Punjabi Trucking Magazine - July August 2019

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July & August 2019

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FROM THE ASSOCIATE-EDITOR

Sunny Vraitch

T

he trucking and transportation industry is one of constant change and fluctuation. National economic conditions, trade, regulations, weather, and even political tensions all have immediate impacts on drivers and companies. In many ways, trucking is the canary in the coal mine. It’s a direct and indirect indicator of how the economy and country are doing. In this issue we’ve decided to take a look at some of the proposed regulations that are working their way through our political system, and the potential impacts on the industry. We’re also looking at some of the reasons why we haven’t seen the seasonal adjustment in rates and volumes. ELD enforcement is leading to changes in the industry that have the potential to be a net positive for drivers and transportation companies. Historically shippers have had the ability to pass along inefficiencies in the loading and unloading process onto drivers and carriers; knowing that these delays will be made up drivers, often at the expense of their own rest, as they are the ones most often penalized for late deliveries. FMCSA’s inquiry into driver detention will begin to explore this pain point for. With ELD regulations, transit times are becoming more standardized. Carriers are bolstered by the regulations and ELD’s help to shift the responsibility for loading delays back to shippers. Ultimately this has the potential to create

shorter loading times and more efficient warehouse and sheds as shippers become more liable to their customers for delays. Or so we can hope. We also examine the question that has been repeatedly asked at every meeting I’ve attended and form I’ve sat on, “When are we going to see summer rates?” or “What’s going on with rates this year?” In short, we are experiencing a market correction. Last year’s boomer rates lead to an irrational exuberance in the trucking market. Truck and trailer companies maxed out production and flooded the market with new trucks and trailers. Previously where there were 10 units of capacity for 10 units of volume, the additional new equipment created 12 units of capacity for the 10 units of supply. This volume capacity mismatch has been further magnified by politics and weather. The trade tensions and tariffs arising from the Administration’s foreign policy and highly unusual weather have decreased the typical freight volumes during the summer months. Punjabi Trucking Magazine will continue to provide an in depth and meaning full analysis of the industry and market. It’s not enough to know how regulations and economic factors are changing the market, it’s more important to know the why behind the change.

EDITOR Raman S. Dhillon press@punjabitruckingusa.com

GRAPHIC DESIGN Maxx Printing, LLC Harshpal Brar

Official Magazine for: North America Punjabi Trucking Association

ASSOCIATE-EDITOR Sunny Vraitch

TRANSLATIONS Harjinder Dhesi

Published Bi-monthly by Primetime Multimedia Company LLC

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INDUSTRY NEWS

CONTENTS Ally Carriers ................................................. 15 American Truck Show ............................... 08-09 Apex (Nextload) .......................................... 13 ARB.ca.gov/truckstop .................................... 16 Automann ....................................................... 49 Beeline Commercial Alignment & Tires...... 47 BF Goodrich Tires ...................................... 41 Big Rig Tires & Alignment ............................. 37 BP Lab Services ............................................ 24 BVD Petroleum ............................................ 11 Capitol Truck Lines Inc ................................ 30 City Registration Service ............................. 35 Clamp Guy ................................................... 21 CVTR Inc ...................................................... 43 Diamond Commercial Group ........................ 27 Doxa Lubes ................................................... 53 Ex-Guard ..................................................... 55 Fresno Truck Wash ...................................... 23 Gillson Trucking Inc. ..................................... 29 Golden State Peterbilt ................................... 03 Golden Land Trans. Insurance .................. 22 Global Multi Services ................................... 29 Harjinder Dhesi- Realtor ............................ 44 Jack’s Truck Wash ......................................... 15 Jagdeep Singh Insurance Agency ................ 27 Jumbo Logistics ........................................... 33 i5 Truck Wash and Repair .......................... 28 Inland Group ................................................ 51 Kam-Way Transportation Inc .................... 37 Keep Truckin ................................................ 07 Legend Transportation Inc. ......................... 54 Lotus Financial Group ................................. 45 Maxx Printing ............................................... 35 Mike Tamana Freight Lines ....................... 43 NAPTA ...................................................... 24, 38 Padda Insurance ......................................... 34 Paul Singh Real Estate Consultant ............. 15 Premier Business Lending ........................... 18 Premium Truck and Trailer Repair ................ 28 Primelink Express ........................................ 19 Speed Trans LLC ........................................ 40 Speedy Truck Wash Inc. ............................... 48 Sunshine Auto Care Inc. .............................. 38 TEC Equipment Lathrop ............................. 02 Thermo King of Central California .......... 17 Truck Bath Truck Wash ............................... 23 Truxco Parts, Inc. ........................................ 31 US Shiping Trans Inc. .................................. 17 Utility Trailer Sales of Southern California .... 33 Utility Trailer Sales of Utah ....................... 05 Valley Truck & Trailer Sales .................... 47 Volvo Trucks ................................................ 56

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ARTICLES

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18 June Freight Could Set The Tone For Rest of Year

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22 DOT Secretary Chao Under Scrutiny For Alleged Conflicts of Interest

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48 TuSimple Teams With USPS For Pilot Autonomous Route Between Arizona and Texas

