Uniforms can protect drivers from dangers of extreme weather

Tractor-trailers heading down wet highway with lighting across a night sky.

In the transportation industry, it is common to read about the impact that extreme weather has on the freight market as a whole — from miles of truckers backed up due to heavy ice to truckers kept at bay by torrential rain from hurricanes.

One thing that was often overlooked until recent years is the effect of these conditions on the truck driver. We talk about a driver’s health from a diet and exercise perspective, but we gloss over the everyday conditions that a driver encounters, whether behind the wheel or on foot making a delivery.

But the impacts of poor weather conditions on drivers can range from minimal to detrimental in terms of both health and safety hazards.

Extreme heat, for example, can prove particularly dangerous. It is not uncommon for delivery trucks to lack climate control, resulting in rapidly climbing temperatures inside the trucks during the heat of the day. Just last summer, package truck drivers took to social media to showcase temperatures over 120 degrees in their cabs. Those temperatures are even higher in the backs of trucks due to a lack of ventilation.

While these vehicles make frequent stops, drop-offs often require drivers to lift heavy packages and carry them to consumers’ doorsteps or transport them to business delivery areas — which can involve multiple flights of stairs or similar physical effort — in the heat of the outdoors.

Weather-appropriate uniforms can be a game-changer when it comes to combating issues like extreme heat, creating a safer, more comfortable work environment for drivers and other transportation industry workers.

Red Kap, a leading uniform manufacturer for large teams, offers workwear designed for all kinds of extreme weather. That includes a line of tops and bottoms made for truck drivers that create extra mobility and breathability suited for the heat waves currently sweeping the nation.

“Uniforms provide added protection, but more than that, they instill a sense of personal safety and confidence that the individual feels when experiencing those types of situations,” said Brent Freeman, Red Kap’s marketing manager. “If I’m able to effectively do my job safely in a multitude of weather conditions, then I feel more confident and cared for by my employer, who has given me the tools to succeed.”

When employers put forth the effort to provide workers with weather-appropriate, high-quality garments for every season, it creates a sense of team camaraderie while making employees feel seen and valued.

With Red Kap’s offerings, companies can easily find the necessary gear to keep drivers safe and comfortable year-round. For example, Red Kap provides moisture-wicking, ventilating and lightweight clothing like the Pro Airflow Work Shirt, ideal for warmer conditions. Their Pro Shorts/Pants with MIMIX™  support comfortable movement, and they also have water-repellent wind-resistant and high-visibility jackets great for rain, snow and low-visibility environments.

In addition to providing protection from the weather, uniforms are a positive and effective way to support team image and company connection both internally and externally with customers, while also providing benefits to the individual employee.

This ultimately benefits employers in a couple of ways. For one, customers and industry partners are able to easily recognize their teams, making them more likely to form positive associations and remember excellent service. This leads to repeat business.

Additionally, attractive and functional uniforms boost employee confidence and morale, leading to stronger work ethics, happier workers and, ultimately, less turnover. In an industry characterized by high turnover rates, this benefit is key.

In order to provide optimal uniforms for their team members, companies should do their homework on potential providers to make sure their requirements will be met.

Red Kap is celebrating 100 years of experience delivering for ever-changing uniform needs. Its experts spend hours in the field working with teams and wearers to drive meaningful uniform solutions with innovative technologies such as OilBlok and MIMIX™ that revolutionize uniform performance.

“We have a dedicated team of expert uniform consultants, over 5,000 distributor partners, and both products and customer service that is unmatched in the industry,” Freeman said. “Our goal is to be your strategic uniform solution partner in order to make your job easier and your team happier.” 

Click here to learn more about Red Kap products

Federal regulators seek feedback on plan to collect train length data

The Federal Railroad Administration is seeking public input on its plan to ask the Class I railroads to submit monthly data on the lengths and weights of trains. 

FRA says the additional data collection is necessary so it has sufficient data available to study train lengths, especially after the agency issued a safety advisory in April telling the railroads to be mindful of the potential complexities associated with operating longer trains. Longer trains could result in more complex in-train forces, and FRA is conducting research to analyze what impact train length might have on rail safety.

