The National Highway Traffic Safety Administration issued a long-awaited regulation to tighten the stopping distance standards on heavy-duty tractors. The new standard generally requires that a tractor traveling at 60 miles per hour come to a complete stop within 250 feet when loaded to their gross vehicle weight rating (GVWR). The old standard required a complete stop within 355 feet.

For a small number of very heavy severe-service tractors, the stopping distance requirement will be 310 feet under these same conditions. And the final rule requires that all heavy truck tractors must stop within 235 feet when loaded to their “lightly loaded vehicle weight.”

Three-axle tractors with GVWRs of 59,600 pounds or less must meet the reduced stopping distance requirements by Aug. 1, 2011. Two-axle tractors and tractors with GVWRs above 59,600 pounds must meet requirements by Aug. 1, 2013. The requirements apply only to newly built tractors as of those dates.

Manufacturers can use any of several options to meet the requirement, including installation of enhanced drum brakes, air disc brakes or hybrid disc/drum systems, NHTSA said. The agency noted that a number of vehicles in the commercial fleet already use such braking systems and, therefore, already meet the requirements of the amended standard.

NHTSA estimates that the new braking requirement will save 227 lives annually and prevent 300 serious injuries. The agency also estimates that it will reduce property damage costs by more than $169 million a year.

The national average retail price of a gallon of diesel increased for the first time in four weeks, climbing 3.2 cents to $2.528 for the week ending Monday, July 27. The price is still $2.075 less than the same week last year, according to the U.S. Department of Energy. Before this week, the price had fallen 12.0 cents since June 22.

All regions tracked by DOE saw price increases except one, the Rocky Mountains, where week-over-week prices fell 1.9 cents to $2.540.

The largest increase by region, 5.0 cents, was found on the Gulf Coast, where week-over-week prices climbed to $2.493, still the nation’s least expensive diesel by region. The smallest increase by region, 1.3 cents, was found in both New England, where week-over-week prices climbed to $2.613; and the Central Atlantic, where week-over-week prices climbed to $2.643, the nation’s most expensive diesel by region.

California, which DOE tracks separately for its weekly update, saw a price increase of 1.7 cents to $2.720; still, that price is $2.149 cheaper than last year.

Prices for International trucks equipped with MaxxForce 11 and 13 big bore, advanced exhaust gas recirculation (EGR) diesel engines will increase $8,000 with next year’s emissions-mandated change, while prices for trucks equipped with the MaxxForce 7, DT, 9 and 10 will increase $6,000, Navistar announced this week. Increases will come in the form of a non-discountable surcharge applied to each vehicle’s base price.

“Meeting stricter EPA emissions levels in 2010, unfortunately, comes with a higher price,” said Jack Allen, president, Navistar North American Truck Group. “Though we have given our best effort to minimize costs related to the robust design and development of 2010 MaxxForce engines to ensure pricing is manageable for our customers, prices will increase commensurate with our technology path and our effort to remain competitive in the marketplace.”

Navistar said its MaxxForce advanced EGR engines feature advancements in fuel injection, improved air intake management, improved electronic calibration and proprietary combustion technology.

While not all of Navistar’s competitors in the Class 8 segment have announced pricing yet for their own trucks equipped with selective catalytic reduction (SCR), those that have been announced have been in the range of $9,600 to $10,000. Navistar also argues that the acquisition cost with its advanced EGR solution is the only additional cost that customers will incur as opposed to the diesel exhaust fluid and additional maintenance and weight required with competitors’ SCR solutions.

In a conference call with industry journalists on July 28, Allen responded to competitors’ claims of superior fuel economy, saying those claims are based solely on a Class 8 on-highway truck operating in optimal conditions. “Our competitors are focusing on Class 8 highway almost exclusively in developing their solutions and expressing the adequacy of their findings,” added Jim Hebe, senior vice president of the North American sales operation. In some vocational medium-duty vehicles, there will be improvements in fuel economy, Allen said, adding that fuel economy of the engine itself is only 35 to 40 percent of the total solution.

