When it comes to adopting a new telematics system, about one in five fleets say they'd test a system before purchasing it. That's according to the fleets surveyed in a GPS Insight-sponsored technology report.
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...Read the rest of this storyMari McGowan has joined public relations firm LaunchIt as vice president of business development.
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Parcel delivery and trucking company FedEx Corp. (NYSE: FDX) this week reported a net profit of $700 million for its fiscal second quarter, missing Wall Street expectations on earnings despite higher revenue.
The 1% year-over-year increase in earnings for the period ending Nov. 30 came as earnings per share increased to $2.59 from $2.44. Total revenue grew 20% to $14.9 billion. The per share performance was short of a consensus estimate from analysts calling for $2.90 per share, but revenue exceeded the forecast.
“FedEx increased revenues and operating income despite continued low growth rates in the global economy," said Fred Smith, FedEx chairman, president and CEO.
The company's trucking segment, FedEx Freight, reported a 13% decline in operating income while revenue increased 3% to $1.6 billion. It said the increase in revenue was due to growth in less-than-truckload average daily shipments, partially offset by lower weight per shipment. Operating results decreased due to lower average weight per shipment and higher information technology expenses.
FedEx Express revenue and operating income both increased 2% during the quarter, with revenue totaling $6.74 billion and operating income totaling $636 million. The hike in revenue was attributed to increased base rates and higher package volume.
FedEx Ground saw revenue increase 9% to $4.42 billion, while operating income slid 12% to $465 million. Revenue increased due to higher volume and yields. Average daily volume grew 5%, driven by e–commerce and commercial package growth, according to the company. Operating income fell, however, due to higher overhead costs for network expansion and increased purchased transportation rates.
The company's TNT Express segment, a Netherlands-based company FedEx acquired in May, saw no change in revenue at $1.9 billion, but operating income fell to $70 million from $90 million, due partly to integration and restructuring costs.
Looking ahead, Alan B. Graf, FedEx executive vice president and ...Read the rest of this story
ProStar origins are evident in the long-nose LT625, which has enhanced aerodynamics and a swoopier appearance. The “6” means a setback steer axle and “25” denotes a 125-inch BBC. Photos: Tom Berg
">ProStar origins are evident in the long-nose LT625, which has enhanced aerodynamics and a swoopier appearance. The “6” means a setback steer axle and “25” denotes a 125-inch BBC. Photos: Tom Berg
">It's quiet! That's my prime impression of International's recently introduced LT series tractor after an autumn press event at the Navistar Proving Grounds in Indiana. I drove three LT625s around a 3-mile paved track.
Quietness is engineered into the evolutionary LT (for Linehaul Transport) series, which is based on the ProStar that Navistar will soon phase out. Noise is muted by effective sound-deadening insulation, particularly door sealing. Consequently, wind and road noise are all but gone.
That was true for two of the tractors, anyway. The third was plagued by constant squeaks. Turned out it did not have grease on the hood pucks, Navistar told us later. That made it squeak badly. Once that was addressed — after I had driven it — the squeaking stopped, Navistar said.
However, this truck had the sole manual transmission among the trio, and my preoccupation with shifting delayed my noticing the interior noise. The transmission was an Eaton Fuller 18-speed that was a joy to operate. Out on the track, I slowed several times so I could downshift and go back up the ratio ladder, often using the thumb switch to split the main gears, just for the fun of it. This is seldom the case with manual gearboxes in contemporary heavy trucks, so kudos to Navistar engineers for that.
In the other two tractors, Eaton UltraShift Plus 10-speed automated transmissions worked flawlessly. The tractors' 14.9L Cummins X15 diesels, standard on long-nose LTs, were good partners, with strong power and torque unobtrusively interrupted by very smooth shifts. A new, compact column-mounted selector controls self-shifting transmissions; it was simple and easy to use, and also operates the engine ...Read the rest of this story