The agency is accepting comments through Sept. 19.

“This data collection is necessary to allow objective findings to be made that can be used to either justify the status quo or to provide justification for further recommendations or agency action,” FRA said in a Friday notice in the Federal Register. “Of note, FRA is seeking to collect data on train length on an ongoing basis, as opposed to this being a one-time study.”

FRA is seeking to receive on a monthly basis data from the Class I railroads that includes the total number of trains operated, the total number of cars on those trains and the total trailing tonnage in specified train length categories. The categories might be trains less than or equal to 7,500 feet and trains longer than 7,500 feet.

The agency also plans to collect data that might provide insight on the potential operational complexities involved in running longer trains, such as the number of emergency events, the number of communication event losses, the number of broken knuckles, the number of air hose separations, the number of PTC enforcements and the number of locomotive engineer revocations, FRA said.

“FRA will use the collected data to establish an initial baseline for the length of trains operating within the U.S. rail system as well as to determine if train lengths are changing over time. FRA may also use the collected data in future analyses to better understand the impact of train length on safety (e.g., to determine whether trains of certain lengths are disproportionately involved in certain type of accidents/incidents or other undesired events such as loss of communications or train stalling),” FRA said.

The request for additional data comes amid an April safety advisory in which FRA noted that three significant incidents that occurred since 2022 involved trains that were hauling more than 200 cars and were more than 10,000 feet in length. The trains were also more than 17,000 trailing tons. In the safety advisory, FRA said it had recommended that the railroads review their operating rules and existing locomotive engineer certification programs to address operational complexities of train length, take appropriate action to prevent the loss of communications between end-of-train devices and mitigate the impacts of long trains on blocked crossings.

FRA also referenced in its public comments request that the U.S. Government Accountability Office issued a report in 2019 that found that freight train length increased in recent years. However, that report is based on limited data, FRA said. 

FRA also said it is continuing to work with the National Academies of Sciences, Engineering and Medicine to examine factors associated with the operation of freight trains longer than 7,500 feet, although that effort will also likely be based on limited data.

FRA’s request for more data also comes as state legislators in Nevada, Iowa and Washington introduced bills that would restrict freight train lengths this year. Further action on those bills is still pending.

FRA is charged to ask for public comments on its plans to collect additional information before the agency can submit its plans to the Office of Management and Budget, per federal law.

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WattEV opens public truck charging depot in Long Beach port

Nikola Tre batteryy-electric trucks at Watt EV chargers in Long Beach, California

Megawatt charging depots so far are behind-the-fence operations exclusive to the fleets that operate them. Truck-as-a-Service (TaaS) startup WattEV changes that when it opens its first charging-for-all installation at the Port of Long Beach.

“A lot of competitors have been talking about infrastructure, but we actually have equipment in the ground,” Salim Youssefzadeh, WattEV founder and CEO, told FreightWaves ahead of opening its first public changing depot Monday at the Port of Long Beach.

“We have other sites opening this year and then a number of other sites that we have under contract that we haven’t even announced that takes us all the way up to the Sacramento area.”

WattEV announced a site in Bakersfield, California, in late 2021. The operation is based on a pony express, in which an electric truck driver could bring a truck needing a charge to the WattEV facility and swap it for a fully charged truck to complete its route. The idea is simple. Specifics are more complicated.

“We can operate on a relay basis depending on the number of trucks that a TaaS customer has,” Youssefzadeh said. “For instance, if I have a route that goes from Long Beach to Hesperia and I have a charging station on that site, then I can do one truck there and one truck in LA and then just swap them as I keep going.”

Leveraging grant money

WattEV has acquired its first trucks, Nikola Tre battery electric models capable of up to 300 miles between charges. It has received more than $20 million in grants for the trucks and its infrastructure with more expected. A Series A fundraising round expected to close in June 2022 is delayed.

“We’ll make an announcement fairly soon on that,” Youssefzadeh said. “We have backing from both institutional as well as traditional VC investors.”