Allen also responded to some claims that advanced EGR would increase underhood temperatures and reduce engine durability and reliability. On the contrary, Navistar will be using a two-stage EGR cooler that will produce cooler air than the current engine, he said.

The American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index fell 2.4 percent in June. In May, SA tonnage jumped 3.2 percent. June’s decrease, which lowered the SA index to 99.8 (2000=100), wasn’t large enough to completely offset the robust gain in the previous month. The not seasonally adjusted (NSA) index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 107.3 in June, up 5.2 percent from May.

Compared with June 2008, tonnage fell 13.6 percent, which surpassed May’s 11 percent year-over-year drop. June’s contraction was the largest year-over-year decrease of the current cycle, exceeding the 13.2 percent drop in April. ATA Chief Economist Bob Costello said truck tonnage is likely to be choppy in the months ahead.

“While I am hopeful that the worst is behind us, I just don’t see anything on the economic horizon that suggests freight tonnage is about to rise significantly or consistently,” Costello said. “The consumer is still facing too many headwinds, including employment losses, tight credit and falling home values, to name a few, that will make it very difficult for household spending to jump in the near term.”

Costello also noted that inventories, relative to sales, are still too high in much of the supply chain, especially in the manufacturing and wholesale industries. “As a result, this is likely to be the first time in memory that truck tonnage doesn’t lead the macroeconomy out of a recession,” he said. “Today, many new product orders can be fulfilled with current inventories, not new production, thus suppressing truck tonnage.”

ATA calculates the tonnage index based on surveys from its membership. The report includes month-to-month and year-over-year results, relevant economic comparisons and key financial indicators. The baseline year is 2000.

ArvinMeritor announced this week that its portfolio of Meritor Q Plus drum brakes will enable North American truck operators to meet the recently issued U.S. government mandate for shortened stopping distance requirements.

The company said it has worked for more than three years to prepare the Q Plus product in anticipation of the National Highway Traffic Safety Administration’s ruling, and that the Q Plus drum brake is currently undergoing the final phases of implementation testing to meet the new requirement.

According to NHTSA, the new standard requires a typical tractor-trailer traveling at 60 miles per hour come to a complete stop in 30 percent less distance (250 feet versus the existing standard of 355 feet). The new rule applies only to new truck tractors, and does not include single-unit trucks, trailers and buses. The new rule will be phased in over the next four years beginning with 2012 models.

“It’s a real benefit that truck operators are able to meet their stopping needs and the new federal stopping distance requirements without having to make significant changes to their drum brake specifications or service practices,” said Joe Plomin, vice president, Truck, for ArvinMeritor. “We have the technology and products, and we are ready to support our customers. We have been working closely with vehicle manufacturers and fleets on field tests. Our time-proven and optimized drum brakes will meet the full compliance timeline, and we will continue to work with our OEM customers to make this new regulation transition seamless.”

Furthering its commitment to provide environmentally conscious, alternatively fueled vehicles to the commercial walk-in van market, Freightliner Custom Chassis Corp. (FCCC) launched a new program to retrofit older walk-in vans with new hybrid-electric systems.

FCCC – which said it began the retrofit program in November 2008 and has retrofitted almost 100 MT-45 walk-in van chassis – expressed that retrofitting is less expensive than purchasing brand new vehicles for companies interested in implementing hybrid-electric technology into their operations, thereby lowering emissions, increasing fuel economy and reducing their carbon footprint.

The retrofit program involves removing old powertrain equipment, including engines, transmissions, fuel tanks, air intake system, cooling system and driveshafts, and replacing them with a 2007 Cummins ISB 200 hp engine and Eaton hybrid-electric system. The program also transcends multiple emission levels and brings units up to the 2007 U.S. Environmental Protection Agency certification level with the addition of the hybrid-electric system.