52 Volvo Trucks Presents An Autonomous Transport Between a Logistics Centre and Port

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COVER ARTICLE

FMCSA Seeks Input About Truck Drivers’ Detention Time

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n an attempt to gather data regarding driver detention times during loading and unloading, the Federal Motor Carrier Safety Administration (FMCSA) is requesting information to be submitted on the federal register. The FMCSA will accept comments through Sept. 9. According to a recent report by the U.S. Department of Transportation’s Inspector General, the feds need better data in order to fully understand delay times at shipping and receiving facilities. A 2014 study using a sample of drivers found they experienced detention time at approximately 10 percent of their stops which cost them an added 1.4 hours above the commonly accepted two-hour loading and unloading period. The inspector general found that detention time tended to deteriorate overall highway safety with increased crash risks and costs but that the level of current data prevented further analysis. The conclusion of the report was that more information was needed from the industry to devise a course of action 10

July & August 2019

for collecting and analyzing “reliable, accurate and representative data on the frequency and severity of driver detention.” With that in mind, FMCSA has posed the following questions on the federal register document titled, “Request for Information Concerning Motor Vehicle Driver Detention Times During Loading and Unloading”: Are data currently available that can accurately record loading, unloading, and delay times? Is there technology available that could record and delineate prompt loading and unloading times versus the extended delays sometimes experienced by drivers? How can delay times be captured and recorded in a systematic, comparable manner? Could systematic collection and publication of loading, unloading, and delay times be useful in driver or carrier business decisions and help to reduce

loading, unloading and delay times? What should FMCSA use as an estimate of reasonable loading/unloading time? Please provide a basis for your response. How do contract arrangements between carriers and shippers address acceptable wait times? Do these arrangements include penalties for delays attributable to a carrier or shipper? What actions by FMCSA, within its current statutory authority, would help to reduce loading, unloading, and delay times?

To submit comments, you can enter Docket Number FMCSA-2019-0054 at the regulations.gov website or mail Docket Management Facility; U.S. Department of Transportation; Room W12-140; 1200 New Jersey Ave. SE; Washington, D.C. 205900001. www.punjabitruckingusa.com


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COVER ARTICLE

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July & August 2019

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INDUSTRY NEWS

$400 Million NRV Plant Investment To Boost Quality For Volvo Trucks Customers

The Volvo Group today announced plans to invest nearly $400 million over six years to upgrade the New River Valley, Virginia plant that produces all Volvo trucks sold in North America. The upgrades include expansion of the industrial footprint and installation of a variety of state-of-the-art equipment that will improve plant efficiency and deliver even higher product quality for customers.

The outstanding product line currently produced at NRV has strongly positioned Volvo Trucks for the future,” said Peter Voorhoeve, President of Volvo Trucks North America. “This investment is another sign of our confidence in that future, and will help us prepare for even more exciting products – powered by both diesel and electric drivetrains – in the coming years.” Virginia Governor Ralph Northam joined company and local officials to announce the expansion, which will be eligible for a Virginia Major Employment and Investment grant of up to $16.5 million and other incentives. Virginia’s Pulaski County will support the project by granting Volvo 222 acres of adjacent property to expand the campus, and providing $500,000 toward site improvements. In addition to its financial investment, Volvo announced plans to create 777 new jobs at the facility over the next six years.

building that will ultimately house truck cab welding operations; an expansion of the existing plant to allow for further improvements to the facility’s paint operations and overall material/production flow; and a variety of equipment upgrades, including installation of several state-of-the-art dynamometers for vehicle testing.

Major components of the investment include a new 350,000-square-foot

“This investment will give our employees the tools they need to

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continue providing our customers the highest quality products,” said Franky Marchand, Vice President and General Manager of the NRV plant. “We’re very grateful to the Commonwealth of Virginia, Pulaski County, and the citizens in this community for their continued support of our business and our people. Creating more value-added processes through these investments is good for our employees, our plant and our region.”

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INDUSTRY NEWS

Trucking Group Calls for Hair Analysis Mandate

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n advocacy group representing the nation’s largest motor carriers including J.B. Hunt Transport Services, Knight-Swift Transportation Holdings and U.S. Xpress Enterprises, is currently lobbying the federal government to make hair testing for drug use mandatory for all preemployment screening of truck drivers. The group, called The Trucking Alliance, claims that illegal drug use by drivers is the greatest safety challenge facing the industry. The House of Representative Subcommittee on Highways and Transit recently received written testimony from The Trucking Alliance’s Managing Director Lane Kidd detailing the number of drivers who obtain jobs despite being illegal drug users. Kidd pointed to a study in which truck driver applicants were given two drug-related tests, a urinalysis and hair analysis. Of the over 150,000 who were tested, only one percent showed drug use through urinalysis, but a whopping 8.6% of applicants failed or refused to take the hair analysis test. “Put another way, the urinalysis missed 9 out of 10 actual illicit drug users,” said Kidd. According to the results, a large percentage of commercial truck drivers across the industry would fail or refuse to submit to a hair screening test. The most commonly used drug is cocaine, followed by opioids and marijuana. The Alliance also points out that many of the applicants who tested positive would likely get driving jobs for companies which don’t require hair testing. In addition, since the Department of Transportation does not recognize hair testing, any failure of that test would not show up in a national database designed to flag chronic drug users. In its testimony to the House, the Alliance had several other industry related proposals including not allowing exemptions for fleets attempting to avoid installation of electronic logging devices. In an ongoing issue, they also recommended that the driving age for interstate truckers remain at 21. On safety, they pushed for a federal mandate limiting speed limits to 65 mph for all commercial vehicles on the nation’s highways. Finally, they favored requiring collision mitigation systems in commercial trucks. 16