The company is awaiting delivery of 50 Volvo VNR Electric models it ordered with grants from the California Air Resources Board. Each of the trucks qualified for a $168,000 voucher through the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project.

WattEV has accomplished a lot given a lack of resources like competitors Forum Mobility, Voltera and TeraWatt have received. The startup had a coming out party at the 2022 Advanced Clean Transportation Expo in Long Beach when the port charging facility was announced.

First WattEV project up and running in 14 months

“Long Beach was actually the last of the four that we announced, but it was the first to go live,” Youssefzadeh said. “It’s really the persistence that we had coordinating the Port of Long Beach, Southern California Edison, as well as really managing the lead times on switchgear and all the other equipment.”

Long Beach had a few advantages that helped WattEV complete its project in just 14 months, practically unheard of speed in getting a large-scale facility completed. 

“It helps that power was already available in Long Beach,” Youssefzadeh said. “In some cases, that may not be true. There may be sites that you come upon that don’t have the power available right away or that need  to go through upgrades, which can take years.”

Those delays are a drag on heavy-duty electric truck deliveries. Fleets may want the trucks but they don’t want to let them sit while waiting for reliable charging. WattEV expects depots in Gardena, San Bernardino and Bakersfield to open in the late fourth quarter this year.

WattEV is opening Long Beach with 5 megawatts of charging, capable of simultaneous charging of 26 trucks at 180 kilowatts. The site eventually will have about 8 MW of power and stored energy to even out charging needs at peak times.

Nikola Tre models and WattEV chargers
Battery-electric Nikola Tre Class 8 trucks are domiciled at the new WattEV charging facility at the Port of Long Beach. (Photo: WattEV)

Behind-the-fence installations

Schneider opened a private charging facility in June at its South El Monte Operations Center, capable of charging 32 trucks at one time, It distributes 4.8 megawatts through four 1.2 MW power stations. Sixteen 350-kW dual-corded dispensers operate at 175 kW, achieving an 80% charge within 90 minutes.

NFI Industries is in the final stages of building a similar facility in Ontario that will allow the company to convert its entire drayage fleet to battery-electric power. Delays in getting switchgear has delayed the facility’s opening.

“The Schneiders and NFIs are building chargers behind the fence for their own fleets, but that isn’t to say that they won’t need to charge elsewhere, as well,” Youssefzadeh said. “They can only go so far with the return-to-base operation. Having public infrastructure is still needed to extend their range and extend the radius to where they’re traveling to.”

WattEV maps out multiple charging options

WattEV sees several ways of engaging customers that need charging.

“We’re actually seeing a new customer present itself now that we have actual sites operational,” Youssefzadeh said. “These are the type of customers that have bought trucks but don’t have places to charge. They’re asking if they could come in and domicile at our facilities and operate in an off-take agreement.”

WattEV also is operating a few trucks on its own and in a pilot with Uber Freight to see  whether zero-tailpipe-emission vehicles make sense for 3PLs.

“If you look at more of the middle-mile sector, we see the transition to electrification really starting at the shipper side where the shippers have sustainability goals or mandates that’s forcing them to transition,” Youssefzadeh said. “Then, they’re pushing more of the carriers to start adopting those.”

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Click for more FreightWaves articles by Alan Adler.

No strike at Yellow; Central States grants extension

a Yellow tractor with two YRC trailers at a terminal in Houston

Teamsters at less-than-truckload carrier Yellow Corp. will not be on strike Monday as previously planned. Central States Funds agreed Sunday to extend health care benefits for employees at YRC Freight and Holland.

Yellow (NASDAQ: YELL) now has 30 days to pay $50 million to catch up on its benefits payments. A statement from the Teamsters said it expects the company to make the payments within the next two weeks.

“The intense discussions between Teamsters leadership and Central States successfully convinced fund trustees to reverse their previous decision that health care benefits would end on July 23 if Yellow remained delinquent,” the statement read.

It appears Yellow and the Teamsters are headed back to the table.

The union’s negotiating committee will meet with Yellow representatives Sunday night in Washington, D.C. “to review the state of the company and the current contract.”

