summit Executing Conference Le Westin Montreal (QC) www.cvsn.org September 21-22, 2026 NTEA Executive Leadership Summit Ann Arbor Marriott Ypsilanti (MI) at Eagle Crest www.ntea.com October 6-8, 2026 NATM Trailer Expo Fort Worth (TX) Convention Center www.trailerexpo.com October 7-9, 2026 NTDA 36th Annual Conference TPC Sawgrass Marriott Golf Resort & Spa Ponte Vedra, FL www.ntda.org October 13-14, 2026 Commercial Vehicle Upfitting Conference Kalahari Resorts & Conventions Sandusky, OH www.ntea.com October 18-23, 2026 VIPAR IMPACT Conference JW Marriott Marco Island (FL) vipar.com October 21-23, 2026 FABTECH USA Las Vegas (NV) Convention Center www.fabtech.com October 25-28 2026 ATA Management Conference Charlotte (NC) Convention Center mce.ata.org

The NTEA Commercial Vehicle Upfitting The ATA Management Conference and Exhibition heads to Charlotte, North Carolina Conference returns to Sandusky, Ohio.

John Hitch | TBB

Kevin Jones | TBB

ADVERTISER Index Advertiser

Page

Online

B2B Supply

27

www.b2bsupplyco.com

Brandt Industries USA Ltd

21

brandt.ca/heavy-haul

Buyers Products Co

IFC-3

buyersproducts.com

COXREELS

34

www.coxreels.com

EMCO INDUSTRIES

BC

emcoind.com

Forney Industries

25

forneyind.com

MAC Trailer Enterprises

7

www.mactrailer.com

National Trailer Dealers Association

15

ntda.site-ym.com/page/register

Polar Hardware

33

www.polarmfg.com

SATA USA, Inc

32

www.sata.com/jetk

Thieman Tailgates

11

www.thiemantailgates.com

Utility Trailer Sales of Southeast Texas

IBC

www.utilitytrailers.com

Waytek Inc.

13

www.waytekwire.com

Whiting Door Manufacturing Corp.

22-23

whitingdoor.com

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PEOPLE & Positions

Truck, trailer and body OEMs Great Dane recently appointed Mel Cohen as interim CEO and Diana Yan as EVP and CFO. A long-time member of Great Dane’s board of advisors, Cohen brings Mel Cohen Diana Yan nearly four decades of operating leadership and industrial manufacturing experience to this role. Rick Mullininx, who will retire effective December 31, will continue in his role as president and COO through that period and remains a key partner in this leadership transition. Yan succeeds EVP and CFO Jim Petrarca, who will retire effective October 1. Yan has more than 20 years of finance and operational leadership experience. She most recently served as CFO at Provisur Technologies. She previously held a senior finance leadership position with Videojet Technologies.

Elliott Equipment Company has added Chris Rycroft to their sales leadership team. Rycroft, who currently serves as the director of sales for mechanic and lube truck products at Stellar Industries, will carry dual titles as he adds all Elliott product lines and the full Elliott sales team to his portfolio. Rycroft joined the Stellar Chris Rycroft team in 2021 and has spent the last five years strengthening the company’s market position within the mechanic truck segment. He will continue to lead the team of regional sales managers for mechanic and lube truck products while also taking on new responsibilities with Elliott.

Kraft Tank recently hired Juan Diaz as the company’s sales and leasing product specialist in Kansas City, where he will focus on Kraft’s new heavy-duty equipment. Diaz brings more than 30 years of experience in the trailer and transportation industry, with a strong background in sales, product knowledge, and customer Juan Diaz support. He previously spent nine years with Wabash and nearly 20 years with Jim Hawk Truck Trailers.

Daimler Truck North America has named Rakesh Aneja senior vice president of engineering and technology. He succeeds Randy DeBortoli, who is retiring after more than 33 years with the organization. In the role, Aneja will lead DTNA’s engineering organization with responsibility for technology strategy and product

Rakesh Aneja

development. He will also serve as a member of DTNA’s operating committee. Aneja brings nearly three decades of engineering and leadership experience across North America and Europe. Most recently, he served as head of corporate development, where he led strategic planning, autonomous technology initiatives and joint venture development aligned directly to the company’s product and technology priorities.

Kenworth recently named Peter Ahrens GM and Paccar VP, effective July 1, while Joe Adams was appointed assistant GM of operations.

Ahrens previously Peter Ahrens Joe Adams served as Kenworth’s assistant GM of operations, and Adams most recently held the role of chief engineer. Ahrens has worked with Paccar for 15 years in multiple leadership positions, including roles with Paccar Parts and Leyland Trucks in the United Kingdom.

Adams has worked with Paccar for 26 years in engineering and purchasing roles across Kenworth and Paccar operations.

Trailer dealers, leasing companies Transportation Equipment Network has appointed Mark Domzalski as senior vice president of growth and customer strategy. Domzalski brings more than three decades of experience scaling commercial operations, building customer portfolios, and driving profitability across the trailer leasing and fleet services industry. In this Mark Domzalski role, Domzalski will drive new customer acquisition across the U.S. and Canada. He has held senior leadership positions at PLM Trailer Leasing, XTRA Lease, and General Electric, most recently serving as CCO at PLM.

Suppliers Phillips Connect recently named Mark Wallin president and GM as the company expands its smart trailer technology platform for enterprise fleets and autonomous freight operations. Wallin joined Phillips Connect in January 2024 as GM and senior vice president of product. He brings more than two decades of product Mark Wallin leadership across the connected fleet, IoT and enterprise SaaS markets, including senior management roles at Verizon Connect, Telogis and Kofax.

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