July & August 2019

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INDUSTRY NEWS

June Freight Could Set The Tone For Rest of Year

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t’s no secret that truckload rates aren’t where they were a year ago. We don’t expect prices to reach the same levels we saw in 2019, but we’ve been predicting a second quarter rebound for quite some time now -- really since last December, when we also said that we expected a softer than usual first quarter. Several factors delayed that rebound, but there are signs emerging that it’s finally here. The first delay was the scope of flooding and bad weather in the Midwest and other areas. That affected cross-country traffic and many produce harvests. When the increased tariffs on Chinese imports were announced in mid-May, there was an instant damper put on movements from the West Coast until businesses could reassess plans. Even with those disruptions, volumes haven’t been bad this year, and now it looks like the volumes we’ve been anticipating have materialized. This includes both seasonal shipments associated with warmer weather, and stored goods from the West Coast moving into the

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eastern supply chain. No doubt, bonded warehouses are being emptied to avoid the increased levies. Short term, I expect we will continue to see elevated activity through June into early July. When West Coast goods move in higher quantities by truck, it tightens the truck supply because the cycle time for a truck to complete a round trip is higher. In effect, it removes capacity that would otherwise compete on movements in the eastern half of the country. The flipside is that there’s a risk that the summer doldrums (July, August) could be worse than usual with the damper on international trade. Lower oil prices could be another factor. While flatbed activity picked up in late May, current oil prices are bearish, meaning a slowdown in energy projects could occur, which makes for softer flatbed demand. Sustained growth or summertime blues? And while we are starting to see higher quantities of summer produce, USDA and DAT’s own internal data suggest it continues to be a sub-par year for produce shipments. It could still turn around with a few weeks of favorable growing conditions, so this remains a wild card. This will also have a ripple effect across other segments of the supply chain, especially van freight since reefers compete for van loads when reefer demand slows. That’s just one way in which the supply chain is an ecosystem where everything is connected: van, flatbed, refrigerated, and intermodal. In the short term, Los Angeles, northern California, and Atlanta are much more robust in the last thirty days, both in load-to-truck ratios and, more recently, pricing. This could cause shippers that were planning to push for rate cuts to slow those demands. Plus, we could see a tighter market in the fall should some of the new entrants to the spot market start to exit.

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PRODUCT NEWS

Belmor’s Expanded Accessory Lineup

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elmor‘s Aeroshield II, Next-Gen Aeroshield and Aeroshield hood deflectors now are available for various Hino, Peterbilt and Volvo models. The company’s Ventvisor and Ventshade side window deflectors, designed to reduce interior fogging and heat and to allow fresh air in the cab during rain, now can be spec’d for various International, Peterbilt and Western Star models. Belmor’s bug screens now are available for various International, Peterbilt and Volvo models, while the company’s Rock Guards now can be spec’d for various Hino models. Belmor’s Winterfront grille covers now are available on various International, Mack, Peterbilt and Volvo models.

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INDUSTRY NEWS

Illinois Compromise Brings Higher Fuel Taxes and Elimination of Hated Truck Fee

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nstead of relying on a gridlocked federal government to fund much-needed infrastructure improvements, state lawmakers and the trucking industry have come up with a constructive solution in Illinois which benefits all stakeholders. In an unlikely compromise, the Illinois state legislature and state trucking companies have agreed to a 100% hike on gas taxes in exchange for an elimination of the burdensome commercial distribution fee. The General Assembly bill, titled “Rebuild Illinois” doubles the gas tax from 19 cents to 38 cents a gallon and 45 cents for diesel fuel. Revenue raised by the new taxes will go entirely to infrastructure fixes giving truckers the ability to haul more freight faster. Transportation analysts predict that improved roads and bridges will allow truckers to quickly recoup the added costs. In exchange for the hike in fuel costs, truckers will no longer have to pay the commercial distribution fee. In contrast to gas taxes, which go toward building roads, the CDF went into the Illinois general fund and was never used to build or repair the state’s roadways, transit systems or bridges. Various state and regional trucking associations have long pushed to get the fee eliminated. For the last 15 years, the state has collected a surcharge on annual registration fees for vehicles between 8,001 pounds and 80,000 pounds. During the first year of collecting the fee was 36%. It has subsequently been lowered to 14%. Since its inception, drivers have contended that the fee is a tax on top of a tax because they 20

July & August 2019

already pay fees for license and registration. The bill also includes other vehicle fee hikes with most vehicles seeing a 50% rise in fees. Registrations for 80,000-pound trucks will increase by only $100, from $1,415 to $1,515. The price for registering electric vehicles will rise from $35 to $248 over the next two year. In total, the new revenue will bring $2.4 billion annually to state coffers with further raises in the gas tax tied to inflation. Best of all for truckers is that all of the new fuel taxes will go toward infrastructure. An amendment to the Illinois Constitution approved by voters in 2016 requires transportation-related revenue be used only for transportation-related purposes. As a result, vehicle revenue collected from the new plan will pay for roads, bridges, and transit. Many states, such as California and Illinois’ neighbor Indiana have tied gas taxes to infrastructure at a time when the federal government seems paralyzed by political infighting. A separate section of “Rebuild Illinois” gives local governments authorization to collect their own fuel tax, permitting Chicago to increase its tax by 3 cents. Lake County and Will County can also collect a fuel tax of up to 8 cents per gallon. In addition, DuPage, Kane and McHenry counties can double their fuel tax from 4 cents to 8 cents. Statewide, the new taxes will go into effect on July 1. At the same time, the commercial distribution fee will also be rescinded. www.punjabitruckingusa.com