“As the Teamsters and Yellow sit down, the reversal by Central States will keep health care benefits paid and hardworking Teamsters on the job for the time being,” the release said.

In recent months, the two parties failed to reach an agreement over a proposed change of operations that the carrier said was the key to its survival. Through the process, Yellow has been losing market share as shippers and 3PLs steer freight away from the company concerned over its ability to keep its doors open.

The breaking point came last weekend when Yellow missed contractually required benefits payments to Central States Funds. The debt-heavy, cash-strapped company previously asked to defer the payments with interest, to no avail even though Central States had granted such requests in the past.

The company lost a hearing in a federal court on Friday, which would have barred the Teamsters from a work stoppage. Up until the last-minute extension on Sunday, Teamsters at YRC Freight and Holland were preparing to strike over the missed payments, which would have left them without health insurance.

No mention was made about missed contributions to the pension fund. Yellow’s participation in that fund was expected to be terminated on Sunday.

“Your Honor, the situation here for Yellow and the stakeholders is binary,” said Yellow’s attorney Marc Kasowitz in court on Friday. “If there’s a strike, the company is gone. If a strike is at least temporarily enjoined … then there’s some possibility for the company to survive.”

It’s still unclear where the company stands with contributions to its second- and third-largest funds. A July 13 letter from Yellow CEO Darren Hawkins to Teamsters General President Sean O’Brien said the company wouldn’t be able to make those upcoming payments either.

“Our members at YRC Freight and Holland cannot work without health care, and the Teamsters worked tirelessly to ensure an immediate strike at Yellow could be averted,” O’Brien said in the Sunday statement. “These discussions were not easy, but Central States has made meaningful movement under pressure from the union. We are seeking a real resolution, but let this solution today serve as a profound reminder that our members can only endure so many sacrifices.”

A request for comment from Yellow was not made by the time of this publication.

More FreightWaves articles by Todd Maiden

Borderlands: Mexico, Port Laredo remain on top for US trade

Borderlands is a weekly rundown of developments in the world of United States-Mexico cross-border trucking and trade. This week: Mexico, Port Laredo remain on top for US trade; WeFreight expands operations into Mexico; cross-border carrier acquires 140 Navistar tractors; and nearly 50 pounds of cocaine seized from cargo ship in Texas.

Mexico, Port Laredo remain on top for US trade

For the fourth straight month, Laredo, Texas, retained the No. 1 spot among the nation’s 450 international gateways for trade.

During May, Laredo recorded a 7.4% year-over-year (y/y) increase in total commerce to $28.1 billion, according to the latest U.S. Census Bureau data analyzed by WorldCity.

In addition, for the first time, Laredo was the leading U.S. trade gateway through the first quarter of the year, according to Ken Roberts, WorldCity’s founder and president. The first quarter refers to the period from January through March.

“The position had long been held by the Port of Los Angeles — until the first quarter of 2022 — [when] Chicago’s O’Hare International Airport took the top spot with a record-setting $83 billion in trade,” Roberts recently wrote in Forbes

Port Laredo’s trade through March 2023 rose 14.32% over its previous year total, to $77.96 billion.

During May, the Port of Los Angeles ranked No. 2 and reported $25.6 billion, while Chicago O’Hare ranked No. 3 at $24 billion.

Auto parts ($2.3 billion), passenger vehicles ($1.4 billion) and heavy-duty trucks ($1 billion) were the top three imports from Mexico to the U.S. through Laredo.

The top exports from the U.S. through Laredo were auto parts ($1.4 billion), gasoline ($387 million) and diesel engines ($277 million).

Mexico also continues to solidify its place as the top U.S. trading partner in 2023. In May, Mexico was the top U.S. trade partner at $68.7 billion, a 0.34% y/y increase. It’s the fifth time in the past six months that Mexico ranked No. 1.

In May, Canada ranked No. 2 at $67.6 billion in trade, while China ranked third, reporting $46.6 billion in trade.

Since the beginning of 2023, Mexico has been the top U.S. trading partner, reporting $328.11 billion in two-way trade from January through May.

