Punjabi Trucking Magazine - July August 2022

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July & August 2022


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July & August 2022


FROM THE EDITOR Raman S. Dhillon

As we all know the trucking industry is slowing down

the industry as owner operator. Get your experience

from last quarter. This is the time for people to make

as a driver and understand the industry. Also we ask

some wise decisions. Person who is able to downsize

companies to make sure that they start following the

and understand the importance of downsizing will

law and try to stay in compliance. It’s always hard to

survive in this time.

stay on top of things when the industry is slow.

Trucking industry is a very big industry and it’s not

We encourage everyone to keep patience and try to

going anywhere but corrections happen usually every

work together and this is about time to get united and

ten years. This time it got pushed further about two

support your industry organizations.

years because of COVID and everyone's life is kind of pushed further as well. We ask people to start running their numbers and

I hope everyone smoothly goes through this hard time and we are here to help and support our industry. Stay Blessed.

if it doesn't make sense wait for some time to enter

EDITOR Raman S. Dhillon

Official Magazine for: North America Punjabi Trucking Association

Published Bi-monthly by Primetime Multimedia Company LLC 4709 North El Capitan #104, Fresno, CA 93722 Tel: 001 877 806 2525 | Email: info@punjabitruckingusa.com


GRAPHIC DESIGN Maxx Printing, LLC Harshpal Brar


TRANSLATIONS Harjinder Dhesi


CONTRIBUTORS Rhea Randhawa Harkiran Sidhu Harjit Kaur Ruchika Kashyap Pash Brar Raman Singh Ravi Dhillon Michael Smith

OFFICE MANAGER Melissa Nolasco info@punjabitruckingusa.com

All Rights Reserved. No material herein or portions thereof may be printed without the written consent of the publisher. DISCLAIMER: Primetime Multimedia Company LLC assumes all advertisers to be reliable and responsible for any and all liability for their claims. The publisher reserves the right to refuse any advertisement it may find unfit for publication. The opinions expressed in articles and features are of the writers and may not be those of the publisher. THE PUBLISHER ASSUMES NO RESPONSIBILITY OF ANY KIND.


July & August 2022

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FMCSA Notice Seeks Input on Definition of Freight Brokers and Agents A notice published in the Federal Register on June 10 by the Federal Motor Carrier Safety Administration (FMCSA) “is requesting responses to a number of questions in order to inform future guidance on the definitions of broker and bona fide agents.”


July & August 2022


he agency is required to issue guidance on the issue by November 15 as a part of last year’s infrastructure bill. Comments on several questions need to be received by July 11. Because truckers have consistently complained about unscrupulous brokers, language was written into the infrastructure bill for lawmakers to not only define a broker or agent, but also to clarify the financial penalties for unauthorized brokerages. In the notice, the FMCSA writes, “Over the past decade, FMCSA has received numerous inquiries and several petitions related to the definition of a broker. FMCSA is aware that there is significant stakeholder interest in FMCSA’s unauthorized enforcement.” One of the problems is that there are various definitions of a broker throughout federal regulations. Not only that, but because the responsibilities of truck brokers and freight dispatchers often overlap, there is a question as to whether a dispatch service is performing the duty of a licensed broker without proper authority. Dispatch services sometimes use federal rule 49 CFR 371.2(b) to get around having to get FMCSA brokerage authority. The

regulation states that bona fide agents are “persons who are part of the normal organization of a motor carrier and perform duties under the carrier’s directions pursuant to a preexisting agreement which provides for a continuing relationship, precluding the exercise of discretion on the part of the agent in allocating traffic between the carrier and others.” Dispatch services, however, interpret this regulation “as allowing them to represent more than one carrier yet not obtain broker operating authority registration. Others interpret this regulation to argue that a dispatch service can only represent one carrier without obtaining broker authority,” according to the FMCSA. The agency also noted that its new guidance is required by law to “take into consideration the extent to which technology has changed the nature of freight brokerage, the role of bona fide agents and other aspects of the freight transportation industry.” To comply with the infrastructure legislation, the FMCSA should examine the role of dispatch services, the extent to which they should be considered brokers or bona fide agents and to quantify the level of financial penalties for acting as a brokerage without authorization. www.punjabitruckingusa.com


Questions in the FMCSA notice titled “Definitions of Broker and Bona Fide Agents”: 1. What evaluation criteria should FMCSA use when determining whether a business model/entity meets the definition of a broker? 2. Provide examples of operations that meet the definition of broker in 49 CFR 371.2 and examples of operations that do not meet the definition in 49 CFR 371.2. 3. What role should the possession of money exchanged between shippers and motor carriers in a brokered transaction play in determining whether one is conducting brokerage or not? 4. How would you define the term dispatch service? Is there a commonly accepted definition? What role do dispatch services play in the transportation industry? 5. To the best of your knowledge, do dispatch services need to obtain a business license/Employer Identification Number from the State in which they primarily conduct business? 6. Some “dispatch services” cite 49 CFR 371.2(b) as the reason they do not obtain FMCSA brokerage authority registration to conduct their operations. As noted above, section 371.2(b) states that bona fide agents are “persons who are part of the normal organization of a motor carrier and perform duties under the carrier's directions pursuant to a pre-existing agreement which provides for a continuing relationship, precluding the exercise of discretion on the part of the agent in allocating traffic between the carrier and others.” Some dispatch services interpret this regulation as allowing them to represent more than one carrier yet not obtain broker operating authority registration. Others interpret this regulation to argue that

Calculate your


a dispatch service can only represent one carrier without obtaining broker authority. What should FMCSA consider when determining if a dispatch service needs to obtain broker operating authority? 7. If a dispatch service represents more than one carrier, does this in and of itself make it a broker operating without authority? 8. When should a dispatch service be considered a bona fide agent? 9. What role do bona fide agents play in the transportation of freight? 10. Electronic bulletin boards match shippers and carriers for a fee. The fee is a membership fee to have access to the bulletin board information. Should electronic bulletin boards be considered brokers and required to register with FMCSA to obtain broker operating authority? If so, when, and why? 11. How has technology changed the nature of freight brokerage, and how should these changes be reflected, if at all, in FMCSA's guidance? 12. Are there other business models/services, other than dispatch services and electronic bulletin boards, that should be considered when clarifying the definition of broker 13. Are there other aspects of the freight transportation industry that FMCSA should consider in issuing guidance pertaining to the definitions of broker and bona fide agents?

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kost pr mIl




July & August 2022


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FMCSA noits Pryt bRk o rW Aqy eyjt M W dI pirBwSw 'qy ienput dI mMg krdw hY

FMCSA noits iv~c "bRokr Aqy bonw PweIf eyjMtW dIAW pirBwSwvW" isrlyK vwly svwl: 1. ieh inrDwirq krdy smyN FMCSA ƒ ikhVy mulWkx mwpdMf vrqxy cwhIdy hn ik kI koeI kwrobwrI mwfl/hsqI ie~k dlwl dI pirBwSw ƒ pUrw krdI hY? 2. EprySnW dIAW audwhrxW pRdwn krnIAW jo 49 CFR 371.2 iv~c bRokr dI pirBwSw ƒ pUrw krdy hn Aqy EprySnW dIAW audwhrxW pRdwn krnIAW jo 49 CFR 371.2 iv~c pirBwSw ƒ pUrw nhIN krdy hn[

dyx leI ivAwiKAw krdy hn ik ie~k ifspYc syvw bRokr AQwrtI pRwpq kIqy ibnHW isrP ie~k kYrIAr dI numwieMdgI kr skdI hY[ FMCSA ƒ ieh inrDwrq krdy smyN kI ivcwr krnw cwhIdw hY ik kI ie~k ifspYc syvw ƒ bRokr EpryitMg AQwrtI pRwpq krn dI loV hY? 7. jykr ie~k ifspYc syvw ie~k qoN v~D kYrIArW dI numwieMdgI krdI hY, qW kI ieh Awpxy Awp iv~c Aqy ibnHW AiDkwr dy kMm krn vwlw ie~k dlwl bxwauNdI hY?

3. ie~k dlwlI vwly lYx-dyx iv~c iSprW Aqy motr kYrIArW ivckwr pYsy dy Awdwn-pRdwn dw kbzw ieh inrDwrq krn iv~c kI BUimkw inBwauNdw hY ik koeI dlwlI kr irhw hY jW nhIN?

8. ie~k ifspYc syvw ƒ shI eyjMt kdoN mMinAw jwxw cwhIdw hY?

4. qusIN ifspYc syvw ƒ ikvyN pirBwiSq krogy? kI koeI Awm qOr 'qy svIkwr kIqI pirBwSw hY? tRWsportySn audXog iv~c ifspYc syvwvW kI BUimkw inBwauNdIAW hn?

10. ielYktRwink bulyitn borf ie~k PIs leI iSprW Aqy kYrIArW nwl myl KWdy hn[ bulyitn borf dI jwxkwrI q~k phuMc krn leI ieh PIs ie~k sd~sqw PIs hY[ kI ielYktRwink bulyitn borfW ƒ bRokr mMinAw jwxw cwhIdw hY Aqy bRokr EpryitMg AQwrtI pRwpq krn leI FMCSA nwl rijstr krnw zrUrI hY? jy hW, qW kdoN Aqy ikauN?