INDUSTRY NEWS

Canada ELD Mandate Slated For June 2021

F

ollowing on the heels of the U.S. adoption of mandatory ELD’s (electronic logging devices) in 2017, the Canadian government has announced it will also implement an ELD mandate beginning in June 2021. The measure will ensure that Canadian based fleets can operate across the border without worrying about complying with American regulations. Since half of Canadian truckers carry freight across the border, they are already familiar with using ELD’s. An ELD is used to digitally collect hours of service data by connecting directly to a truck’s engine. According to a recent press release from Transport Canada, the nation’s top transportation agency, Canada is “committed to aligning with vehicle regulations in the United States to the fullest extent possible provided that it is in the best interest of Canadians.” The agency estimates the

new mandate will save $11 million per year. This change is in line with U.S. rules because while it only applies to federally regulated carriers who transport cargo beyond 100 miles, it will eventually pervade Canadian provinces just as it has done throughout individual states who have also moved toward requiring ELD’s for intrastate commerce. There are, however, a few exceptions to the mandate. First, carriers renting trucks for 30 days or less will be excused from the rule as will truckers who operate under the 100-mile rule. Second, drivers using trucks built before 2000 will also be exempt. In these cases, drivers may still use paper logs.

Canada also believes the use of ELD’s will improve safety and will not affect hours of service except in how drive time is recorded and reported. Although the Canadian rules closely mimic the American rules, there is one key difference. The Canadian mandate requires third-party certification of individual ELD’s. In the U.S. an ELD manufacturer can “self-certify” that the device complies with all regulations. Canada’s rule also allows for the transfer of logbook data during a roadside inspection through email.

Beyond saving money, the new regulation will standardize the processing of logs, preventing errors, logbook tampering or driver harassment. Transport

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July & August 2019

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INDUSTRY NEWS

DOT Secretary Chao Under Scrutiny For Alleged Conflicts of Interest

I

n what has been a continuing theme during the first two and a half years of the Trump Administration, yet another cabinet official has been accused of using their office for corrupt purposes. Following in the footsteps of HHS Secretary Tom Price, EPA Director Scott Pruitt and Interior Secretary Ryan Zinke, who all resigned after allegations of misconduct, Department of Transportation Secretary Elaine Chao now faces reports that she used her office to aid both her family, which

owns a large shipping company, and her husband, Senator Mitch McConnell (R-Kentucky). According to both the New York Times and Politico, Chao may be guilty of unethical behavior in setting up a meeting between representatives of Foremost Group, the maritime shipping firm owned by her family, and Chinese officials in order to boost the company’s business. She is also alleged to have put her thumb on the scale in the procurement of lucrative infrastructure grant money that went to Kentucky, where McConnell will be running for reelection next year. Government accountability watchdog Restore Public Trust has recently filed a lawsuit to access documents regarding Chao which they say should be made publicly available under the Freedom of Information Act. These documents would show how much influence Chao may have used to arrange a meeting between Foremost, Chinese officials and the U.S. State Department. Doing so would be a serious lapse in ethics by a sitting DOT secretary who is the government’s chief bureaucrat overseeing the shipping industry. A DOT spokesperson denied the allegations, saying that the reports misunderstand the context of Chao’s work in the department. In Kentucky, Politico claims that Chao has given a significant boost to projects which may benefit her husband’s reelection. Infrastructure grants totaling $78 million have already been steered to the state since she took office in 2017. Politico’s report also noted that McConnell “has long touted his ability to bring federal resources to his state.” On top of this, Chao is also accused of not divesting from a company which could benefit from government infrastructure projects. According to the Wall Street Journal, Chao is still invested in the Alabama-based asphalt company Vulcan, whose stock has risen 13 percent in the last year, netting her a $40,000 profit during that period.

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July & August 2019

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INDUSTRY NEWS

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July & August 2019

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Mahle Aftermarket’s iPaUl iPltr ieµjYkSn nojlz Aqy eIND pµpW leI mwhI Amyrmwrt dI klIilweIn sipn-AOn iPaUl iPltrz ƒ AswnI nwl Aqy swP qOr ‘qy bdlI krn leI Aqy izAwdw DUV-rokx dI smrQw vwly pwxI-ivBwjn dI kwrjSIlqw dI pySkS krn leI bxwieAw igAw hY[ ie~k jW do pVwA dy v~Kry hox dy nwl do rUp auplbD hn: isµgl pVwA dw rUp ie~k kdm iv~c gµdW dy kxW Aqy pwxI ƒ iPltr krn leI iqAwr kIqw igAw hY, jdoN ik do-pVwA iv~c do v~K-v~K pVwvW iv~c iPltr huµdy hn: pihlW gµdgI, Aqy iPr pwxI, pwxI-GtIAw isµQYitk PYbirk duAwrw. iPltr 93 swlW qoN v~D pRdUSkW ƒ htwaux leI iqAwr kIqy jWdy hn jdoN ieh nvyN huMdy hn[

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INDUSTRY NEWS

Volvo & Nvidia Partner on Autonomy

T

he Volvo Group has teamed up with Nvidia to deliver self-driving commercial and industrial vehicles. The announcement comes just after the Swedish truck maker’s deployment of its autonomous tractor prototype named ‘Vera’ in the port of Gothenburg. Volvo now has a signed agreement with Nvidia to jointly develop the decision-making systems of autonomous commercial vehicles and machines. Using Nvidia’s end-toend artificial intelligence platform for

training, simulation, and in-vehicle computing, the resulting system will be built on Nvidia’s full software stack for sensor processing, perception, map localization, and path planning. That, the company says, will enable a wide range of possible autonomous driving applications from freight transport to refuse collection and on to applications in mining and forestry, among others.

terms of safety, energy efficiency and, as a consequence, productivity. We continue to gradually introduce automated applications in the entire spectrum of automation, from driver support systems to fully autonomous vehicles and machines. This partnership with Nvidia is an important next step on that journey,” said Martin Lundstedt, president and CEO of the Volvo Group.

