Mack Trucks and Volvo Trucks North America recently introduced a new cross-reference portion feature for their select portion online stores. Select Part Store is an e-commerce platform that offers consumers the opportunity to visit a portion desk with the convenience of ordering online.
“Mack Select Part Store now offers the industry’s first cross-reference tool to be incorporated into an e-commerce platform, and Continues Mack’s culture of innovation to constantly satisfy the ever-changing desires of our consumers,” said Chad Johnson, Director of After-Sales Marketing for Mack Trucks. “Mack Select Part Store has grown through an average of 60% in volume per year since the platform’s launch in 2010, and we’ve maintained the top bar to give our consumers the buying power of the portions they ask for and deserve.”
The new cross-reference feature is incorporated directly into the portion inventories of Mack Trucks dealers through the Mack Select portion store. The Internet tool automatically updates the number of portions that have been replaced or replaced and immediately alerts consumers if they have changed the number of a room they are for, preventing them from having spare portions.
The new cross-reference feature is built into Volvo Trucks dealer portion inventories in real time in the Select Part Store. The tool uses a patented database to supply Volvo Trucks component numbers equivalent to any user-sought-after heavy truck component. The tool is designed to automatically update portion numbers that have been replaced or those that have been replaced by other manufacturers. Users get a notification if a component number has been replaced recently and without delay getting a replacement number.
“Before the emergence of the new cross-reference tool, users had to conduct independent and extensive searches of equivalent portions and also updates to portion numbers that had recently changed,” said Chris Buss, Volvo’s head of after-sales marketing. “This new feature will particularly lessen the difficulty of locating room numbers and further improve select Part Store’s ease of use for purchasing portions online.”
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California is pushing to reduce transportation emissions through the Advanced Clean Truck Regulations. However, zero-emission vehicles, which are more expensive than diesel and gas trucks, do not have the infrastructure.
Transportation is the largest contributor to air pollutants and carbon emissions in California, according to the California Air Resources Board (CARB). As the government moves forward to meet its Zero Emission Vehicle (ZEV) objectives, the biggest challenge will be to achieve the widespread adoption of ZEV technologies in all vehicle categories, as well as to put into effect the infrastructure needed to keep those cars in order.
In San Diego and across the state, significant progress has been made in the Soft Electric Vehicle (EV) space, with more than 700,000 soft electric and passenger cars sold nationwide. But when it comes to deploying VSA for medium and heavy loads, the state has a long way to go, said Kevin Wood, coalition coordinator for San Diego’s blank regional cities. Across the state, around 2,000 heavy-duty and medium-duty ERUs have been deployed to date, Wood said at a webinar on complex blank technologies on July 29.
“The progress we’ve made in soft cars is a wonderful thing to reduce greenhouse fuel emissions, and we have a lot more to do in the soft vehicle area to make sure those cars deploy as much as possible,” Wood said. “But when we take a look at the emissions of NOx, one of the major pollutants affecting public health, medium- and heavy cars, even though they make up only a small part of cars on the road, account for more than a portion of our smog emissions. in the region.”
The air quality criteria of the federal air quality law require 30% relief in NOx emissions through 2026 and 40% through 2032. CARB is pushing for those emission discounts in its new Advanced Clean Trucks (ACT) regulations.
“Fleets have already taken this direction with the regulation of trucks and buses that has changed almost all the old diesel trucks to diesel engines in more recent years of style,” Wood explained. “But the switch to a cleaner diesel vehicle did require a whole new set of infrastructure, as we see with medium- and heavy-duty zero-emissions.”
In a webinar on the California ACT, Cristiano Fa’anha, director of CALSTART, explained that for the next five years, the purpose is to make cars with zero-emissions advertising competitive. In addition, until 2040, the purpose is for zero-emissions generation to dominate advertising vehicle sales.
ACT follows a strategy in which zero emissions generation will be followed in waves. Considerations of the first wave carry buses due to their predictable routes and their ability to recharge at night, followed by the delivery segment and medium-load cars, heavy regional cargo cars and ending with long-distance heavy trucks.
“ACT continued in the context of expanding the availability of models for zero-emission advertising vehicles,” explained fa’anha. “Trucks and advertising buses are about to see a significant increase in the U.S. And Canada. The number of zero-emission models available is on track to build up to almost 80% until the end of this year compared to last year We expect it to double until 2023. »
Sydney Vergis, CARB’s assistant division chief for the mobile source division, reiterated that transportation is the largest contributor to air pollutants and carbon emissions in the state. CARB sees zero-emission trucks and vehicles—both battery-electric and hydrogen—in the passenger, medium- and heavy-duty space as the solution to public and economic health, she added.
“The challenge is to achieve widespread adoption of zero-emission technologies across all classes of vehicles,” Vergis said. “For us, truck electrification is really important for a variety of economic and public health reasons. Trucks are responsible for 50% of greenhouse gas emissions and more than 95% of toxic diesel particulate emissions.”
The ACT Regulation, followed by CARB in June 2020, aims to the state to achieve its objectives. The rule requires medium and heavy car brands to sell zero-emission trucks as a component of their annual sales, starting in 2024.
The regulation aims to give brands early admission to the zero-emission truck market and provide flexibility, adding credits for the sale of ZETs and plug-in credits for hybrid electric vehicles.
The regulations apply to brands, giant brands that sell more than 500 medium and heavy trucks in California. The proposed regulation uses credits and shortfalls in which ZET will generate credits, while domestic combustion trucks sold in California will generate deficits.
California, however, does not prefer to adopt ZEV. Governors of 15 states, as well as the mayor of Washington DC, recently agreed on a pact called Memorandum of Understanding on multi-state zero-emission medium and heavy cars, requiring only a new medium and zero-emission trucks and heavy buses will be sold in their jurisdiction until 2050. A target of 30% of zero-emissions ad-supported cars has been set until 2030, which will be reassessed by 2025 as new knowledge arrives.
The MOU has been signed by the governors of California, Colorado, Connecticut, Hawaii, Maine, Maryland, Massachusetts, New Jersey, New York, North Carolina, Oregon, Pennsylvania, Rhode Island, Vermont and Washington, as well as the mayor of Washington, D.C.
Over the next six months, the signatories will develop a multi-state action plan to increase the feasibility of zero-emission vehicles, such as battery-electric trucks, which are more costly than diesel and gasoline-powered trucks and lack comprehensive fueling/charging infrastructure. According to the MOU, a Multi-State ZEV Task Force will address financial and non-financial incentives related to vehicles and infrastructure, deployment strategies, outreach and education, how to work with utilities, weight restrictions, data standards and more.
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