Preliminary Class 8 truck orders in North America totaled 27,500 in November, according to FTR, with the market winding down after five consecutive months topping 40,000 orders. Novembers order total was the lowest of the year and the lowest since September 2017, but FTR says the dip was expected.
North American Class 8 orders for the previous twelve months total a whopping 499,000 units. FTR says the build backlog remains at a record volume and few build slots remain for 2019.
“It was expected that orders would fall fairly soon, as the available 2019 slots filled up,” says Don Ake, vice president of commercial vehicles for FTR. “A couple of the OEMs that had some open capacity actually had solid order numbers, while the rest appear to be nearly sold out for next year. This drop in orders was reasonable considering the huge volumes of the last five months, although 27,500 is not that bad of a number. The freight fundamentals remain strong and we still expect the equipment markets to have a great year in 2019.”
Ake says orders could dip below 20,000 in December and that cancellations could rise. “Not as a result of market weakness,” he says, “but because backlogs are enormous and fleets will continue to move orders around as needed.”
In an ongoing choice, a government judge in Arkansas has said that drivers ought to be paid in any event the lowest pay permitted by law for time spent on furlough and in their sleeper billets. The decision doesn’t organize any new necessities for bearers, yet it could open the way to claims brought by drivers. The choice additionally doesn’t stipulate that drivers ought to essentially be paid straightforwardly for sleeper billet time, yet as per this decision, sleeper compartment time is compensable under the Fair Labor Standards Act (FSLA), says trucking lawyer Eddie Wayland of King and Ballow. The assessment by Judge Timothy L. Rivulets, of the U.S. Locale Court in the Western District of Arkansas, says that, under the FSLA, drivers’ aggregate pay, when partitioned by the aggregate number of hours worked, should rise to at any rate the government the lowest pay permitted by law of $7.25 60 minutes. Representing sleeper compartment time “is a major ordeal,” says Wayland, “since that is a great deal of time each day that would be viewed as compensable.”
Streams issued the assessment on Oct. 19 of every a case in which three drivers recorded a legal claim against P.A.M. Transportation, the 59th biggest transporter in the nation, as per the CCJ Top 250. Rivulets decided that sleeper billet time is compensable under the government Fair Labor Standards Act. Wayland says this is one of the primary choices by a government judge that discovers sleeper compartment time as compensable hours. The decision doesn’t necessarily have an impact on other carriers’ operations, says Wayland, but it could open carriers up to similar litigation brought by drivers. And it is now currently the law in this case, Wayland says, though P.A.M. could continue to litigate and fight the judge’s ruling, “by asking for reconsideration or appealing,” Wayland says.
P.A.M. did not respond to multiple inquiries about the ruling or whether the company intends to fight the decision. The company could also choose to settle the plaintiffs, which could number into the thousands.
The lawsuit was originally filed in December 2016 by P.A.M. drivers David Browne, Antonio Caldwell and Lucretia Hall, who allege that the company didn’t pay them minimum wage for all hours worked.
Brooks’ Oct. 19 decision wasn’t a verdict in the case, but rather in an opinion dismissing a motion by P.A.M. to have the lawsuit thrown out. His opinion involves varying rules from federal departments. While the U.S. DOT dictates drivers’ hours of service and duty periods, the U.S. Department of Labor abides by different definitions of on-duty vs. off-duty time, despite using the same phrasing.
“The DOT regulations aim to make our roads safe, while the DOL regulations aim to provide workers with adequate compensation,” writes Brooks. “If the DOT prohibits commercial truck drivers from driving more than 14 hours (sic) in a 24-hour period while the DOL requires their employers nevertheless to pay them for at least 16 hours in that same period, then this court sees nothing inconsistent or inharmonious about that state of affairs.”
Class 8 orders fell pointedly in November, to 27,500 units, denoting the finish of five successive months surpassing 40,000 units, as indicated by primer information from FTR. November denoted the most minimal aggregate this year, and the weakest month since September 2017. Yet, FTR says the drop was normal, as OEMs have about dispatched their request sheets for 2019. Class 8 orders for the last 12 moths have totaled 499,000 units, FTR reports. “It was normal that requests would fall reasonably soon, as the accessible 2019 spaces topped off. Several the OEMs that had some open limit really had strong request numbers, while the rest give off an impression of being almost sold out for one year from now,” said Don Ake, FTR’s VP of business vehicles. “This drop in requests was sensible thinking about the immense volumes of the most recent five months, albeit 27,500 isn’t that terrible of a number. The cargo essentials stay solid despite everything we anticipate that the hardware markets will have an incredible year in 2019.” Ake said abrogation’s could ascend, because of long accumulations, not as a result of market shortcoming. “With OEMs topping off the last accessible form spaces, it is conceivable that requests may dip under 20,000 in December,” he said. ACT Research’s fundamental Class 8 arrange include came at 27,900 units, down 36% from October, yet just 15% off November 2017. “Disaggregation of the medium-and hard core markets uncovers that medium-obligation arrange action propagated its pattern like predisposition in November, with requests for 25,100 vehicles besting short and long-run midpoints,” said Steve Tam, VP of ACT. “Through the span of the previous six and a year, medium-obligation orders have found the middle value of 24,000 and 24,900, individually.”