“Automation creates real-life benefits for both our customers and the society in

“Trucking is the world’s largest network – a network that through online shopping puts practically anything, anywhere in the world, quickly within our reach,” said Jensen Huang, Nvidia founder and CEO. “The latest breakthroughs in AI and robotics bring a new level of intelligence and automation to address the transportation challenges we face. We are thrilled to partner with Volvo Group to reinvent the future of trucking.” The agreement signed is a longterm partnership spanning several years. Work will begin immediately with personnel from the two companies being co-located in Sweden and Silicon Valley. Remember when Nvidia just made video cards for gaming computers? Seems the foundation technologies are the same for controlling a truck.

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July & August 2019

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kYlyPornIAW eyAr rIsors borf ny aunW tr`k mwlkW dI mdd leI AwriQk mdd dw progrwm vI aulIikAw hY jo nvyN tr`k lYx dI hwlq ivc nhIN hn[ ies mYhkmy vloN lokW nUM ies msly qoN jwxU krvwaux leI keI FMg qrIikAw nwl prcwr kIqw jwvygw ijnW ivc ieMtrnYt, PrIvy qy lwey jwx vwly borf Aqy AMgryzI, spYnS Aq pMjwbI ivc tYlIPon hwt lwienW ijnW qy Pon krky koeI vI AwdmI ieh jwxkwrI hwsl kr skdw hY[ www.punjabitruckingusa.com


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INDUSTRY NEWS

U.S Department of Transportation Takes Action to Streamline Process for Aspiring Truck and Bus Drivers

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he U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) today announced a proposed rule to streamline the process for men and women interested in entering the trucking workforce. The proposal is intended to allow states greater flexibility in conducting skill tests for individuals seeking a commercial driver’s license (CDL). The proposal would alleviate testing delays and eliminate needless inconvenience and expense to the CDL applicant—without compromising safety. “The Department is committed to reducing unnecessary barriers to employment for men and women interested in obtaining jobs in the trucking industry,” said U.S. Secretary of Transportation Elaine L. Chao. Federal rules currently do not permit a CDL skills instructor who is also authorized by the state to administer

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July & August 2019

the CDL skills test to perform both the instruction and the qualifying testing for the same CDL applicant. The proposal announced today would eliminate that restriction and permit states the discretion to allow qualified third-party skills trainers to also conduct the skills testing for the same individual. “We continue to examine opportunities to provide commonsense regulatory relief to states and to individuals seeking to obtain a CDL. This proposal will provide states more flexibility, while maintaining safety on our roadways,” said FMCSA Administrator Raymond P. Martinez. “I encourage all interested parties to review the proposal and to offer their comments to the docket.” This proposal, if adopted, would be a deregulatory action as defined by Executive Order 13771, “Reducing Regulation and Controlling Regulatory Costs.”

FMCSA has been focused on reducing regulatory barriers for CDL applicants. In March 2019, the agency authored a final rule streamlining the process and reducing costs to upgrade from a Class B to Class A CDL— a deregulatory action that will save eligible driver trainees and motor carriers $18 million annually. Upon publication in the Federal Register, a 60-day public comment period will commence.

A copy of the proposal, which includes information on submitting comments to the Federal Register Docket, is available at: https://www. fmcsa.dot.gov/sites/fmcsa.dot.gov/ files/docs/newsroom/468636/cdl-3rdparty-testers-nprm-signed.pdf

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INDUSTRY NEWS

New Training Requirements Scheduled for Early Next Year

I

n an effort to standardize truck driver training requirements, the Federal Motor Carrier Safety Administration is making Feb. 7, 2020, the official compliance date for implementation of its new rules regarding entry-level driver training (ELDT). Titled “Minimum Training Requirements for Entry-Level Commercial Motor Vehicle Operators,” the new regulations mandate that commercial driving schools and carrier in-house programs revamp their courses. While the current Department of Transportation rules requires only four categories for CDL training courses, the upcoming overhaul will divide the training into 31 different theory courses and 19 behind the wheel skills courses (BTW). Prospective drivers will need to have an 80% pass rate in theory classes and demonstrate proficiency in BTW training. On its website, the FMCSA says, “The ELDT final rule enhances the safety of commercial motor vehicle (CMV) operations on our Nation’s highways by

establishing more extensive entry-level driver training (ELDT) requirements.” Minimum requirements for instructors and trainers have also been increased under the new standards. Schools in compliance will now need to be listed on the FMCSA’s Training Provider Registration (TPR) in order to be recognized. This may provide an opportunity for schools and in-house trainers to expand and even start new programs. The FMCSA is targeting a broad range of entry-level drivers. The new rules focus on “operators of CMVs in interstate and intrastate commerce who are applying for a Class A or Class B CDL, an upgrade of their CDL (e.g., a Class B CDL holder seeking a Class A CDL), or a hazardous materials (H), passenger (P), or school

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July & August 2019

bus (S) endorsement for their license for the first time.” Exemptions are provided for individuals holding a valid CDL or a P, S, or H endorsement issued before the compliance date of the final rule.