5. quhwfI jwxkwrI dy Anuswr kI ifspYc syvwvW ƒ aus rwj qoN vpwrk lwiesYNs/inXojk pCwx nMbr pRwpq krn dI loV hY ijs iv~c auh mu~K qOr 'qy kwrobwr krdy hn? 6. kuJ "ifspYc syvwvW" 49 CFR 371.2(b) dw hvwlw idMdy hoey ies ƒ Awpxy FMCSA bRokryj AQwrtI rijstRySn pRwpq nhIN krn dw kwrn d~sdy hn[ ijvyN ik au~pr not kIqw igAw hY, sYkSn 371.2(b) kihMdw hY ik shI eyjMt "auh ivAkqI huMdy hn jo motr kYrIAr dy Awm sMgTn dw ih~sw huMdy hn Aqy ie~k pUrv-mOjUd smJOqy dy Anuswr kYrIAr dy inrdySW dy ADIn krq~v inBwauNdy hn jo ie~k inrMqr sMbMD pRdwn krdw hY, kYrIAr Aqy horW ivckwr tRYiPk inrDwrq krn iv~c eyjMt dy ivvyk dI vrqoN ƒ rok ky[ kuJ ifspYc syvwvW ies inXm dI ivAwiKAw krdy hn ik auh ie~k qoN v~D kYrIArW dI numwieMdgI krn dI iejwzq idMdy hn pr iPr vI bRokr EpryitMg AQwrtI rijstRySn pRwpq nhIN krdy hn[ dUsry ies inXm dI dlIl 10

July & August 2022

9. BwVy dI FoAw-FuAweI iv~c Asl eyjMt kI BUimkw inBwauNdy hn?

11. tYknolojI ny BwVy dI dlwlI dI pRikrqI ƒ ikvyN bdilAw hY, Aqy ieh qbdIlIAW FMCSA dy mwrgdrSn iv~c ikvyN pRqIibMibq hoxIAW cwhIdIAW hn ? 12. kI ifspYc syvwvW Aqy ielYktRwink bulyitn borfW qoN ielwvw hor kwrobwrI mwfl/syvwvW hn, ijnHW ƒ bRokr dI pirBwSw sp~St krdy smyN ivcwirAw jwxw cwhIdw hY? 13. kI mwl FoAw-FuAweI audXog dy hor pihlU hn, ijnHW 'qy FMCSA ƒ bRokr Aqy bonPweIf eyjMtW dIAW pirBwSwvW nwl sbMDq mwrgdrSn jwrI krn iv~c ivcwr krnw cwhIdw hY?


kvr Awritkl

AYfiminstRySn (FMCSA) duAwrw 10 jUn ƒ PYfrl rijstr 'qy pRkwiSq ie~k noits "bRokr Aqy bynPweIf eyjMtW dIAW pirBwSwvW bwry Biv~K dy mwrgdrSn ƒ sUicq krn leI keI svwlW dy jvwbW dI bynqI kr irhw hY["

eyjMsI ƒ ipCly swl dy buinAwdI FWcy dy ib~l dy ih~sy vjoN 15 nvMbr q~k ies mu~dy 'qy mwrgdrSn jwrI krn dI loV hY[ keI svwlW 'qy it~pxIAW 11 julweI q~k pRwpq krn dI loV hY[ ikauNik tr~krW ny byeImwn dlwlW bwry lgwqwr iSkwieq kIqI hY, ies leI kwƒn inrmwqwvW leI nw isr& ie~k dlwl jW eyjMt ƒ pirBwiSq krn leI, sgoN AxAiDkwrq dlwlW leI iv~qI jurmwny ƒ sp~St krn leI buinAwdI FWcy dy ib~l iv~c BwSw ilKI geI sI[ noits iv~c, FMCSA ilKdw hY, “ipCly ie~k dhwky iv~c, FMCSA ƒ ie~k bRokr dI pirBwSw nwl sbMDq bhuq swrIAW pu~Cig~CW Aqy keI ptISnW pRwpq hoeIAW hn[ FMCSA ies g~l qoN jwxU hY ik FMCSA dy AxAiDkwrq lwgUkrn iv~c ih~sydwrW dI mh~qvpUrn idlcspI hY[" sm~isAwvW iv~coN ie~k ieh hY ik sMGI inXmW iv~c bRokr dIAW v~K-v~K pirBwSwvW hn[ isrP ieMnw hI nhIN, pr ikauNik tr~k bRokrW Aqy mwl Byjx vwilAW dIAW izMmyvwrIAW Aksr EvrlYp ho jWdIAW hn, ies leI ie~k svwl pYdw huMdw hY ik kI ie~k ifspYc syvw lwiesMsSudw bRokr dI ifaUtI ibnHW auicq AiDkwr dy inBw rhI hY[ ifspYc syvwvW keI vwr PYfrl inXm 49 CFR 371.2(b) dI vrqoN FMCSA bRokryj

AQwrtI pRwpq krn leI krdIAW hn[ rYgUlySn kihMdw hY ik shI eyjMt "auh ivAkqI huMdy hn jo motr kYrIAr dy Awm sMgTn dw ih~sw huMdy hn Aqy ie~k pUrv-mOjUd smJOqy dy Anuswr kYrIAr dy inrdySW dy ADIn krq~v inBwauNdy hn jo ie~k inrMqr sMbMD pRdwn krdw hY, kYrIAr Aqy horW ivckwr tRYiPk inrDwrq krn iv~c eyjMt dy ivvyk dI vrqoN ƒ rok ky[ ifspYc syvwvW, hwlWik, FMCSA dy Anuswr ies inXm dI ivAwiKAw ieMj krdIAW hn "aunHW ƒ ie~k qoN v~D kYrIArW dI numwieMdgI krn dI iejwzq idMdw hY pr bRokr EpryitMg AQwrtI rijstRySn pRwpq nhIN krdw hY[ dUsry ies inXm dI qrk krn leI ivAwiKAw krdy hn ik ie~k ifspYc syvw bRokr AQwrtI pRwpq kIqy ibnHW isrP ie~k kYrIAr dI numwieMdgI kr skdI hY[" eyjMsI ny ieh vI not kIqw ik kwƒn duAwrw iesdI nvIN mwrgdrSn dI loV hY "ies g~l ƒ iDAwn iv~c r~Kx leI ik qknwlojI ny BwVy dI dlwlI dI pRikrqI, Asl eyjMtW dI BUimkw Aqy mwl FoAw-FuAweI audXog dy hor pihlUAW ƒ iks h~d q~k bdl id~qw hY[" buinAwdI FWcy dy kwƒn dI pwlxw krn leI, FMCSA ƒ ifspYc syvwvW dI BUimkw dI jWc krnI cwhIdI hY, ijs h~d q~k auhnW ƒ dlwl jW Asl eyjMt mMinAw jwxw cwhIdw hY Aqy AiDkwr qoN ibnHW dlwlI vjoN kMm krn leI iv~qI jurmwny dy p~Dr ƒ mwpxw cwhIdw hY[










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July & August 2022



Money Saving Tips PASH BRAR


ith everything costing more from food to fuel, it is getting expensive to be out on the road. While rates to pay for loads have increased, they don’t necessarily match up with the costs involved for trucking. Parts prices are skyhigh, parts are hard to come by, and it can take several years to order new trucks and trailers. Those trucks and trailers are at very high prices if you can get them. Equipment costs more than owning a home in some areas. So, I thought I would share a few ways to save some money in the

meantime. I’m in Canada, and drivers from Canada that go to the U.S. can buy some items such dairy from the U.S. for much less. They can buy milk and cheese for much cheaper. So maybe buy some things at local grocery stores in the U.S. and load up to bring some home for the family as well. I know I found a discount produce store where they sell things for a lot less than the big chains. Do some exploring and try to find discount chains for your food items. Fuel is a huge expense. I spoke to a heavy-duty mechanic, and he told me that in Cummins and One way to save money is to bring food and drinks from home or Cat school, they were taught that trucks are designed to work most buy from grocery stores on the road to make yourself something. efficiently at 100km/hr or about Eating out everyday can get costly. Many long-haul drivers 60MPH. When you go over this have a fridge and microwave in the truck, so use them. speed, your vehicle begins to waste a lot of fuel. This will increase your fuel consumption a lot and a lot of money being wasted. If you want to make the most money, slow down and allow your truck to operate at its most efficient level. Maintaining the truck is essential to fuel economy. My mechanic friend told me many drivers’ delay minor repairs, and this costs them so much more in lost fuel. Those minor items significantly affect your fuel economy. If you’re a Canadian driver that goes cross border, fueling up in the U.S. before heading back to Canada will cost you less. As I’m writing this today the fuel is $2.339 a litre in BC where I am which is the highest in North America. Fuel costs significantly less in the U.S. so if you’re heading that way, take advantage. If you’re an American driver going to Canada, also fuel up in the U.S. before entering Canada. It will save you significantly. Maintaining your trailer is also part of the equation to help you save funds. Make sure the trailer 12

July & August 2022


and fifth wheel are properly lubricated. Make sure your cargo controls are clean and in good working order, like your chains, straps, winches and hooks. When loading, it must be done properly. Distribute the weight correctly and don’t do a quick load and go. In the long run, this can start to wear on your trailer and shorten its life span, costing you money later. When driving, we must practice smart driving. So again, maintaining an efficient and safe speed to conserve on fuel costs. When turning, try to avoid restrictive left turns as much as possible. There are significant fuel costs saved when only turning right, instead of idling and waiting to turn left. It’s called “the right way to save fuel.” Studies show less mileage is utilized and less fuel when primarily doing right turns. It’s also safer avoiding oncoming traffic. When turning right use as large a radius as possible. I see so many scuffed and damaged tires from drivers hitting the curb. Take your time and go wide and save the damage.

Braking properly is a big equation in saving money. Many accidents are caused by improper braking techniques. If you are in an accident, downtime will be significant as you await repairs, deal with lengthy insurance claims, or you may need time to recover from injury. All of this will cause a lot of lost money. Prevention of downtime involves knowing stoppage time and doing an inspection before each load. Down shift to bring the speed down gradually and pump the brakes before gaining too much speed. This prevents a runaway truck, and load shifts which can cause a spill. A lot of the driving techniques are designed to save your life, as well as save you money. If you stay safe, you save money.