“Rather than buying a new body and new chassis, FCCC is retrofitting older, traditional diesel-powered MT-45 walk-in van chassis with a new hybrid-electric system, allowing for a significant cost savings,” said Jonathan Randall, director of sales and marketing for FCCC, based in Gaffney, S.C. “We came up with a way to utilize hybrid-electric technology on older units that did not have EPA ’07 engines and provide an innovative and successful solution.”

FCCC said it also is completing the introduction of the EPA 2010 emissions certification with the addition of the hybrid-electric system and will be positioned to offer this configuration on Jan. 1, 2010. The purchase of a hybrid-electric MT-45 chassis, which is EPA-certified in all 50 states, enables customers to be eligible for federal tax credits. For more information, go to www.irs.gov.

Snap-on Tools recently added a news section to its website at http://news.snapon.com, where visitors to the site can stay up-to-date on the latest company happenings. In addition to new product announcements, visitors to the site can follow the No Compromise Tour and Snap-on’s motorsports involvement, as well as read technical references, Tool of the Month features and franchise information. There is also a section dedicated to Snap-on Diagnostics.

“The news section on the Snap-on website allows us to communicate with our different audiences at once, including Snap-on enthusiasts, professional automotive technicians, race fans, franchise owners and others,” said Alicia Smales, vice president of marketing for Snap-on Tools, based in Kenosha, Wis. “We now have the ability to continuously connect with them, as the news section changes frequently. It’s an added, valuable source of information about Snap-on Tools for everyone who visits our website.”

ARI-Hetra recently launched the AH-80330 High-Capacity Wireless Wheel Dolly, which features a battery-operated hydraulic lifting mechanism with a 2,000-pound lifting capacity for tires up to 53 inches in diameter.

The product comes standard with a “Quick Charge” battery charger. Heavy-duty lift arms with rollers allow rotation of wheels for easy alignment with the bolt pattern. The platform arms are adjustable corner-to-corner and tilt up and down.

Northwood University announced it has a variety of scholarships available for aftermarket professionals and qualified family members for undergraduate and graduate degrees beginning this fall semester.

“We have expanded access to a truly world-class, industry-tailored education to virtually any qualified candidate with an interest in the motor vehicle aftermarket,” said Dr. Timothy Nash, Northwood University vice president for strategic and corporate alliances. “There are many families represented in our industry who looking for ways to prepare their sons and daughters for business success. A Northwood education is the ideal way to prepare the aftermarket’s next generation of leaders.”

The University’s expanded scholarship program is available to any qualified aftermarket professional with need who wants to begin or complete a Bachelor’s Degree (BBA) in Automotive Aftermarket Management or enter the Aftermarket Executive MBA program offered by Northwood’s DeVos Graduate School of Management.

Full-time students can pursue their BBA through any of the university’s three campuses: Midland, Mich.; West Palm Beach., Fla.; or Cedar Hill, Texas. Northwood also offers online degree options.

For additional information regarding Northwood University and the remaining scholarships, visit www.northwood.edu or call 800-457-7878.

Amid increasing signs that recovery in the freight markets will be slow, FTR Associates has reduced its projection for 2010 North American production of Class 8 trucks by 12 percent. The reduction comes even as the market continues to stabilize and the outlook for 2009 remains unchanged.

“It will take a substantial improvement in freight demand to soak up the current significant fleet equipment surplus,” said Eric Starks, FTR president. “At the moment, demand for truck freight transport is still declining and is projected to bottom out in the fourth quarter. In our view, improvement sufficient to drive new equipment purchases will not occur until 2011.”

This information is contained in the July Flash Report, distributed to subscribers as part of FTR’s North American Commercial Truck & Trailer Outlook service. Contact Helen Lile at hlile@ftrassociates.net or 888-988-1699, ext. 45 for more details.

FTR Associates’s U.S. Freight Model collects and analyzes all data likely to impact freight movement and is based on specific characteristics for more than 200 commodity groups. The Nashville, Ind.-based company’s forecast reports cover trucking and rail transportation and include demand analysis for commercial vehicle as well as railcar. Specially designed reports are offered to participants in both industries to cover specific needs. For more information, go to www.ftrassociates.net.