FMCSA has not provided guidance on the number of course level or BTW hours should be required. Rather, they have left it up to individual trainers, saying they would like to be as flexible as possible. “The Agency has an obligation to use the least burdensome means to achieve regulatory objectives,” according to their website. Some analysts, however, indicate that added training requirements may intensify the driver shortage which continues to plague the industry. Some training schools may be unwilling to change their courses, causing them to fall off the TPR. A lack of certified trainers could be disastrous for the industry’s next generation of drivers. www.punjabitruckingusa.com


PRODUCT NEWS

PPG’s DelFleet One Paint System

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PG’s DelFleet One paint system features advanced coatings formulated for maximum color matching, ease of use and low volatile organic compound emissions. The system includes undercoats, topcoats and clearcoats and the latest aluminum and pearl pigments to provide full color capability for direct gloss, basecoat and matte colors, all of which have a VOC of 1.5 pounds per gallon. The system’s clearcoats and primers have a VOC of 2.0 or less pounds per gallon.

The compact paint system has 42 toners, four binders and four paint additives to help reduce on-hand inventory requirements and is supported by PPG’s color-matching database. It also is designed for ease of use using traditional application techniques, and the system’s toner stability and consistent ready-to-spray viscosities across color families help eliminate the need for painters to adjust each color before application or to change spraygun settings. It also is formulated for added metallic control and for easy mixing with shared hardeners and reducers.

July & August 2019

39


PRODUCT NEWS

Hot Shot’s Secret’s Engine Oil

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ot Shot’s Secret’s Green Diamond Fleet Engine Oil is composed of Group III base oils infused with the company’s FR3 Nano Technology and a CK-4 additive package developed for severe-duty fleets hauling heavy loads, stop-and-go deliveries and operations where there are high levels of airborne particulates. The fully synthetic 15W-40 engine oil is formulated to keep the injectors, turbo and engine cleaner while providing lubrication for optimum longlasting protection. The blend is engineered to provide exceptional cleaning, oxidation and thermal stability and to help prevent deposit accumulation and oil breakdown, reduce shearing and friction, preserve film strength and keep the oil cleaner

longer, leading to longer drain intervals, improved mileage and horsepower and reduced soot, noise and vibration. The engine oil is available as a 5W-40 or a 15W-40 blend in 1- and 5-gallon containers. It is recommended for use every 6,000 miles and can be used for up to 60,000 miles.

Alcoa’s Wheel Hub Cover

Alcoa’s One-Piece Hub Cover with Secure Fit Retention is designed for proper fitment with reduced installation time through the addition of threaded nylon nuts – three per cover – built for consistent contact points to help secure the cover to the wheel end, with taller lug nut towers engineered for increased stud standout found on wide-base wheels and disc brakes. Offered in both front and rear applications, the system is designed to fit 10-hole hub-piloted wheels with a 285.75mm bolt circle (22.5- and 24.5-in. in diameter). It is available in matching matte black to complement the company’s Dura-Black Wheels.

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PRODUCT NEWS

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INDUSTRY NEWS

Introducing Automated Reloads

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onvoy is announcing the nationwide rollout of Automated Reloads, a new program to book multiple loads at a time – helping carriers earn more, minimize empty miles, and eliminate time waiting between work. With Automated Reloads, Convoy algorithmically evaluates and optimizes how loads can be grouped in real-time, all without human intervention. In our app, carriers can bid their rates or instantly accept these pre-planned combinations of loads as a single job, ensuring they stay on the road doing what they do best – pulling loads and delivering a high quality of service. The American Transportation Research Institute estimates that over 20% of driven miles are “non-revenue”. The cost of fuel and other expenses make such deadheading a losing

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Enabling Carriers to Spend More Time Hauling, Less Time Empty proposition. As a result, reaching out to multiple brokers becomes a necessity for most carriers. However, working across multiple brokers means trucks are not guaranteed to be full until bids

on each load are individually confirmed. At Convoy, we are passionate about addressing inefficiencies hindering carriers’ lives. With Automated Reloads, our algorithms customize live as well as drop-and-hook packages in real time for each carrier by understanding their unique preferences, hours-of-service and driver locations, wait times at facilities, etc. Traditionally, brokers or dispatchers pair shipments that are obvious to spot. But they missed out on a large part of the opportunity. Given the complexity and speed of the freight market, a real-time algorithmic optimization is ideally set up to minimize empty miles and help carriers. By enabling bidding on Automated Reloads, carriers are empowered to be home on their schedule and work at preferred rates, guaranteeing that they spend less time looking for work or driving empty. www.punjabitruckingusa.com


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43


INDUSTRY NEWS

W

ith the help of the DMV, air quality regulators will now be able to track down truckers who have so far dodged California’s diesel emission standards. Any trucks out of compliance with 2008’s Truck and Bus Rule, which required heavy trucks to meet particulate matter thresholds, will no longer qualify for registration through the DMV. Phased in gradually, the 2008 law required older trucks to be replaced beginning in 2015 and for all trucks and buses to be equipped with low emission 2010 model engines or newer by 2023. Many truckers, however, have ignored the law, dodging regulators because, until now, there were no penalties for noncompliance.

DMV Will Soon Deny Registration to Trucks That Don’t Meet CA Emission Standards “When I’m out in the field, I’ve had many people come up to me and say: ‘I’ll do something when you catch me,’” said Bruce Tuter, manager of the compliance assistance and outreach section for the California Air Resources Board. Because of the new DMV regulations, which take effect at the beginning of next year, those who have ignored the law will now be caught and forced to update their trucks.