It doesn’t seem like prices or inflation will be coming down any time soon, but we can all learn to save a bit of money in the meantime. Personally, I walk where I can and eat more plant-based foods to save on food and gas. Electric trucks I know are being advertised which could save on fuel. I think those will be good for intercity loads, but not for long-haul for now. The costs of electric vehicles are high and battery replacement is as much as a new vehicle in some cases, and there is little availability for now, so this isn’t a cost saving solution in the short term. So, for the immediate future try to bring your own food on loads, buy food where you can save money, and purchase fuel in the cheapest locations you can find. Maintain your truck and trailer and drive them properly and safely so you save money in the long run. Having researched about right turns and saving money has really opened my eyes on wasted fuel. I already practice driving in a fuel-efficient range with my car and have driven well over 100km more on a single tank of gas, versus a friend driving the exact same distance. So, over time that really starts to add up. www.punjabitruckingusa.com

July & August 2022



Startup WattEV is Building Charging Infrastructure and New Model for Zero-Emission Trucks


ith a stated mission “to speed up the transition of U.S. trucking transport into zero emission faster than anyone could expect,” startup infrastructure developer WattEV has plans for charging stations at the Port of Long Beach, Bakersfield, San Bernardino, and Gardena as well as a fleet of trucks which will be always be ready to roll. A video on the company’s website shows a state of the art “21st Century Truck Stop” in Bakersfield with over 40 charging stations right next door to a 40-megawatt solar field with hundreds of panels. The new stop, currently under construction and planned to open later this year, is just one mile from an Amazon fulfillment center and 12 miles from a Walmart distribution center, making it easy for a driver in a zero-emission truck to charge up before loading freight. At the Port of Long Beach, WattEV announced plans for 26 charging sites, again, making it easy for drivers to charge up before or after picking up freight. Plans are to eventually create 14

July & August 2022

a zero-emission corridor from Southern California to Northern California. WattEV, founded by 33-year-old UCLA and Cal Poly, San Luis Obispo graduate Salim Youssefzadeh, has only been in existence for about two and half years, but has already garnered over $20 million in grants, mostly from the state of California. The next goal is to raise $50 million. The money is being used for charging stations as well as new electric trucks. The company has ordered Volvo VNR electric trucks, which will be the foundation of WattEV’s “truck-as-a-service” fleet. Each truck qualified for the maximum $168,000 voucher from the California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Program. Plans involve drivers reserving a truck at one of WattEV’s charging locations, driving it to another facility where it would drop and hook its load to a freshly charged truck. Freight would move from Long Beach to the San Joaquin Valley and east to the Inland Empire. www.punjabitruckingusa.com


Having trucks charged and ready to go where needed is essential to the company’s business model. It starts with 360-kilowatt chargers that can bring a VNR charge up to 80% in no more than 45 minutes. “At the end of the day, we don’t want our drivers waiting for anything, whether it’s to load a truck or to charge,” Youssefzadeh said. WattEV is targeting owner-operators who drive older trucks for its new model. Electric trucks can cost up to four times more than a diesel truck, so most independent drivers simply cannot afford to upgrade. “If the truck is driven more miles per day, you’re bringing down the total cost of ownership,” Youssefzadeh said. “Because these assets are no longer tied to a single operator, we’re able to smartly manage those assets. It becomes a software solution.” But Norita Taylor of the Owner-Operator Independent Drivers Association is unsure whether the new business is sustainable. She said, “With a small business trucking carrier, it’s all a matter of how much does it actually cost. Is there infrastructure in place to support it? Will there be enough profit to sustain?” Youssefzadeh, however, believes the solution is in the software. He said, “The way this whole ecosystem comes together is through the software that we’re building out. And that gives ease of use to the drivers that want to get into this. It also provides the intense amount of data analytics that matches drivers with routes, how we optimize and place our assets and everything.”


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July & August 2022


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July & August 2022

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New House Bill Would Repeal Fed Excise Tax on New Trucks


he federal excise tax on the purchase of new heavy trucks environmentally friendly trucks deployed on our roadways,” said has long been a sore point with the trucking industry. ATD Chairman Scott McCandless. “Half of the Class 8 trucks on Now, a ray of hope is on the horizon. A bipartisan bill the road are over 10 years old and lack the cleaner technologies first proposed in the Senate last year that would repeal the tax has and fuel efficiency gains of today’s new trucks. The FET is a reemerged in the House of Representatives. barrier to our national goal to put more cleaner-emission trucks in Labeled the Modern, Clean and Safe Trucks Act of 2022, the service. For electric trucks, the FET is a counterproductive dead new bill was introduced by Rep. Chris Pappas (D-New Hampshire) weight.” and Rep. Doug LaMalfa (R-California). It mirrors an identical bill introduced by Sen. Ben Cardin (D-Maryland) and Sen. Todd Young (R-Indiana) last year which never made it through the At the time the Senate bill was introduced, Cummins Senate Finance Committee. Inc. President and CEO Jennifer Rumsey said The current excise tax stands at 12% and can add more than $30,000 to the price of a new truck, tractor or trailer that will “Cummins supports Senators Young and Cardin’s effort be used on the road. Off-road equipment, however, used for to repeal the outdated and burdensome Federal Excise agriculture, land development, forestry, or mining are exempt Tax on heavy duty trucks. This tax penalizes those who from the tax. The original tax was levied in 1917 to pay for U.S. want to adopt the cleanest, most advanced technologies involvement in World War I. It only applies to new equipment. to reduce emissions and improve safety, and repealing it In the original bill introduced in will help ensure the most efficient technologies are being the Senate, Cardin said, “Our tax deployed.” policy is one of the most effective We support over 1,000 businesses with invoice management, credit ways Congress encourage underwriting, and can collection services. cleaner By offering dedicated support and transparent to the factoring we help our clients grow their and greeneraccess technology. Theprocess, current operations, maintain their competitive edge, and become leaders in their federal excise tax has become a industries. barrier to progress. I am proud to support Maryland manufacturers in their efforts to innovate and deploy cleaner and safer technologies in our trucking industry. Our legislation We’re already will spur growth and competitiveness helping thousands while making our roads safer and less of businesses grow polluted.” The excise tax was last increased in with transparent & 1982 and was set to expire in 1987 but flexible factoring. has been reauthorized six times since then. AsIN hzwrW hI ibznsIs “The federal excise tax has outlived its original purpose by more than a dI PYkirMg iv`c mdd century,” LaMalfa said. “Between kr rhy hW Sacramento and Washington, truckers have dozens of regulations on emissions and safety to follow. However, at the same time, our tax code disincentivizes them from purchasing the most up-todate trucks, with the federal excise tax Davinder Singh adding as much as $30,000 by itself.” The bill has the support of the American Truck Dealers (ATD), an dsingh@revinc.com offshoot of the National Automobile Dealers Association, as well as engine Trusted by our clients manufacturers such as Cummins Inc. 4.9 out of 5 “We need new and more




July & August 2022



FMCSA Awards Over $463 Million in MCSAP Grants for Commercial Motor Vehicle Safety Improvements


ASHINGTON, D.C. — With fatalities for commercial motor vehicle (CMV) crashes increasing sharply, the U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) today announced that it would award over $463 million in grants to States to reduce CMV-involved crashes, fatalities, and injuries through uniform, equitable, and effective CMV safety programs. The Motor Carrier Safety Assistance Program (MCSAP) grant program includes funding to State and local law enforcement and other government agencies for safety inspections of trucks and buses, investigations of motor carriers in response to safety concerns, and audits of new trucking and bus companies to reinforce the importance of responsible operation and ensure the safe movement of goods and passengers in the U.S. economy. These grants come after a significant rise in fatalities involving large trucks. In preliminary 2021 data from NTHSA, there was a 13 percent increase in fatalities from 2020. Earlier this year, DOT announced the National Roadway Safety Strategy (NRSS) to address traffic fatalities and serious injuries by adopting the “safe system” approach, which focuses on safer roads, safer people, safer vehicles, safer speeds, and better post-crash care. These grants will help DOT implement the NRSS.

"We are using resources available through the President's Bipartisan Infrastructure Law to award more funding than ever before – a 52 percent increase from last year -- to help prevent truck and bus crashes in every State and territory," said the U.S. Transportation Secretary Pete Buttigieg. "These grants will help improve the safety of our trucks and buses and save lives on our nation’s roadways.” The Bipartisan Infrastructure Law (BIL) includes a 52 percent increase over last year to the MCSAP formula grants. MCSAP funds are an important tool to address the rising number of roadway fatalities and carry out the Department’s NRSS. All 50 States, the District of Columbia, and the U.S. territories of American Samoa, Guam, the Northern Mariana Islands, Puerto Rico, and the U.S. Virgin Islands will receive federal funds. "FMCSA’s core mission is safety, and our work supports the U.S. Department of Transportation's comprehensive National Roadway Safety Strategy working towards zero fatalities on our roadways," said FMCSA Deputy Administrator Robin Hutcheson. "MCSAP grant funding is an important tool to help reduce large truck crashes by supporting critical CMV safety programs in every state.” 18

July & August 2022



July & August 2022



The Growing Need for Technology in the Trucking Industry Mandeep Kaur Owner, Xcel Unlimited


echnology is transforming the trucking industry. It’s time to rethink your IT Strategy and implement processes and systems that will help you not only SCALE your organization but retain your competitive edge. Traditional business methods won’t cut it anymore. Based on an article published on LEFTRONIC, 90% of the world’s data was generated within the past two years alone. As a business owner, you know your business data is everything, so you should make it your top priority to protect it. The amount of data that’s being generated and transferred between devices leaves your company vulnerable to cyberattacks. According to Forbes 83% of small and medium-sized businesses are not financially prepared to recover from a cyber-attack and 43% don’t have any cybersecurity plan in place. For some of us the world Technology might sound scary or expensive. However, technologies like cloud services have made it fairly affordable and provide pay as you go options. So, your only paying for what you use and don’t have extra operating expenses for unused equipment. Cloud Services, also makes your framework easily scalable based on your business growth, and easily assessable from anywhere in the world. Better yet! It’s also another way to cut unnecessary costs e.g. on site servers, databases, datacenters. The need to have a good IT Infrastructure has grown in last few decades, not only in the trucking industry but in all industries. Based on LEFTRONIC, 1 in every 5 Americans is smartphone dependent. This means your data is even easier to access; this can lead to more data breaches costing your business millions of dollars. The past two years the remote work options have grown tremendously and hackers have welcomed this opportunity, 61% of all SMBs have reported at least one cyberattack during the previous year. A study conducted by CISCO found that 40% of the small businesses that faced a severe cyber-attack experienced at least eight hours of downtime. And this downtime accounts for a major portion of the overall cost of a security breach. 20

July & August 2022

Xcel Unlimited is an IT solutions provider. We’ve helped many businesses put the right technologies in place. We can help you: Put the right security solution in place. Increase your efficiency and productivity. Implement newer, cutting edge technologies in your business. Use applications to store, access and control data. Identify cost cutting opportunities. Do you already have IT Systems in places? Well, the next piece to the puzzle is maintaining it. Yes, technology increases your company’s efficiency, but if you don’t have the right systems, teams and educational material in place it can also decrease it. Constant downtimes, sudden server crashes, and emails going offline can be very frustrating and put you on the road to losing clients. It’s the 21st century! IT infrastructure is no longer a luxury; it’s a necessity if you’re looking to build a strong foundation for your business. Technology should be on top of the priority list. Setting up your IT budget must be a goal in 2022. Trucking businesses helps the American economy carry enormous amounts of raw materials, commodities, and finished goods all over US, Canada and Mexico. The need to link your business and equip your teams with the best technology is essential for the growth and future of your business. • • • • •

Benefits of having the right framework in place: Cloud Computing Automation of Business Processes Working Remotely Mobile Technology Protecting Information Providing Customer Satisfaction Management of Resources To sum it up, technology is continuing to grow fast and its forcing businesses to level up. With the right IT Framework, your business will be positioned to SCALE. • • • • • • •