Trade experts said Mexico’s emergence stems from a combination of factors, including strained U.S.-China trade relations and the growth of nearshoring south of the border.

“Mexico’s expanding manufacturing base has offered an alternative to producing in China,” according to research from Luis Torres, senior business economist in the San Antonio Branch of the Federal Reserve Bank of Dallas. “While data on recent nearshoring is thin and evidence of it is largely anecdotal, increased protectionism and related industrial policy are consistent with less global trade, more regional trade, and nearshoring and reshoring.”

Torres said the cross-border automotive industry has been a key driver of the growth in trade between Mexico and the U.S.

“The automotive industry is an especially active example of the cross-border manufacturing relationship,” Torres said. “A U.S. plant typically produces an intermediate good that is then exported to Mexico where it becomes part of the assembly process before a final good is then imported back into the U.S.”

WeFreight expands operations into Mexico

Freight forwarder WeFreight has opened an office in Mexico City aimed at increasing the company’s global footprint.

WeFreight’s entry into Mexico aligns with its vision to be part of logistics and trade in emerging markets, officials said.

“Mexico is a dynamic market with a growing economy, and we are delighted to be part of its logistics future,” Miguel Trejo, managing director of WeFreight Mexico, said in a news release

WeFreight, founded in 2019, is headquartered in Dubai, United Arab Emirates. The company has 35 locations in 14 countries and employs more than 200 people. WeFreight has U.S. branches in New Jersey and California.

Cross-border carrier acquires 140 Navistar tractors

Transportadora Egoba, a subsidiary of Mexico-based trucking and logistics company Traxion, recently added 140 LT model tractors from Navistar to its fleet.

The new tractors increase the company’s fleet to 1,040 units, in addition to 1,143 dry van trailers and 406 53-foot refrigerated trailers.

Queretaro, Mexico-based Transportadora Egoba was founded in 1973 and has nine terminals across the country. They provide national and international dry van, flatbed and refrigerated freight service through the U.S.-Mexico border crossings in Laredo and Pharr, Texas.  

Nearly 50 pounds of cocaine seized from cargo ship in Texas

U.S. Customs and Border Protection (CBP) recently seized more than 47 pounds of alleged cocaine from a vessel at Port Freeport in South Texas.

On July 14, CBP officers found 19 packages of the alleged drug in a cargo ship called the MV Taizhou Pioneer. The Malta-flagged vessel arrived at Freeport from Barranquilla, Colombia.

“The narcotics were discovered concealed under several layers of heavy steel rods in a vessel’s cargo hold,” Yolanda Choates, a CBP spokeswoman, said in a statement.

CBP did not provide a street value for the drugs. 

The alleged narcotics were seized and the ship was released to its next port of call in Altamira, Mexico. CPB did not indicate if anyone was arrested.

Watch: FreightWave’s WHAT THE TRUCK?!? discusses the fallout from Yellow Corp.’s court case in Kansas City.

Click for more FreightWaves articles by Noi Mahoney.

More articles by Noi Mahoney

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Cobb Island, Maryland Post Office 20625

Cobb Island Post Office

The Cobb Island, Maryland Post Office serves ZIP Code 20625. Photo by Jimmy Emerson, some rights reserved. Photo shared under the Creative Commons License.

Cobb Island Post Office
17009 Cobb Island Rd
Cobb Island, MD 20625

Location at Google Maps

LTL rates bounce as Yellow struggles with union

Chart of the Week: National Truckload Index Linehaul Only, Outbound Tender Volume Index – USA SONAR: LCWT1.USA, VCRPM1.USA

Less-than-truckload rates reversed course in June after trending lower this spring, according to FreightWaves’ transportation invoice database. The move comes as the nation’s third-largest LTL provider struggles with coming to an agreement with the Teamsters over operational restructuring and the upcoming labor contract. 

The directional shift comes as truckload contract rates continue what has largely been a 12-month decline with no signs of hitting a floor. While it is not clear how much influence the recent Yellow struggles have had on the LTL rate swing, it is a trend worth noting nonetheless. 