Volvo Trucks this week reported another spec alternative, the “Payload Plus” bundle, for the Volvo VNR and VNL arrangement. Volvo says these new bundles give noteworthy weight reserve funds, amplifying payload and eco-friendliness in weight-delicate tanker, mass pull and explicit dry van and refrigerated applications. The Payload Plus bundles, now accessible to arrange, give a basic model-based approach to shave up to 540 lb. from Volvo VNR local pull models and expel in excess of 335 lb. from Volvo VNL whole deal models.
“Some applications are all about weight, and every pound saved means more payload and greater profitability per job,” says Chris Stadler, Volvo Trucks North America product marketing manager. “ Bulk and tanker businesses are typically constrained by weight, not trailer capacity, so reducing weight from the trailer and tractor can translate into greater payload capacity.”
Key lightweight components in the Payload Plus packages include horizontal exhaust, aluminum wheels, lightweight chassis components, Volvo says. Additional opportunities to reduce weight based on application can include optimized wheelbases and frame rail thicknesses.
The region of Manitoba is pushing ahead with meetings gone for executing a Mandatory Entry level driver preparing (MELT) program, Infrastructure Minister Ron Schuler reported today.
“Our legislature is centered on security regardless of anything else,” Schuler said. “Obligatory passage level preparing is something the trucking business has requested and we need to work cooperatively to guarantee that Manitoba roadways are as protected as could be expected under the circumstances.” Conferences will be held Jan. 7 in Winnipeg and Jan. 10 in Brandon.
Only days after Saskatchewan said it would start a MELT program this coming March, Manitoba seems to following a similar way. “Obligatory passage level preparing is something that would have wide effects crosswise over areas including transportation, foundation and horticulture,” Schuler said. “We need to get notification from Manitobans and guarantee this proposed change centers around wellbeing in a joint effort with industry.” Following Saskatchewan’s declaration, Manitoba Trucking Association official chief Terry Shaw posted his considerations on Twitter, expressing, “ON, AB and now SK have all beaten MB out of the entryway on this issue. MB is perceived as a transportation center yet @MBGov is quiet on this basic transport strategy. @TruckingMB individuals are concerned. @Brian_Pallister, @Min_Schuler, will MB command truck driver preparing?” Shaw later tweeted, “Compulsory Entry Level Training (MELT) might be a reality crosswise over North America however @MBGov stays quiet… AB – MELT 2019, SK – MELT 2019, ON – MELT set up now, US – ELDT 2020 (Entry Level Driver Training). MB is truly encompassed by MELT purviews.” Alberta declared in October that it would execute a MELT program this spring. B.C. has not made any official declarations on whether it will have its very own program sooner rather than later. Manitoba’s push to resolve a MELT program for Class 1 drivers started in April, working with Manitoba Education and Training, and also Manitoba Public Insurance. Forthcoming meetings will incorporate talks around preparing gauges, ways to deal with out-of-area drivers, and the extent of people who will require MELT preparing.
Recent changes to state work laws, particularly in California, are testing the business practices of engine bearers and different organizations that have versatile specialists. The trucking business has been hit by a 2014 choice from the ninth Circuit Court of Appeals that ruled bearers must give California-required supper breaks and paid rest breaks for their drivers. Various transporters have been requested by courts to pay vast settlements.
Another California work law, segment 2802, expects managers to repay their representatives for every single important cost or misfortunes they bring about for the activity. Repaying representatives for their utilization of individual vehicles for work is the place the law gets muddled. Sales representatives, mechanics, armada administrators and directors and additionally drivers who travel for business regularly utilize individual vehicles. These and different representatives can’t just turn in receipts for vehicle mileage, devaluation and fuel. The line that isolates business and individual utilization of a vehicle can get hazy too. Illinois is receiving a work law that is about indistinguishable to California segment 2802 on Jan. 1, 2019. The law sets punishments for resistance at two percent of the underpayment to workers every month. The period for underpayment could return months, even years, to when representatives were enlisted.