FMCSA Safety Official Talks Fatalities, Speed Limiters and In-Person Compliance Reviews at TCA Meeting


n official from the Federal Motor Carrier Safety Administration (FMCSA) addressed attendees at the recent Truckload Carriers Association’s (TCA) Safety and Security Division meeting about three related subjects, new crash fatality data, speed limiters and compliance reviews. Speaking to the group in Nashville, Tennessee, FMCSA Chief Safety Officer Jack Van Steenburg detailed new statistics which show that “831 truck drivers or truck drivers’ passengers lost their lives” in roadway accidents in 2021. Not only were more than 800 people killed in a big truck in 2021, but National Highway Traffic Safety Administration (NHTSA) data shows total fatalities in large truck crashes increased 13% over 2020 to 5,601 deaths. Those numbers also represent a 33% increase from data collected just 10 years ago. NHTSA defines a large truck as any truck with a weight of more than 10,000 pounds, including everything from heavy duty pickups to semis. Van Steenburg noted that 43% of those truck drivers or their passengers were not wearing seat belts at the time of the


accident. “That’s really mind-boggling to me,” said Van Steenburg. Van Steenburg tried to put the fatalities into personal terms, saying that driver deaths are a heavy burden for families, friends, and the companies they work for. He said, "The outlook’s not good, but working together, we can do a lot more, and do a lot better." On speed limiters, Van Steenburg said, "We have no predetermined notions on where we’re going with the speed limiter rule. We’ll take a look at the comments and the data and so forth and make a decision." FMCSA has proposed setting a truck speed limit using electronic engine devices in a proposed rule anticipated for 2023. Van Steenburg urged attendees at the meeting to use the extended comment period ending on July 18 to state their preferences. Van Steenburg said that more than 15,000 comments had already been registered, with many of those expressing a negative opinion on any

speed limiter mandate. Van Steenburg also said the agency is trying to use new infrastructure money to work getting back to in-person compliance reviews, as opposed to the virtual reviews which have taken place during much of the pandemic, targeted particularly at carriers with frequent crash issues. He said, "I want to focus on compliance reviews of carriers that present some sort of safety risk. That’s what we’ll focus on with the increased funding." He emphasized "in-person safety audits."

July & August 2022



Biden Administration Proposes National EV Charging Network with $5 Billion from Infrastructure Bill


ith more electric vehicles (EV) hitting the nation’s roads, the Biden Administration is seeking to streamline the nation’s charging infrastructure with standardized charging stations, similar costs and charging speeds. To this end, the Federal Highway Administration has published a Notice of Proposed Rulemaking to establish minimum requirements for new electric charging stations along U.S. interstate highways. The new charging infrastructure is funded by the National Electric Vehicle Infrastructure Formula Program (NEVI) which was part of last year’s Bipartisan Infrastructure Bill. Earlier this year it was announced that $5 billion would be set aside for the project over the next five years. The administration hopes to have a national network of 500,000 EV chargers on the nation’s roads by 2030 with minimum standards for all of them. According to the Department of Transportation (DOT) website, “These minimum standards will help ensure our national EV charging network is user-friendly, reliable, and accessible to all Americans, and interoperable between different charging companies, with similar payment systems, pricing information, charging speeds, and more.” 22

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The proposed rule would guide states in the building of federally funded charging stations so that any make or model of EV will be able to easily find a place to charge. The project’s goals state there should be chargers spaced a maximum distance of 50 miles apart along a proposed interstate fuel corridor. “To support the transition to electric vehicles, we must build a national charging network that makes finding a charge as easy as filling up at a gas station.” said DOT Secretary Pete Buttigieg. “These new ground rules will help create a network of EV chargers across the country that are convenient, affordable, reliable and accessible for all Americans.” The new stations would be required to have a minimum number of chargers which could support speedy charging for any type of EV. The proposed rules would require consistency regarding the installation, operation, and maintenance of NEVI projects to provide drivers a consistent charging experience. According to the DOT website, “The standards also establish strong workforce requirements for installation, maintenance, and operations to increase the safety and reliability of charging station function and use, and create and support good-paying, highly-skilled jobs in communities across the country.” The proposed Notice is currently on the Federal Register and comments will be taken until the middle of August. www.punjabitruckingusa.com


FedEx to develop FourKites X to solve supply chain problems and provide better visibility for shippers


orldwide transportation and e-commerce delivery giant FedEx Corp. has invested in Chicago-based technology company FourKites to provide “more robust real-time visibility capabilities to help solve their most pervasive supply chain challenges, become more efficient, and unlock new growth opportunities,” according to an announcement on the FedEx website. The companies will combine to develop a new platform, FourKites X, to assist shippers and logistics providers with real-time visibility, supply chain optimization insights and dynamic planning, a process that uses a set of leadership and management principles to allow organizations to maximize their responsiveness to changing market and conditions.


Existing FourKites customers will be able to integrate the new platform into their systems. According to the company’s website, it already works with over “1,000+ of the world’s most recognized brands, including 9 of the top-10 CPG [consumer packaged goods] and 18 of the top-20 Food & Beverage companies.” “We are excited to announce this groundbreaking platform and strategic collaboration with FedEx,” said Mathew Elenjickal, FourKites Founder & CEO. “Our organizations share an unwavering commitment to customer success through strategic innovation. Together, we are working to pave the future of global supply chains, built on a foundation of data and machine learning to deliver new value to those global supply chains.” The new platform will combine

the machine learning and artificial intelligence capabilities of FourKites with data insights from the FedEx network, which moves over 16 million shipments a day in 220 countries. The combined network will feature a suite of pre-built applications and an intuitive dashboard to provide more accurate arrival and departure times as well as deeper insights. “When it comes to supply chain data, more is always better,” said Steve Banker, Vice President, Supply Chain Services, at ARC Advisory Group on the FedEx website. “The collaboration between FourKites and FedEx is exceptional in both the volume of data that it will aggregate, and in the degree to which it could improve predicted times of arrival, planning, and more. FourKites X can be a big step forward for this market.”

July & August 2022



Cummins Rolls Out New 15-Liter Hydrogen Engine


n line with its strategy to help reduce carbon emissions within the next 30 years, Cummins Inc. recently introduced its 15-liter X15H hydrogen engine at the Advanced Clean Transportation (ACT) Expo held in Long Beach in early May. “We’ve established significant goals as part of our PLANET 2050 sustainability strategy, including a target of zero emissions,” said Srikanth Padmanabhan, President, Engine Business, Cummins Inc., on the company’s website. “Reducing well-to-wheels carbon emissions requires innovation of both energy sources and power solutions. While use cases for battery electric and fuel cell electric powertrains are promising, the pairing of green hydrogen in the proven technology of internal combustion engines provides an important complement to future zero emissions solutions,” he concluded. The 15-liter engine and a smaller 6.7-liter model are part of Cummins’ new fuel agnostic platform. The new engines have already achieved production power and torque targets with over 810 ft-lbs torque and 290 hp. According to the website, “The


July & August 2022

engine will be a zero-carbon fueled solution for multiple markets. Cummins intends to produce hydrogen internal combustion engines in both the 15-liter and 6.7-liter displacements, believing that these engines enable the industry to take action and reduce GHG emissions this decade, ultimately accelerating carbon reduction.” The biggest hurdle for Cummins is the lack of hydrogen stations across the U.S., with only 48 such locations now available, all of them in California. In contrast, Hydrogen’s competition, all-electric, boasts more than 50,000 charging stations, with more on the way with the recently passed infrastructure bill which would build some 500,000 EV stations along the nation’s interstate highways. Many of these charging stations, however, do not have the ability to charge Class 8 electric trucks. This gap could be to Cummins’ advantage as well as the fact that a hydrogen engine offers a cheaper entry point for many fleets attempting to achieve zero emissions. They also provide greater efficiency. A hydrogen engine has only a 10- to 15-minute fill-time and can provide a

500-mile range, far more than current electric engines which are still limited to less than 300 miles. Not only that, but average charge times can easily exceed one hour for an electric truck. Although hydrogen engines may be cheaper initially and provide longer ranges, they still do not offer the same emissions reduction as electric or hydrogen fuel cell engines. Nevertheless, the new Cummins’ hydrogen engines offer significantly lower emissions than today’s standards require, although they still don’t achieve a 100% drop in carbon because there are small amounts of oil in the crankcase which are ultimately released. Still, many analysts see the potential in hydrogen. “Heavy-duty trucking is critical to the global economy and is one of the hard-to-abate sectors of the economy,” said Daryl Wilson, Executive Director of the Hydrogen Council. “We are encouraged by progress at Cummins in the development of hydrogen-fueled internal combustion engines and look forward to continued advancements that can help us reach cost-effective decarbonization of economies worldwide.”



Brake Safety Week Slated for August 21-27


ruckers should be aware that Brake Safety Week this year has been scheduled for August 21-27. Sponsored by the Commercial Vehicle Safety Alliance (CVSA) the yearly event is conducted by law enforcement agencies in the U.S., Canada and Mexico who oversee inspections, enforcement and provide educational resources. On its website, CVSA said, “During both the announced and unannounced brake safety enforcement campaigns, commercial motor vehicle inspectors conduct brake system inspections (primarily Level IV inspections) on large trucks and buses throughout North America to identify brake-system violations.” Brake-related violations make up the largest percentage of all out-of-service vehicle violations made during roadside inspections. According to last year’s International Roadcheck data, 38.9% of all vehicle out-ofservice violations involved brake systems and brake adjustment violations, the most of any category of violations. To make roads safer, CVSA’s Brake Safety Week has the following goals according to its website: • Identify and remove commercial motor vehicles with critical vehicle inspection violation items identified in the North American Standard Out-of-Service Criteria (pass-fail criteria for inspections) from roadways • Conduct inspections and identify and acknowledge commercial motor vehicles that do not have critical vehicle inspection violations by affixing those vehicles with a CVSA decal • Encourage proactive vehicle maintenance in advance of the week • Remind drivers and motor carriers about the importance of proper brake maintenance and vehicle pre-trip and post-trip inspections • Provide an opportunity for outreach and educational brakesafety efforts by inspectors Inspectors will be looking for “missing, non-functioning, loose, contaminated or cracked parts on the brake system, and non-manufactured holes (such as rust holes and holes created by rubbing or friction) and broken springs in the spring brake housing section of the parking brake.” Inspectors “will listen for audible air leaks around brake components and lines and ensure the air system maintains air pressure between 90-100 psi (620-690 kPa). Inspectors will also check for S-cam flip-over and measure pushrod travel.” Inspectors “will check that slack adjusters are the same length (from center of S-cam to center of clevis pin) and the air chambers on each axle are the same size.” Inspectors “will also inspect required brake-system warning devices, such as ABS malfunction lamp(s) and low air-pressure www.punjabitruckingusa.com

warning devices. In addition, inspectors will ensure the breakaway system is operable on the trailer, and inspect the tractor protection system, including the bleed-back system on the trailer.”



