The American Trucking Associations announced Tuesday, Oct. 26, that its advance seasonally adjusted For-Hire Truck Tonnage Index increased 1.7 percent in September after falling a revised 2.8 percent in August. The latest gain put the adjusted index at 108.7 in September from 106.9 in August. The nonadjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 112.4 in September, down 0.9 percent from the previous month.

Compared with September 2009, adjusted tonnage climbed 5.1 percent, which was well above August’s 2.9 percent year-over-year gain. Year-to-date, tonnage is up 6.1 percent compared with the same period in 2009. ATA Chief Economist Bob Costello says that truck tonnage over the last few months fits with an economy that is growing very slowly.

“While I am glad to report that tonnage grew in September, the fact remains that truck freight volumes leveled off over the summer and early autumn,” Costello says. “This is a reflection of an economy that is barely growing.” Costello noted again this month that the trucking industry is significantly smaller than it was prior to the recession, but as a result, it is better equipped to deal with slower-than-normal tonnage growth.

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.

The National Highway Traffic Safety Administration and the Environmental Protection Agency on Oct. 25 proposed the first-ever national fuel economy and greenhouse gas reduction (GHG) reduction standards on medium- and heavy-duty trucks and buses.

President Obama ordered the new standards in May, calling on them to be finalized by late July 2011. Last week, the American Trucking Associations backed the concept of national fuel economy standards as alternative to steps that would achieve reductions in greenhouse gases by forcing sharp increases in fuel economy standards.

The proposal, which would cover model years 2014 through 2018, sets out standards for three categories of trucks: combination tractors; heavy-duty pickups and vans; and vocational vehicles. The agencies said those categories were established to address specific challenges for manufacturers in each area.

For combination tractors, the agencies propose engine and vehicle standards that begin in the 2014 model year and achieve up to a 20 percent reduction in carbon dioxide (CO2) emissions and fuel consumption by 2018 model year.

Within the category of combination tractors, EPA and NHTSA are proposing differentiated GHG emissions and fuel economy standards for nine subcategories based on weight class, cab type and roof height. So there are separate standards for Class 7 day cabs, Class 8 day cabs and Class 8 sleeper caps in each of the following configurations: Low roof, mid roof and high roof.

For heavy-duty pickup trucks and vans, the agencies propose separate gasoline and diesel truck standards, which phase in starting in the 2014 model year and achieve up to a 10 percent reduction for gasoline vehicles and 15 percent reduction for diesel vehicles by 2018 model year (12 and 17 percent respectively if accounting for air conditioning leakage). Those standards vary based on a “work factor” that depends on a vehicle’s payload, towing capabilities and whether or not it is 4-wheel drive.

For vocational vehicles — everything between the other two extremes — the agencies are proposing engine and vehicle standards starting in the 2014 model year that would achieve up to a 10 percent reduction in fuel consumption and CO2 emissions by 2018 model year. The vocational standards vary by weight class: Light heavy (Class 3-5), Medium Heavy (Class 6-7) and Heavy Heavy (Class 8).

Trailers are not included in the proposal “due to the first-ever nature of this proposal and the agencies’ limited experience working in a compliance context with the trailer manufacturing industry,” NHTSA and EPA said in a fact sheet. The agencies are, however, solicting comments on controlling fuel consumption and GHG emissions through trailers to prepare the foundation for a future rulemaking.

The agencies estmate that all the proposed changes together could save approximately 500 million barrels of oil over the life of vehicles sold during the 2014 to 2018 period and provide truck owners $35 billion in net benefits. A complete 391-page regulatory impact analysis is available on NHTSA’s website.

Comments on the proposal will be due 60 days from its publication in the Federal Register. A copy of the proposals, along with comments, will be available at www.regulations.gov by searching EPA Docket No. EPA-HQ-OAR-2010-0162 or NHTSA Docket No. NHTSA-2010-0079. The agencies also plan to hold public hearings in Chicago on Nov. 15 and in Boston on Nov. 18.

After jumping 12.2 cents in three weeks, the national average diese price dipped six-tenths of a cent during the week ended Oct. 25, according to the U.S. Department of Energy’s Energy Information Administration. Nationwide, the average price is now $3.067, which is 26.6 cents higher than in the same week last year.

Prices declined on average in all but two regions — Gulf Coast and Rocky Mountain. The largest drop was 1.5 cents in the Midwest. The Rocky Mountain region experienced the highest increase at 1.6 cents. Prices were highest in the West Coast region (excluding California) at $3.243 and lowest in the Gulf Coast at $2.985. The Gulf Coast is the only region in the nation where the average price of diesel is below $3.

Complete diesel price information for the week ended Oct. 25 is available on the EIA’s website.

Sixty-eight representatives from small, medium and large for-hire, private and government fleets operating a total of 45,000 Class 8 and 12,000 medium-duty power units responded to the 2010 study questionnaire. In addition to planned equipment demand for next year, the respondents also answered questions about their equipment brand and 2010 emission engine technology preferences, new specifications, maintenance sourcing and their overall view of industry manufacturers.

CKCVR regularly polls its fleet advisory panel about equipment purchasing, technology choices, fleet operating environment, maintenance practices and current industry issues. 

Power Train Service has announced the acquisition of Truckers 24 Hr. Road Service, one of Indianapolis’ largest truck and trailer repair service providers. Following the close, Truckers 24 Hr. Road Service now operates as a wholly owned subsidiary of Power Train Companies. Truckers 24 Hr. will continue 24/7 operations.