Massachusetts and Montana additionally have resolutions in their work laws that are like California’s, says Danielle Lackey, boss legitimate officer of Motus, a cloud-based vehicle the board and repayment stage. A sheltered harbor: One choice for repaying representatives is to utilize the standard IRS mileage rate. The rate is presently at 54.5 pennies. The issue with this methodology is “you could possibly be overpaying for specific populaces and coming up short on for other people,” she says. A sales representative for an armada may travel 40,000 miles every year for work. In this occasion, the IRS rate would far over the representative’s real expenses. In different examples, an alternate sort of representative may have the capacity to demonstrate his or her vehicle costs were higher than the IRS rate utilized for repayment. This could be valid in certain geographic zones like California that have high gas costs. The IRS rate is consequently not a sheltered harbor for work laws, Lackey says. A substitute choice is to pay representatives a month to month level remittance for utilization of individual vehicles. This training is likewise dangerous since organizations would not have complete confirmation that they reasonably repaid representatives. The work laws don’t state that businesses need to repay for correct vehicle costs, in any case. They have some adaptability that consider cost contributions to be utilized for the kind of vehicle that is sensible for the activity. A businessperson may drive a Chevy Suburban, for instance, however an organization can repay for the identical rate of a Ford Focus if this sort of car is sensible for the activity of a salesman. Motus is one of a few organizations that have programming for computerizing the information catch for vehicle mileage repayment. Motus utilizes the Fixed and Variable Rate (FAVR) strategy to compute a mileage-put together rate based with respect to the lifecycle costs for a sort of vehicle that is sensible for the activity, not the real vehicle a laborer employments. The technique separates settled and variable expenses for a picked vehicle into six segments that incorporate devaluation, upkeep and fuel costs. The expense of fuel depends on the postal district of where the representative is found. The repayment doesn’t need to be completely in real money. Businesses can pay for fuel costs by stacking a prepaid platinum card with the determined expenses for a representative’s earlier month of business related action. Motus has a reconciliation with fuel card supplier FleetCor that improves this procedure. Organizations that utilization a mileage repayment framework dependent on the FAVR strategy are ensured in court, says Lackey, since they have the information to demonstrate they genuinely paid for vehicle costs. To catch mileage, Motus has an application that representatives use on their cell phones or tablet gadgets. Representatives utilize the application to obviously outline when they utilize their own vehicle for work. They can physically begin and stop every work excursion and can make changes among business and individual utilization of their vehicle as required. The application and the GPS on their gadgets wrap up. Cost investment funds are another motivation to utilize portable applications and the FAVR technique for repayment. Studies have demonstrated that mileages announced by representatives for business utilization of their vehicles drops by 15-20 percent when utilizing versatile innovation to follow mileage, she says.
Saskatchewan is blending its
wide-base single tires (WBST) program with Ontario as part of a recent
commitment between the provinces to improve internal trade. In addition,
the program is being expanded and made permanent.
Saskatchewan Premier Scott Moe and
Ontario Premier Doug Ford recently signed a Memorandum of Understanding (MOU)
to work together to improve internal trade within Canada. The
harmonization of the tire program will make shipments easier for trucking
companies travelling between the two provinces. It also has the
additional benefit of curbing greenhouse gas emissions.
“Our provinces are taking action to
create a better trade environment in Canada that will result in real benefits
to our key sectors and the people who do business in our provinces,” Trade and
Export Development Minister Jeremy Harrison said. “This announcement is
one of several initiatives the provinces are working on to enhance internal
trade between Saskatchewan and Ontario.”
This WBST program applies to all
12-month primary weight highways and allows permitted trucks to increase the
weight on wide-based single tires, 455 mm or wider, from 3,850 kg to 4,250 kg
In the coming months, regulations
will be amended to allow trucks to use the tires without permit. This
change expands and makes permanent a pilot program that began in July
2017. The New Generation Wide-Base Tires are a single wide tire that
replaces the traditional dual tires on commercial trucks.
A recent tweet by Tesla CEO Elon Musk
seems to indicate the electric vehicle manufacturer could soon be hauling its
own cars across North America.
Citing pressures to get products to
customers as quickly, efficiently and cost effectively as possible – the business
model retail giants like Amazon are built around – Tesla CEO Elon Musk has
reportedly purchased several car-hauling fleets in order to better move his
newly built electric cars to the East coast.
Describing what he has called Tesla’s
“delivery logistics hell,” Musk, who recently announced Tesla’s foray into
building electric and partly autonomous tractor-trailers, says he’s forgoing
the railroads to get his company’s car to market, citing trucking’s much faster
As reported by reports
Truckinginfo.com, the issue first arose in September, when Musk posted several
tweets outlining Tesla’s problems in moving product coast-to-coast. Not
surprisingly, word soon came that the company was also building its own car
carriers – although it’s not clear if they company was yet using its
all-electric Semi tractor in that project.