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Autonomous Truck Regulations Slated for Late 2022, According to FMCSA Official


ith autonomous trucking companies such as TuSimple, Aurora and Embark continuing to make progress, an official with the Federal Motor Carrier Safety Administration (FMCSA) told attendees at a commercial vehicle safety conference that a proposed rulemaking for fully autonomous heavy trucks is targeted for some point in 2022. Autonomous trucks are currently being tested in 28 states, including California, Texas, Arizona and the southern states between California and Florida where Interstate 10 has been an artery for automated runs that still involve an on-board driver who monitors the truck’s systems. Last year, TuSimple was the first developer to run an autonomous truck without a driver on an 80-mile run between Tucson and Phoenix. The truck was continually monitored by state patrol officers. “There are so many hoops to go through, because we have to write it, it’s got to get out of our agency, it’s got to go to Secretary Pete’s [Transportation Secretary Pete Buttigieg] office, then it’s got to go to the White House, and back and forth, and forth and back,” said Jeff Loftus, chief of FMCSA’s Technology Division, during the Midwest Commercial Vehicle Safety Summit in Kansas City, Missouri. As early as 2017, federal officials were formulating policy on autonomous trucks with public listening sessions and advisory 26

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committee recommendations. The FMCSA issued an Advanced Notice of Proposed Rulemaking in 2019 that sought comments on how the agency could best regulate the new technology. Now, several companies are competing in the autonomous space with each looking to perfect the software that makes full autonomy possible. “They’re really software companies acting like trucking companies, but their ultimate goal is to provide the driving software and work with the truck makers, as well as the fleets,” said Loftus. “Incremental deployment and incremental testing progress is what we’re seeing.” Apart from full autonomy, the FMCSA is also urging truck manufacturers to add more advanced driver assistance systems (ADAS) to their new models. The agency is partnering with the American Trucking Associations, the Owner Operator Independent Drivers Association, American Transportation Research Institute and Virginia Tech Transportation Institute on an educational effort known as TechCelerate Now that covers new ADAS technology. Early data on ADAS suggests that its usage could make roads safer. Loftus said, “The preliminary numbers are aligning with the anecdotal data that we have from big fleets. They’re seeing dramatic reductions in rear-end crashes and other types of crashes, as well as reductions in severity.” www.punjabitruckingusa.com

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100 psi (620-690 kPa) dy ivckwr hvw dy dbwA ƒ bxweI r~Ky[ ieMspYktr AYs-kYm Pil~p-Evr dI vI jWc krngy Aqy puSrof Xwqrw ƒ mwpxgy[ ieMspYktr "jWc krngy ik slYk AYfjstrW dI lMbweI ie~ko ijhI hY (AYs-kYm dy kyNdr qoN lY ky klIivs ipMn dy kyNdr q~k) Aqy hryk AYksl 'qy eyAr cYNbr ie~ko Awkwr dy hn[" inrIKk "loVINdy bRyk-isstm cyqwvnI XMqrW dw vI inrIKx krngy, ijvyN ik ABS Krwb hox vwly lYNp(s) Aqy G~t hvw-pRYSr cyqwvnI aupkrx[ ies qoN ielwvw, ieMspYktr ieh XkInI bxwauxgy ik bRykAvy isstm tRylr 'qy kMm krn Xog hY, Aqy tRylr 'qy blIfbYk isstm smyq, trYktr sur~iKAw pRxwlI dI jWc krngy[

sVkW ƒ sur`iKAq bxwaux leI, CVSA dI vYbsweIt Anuswr bRyk syPtI vIk dy hyTW id~qy tIcy hn: * rofvyz qoN au~qrI AmrIkI stYNfrf AwaUt-AwP-srivs mwpdMf (ieMspYkSnW leI pws-Pyl mwpdMf) iv~c pCwxIAW geIAW gMBIr vwhn inrIKx aulMGxw AweItmW vwly vpwrk motr vwhnW dI pCwx krnw Aqy htwauxw[ * inrIKx krnw Aqy auhnW vhIklW ƒ CVSA fykl nwl joV ky auhnW vpwrk motr vwhnW dI pCwx krnw Aqy auhnW ƒ mwnqw dyxI ijhnW iv~c vwhn inrIKx dIAW gMBIr aulMGxwvW nhIN hn[ * ie~k hPqw pihlW hI vwhnW dI r~K-rKwA leI auqSwihq krnw[ * frweIvrW Aqy motr kYrIArW ƒ shI bRyk r~K-rKwA Aqy vwhn qoN pihlW Aqy Xwqrw qoN bwAd dy inrIKxW dI mh~qqw bwry Xwd idvwauxw[ * ieMspYktrW duAwrw AwaUtrIc Aqy ividAk bRyk-sur~iKAw XqnW leI ie~k mOkw pRdwn krnw[ inrIKk, pwrikMg bRyk dy spirMg bRyk hwaUisMg sYkSn iv~c "guMm, gYr-kwrjSIl, iF~ly, dUiSq jW Pty hoey ih~sy, Aqy gYr-inrimq morIAW (ijvyN ik jMgwl dy Cyk Aqy rgVn jW rgVn duAwrw bxwey gey Cyk) Aqy tu~ty sipRMgs dI Koj krngy[ ieMspYktr "bRyk kMponYNts Aqy lweInW dy Awly duAwly suxnXog hvw dy lIk ƒ suxngy Aqy ieh XkInI bxwauxgy ik eyAr isstm 90www.punjabitruckingusa.com

July & August 2022



FMCSA Tech Systems to Get Much Needed Transformation


nder the direction of “visionary and goal-oriented leader” Pavan Pidugu, the Federal Motor Carrier Safety Administration (FMCSA) will finally leap into the twenty-first century with a major overhaul of the agency’s antiquated IT systems. Pidugu, the agency’s chief technology officer, has already introduced SafeSpect, a next generation inspection platform that will streamline roadside inspections as well as the motor carrier and medical examiners registration process. The new software should allow carriers to count on faster inspections and more complete violations data. Pidugu said the new inspection platform “will be a one-stop shop to do inspections with ease, promoting more efficiency and simple-to-use modern technology.” SafeSpect’s standards were set by an alliance of federal and state enforcement agencies and the motor carrier industry. Along with SafeSpect, Pidugu is currently working on new IT systems throughout the FMCSA, including the agency’s Compliance, Safety, Accountability Safety Measurement System, and the Motor Carrier Management Information System (MCMIS) which gathers safety information to target high risk carriers in enforcing safety regulations and collects information from different sources. The technology currently being used in the MCMIS is more than 30 years old. Pidugu hopes to reimagine all the agency’s older systems which he has referred to as cumbersome and error prone as well as being way behind the current technology. Pidugu made his reputation in the private sector developing user-friendly systems for global retail giants Walmart and Target before joining FMCSA two years ago. In 2014, Pidugu won the Innovator of the Year award for his work in the retail world. The FMCSA has come under fire in recent years for its less than efficient technology with the U.S. Government Accountability Office (GAO) reporting that the agency should rethink its process in comparing safety performance by motor carriers to “ensure that

FMCSA can better identify and intervene with carriers at high risk of crashing.” The GAO recommended in 2014 that the Department of Transportation needed to “revise its Safety Measurement System methodology to better account for data accuracy and sufficiency limitations in drawing comparisons of safety performance information across carriers.” In 2017, a National Academies of Sciences audit recommended the FMCSA develop an “Item Response Theory” methodology which has yet to be implemented.


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July & August 2022

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July & August 2022



Senate Bill Cuts ‘Red Tape’ for TSA Clearance Applications


ew legislation that would standardize the process for enrollment and renewal applications of three important Transportation Security Administration (TSA) Security Threat Assessment programs drew praise from trucking industry stakeholders. Introduced by Sen. Roger Wicker (R-Miss.) and Sen. Deb Fischer (R-Neb.), the Transportation Security Administration Security Threat Assessment Application Modernization Act would allow truck drivers to use a single valid TSA background check to apply for a Transportation Worker Identification Credential, Hazardous Materials Endorsement and TSA PreCheck Programs. Chris Spear, President of the American Trucking Associations (ATA) lauded the bill, saying, “This commonsense legislation will ease the burden on many hardworking men and women and allow them to focus on navigating the nation’s highways instead of government bureaucracies.” Spear also said, “Duplicative fees and redundant background checks are placing unnecessary costs—both financial and time—on truckers at a time when our economy is short more than 80,000 drivers. We thank Senators Wicker and Fischer for their leadership and urge the Senate to pass this much-needed legislation.” In a letter to the Senate, ATA Senior Vice President Edwin Gilroy said, “This legislation will result in significant financial and time savings for truck drivers. It also makes well-paying careers in the trucking industry more accessible for qualified drivers who are otherwise deterred by financial and/or logistical barriers to entry.” Trucking associations in both Mississippi and Nebraska commended their state’s senators for introducing the bill. 30

July & August 2022

Nebraska Trucking Association President Kent Grisham said “Across Nebraska and the nation, truckers are working every available hour to address the crisis in America’s supply chain. But we are often handicapped by red tape, particularly when it comes to obtaining the proper clearances from the TSA. By sponsoring this Act, the Senators are taking a critical step toward removing that handicap, allowing us to get vetted drivers in the trucks sooner, and getting much needed freight moving safely and efficiently.”