“Power Train is strongly focused on offering our customer the quality parts and valuable services they need on a daily basis. By teaming up with the Truckers 24 Hr. experts, we are now able to take our top-quality parts directly to our customers and offer installation services at their (customers) location or ours. By providing 24/7 roadside emergency services, we will be able to offer even more time-saving and cost-saving benefits to our customers,” says Lyle Bass, owner, Power Train Service.

Wix announces its Ecolast oil filter that is says can reduce oil drain intervals. The filter’s cellulose/polyester media is impregnated with magnesium oxide to reduce acids and maintain TBN.

According to Wix, by maintaing TBN levels the additive package in the oil is kept fresh and oil drain intervals can be extended.

The filter, currently in limited production, has seen two million test miles. It can be used for EGR or SCR engines with CJ4 oils. When switching to Ecolast filters, an oil analysis is needed to determine the new optimum oil drain interval.

To better meet the needs of its commercial aftermarket customers, Polk has incorporated new resources and additional functionality to its Commercial Aftermarket Parts Demand Modules. The modules previously included demand forecasting for filters, brake components, lubricants and tires and are focused on the commercial vehicle (GVW 3-8) aftermarket. The enhanced modules now include capability for customers to see potential demand for a wide variety of engine parts and serve as a resource for the light-, medium- and heavy-duty commercial vehicle aftermarket.

The online modules help aftermarket suppliers and commercial truck dealers enhance efficiency and identify business opportunities. They are updated quarterly and allow users to segment information based on a number of factors, including manufacturer, geography, customer, age of vehicle, vehicle part and other criteria most relevant for their business. Since the modules are available online, a single subscription allows for timely access by a company’s entire team.

“With the vehicle population aging, there is increasing demand for aftermarket replacement parts in both the commercial and light vehicle sectors,” says Mark Seng, vice president, sales and client services for Polk’s aftermarket and commercial vehicle business. “This new functionality of our Parts Demand Modules provides customers with strategic information to help them with business planning, market sizing and maximizing opportunities for business growth.”

Vehicle Inspection Systems announces the release of new, Version 3.0 software for its VIS-Polish automated wheel-polishing machine. The new software upgrade, fully compatible with all existing VIS-Polish machines, includes new Sectional Sanding programming. With Version 3.0 software, VIS-Polish is said to allow users to accurately apply sanding to those areas on a wheel which need refurbishing. This speeds cycle times and provides a better finish by concentrating on areas with scratches and pitting, according to the manufacturer. A second benefit is longer sanding wheel life, saving consumables as well as time.

VIS-Polish is a way to add shine to aluminum vehicle rims. Designed especially for heavy-duty truck and buses, VIS-Polish is said to be faster than manual polishing and provides a long-lasting finish. For shops, it can increase service margins while reducing labor costs plus it contains the polishing operation in an enclosed unit.

Alliance Parts now offers the largest selection of aftermarket bumpers. New Alliance bumper options include chrome, painted steel and stainless steel for a dozen major truck makes and more than 130 truck models.

 Alliance offers a bumper configuration tool on its Web site, allowing users to select the shape, size and cutouts that best meet their needs. With a couple of clicks, visitors can create a bumper design that perfectly complements their truck. Once the design is complete, they can print it out for order at any including Freightliner, Sterling or Western Star dealer.
Dan Haggerty, director of Parts and Service Marketing for Daimler Trucks North America LLC, points out that a new Alliance bumper is an affordable option for fixing a small dent or simply shining up a truck for the next big show.

Caterpillar Inc. will unveil the first model in its full line of Cat Vocational Trucks, the Cat CT660, at CONEXPO on March 22, 2011. The Class 8 trucks will be sold and serviced exclusively through the Cat North American Dealer network, with production beginning after the show for customer delivery later in the year.

The trucks will offer custom solutions for a large variety of job applications—from moving rock and hauling trash to logging and pouring concrete.

Before Caterpillar engineers started designing, the company asked vocational truck owners and drivers what they wanted and needed from their trucks. “Our design and manufacturing has been focused squarely on making the customer input we gathered a reality,” says George Taylor, director and general manager of the Cat Global On Highway Department.

Taylor adds, “We coupled customer input with our knowledge learned from years of experience working closely with different industries to meet their heavy equipment needs to identify the ideal standard options for various industry applications. As a result, we’re proud we will deliver a line of vocational trucks that our customers want, knowing they are built for a wide variety of jobs.”

Caterpillar will offer the heavy-duty Cat vocational day cab trucks with a full range of engine ratings and torque capability options. The specs are designed for customers’ demanding applications and include a Cat CT11 engine with ratings from 330bhp to 390 bhp, a Cat CT13 with ratings from 410 bhp to 475 bhp and, coming in 2012, a Cat CT15 with ratings from 435 bhp to 550 bhp.

The Cat CX31 torque converter style automatic transmission, with three standard locations for Rear Power Take Off drive positions, will be an option for the new line of trucks. Caterpillar also offers a complete line of other OEM vocational transmission options, including Eaton manual and automated manual transmissions.

“Over the years, Caterpillar and our dealers have provided unsurpassed product support to our customers who operate our truck engines. We will continue to support the 1.6 million truck engines in operation today and leverage this support with our new vocational trucks,” says Product Support Manager Tom Eberlin.

Strategy/Dealer Development Manager Ed Cullen has been working with Cat dealers as they’ve been gearing up to support the new trucks with bumper-to-bumper service. Cullen also has been communicating truck options and features and benefits to dealerships, so they are said to be well prepared to consult with customers during the sales process.