Tuter went on to say that only about 70% of California’s trucks met the guidelines 18 months ago but that more vigorous enforcement has dropped that number significantly. Now, with the new law coming up, Tuter will have more tools to force compliance. Currently, Tuter estimates that about 200,000 trucks in operation will need to meet standards.

“Right now, we’ve sent over 15,000 noncompliance notices that have impacted 30,000 trucks,” Tuter said. CARB has requested the DMV put holds on over 15,000 registrations and have sent out 140,000 notices in the past two years to those with upcoming compliance deadlines. Truckers who don’t heed these warnings could lose their registrations altogether or face steep fines up to thousands of dollars. Most analysts say that most out of compliance vehicles are owned by small trucking businesses who have been unable or unwilling to meet the standards. Those same analysts say that once the rule goes into effect, capacity will drop in California with construction taking the biggest hit. They also note that the value of older trucks has been declining and that most businesses should be upgrading soon.

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In response to added costs, CARB has initiated a financial incentives program to help those who can’t afford upgrades. They have also set up outreach programs aimed at truckers throughout the state. The agency is set to provide a wealth of educational resources including webinars, billboards, mailers and telephone hotlines in three languages, English, Spanish and Punjabi. www.punjabitruckingusa.com


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July & August 2019

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INDUSTRY NEWS

TuSimple Teams With USPS For Pilot Autonomous Route Between Arizona and Texas

F

inding a better way to deliver the mail has always been a priority for the United States Postal Service. From Pony Express to steam engine, the USPS has consistently utilized the newest technology. That’s one reason they have agreed to collaborate with San Diego based self driving truck company TuSimple to haul mail between distribution centers in Phoenix, Arizona and Dallas, Texas. Hoping to reduce fuel costs, increase safety and improve its fleet usage with longer hours of operation, the USPS is exploring the world of autonomous delivery vehicle technology. In a statement to the press, the USPS says the aim of the program is “to accommodate a diverse mail mix, enhance safety, improve service, reduce emissions, and produce operational savings.” The pilot program involves five round trip journeys using major interstate freeways including I-10, I-20 and I-30 through Arizona, New Mexico and Texas. In fact, the cargo transported across I-10 represents about 60% of all economic activity in the U.S. The 1,000 mile journey is usually quite a daunting task for

one driver because it takes more than 20 hours one way. With TuSimple, each truck will require a driver and a safety engineer to monitor vehicle diagnostics and ensure safety. This new route marks the first time TuSimple has ventured beyond Arizona with its autonomous technology. It has primarily used its commercial autonomous vehicles for deliveries in Arizona since its inception last year.

“It is exciting to think that before many people will ride in a robo-taxi, their mail and packages may be carried in a self-driving truck,” said TuSimple founder and President Dr. Xiaodi Hou.

Long-haul routes with short turnaround times are well suited for selfdriving trucks because for human drivers the journey requires a team of two. Driving teams are difficult to recruit due to overnight driving logistics and widespread driver shortages. The American Trucking Associations predict shortages could reach 175,000 by 2024, especially as older drivers retire. TuSimple thinks its technology will help overcome this shortage on longer routes, leaving human drivers to focus on shorter, more dynamic and closer to home routes. A stalwart in American life for more than two centuries, the USPS is always looking for ways to improve efficiency. They are also considering using driverless vehicles for residential delivery, possibly having an autonomous truck trailing behind a walking mail carrier. The USPS stresses that it does not use taxpayer dollars for any of its operations. TuSimple hopes to find its niche in the $800-billion U.S. trucking industry by increasing safety while reducing carbon emissions and transportation costs, making them attractive to fleet operators looking to optimize logistics. With a 1,000 meter vision range, TuSimple autonomous trucks are safer because they can see more and react faster than human drivers.

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July & August 2019

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INDUSTRY NEWS

Trucking Groups Make Their Recommendations to Congress

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overing a broad range of topics, trucking industry leaders recently testified at a meeting of the U.S. House of Representatives Transportation and Infrastructure Committee’s Subcommittee on Highways and Transit. The hearing, which was titled “Under Pressure—The State of Trucking in America,” will assist congress in shaping the next highway funding bill which will take effect in 2020 when the current FAST Act expires. Seventeen members of Congress queried a group of eight executives on issues such as driver shortages, driver pay and retention, driver training, hours of service regulations, driverless trucks, under-21 interstate drivers, underride guards and several other topics. The eight executives, representing important industry stakeholders, presented their ideas about the current state of trucking and how the future of the industry can be improved. In her opening statement, Subcommittee Chair Eleanor Holmes Norton (D-NC) hoped the hearing would shed light on subjects such as driver pay, especially as it is tied to miles, a perceived driver shortage and the Drive Safe Act which would lower the age for interstate drivers from 21 to 18. That legislation, H.R. 1374 was referred to the Subcommittee in February. Todd Spencer, president of the Owner-Operators Independent Drivers Association denied that there is a driver shortage, claiming that the real problem is that driving is no longer seen as an attractive career alternative because of low pay, a demanding schedule, poor working conditions and burdensome regulations. “Large motor carriers are pressuring Congress to enact unsafe policies to

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combat a fictitious driver shortage, while doing nothing to address their precariously high turnover rates,” said Spencer. “The American economy is stronger than it has been in years, but many drivers are still struggling to make ends meet.”