ieMfstrI Awritkl

sYnyt ib`l ny TSA klIArYNs AYplIkySnW leI 'rY~f typ' ƒ k`itAw nvW kwƒn jo iqMn mh`qvpUrn trWsportySn isikEirtI AYfiminstRySn (TSA) sur~iKAw Kqry dy mulWkx pRogrwmW dy nwmWkx Aqy nivAwaux dIAW ArzIAW leI pRikirAw ƒ imAwrI bxwauNdw hY, ies dI tr`ikMg audXog dy ih`sydwrW duAwrw pRSMsw kIqI geI hY[ syn. rojr ivkr (R-Miss.) Aqy syn. fyb iPSr (R-Neb.) duAwrw pyS kIqw igAw, trWsportySn isikEirtI AYfiminstRySn sikEirtI Qryt AsYsmYNt AYplIkySn mwfrnweIzySn AYkt tr`k frweIvrW ƒ AwigAw dyvygw ik auh ie`k vYD TSA bYkgRwauNf jWc dI vrqoN trWsportySn vrkr AweIfYNtIiPkySn kRYfYNSIAl, hYzrfs mYtIrIAl AYNforsmYNt Aqy TSA pRI-cYk pRogrwm AplweI krn leI kr skdy hn[ ikRs spIAr, AmrIkn tr~ikMg AYsosIeySnW (ey.tI.ey.) dy pRDwn ny ib~l dI SlwGw krdy hoey ikhw, "ieh Awm smJ vwlw kwƒn bhuq swry imhnqI purSW Aqy AOrqW 'qy boJ ƒ G~t krygw Aqy aunHW ƒ srkwrI nOkrSwhI dI bjwey dyS dy

hweIvyA 'qy nYvIgyt krn 'qy iDAwn dyx dI iejwzq dyvygw[" spIAr ny ieh vI ikhw, “fuplIkyitv PIsW Aqy byloVIAW bYkgRwauNf jWcW tr~krW au~qy byloVy Krcy—iv~qI Aqy smW dovyN—Aijhy smyN iv~c lgw rhIAW hn jdoN swfI AwriQkqw 80,000 frweIvrW dI Gwt Jyl rhI hY[ AsIN sYnytrW ivkr Aqy iPSr dw aunHW dI AgvweI leI DMnvwd krdy hW Aqy sYnyt ƒ ies bhuq zrUrI kwƒn ƒ pws krn dI ApIl krdy hW[ ” sYnyt ƒ ilKy ie~k p~qr iv~c, ATA

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dy sInIAr mIq pRDwn AYfivn iglroey ny ikhw, “ies kwƒn dy nqIjy vjoN tr~k frweIvrW leI mh~qvpUrn iv~qI Aqy smyN dI b~cq hovygI[ ieh tr~ikMg audXog iv~c Xogqw pRwpq frweIvrW leI vDIAw qnKwh ƒ vDyry phuMcXog bxwauNdw hY jo dwKly iv~c iv~qI Aqy/jW lOijsitk rukwvtW duAwrw roky jWdy hn[" imsIispI Aqy nybrwskw dovW iv~c tr~ikMg AYsosIeySnW ny ib~l pyS krn leI Awpxy rwj dy sYnytrW dI SlwGw kIqI[

nybrwskw tr`ikMg AYsosIeySn dy pRDwn kYNt igRSm ny ikhw

“nybrwskw Aqy dyS Br iv`c, tr`kr AmrIkw dI splweI lVI iv`c sMkt ƒ h`l krn leI hr auplbD GMty kMm kr rhy hn[ pr AsIN Aksr lwl typ duAwrw Apwhj huMdy hW, Kws qOr 'qy jdoN TSA qoN shI mnzUrIAW pRwpq krn dI g`l AwauNdI hY[ ies AYkt ƒ spWsr krky, sYnytr aus rukwvt ƒ dUr krn leI ie~k mh`qvpUrn kdm cùk rhy hn, ijs nwl swƒ tr`kW iv`c jWc kIqy frweIvr jldI pRwpq krn dI iejwzq imldI hY, Aqy bhuq izAwdw loVINdy BwVy ƒ sur`iKAq Aqy kuSlqw nwl clwieAw jw skdw hY["

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Phone: (832) 604-6905 Fax: (800) 886-4082 July & August 2022



CTA Calls Federal Recommendation on AB5 ‘Head-Scratchingly Wrong’


B5, the gig worker law passed in 2019, is once again the focus of debate between the trucking industry and the government following the federal Office of Solicitor General’s recommendation that the U.S. Supreme Court should not consider an appeal filed by the California Trucking Association (CTA) last year that claimed the law, which has not yet gone into effect for truckers, violates the Federal Aviation Administration Authorization Act (F4A). In response, the CTA called the solicitor general’s recommendation, “head-scratchingly wrong” and claimed that if AB5 goes into effect, it will disrupt the trucking industry in California. In fact, most analysts believe that full implementation of the law could end the industry’s reliance on owner-operators to move freight. “The government thus postulates that AB5’s requirements are easily avoided; that the law may have no impact at all on carriers or owner-operators; that the decision below simply follows this Court’s (F4A) precedent; and that there is no conflict in the circuits. But each of these submissions is head-scratchingly wrong. In fact, AB5 was designed to, and surely will, upend the operation of the trucking industry,” the California Trucking Association wrote in their new brief filed in early June. The CTA argues that AB5 violates the F4A which precludes states from making laws concerning the prices, routes, or 32

July & August 2022

services of a motor carrier. AB5 sprang from the landmark Dynamex decision from the California Supreme Court which introduced the ABC test for independent contractors. At least one of the three parts of the test makes it virtually impossible for most owner-operators in the state to continue as such. The original lawsuit from the CTA (also backed by the OwnerOperator Independent Drivers Association and several other organizations) was ruled against by the U.S. Court of Appeals for the Ninth Circuit in a 2-1 decision. An injunction against the law continues to be in effect, however, pending the CTA appeal to the U.S. Supreme Court. Before the high court decides to hear the case, it has asked for the opinion of the solicitor general, who concluded in June the case had no merit. The CTA has continually argued that AB5 would cause chaos in the industry as carriers scramble to either hire the independent contractors who can’t overcome the ABC test or simply move out of California. “There is no real doubt on these points,” wrote the CTA.“Numerous amici [interested parties not directly involved in the case] that are users of trucking services—who have no ax to grind in this litigation and whose only goal is obtaining affordable and efficient shipping—explain that AB5 will have profoundly destructive effects.” www.punjabitruckingusa.com


July & August 2022


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sItIey ny AB5 'qy PYfrl is&wirS ƒ 'pUrn rUp qoN glq' ikhw


B5, 2019 iv`c pws kIqw igAw igg vrkr kwƒn, PYfrl AwiPs AwP solIistr jnrl dI is&wrS qoN bwAd ie~k vwr iPr tr~ikMg audXog Aqy srkwr ivckwr bihs dw kyNdr hY ik XUAYs suprIm kort ƒ kYlIPornIAw tr`ikMg AYsosIeySn (sItIey) duAwrw dwier kIqI geI ApIl 'qy ivcwr nhIN krnw cwhIdw hY[ ipCly swl kYlIPornIAw tr`ikMg AYsosIeySn (CTA) duAwrw dwier kIqI geI ApIl ivc dwAvw kIqw igAw sI ik kwƒn, jo Ajy q~k tr~krW leI lwgU nhIN hoieAw hY, PYfrl eyvIeySn AYfiminstRySn AQwrweIzySn AYkt (F4A) dI aulMGxw krdw hY[ jvwb iv~c, sItIey ny swlIistr jnrl dI is&wrS ƒ "iblkul glq" ikhw Aqy dwAvw kIqw ik jykr AB5 lwgU huMdw hY, qW ieh kYlIPornIAw iv~c tr~ikMg audXog ƒ Kqm kr dyvygw[ vwsqv iv~c, izAwdwqr ivSlySkW dw mMnxw hY ik kwƒn ƒ pUrw lwgU krn nwl mwl Fox leI mwlk-AwprytrW 'qy audXog dI inrBrqw Kqm ho skdI hY[ kYlIPornIAw tr~ikMg AYsosIeySn ny jUn dy SurU iv~c dwier kIqy Awpxy nvyN sMKyp iv~c iliKAw hY ik “ies qrHW srkwr ieh mMndI hY ik AB5 dIAW loVW ƒ AwswnI nwl twilAw jWdw hY, ik kwƒn dw kYrIArW jW mwlk-EprytrW 'qy koeI pRBwv nhIN ho skdw, ik hyTW id~qw PYslw ies Adwlq (F4A) dI pUrv-Anumwn dI pwlxw krdw hY; Aqy ieh ik srktW iv~c koeI tkrwA nhIN hY[ pr iehnW iv~coN hr ie~k sbimSn pUrI qrHW nwl glq hY[ ies dy nwl hI, AB5 ƒ tr~ikMg audXog dy sMcwln ƒ vDwaux leI ifzwien kIqw igAw sI Aqy ieh inSicq qOr 'qy krygw, "


July & August 2022

CTA dlIl idMdw hY ik AB5 F4A dI aulMGxw krdw hY jo rwjW ƒ motr kYrIAr dIAW kImqW, rUtW jW syvwvW bwry kwƒn bxwaux qoN rokdw hY[ AB5 kYlIPornIAw suprIm kort dy ieiqhwsk fwienwmYks PYsly qoN pYdw hoieAw hY ijs ny suqMqr TykydwrW leI ABC tYst pyS kIqw sI[ tYst dy iqMn ih~isAW iv~coN G~to-G~t ie~k rwj iv~c izAwdwqr mwlk-AwprytrW leI ies qrHW jwrI r~Kxw lgBg AsMBv bxwauNdw hY[ CTA (mwlk-Awprytr suqMqr fRweIvrz AYsosIeySn Aqy keI hor sMsQwvW duAwrw vI smrQn pRwpq) dy mUl muk~dmy ƒ nOvyN srkt leI XUAYs kort Aw& ApIlz duAwrw 2-1 dy PYsly nwl ies dy ivru~D PYslw suxwieAw igAw sI[ kƒn dy iKlwP ie~k hukm jwrI hY, hwlWik, XU.AY~s. suprIm kort iv~c CTA dI ApIl lMibq hY[ kys dI suxvweI dw PYslw krn qoN pihlW hweI kort v~loN swilstr jnrl dI rwie mMgI hY, ijs ny jUn iv~c is~tw k~iFAw sI ik kys dI koeI Xogqw nhIN sI[ sItIey ny lgwqwr dlIl id~qI hY ik AB5 audXog iv~c hPVwdPVI dw kwrn bxygw ikauNik kYrIAr jW qW suqMqr TykydwrW ƒ inXukq krn leI rgVdy hn jo ABC tYst ƒ pwr nhIN kr skdy jW kYlIPornIAw qoN bwhr cly jWdy hn[ sItIey ny iliKAw, “ienHW ibMdUAW 'qy koeI vwijb S~k nhIN hY['' keI AYmIsI[ mwmly iv~c is~Dy qOr 'qy Swml nhIN hox vwly idlcspI r~Kx vwlIAW iDrW] jo ik tr~ikMg syvwvW dy aupBogqw hn-ijnHW kol ies muk~dmy ƒ pIsx leI koeI kuhwVw nhIN hY Aqy ijnHW dw ie~ko ie~k tIcw ikPwieqI Aqy kuSl iSipMg pRwpq krnw hY — ivAwiKAw krdy hn ik AB5 dy fUMGy ivnwSkwrI pRBwv hoxgy[ www.punjabitruckingusa.com