The move underscores a couple of keypoints, states trucking info: First, trucking is vastly important to thesuccess of companies today and absolutely cannot be the weak link in the supplychain. However, a capacity crunch is pushing more and more visionaries andtechnology gurus toward this industry, which is ripe for disruption.
The Ontario Trucking Association says
it is satisfied the Ford Government was tuning in to the trucking business as
it drafted its Made-in-Ontario Environment Plan.
In the arrangement, reported today by
Rod Phillips, Minister of Environment, Conservation and Parks, the Ontario
Government laid out chances to decrease outflows from the trucking segment
while expanding requirement on some in the business that endeavor to keep away
from consistence with natural gear guidelines and models.
A major plank of the new plan is the Ontario Carbon Trust, to
which the Ontario government will commit some $400 million over four
years, to work with the private sector on developing clean technologies to
Action plan items that specifically affect trucking are:
the emissions testing program for heavy-duty trucks and strengthening on-road
enforcement of emissions standards;
improvements to existing winter roads and replacing them where they are
deteriorating and enhancing all season road connections to Northern Ontario;
the adoption of low carbon fuel technologies, primarily in electric vehicles
but also the expansion of compressed natural gas (CNG) in the trucking sector;
with the private sector to remove barriers to expanding 24/7 CNG stations for
trucks along the 400 series highways;
to parallel the changes made at the Federal level regarding CCA rates, which
will allow investments in clean energy and conservation equipment more
“OTA looks forward to working with the Government of Ontario to
level the playing field for the majority of law-abiding carriers by developing
a green commercial vehicle enforcement action plan that targets a small segment
of our sector engaged in emission control tampering and speed governing
non-compliance,” says OTA chair David Carruth. “This plan will reduce red tape
in our sector, making Ontario’s trucking industry more competitive, while
ensuring the rules and regulations meant to eliminate pollution and harmful
emissions in the province are respected by everyone in our sector. Combining
this enforcement approach with the trucking industry’s pursuit and significant
current invest commitment in green technologies and fuels will further reduce
the Ontario trucking industry’s environmental footprint.”
The government stated today this plan will be reviewed every
four years and an advisory panel will oversee its implementation.
“OTA is looking forward to developing clear and achievable
action items outlined in the Made-in-Ontario Environmental Plan, many of which
were outlined by OTA in our recent Drive Clean
Review submission,” said OTA president Stephen Laskowski.
The Healthy Fleet 10 Pound Challenge
is back. Amid the long stretches of January and February, drivers, staff, and
officials from over the business will lock in to move in the direction of their
weight reduction objectives to contend in the 2019 10 Pound Challenge. The
initial 10 Pound Challenge in 2017 was one of Healthy Trucker’s best
difficulties since starting in 2014. Andrea
Morley, nutritionist and wellbeing mentor at the organization stated:
“We’ve seen amazing outcomes with this sort of weight reduction centered
test, with our last one counting more than 550 pounds lost in only two months,
and we’re hoping to outperform that this time.” The test is available to
all fleets and organizations associated with the trucking business, and any
people at those organizations are welcome to join. Andrea will lead the
gathering through their weight reduction venture by giving weight reduction
data, dispersing fantasies, and clearing disarray “We’ve seen incredible
results with this type of weight-loss focused challenge, with our last one
tallying over 550 pounds lost in just 8 weeks, and we’re looking to surpass
that this time.” “The wellness world is really loud right now, so many
companies are trying to promote a different diet or supplement that they claim
is the ‘best,’ but all they’ve done is created confusion and overwhelm for
those who want results. Forget about the paleo, keto, low-carb, no-carb,
2-shakes-a-day types of diets; this will be about eating enjoyable food,
helping the body to function its best, and losing weight as a result.”
Glenn Caldwell, v.p. of Sales for
Healthy Trucker and NAL Insurance included: We know that drivers want to
improve their health, but two of the biggest barriers to doing that seem to be
knowledge and accountability.” He continued, “They want to know what food they
should be choosing when they are in a truck stop halfway across the country,
what workouts they can do beside the truck, and they need somebody to keep them
motivated so they stick to it.” Any organization or individual in the trucking
business are welcome to participate for the free test, with all costs secured
by Healthy Trucker and NAL Insurance. In the event that you might want to get
your organization included, email email@example.com. To join as an individual,
go to www.healthytrucker.com.