I had a class in college that required me to research communications. Communication was a lot simpler then: no internet, no email, no cell phones, no laptop computers. Post-it boards actually used physical paper notes secured with thumbtacks. There was no such thing as PowerPoint, no Gmail, no X (formerly known as Twitter). Yes, the Dark Ages.
In the world of fleet management, the challenges associated with overseeing large fleets have never been more apparent.
Hundreds of vehicles spread hundreds of miles away and hundreds of drivers to coordinate with — it can be a lot. As the fleet size grows, the task of effectively tracking assets and leveraging data becomes increasingly complex. Businesses with large fleet operations can use fleet management software (FMS) and other fleet technologies to better communicate and collect and analyze fleet data in real time for actionable operational insights.
If there's anything worse than wasted opportunity, it's wasted potential. Misfortune is compounded when considering how difficult it can be to find and keep good drivers and how expensive and fraught with the unknown replacing them can be.
When folks speak about fuel economy, quoting IFTA, pen-to-paper, dash readouts and daily vs. 30-day, do we really understand what the data is reporting? These are all different, and rarely will they either be the same or even accurate. Let’s first review what each of these values mean by looking at how they’re calculated and how to ensure accuracy.
FMCSA awards grants for improving CDL licensing process
The Federal Motor Carrier Safety Administration on Sept. 14 announced it will award approximately $48 million in grant funding to increase commercial driver’s license driver training opportunities and continue to improve the process to obtain a CDL.
Smartphones, with the exception of the iPhone with its unique brand equity, have become largely commoditized.
Webster defines a commodity as “a good or service that is widely available, interchangeable and undifferentiated in terms of attributes or quality.”
Something important happened during the COVID pandemic that was very important for the trucking industry: the American public came to the realization that toilet paper doesn’t come from the store. It has to be brought to the store by a truck. No matter how many times we have said it in the past, there was a disconnect.
Battery-electric vehicles (BEVs) and other alternative fuel trucks are still relatively new to the transportation industry but are growing exponentially. In Q1 of this year, they were up 25% compared to the same period in 2022.
Some experts estimate these vehicles will account for up to 15% of the market by 2030. That is about 605,000 new electric Class 8 trucks on the road in under seven years.
The dynamic evolution of the transportation landscape necessitates forward-looking regulatory adaptations that seem very doable in today’s climate of economics.
The ongoing debate surrounding the augmentation of Gross Vehicle Weight (GVW) from 80,000 pounds to 96,000 pounds through incorporating a third axle is a crucial issue at the crossroads of technology, sustainability and safety.
We seem to have a fascination with speculating on the weight of trucks, which is surprising considering the actual weight of trucks is readily available.
Data for each truck and trailer is easy to determine by using the ubiquitous CAT Scales at many truck stops. Roadside weigh stations (those that are still staffed) weigh trucks for compliance and the number shows up for the driver.