Sam’s Club Latest Retail Giant to Utilize Autonomous Trucks


he footprint of autonomous trucks in the southwest just got a little bigger as Palo Alto, Californiabased self-driving technology and “middle mile” logistics company Gatik will now be using its Class 6 driverless trucks to deliver Georgia-Pacific paper products to 34 Sam’s Club stores in the Dallas-Fort Worth area. On its website, Gatik says it “is leading the way in autonomous middle mile delivery. The company focuses on short-haul, business to business (B2B) logistics for the retail industry, enabling its customers to optimize their supply chain at affordable convenience.” “Once proven, we believe autonomous deliveries will enable us to remove cost and complexity from the supply chain so that we can better serve Sam’s Club and its members,” Georgia-Pacific Vice President of Sales Hayes Shimp said in a statement. Gatik trucks use 26-foot boxes and are smaller than the Class 8 tractor trailer trucks

that Georgia Pacific is currently using to deliver its paper goods to customers. The selfdriving operations of the trucks delivering to Sam’s Club locations will begin in July. Gatik has also teamed with Sam’s Club parent company Walmart since 2019 with autonomous service to facilities in Arkansas and Louisiana. The trucks are deployed seven days a week, 12 hours a day on fixed routes between Walmart locations. “We’re starting out in the Dallas market, but the focus will be on rolling it out nationwide,” Gatik CEO Gautam Narang said. Gatik’s goal is to take over the short haul networks that have previously been the domain of trucks with 53-foot trailers. Georgia-Pacific parent company Koch Industries believes the new partnership will reduce costs and increase efficiency. Koch Disruptive Technologies, another subsidiary of Koch Industries, has helped lead an $85 million Series B funding round for Gatik.

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Cummins Developing Hydrogen as Long-Haul Alternative to Battery-Electric


ith the recent introduction of two hydrogen-powered engines, Indianabased Cummins Inc. has signaled its commitment to providing engines that can reduce CO2 emissions. The 15-liter and 6.7-liter engines were announced in May and should go into production in 2027. In an article on the Cummins’ website, the company’s Vice President Srikanth Padmanabhan said, “Our hydrogenfueled engine development program is one of our latest steps to advance zerocarbon technology. Customers are taking notice and so are governments.” Padmanabhan notes that, according to the Environmental Protection Agency (EPA), “a model year 2027 Class 8 sleeper cab semi, powered by a hydrogen ICE [internal combustion engine] would generate 144 fewer metric tons of CO2 per year versus its diesel-powered counterpart.” Cummins’ new engines can go farther

than battery-electric trucks (EVs) and the company sees them as a solution for long-haul trucking while EVs are more suited for short and final-mile deliveries. Padmanabhan believes that Cummins is uniquely positioned to develop new hydrogen engines. The company hopes to achieve a “fuel agnostic engine platform” that has a common base below the head gasket but is all new above the head gasket, according to the type of fuel being used. He writes, “our hydrogen-fueled engine development program plans to utilize all-new engine platforms that offer flexible overhead cam systems, improved cooling, and reduced friction which aims to achieve a more efficient and higher power density product.” One of the major obstacles for hydrogen-powered trucks is that there is very little infrastructure available where truckers can refuel. There are currently less than 100 hydrogen fueling stations in the U.S., with most of those in California.

“Infrastructure needs to be built out to support these fuels,” said Cummins’ President and CEO Jennifer Rumsey. “We believe incentives and regulations that bring costs down, advance new technology and build out an infrastructure to give customers the confidence that these new technologies can meet their needs are really critical.” Not only is Cummins developing hydrogen-powered engines, but with its recent acquisition of Michiganbased vehicle component manufacturer Meritor, it will also be developing electric powertrain solutions. “The acquisition of Meritor is an important milestone for Cummins. Meritor is an industry leader, and the addition of their complementary strengths will help us address one of the most critical technology challenges of our age: developing economically viable zero carbon solutions for commercial and industrial applications,” said Cummins Chairman Tom Linebarger.

“Climate change is the existential crisis of our time, and this acquisition accelerates our ability to address it. Our customers need economically viable decarbonized solutions,” concluded Linebarger.


July & August 2022



Biden Administration Begins Process for New Employee Classification Rule


he definition of what it means to be an independent contractor under the Fair Labor Standards Act (FLSA) is the focus of a new rulemaking process now underway in the Biden Administration. Last year, the administration tossed out a rule formulated during the Trump presidency which was seen as favorable to employers who wanted to label a worker as an independent contractor. That action was in turn thrown out by a federal court in Texas. The ruling by U.S. District Judge Marcia Crone said the Biden Administration had not followed proper procedure in rescinding the Trump era rule. That case was initiated by the Coalition for Workforce Innovation, Associated Builders and Contractors of Southeast Texas, Associated Builders and Contractors Inc. (ABC), and the Financial Services Institute. In a statement released on its website at the time of the court’s ruling, ABC


Vice President of Regulatory Labor and State Affairs Ben Brubeck said, “For too long, businesses and contractors who want to remain independent have been subjected to burdensome lawsuits and inconsistent court rulings under the FLSA.” The new rulemaking process is in the hands of the Department of Labor (DOL), which hosted separate online forums for employers and employees in June. “Economic realities” is the guideline that the DOL Wage and Hour Division has used to determine a worker’s status as either a permanent employee or independent contractor. The realities test examines factors such as “the nature and degree of the employer’s control” and “the permanency of the worker’s relationship with the employer; the worker’s investment in facilities, equipment or helpers; the amount of skill; the worker’s opportunities for profit or

loss; the extent of the integration of the worker’s services into the employer’s business.” In a June blogpost on the DOL website, acting Wage and Hour Division administrator Jessica Looman wrote that the Trump era rule was “inconsistent with the FLSA’s text and purpose.” She further wrote, “For too many workers, misclassification causes lost wages, benefits, unemployment insurance, and workers’ compensation coverage. Even if they recognize that they are misclassified, many employees may be afraid to assert their employment rights because of retaliation.” Looman stated the intent of the forums was “to hear diverse perspectives from those who may be affected by employee or independent contractor classification.” Once the new rule is proposed it will be published on the Federal Register and a comment period will begin.

July & August 2022


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Contracted Freight Remains a Strong Point for Trucking Industry


espite predictions of a freight recession, carriers that haul mostly contracted freight, as opposed to the spot market, are having a good year so far, even better than they were doing at this point last year. In fact, analysts say that long-term rates for standard van freight have jumped nearly 20% over last year and volume is up by about 1%. Likewise, ocean freight rates have climbed, rising by 11% in April. That increase reflects a more than 100% rise since last year. Analysts also agree that truckload demand has leveled off year over year, but contracted shipments remain strong for larger fleets. Weakening spot market rates and soaring fuel costs, however, have clouded the fact the industry is seeing record prices for contracted freight. Ken Adamo of DAT Freight and Analytics said, “Shippers paid historically high prices to ensure that more of their loads moved under a longer-term contract, reducing their need for trucks on the spot market and causing rates to soften.” These rates are only just keeping pace with high fuel costs. Fuel is more than $2 more per gallon this year than it was last year. For contracted freight, fuel costs are passed along much more efficiently due to the use of fuel surcharge tables. These tables assist carriers in passing excessive fuel costs to shippers. On the spot market, rates had fallen by about 3 cents in March, but have remained steady ever since, signaling that they may have already hit bottom and should rebound later this year. Overall, predictions that demand would plummet have been unfounded and most large fleets have not seen any downturn in their business. Unfortunately, inflation continues seemingly unabated and at some point will cause erosion in the long run. www.punjabitruckingusa.com




July & August 2022



Eaton Announces New Line of DC/DC Converters for 48V Commercial Vehicle Applications


s part of its Power Electronics offerings, power management company Eaton has introduced a family of 48-volt DC/DC converters for commercial vehicles that will provide power for essential equipment such as anti lock brakes and lights. The new converter takes its power from a 48-volt system and reduces it to 24V. The bi-directional unit can further reduce power to 12V for use in low-voltage systems and can charge a 12V battery which can then store power in case of a main power supply failure. For these new converters, warm temperatures are no problem and will work at up to 185 degrees Fahrenheit with optimum efficiency. According to its website, “Mild hybrid vehicles require a DC/DC converter to


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change the 48V on the vehicle to 12V or 24V to power existing low-voltage systems.” Core features of the converters include a 28V to 72V voltage range, 12V to 28V with CAN control (a system that doesn’t require additional relays), 500W to 3kW versions, IP67 sealed enclosures, CAN diagnostics, bi-directional capability and air cooling which reduces integration costs. The new converters also have specialized high-power lock box (HPLB) power connectors. The HPLB connectors come from high precision electrical connectivity manufacturer Royal Power Solutions, which is a subsidiary of Eaton. HPLB terminals provide high efficiency and reliability in most weather conditions as well as being waterproof up to about

three feet. Another feature is that each unit has noise reduction and rejection technologies, so it is unaffected by interference from other truck electronics. Additionally, the design of Eaton’s air-cooled DC-DC converters reduces power loss over a wide operating range and its die-cast features form a fin pattern that delivers optimal thermal performance. “DC-DC converters are an essential part of our eMobility product portfolio and are used in a variety of vehicle applications. Many commercial vehicle manufacturers are transitioning to 48volt architectures, so having the ability to efficiently convert power from high to low voltage is critical,” said Ben Karrer, director, Technology Development, Eaton’s eMobility business.