LTL rates have been increasingly volatile since last fall. This pattern existed in late 2019 as the trucking market was softening. This is due to the fact that rates become more polarized when the market softens as less efficient carriers get more aggressive while stronger operators will maintain rates thanks to better service levels. 

LTL rates typically take approximately six to 12 months to respond to the truckload market. The sector is far less fragmented (competitive) than its truckload counterpart and therefore the carriers have more pricing discipline and negotiating leverage, especially on a national level. 

Pulling the LTL versus dry van truckload contract rate chart out to a five-year view, the second half of 2019 became increasingly erratic before moderating and starting to trend lower in 2020. Something similar has occurred over the past year, but on a larger scale thanks to the gravity of the pandemic era. 

The recent uptick in LTL rates is difficult to tie directly to Yellow because of the volatility of the index and lack of sufficient amount of time to measure. That being said, the index did jump ~20% in the second half of June, right after the Teamsters union announced Yellow was running out of money. This is also a clear divergence in what was a 60-day downward trend. 

It has been widely reported that companies are diverting their business away from Yellow to avoid the risk of losing their freight and avoiding service disruptions. Yellow reported a 16% drop in tonnage in April and May, indicating it was already losing business and potentially market share as it was the largest drop of the companies that report on these figures. 

With Yellow’s future in question, it puts upward pressure on rates as other carriers may not view this business as permanent or something they can handle regularly. Therefore they will not be as aggressive on offering pricing, at least in the near term. Yellow’s customers’ shipments will fall under a more broad (and elevated) pricing umbrella until there is a more definitive agreement put in place with consistency around volumes. 

In the longer run, if Yellow does exit the market, it will also put upward pressure on rates though potentially more muted than they would have been had this occurred a year ago. Yellow has had to drop rates to win business for years as a low-efficiency carrier — the reason it has been pushing for restructuring. 

This puts Yellow as a low-cost provider in the industry and if it shuts down, rates will naturally take a step up.   

The service disruptions will get ironed out as there is plenty of capacity in the market — probably taking a few months for the dust to settle — but LTL rates will get propped up if the sector loses a top three provider. 

About the Chart of the Week

The FreightWaves Chart of the Week is a chart selection from SONAR that provides an interesting data point to describe the state of the freight markets. A chart is chosen from thousands of potential charts on SONAR to help participants visualize the freight market in real time. Each week a Market Expert will post a chart, along with commentary, live on the front page. After that, the Chart of the Week will be archived on FreightWaves.com for future reference.

SONAR aggregates data from hundreds of sources, presenting the data in charts and maps and providing commentary on what freight market experts want to know about the industry in real time.

The FreightWaves data science and product teams are releasing new datasets each week and enhancing the client experience.

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Teamsters rally in Atlanta ahead of UPS negotiations

Teamsters President Sean O’ Brien lashed out Saturday at critics who say the union’s hard line in contract negotiations with UPS Inc. will push the economy into a recession, saying the burden of keeping the country out of a downturn falls on UPS, not the Teamsters.

At a raucous, ear-splitting rally in UPS’ hometown of Atlanta, O’Brien acknowledged concerns that a strike against UPS (NYSE: UPS), which delivers the equivalent of 7% of the U.S.’ gross domestic product per day, could be devastating to the economy. “But that’s on UPS, not us.”

By not agreeing to a fair contract with the Teamsters, “UPS is going to throw this country into recession,” O’Brien said.

O’Brien also acknowledged that the two sides are very close to an agreement. “We are at the 5-yard line,” he said, adding that we “have one more round to go.”

Bargaining resumes Tuesday in Washington after a 20-day hiatus. Talks stalled July 5 after UPS, according to the Teamsters, failed to meet the union’s demands on wage and benefit increases for part-time workers. 

The current five-year contract expires July 31. The Teamsters have threatened to strike Aug. 1 if a tentative contract is not agreed to by its negotiating committee by July 31. It is expected to take about three weeks for the 340,000 rank-and-file members to review and either ratify or reject the tentative agreement.

Read more: 5 things to know with the UPS-Teamsters clock ticking