Spencer argued that the “pay-by-mile” model fails to address loading and other delays that may cause drivers to lose from 10 to 40 hours of time each week. “This has to change if trucking is to attract and retain good drivers, but it won’t change as long as drivers can be detained and not paid for their time,” he said. Spencer went on to say, “If driver pay had been pegged to the consumer price index in 1980, most of today’s drivers would be bringing home six figures in wages. They don’t make that because their value is set by what they can be replaced for, no matter how good or safe they may be, or even how many millions of safe miles they have driven.” In other testimony, Chris Spear, president and CEO of American Trucking Associations, made the case that it’s legal for under 21 drivers to operate big rigs in 48 states as long as they stay within state lines. In advocating passage of the Drive Safe Act, Spear said the legislation includes important safety qualifications such as trucks outfitted with active

braking and collision mitigation systems, cameras, speed limiters and a requirement that during a probation period under 21 drivers would need to be accompanied by an experienced license holder. LaMont Byrd, director of the health and safety department for the International Brotherhood of Teamsters, said his organization disagreed with lowering driver ages. Byrd, however, noted that Teamsters hire 18-year-olds as apprentices to work on docks and around the trucking industry to prepare them to become drivers when they are 21. On the subject of ELD’s and hours of service, Spencer portrayed the implementation of mandatory ELD’s as actually an impediment to safety, in direct contrast to the device’s purpose. “ELDs were a monstrous mandate on small business truckers…that realize no safety benefit,” he said. “If it has a direct impact on safety, it is quite likely a negative one because of the pressures it puts on drivers.” Further testimony from safety advocates touted the use of underride guards on the sides of trailers to protect against cars going under the side during an accident. Both truck safety expert Andy Young and Cathy Chase, president of the Advocates for Highway and Auto Safety, spoke favorably about the wide scale implementation of the guards. Spear, however, stated that underride guards were just one of several potential safety features and he hoped truckers would look to technology for more fixes. He believes that vehicle to vehicle connectivity would tell a passenger car that a tractor trailer was nearby and automatically switch to auto braking and anti-collision systems. “Connectivity would go a long way to solving that problem,” he said.

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INDUSTRY NEWS

Vera’s First Assignment:

Volvo Trucks Presents An Autonomous Transport Between a Logistics Centre and Port

Volvo Trucks’ electric, connected and autonomous vehicle Vera will form part of an integrated solution to transport goods from a logistics centre to a port terminal in Gothenburg, Sweden. The assignment is a result of a new collaboration between Volvo Trucks and the ferry and logistics company, DFDS.

Facts: • The assignment is to move containers from the DFDS logistics centre in Gothenburg to an APM terminals container terminal according to needed capacity. • The autonomous system is monitored by an operator in a control tower who is also responsible for the transport. • The solution is suited for repetitive flows with a maximum speed of 40 km/h.

T

he purpose of the collaboration is to implement Vera in a real application, enabling a connected system for a continuous flow of goods, from a DFDS’ logistics centre to an APM Terminals port facility in Gothenburg, for distribution across the world. In 2018, Volvo Trucks presented its first electric, connected and autonomous solution, designed for repetitive assignments in logistics centres, factories and ports. Vera is suited for short distances, transporting large volumes of goods with high precision.

“Now we have the opportunity to implement Vera in an ideal setting and further develop her potential for other similar operations,” says Mikael Karlsson, Vice President Autonomous Solutions at Volvo Trucks. The aim is to implement a connected system consisting of several Vera vehicles monitored by a control tower. The purpose is to enable a seamless and constant flow responsive to demands on greater efficiency, flexibility and sustainability. The collaboration with DFDS is a first

• Infrastructure adaptations are part of the scope in the implementation of the total transport system, including automated gates at the terminals. • Volvo Trucks and DFDS are main partners but several actors are involved in implementing Vera’s first assignment. • DFDS provides ferry and transport services in Europe and Turkey, generating annual revenues of around DKK 17bn. The 8.000 employees are located on ships and in offices across 20 countries. DFDS is headquartered in Copenhagen, and listed on NASDAQ Copenhagen. • APM Terminals is a port service and container terminal solution provider, operating a network of 76 ports globally. APM Terminals is a part of A.P. Moller – Maersk, an integrated container logistics company working to connect and simplify its customer’s supply chains, operating in 130 countries and employs roughly 70.000 employees.

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• The initiative is carried out with support from the Swedish Innovation Agency Vinnova, the Swedish Transport Administration and the Swedish Energy Agency through the Strategic vehicle research and innovation programme FFI. www.punjabitruckingusa.com


INDUSTRY NEWS

step towards implementing Vera in a real transport assignment on pre-defined public roads in an industrial area. “We want to be at the forefront of connected, autonomous transportation. This collaboration will help us develop an efficient, flexible and sustainable longterm solution for receiving autonomous vehicles arriving at our gates, benefitting our customers, the environment and our business” says Torben Carlsen, CEO of DFDS.

The autonomous transport solution will be further developed in terms of technology, operations management and infrastructure adaptations, before it can be fully operational. Moreover, necessary safety precautions will be taken to meet societal requirements for a safe path towards autonomous transports. As Volvo Trucks gains more experience, Vera has the potential to be used in similar applications as a complement to today’s transport solutions.

“Autonomous transports with low noise levels and zero exhaust emissions have an important role to play in the future of logistics, and will benefit both business and society. We see this collaboration as an important start and want to drive progress in this area. Vera may have a speed limit, but we don’t. Testing has already started and we intend to implement the solution within the coming years,” adds Mikael Karlsson.

C.: 650-333-6096, P.: 925-378-3561 www.doxalubes.com : info@doxaimpex.com

Corporate Address : 3482 Diablo Ave, Hayward, CA 94545 www.punjabitruckingusa.com

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