Hydron to Produce Hydrogen Autonomous Class 8 Trucks by 2024


fter leading TuSimple to become the first company to successfully operate a long-haul heavy-duty truck autonomously on open public roads without a driver on board, Canadian entrepreneur Mo Chen has started a new company determined to produce hydrogen-powered trucks with Level 4 autonomy. Chen’s new company, Hydron, plans to become a leading manufacturer of hydrogen-powered Class 8 autonomous trucks and, in partnership with other companies, intends to build a hydrogen refueling network. Currently there are less than 100 such stations in the U.S., most of them in California. "The path to commercializing autonomous vehicles requires the complex integration of both hardware and software," said Chen. "The biggest challenge in bringing autonomous driving to the market at scale is not software development, but access to reliable mass production hardware, and now with Hydron, we will be able to provide automotive-grade hardware specifically for autonomous networks." With partners, Hydron plans to build a manufacturing plant in North America and begin mass production by late

summer of 2024. The new L4 autonomous trucks (L4 indicates high driving automation and does not require human interaction in most circumstances) will come with a complete set of sensors, computer units and redundant actuators. Both Cummins and Navistar have announced they are working on hydrogen and hydrogen fuel cell trucks. Hydrogen offers the ability for heavy-duty trucks to go farther after refueling. While most electric trucks have a limited range (150300 miles), hydrogen trucks can achieve a range of 500 miles. The price for hydrogen trucks also has the potential to be much less than all-electric. While it’s possible that Hydron will take advantage of TuSimple’s L4 autonomous software, Chen has said his company’s new trucks are designed to be software agnostic and can utilize any L4 driving technology.






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July & August 2022



Paccar Sees Increasing Sales as it Celebrates 83 Years of Profitability


he future is bright for truck manufacturer Paccar Inc., according to a recent online investor’s conference held by the company. Paccar CEO Preston Feight said he believes the truck market “will be stronger for longer” in comments made during the executive portion of the conference. This is good news for investors as pandemic issues and supply chain problems have plagued the trucking industry for the last two years. Nevertheless, the U.S. truck market remains solid with plenty of new trucks needed and a strong backlog of orders with fleets waiting to replace older models. 42

July & August 2022

Feight started the conference with a short video illustrating Paccar’s investment in new technologies, including its partnership with selfdriving vehicle technology company Aurora Innovation. Paccar hopes to take advantage of demand for new diesel trucks as well as battery-electric, fuel cell and eventually autonomous trucks. He then went on to detail the financial aspects of the company, boasting that Paccar has had “83 Years of Consecutive Profitability” with 2021 revenue of $23.5 billion and net income of $1.85 billion. 72% of the company’s business is its truck segment, with 21% in aftermarket parts and 7% in financial services. In fact, Paccar’s parts segment hit a record quarterly pretax profit of $340 million on revenue of $1.39 billion in the first quarter of this year. And the company expects Q2 to be even stronger. Last year, Paccar parts sales reached $3.3 billion. Paccar currently has no manufacturing debt and ended 2021 with $3.4 billion in cash. In the past five years, the company has invested $4.2 billion in new truck and engine factories, a Louisville, Kentucky parts distribution center, an Australian truck factory, a used truck center in Madrid, as well as several new truck models. Paccar’s heavy duty market share has increased across the globe, with the

U.S. market share growing from 19% in 2001 to 29% in 2021. It is the market leader in Australia with 27% and has also seen modest gains in Europe and South America. Feight said Paccar’s “medium-term” goal for market share was left open ended. “We didn’t say five years, but you could probably think in terms of five years, with plus or minuses,” he said. Feight indicated Paccar spent more than a billion dollars on its new medium-duty and heavy-duty trucks in North America and Europe. “That is a tremendous advantage for us over the rest of the competitors we are dealing with,” because of driver acceptance and fuel efficiency. “That is a heck of a tailwind for us in growing market share.” Feight also believes that as trucks become “increasingly complicated” Paccar customers will continue to have confidence in the company’s products. He said, “A decision on ‘who’s going to care for me,’ and not just the initial purchase but: ‘Who’s going to take care of me and manage my fleet (Paccar has introduced a new financial service called truck as a service: TaaS)? Who is going to have the best e-commerce system so I can give the right part at the right spot when I need it, next day to keep the uptime?’ That’s another key element of our business growth.” www.punjabitruckingusa.com


Engine Manufacturers Sue CARB over Emissions Standards Timeline


n a lawsuit filed at the end of May, the Truck and Engine Manufacturers Association (EMA) claimed the California Air Resources Board (CARB) is not providing a fair timeline for compliance with new emissions standards. In its suit, the EMA cites the federal Clean Air Act of 2013 and the Environmental Protection Agency which have ruled that manufacturers should receive four years of time before new standards go into effect. The suit argues that CARB is giving only two years to reach full compliance by adopting the rule last December and expecting it to go into effect on January 1, 2024. The EMA wants the four years to meet the standards. The EMA said, “This lawsuit is simply to ensure that CARB follows all of the prescribed rules—one of which is intended to maximize the likelihood of the smooth and successful implementation of new emission standards.” The EMA said it understood the Clean Air Act gives California the right to set its own “unique standards” apart from the rest of the nation, but that the state must follow “certain requirements, including providing heavy-duty on-highway engine and vehicle manufacturers four full model years of lead time.” “Truck and engine manufacturers are proud that today’s modern engines reduce harmful emissions to near zero levels, and we are committed to building cleaner products, but CARB


must provide manufacturers the minimum four years of lead time mandated by Congress,” said EMA President Jed Mandel in a press release. For its part, CARB said in a statement “It is appalling that anyone would try to weaken this rule.” Other analysts have argued that the EMA is subverting the future of zero-emissions standards. The EMA has also claimed the EPA is rushing its phase 3 greenhouse gas rules for 2027. EMA argues that implementation of the rule on the current timeline would put small trucking companies out of business because they won’t be able to afford the new technology that is required to meet the new rules. “We hope this matter will be resolved quickly so that manufacturers have the lead time and regulatory certainty needed to develop and build the products our customers, and our economy, depend on,” said Mandel.

July & August 2022



Uber Freight to Team with Waymo Via as Autonomous Trucking Continues to Expand


hile autonomous trucking has so far only been a regional effort involving a few technology startups combining with large fleets, two companies are partnering to plan the future of autonomous trucking across the United States. Digital freight broker Uber Freight and autonomous trucking software company Waymo Via are working together in a “deep, long-term partnership” that “will bring together the power of the Waymo Driver with the scale of Uber Freight’s marketplace technology,” says the Waymo website. Currently, a handful of autonomous trucking companies are working with fleets in the Southwest to test their systems on the area’s mostly flat roads and under favorable weather conditions. In most cases, humans are closely monitoring these runs with drivers taking over for the final miles to warehouses and drop-off locations. One of those runs is the partnership of Uber Freight and Aurora Innovation which has an ongoing route on Interstate 44

July & August 2022

45 between Dallas and Houston. These companies expect to expand soon. Working with Waymo Via, however, represents a major shift in the autonomous trucking world. It makes it possible for autonomous trucks to be used by large, medium, and small carriers. Under the partnership, Waymo Via will make “billions of miles of its goods-only mileage for the Uber Freight network.” “Uber Freight’s network of shippers, carriers, and marketplace technology is a great match for the Waymo Driver. Through this partnership, we can empower carriers to fully utilize their investments in the Waymo Via solution through Uber Freight, and create a great experience for shippers, while keeping our focus on developing the core Driver technology,” said Charlie Jatt, Head of Commercialization for Trucking, Waymo Via. Waymo Via continues to perfect its Level 4 autonomous system so that it can be owned and operated by a third party. The goal is to have several routes with numerous autonomous trucks on duty.

Unlike rival TuSimple, which continues to create high-definition maps of thousands of miles of freeways, Waymo Via intends to leave the routing to carriers who will then determine where autonomous trucks fit best. In fact, TuSimple currently has a fleet of about 100 trucks with plans to expand. Waymo Via has no such goal in mind. They would rather turn it over to existing carriers who will be using its driving system.

“Uber Freight’s extensive, efficient and reliable digital network is essential to making autonomous trucks a reality. We are uniquely positioned to be the preferred network for autonomous trucks, with the scale and the marketplace expertise to deploy autonomous trucks in a way that benefits the entire industry,” said Lior Ron, Head of Uber Freight.


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Republicans Eye Midterms to Take Control of House and Senate


n predictable whiplash fashion, the U.S. political scene is set to make an about face with this year’s midterm elections—the election between presidential races that focuses on the House of Representatives and one-third of the Senate. Political commentator David Wasserman of the Cook Political Report is already predicting that Democrats could lose as many as 35 seats in the House in November. That number could climb higher because of inflation, especially high gas prices, and President Biden’s low approval ratings. Biden’s approval rating has consistently dropped since last August during the chaotic U.S. withdrawal from Afghanistan and now stands at 40%. A Republican victory would put the House Speaker’s gavel into the hands of California Republican Kevin McCarthy, currently the minority leader. In 17 of the last 19 midterm elections, the party which does not hold the White House has gained seats. In 1994, with Bill Clinton holding the presidency, the Republicans gained 54 seats, and in 2010 under Barack Obama, the Republicans gained a whopping 63 seats. Surprisingly, both men went on to be reelected. 46

July & August 2022

In 2018, with Donald Trump in power, the Democrats gained 41 seats to take control of the House. Trump, of course, went on to defeat in 2020. In fact, the party holding the presidency during the midterm has lost the popular vote by an average of 7.4%. The Senate, on the other hand, which elects only one-third of its body every two years, is less at the whims of the American people, although 13 of the last 19 midterms have seen the minority party pick up seats in the 100-member chamber. This year, 35 senators face reelection, and with a 50-50 current makeup, Republicans are hoping to take control again. Republicans held the Senate for the six years prior to 2020. Of those 35 seats, 21 of them are currently held by Republicans and 14 by Democrats. Analysts believe that most of those seats are safe, with Senate control coming down to races in seven swing states, including Pennsylvania (where TV celebrity Dr. Oz was recently declared the winner of the Republican primary), Georgia, Nevada, Arizona, Wisconsin, New Hampshire, and North Carolina. In California, Alex Padilla, who was appointed to replace Kamala Harris when she assumed the vice-presidency, appears

safe. State governor races show a similar trend, with the party holding the White House gaining governors just once in the last 19 years. This year, 36 states are deciding who will be their governor, with 16 Democratic incumbents and 20 Republican incumbents. In California, Gavin Newsom is running for reelection and, at this point, appears an easy winner with Republicans running only a handful of candidates, none of which have any name recognition in the state. California aside, Republicans in the rest of the country are hoping that Biden’s low approval rating, combined with the highest inflation in 40 years, and his inability to pass his signature “Build Back Better” legislation, will lead to a major upheaval in the House.

Analysts, however, caution that what goes up always comes down and that the 2024 presidential election could see another shift by American voters. www.punjabitruckingusa.com

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