VOLUME 1, ISSUE 3 JULY 2026 THE MESSY MIDDLE OF TRUCK POWER READ: BETWEEN THE LINES POWER ON THE MOVE WHY FLEETS LOSE TIRES—AND HOW TECHNICIANS CAN STOP IT SMALL TRUCKS, BIG APPEAL IN THE DIE-CAST AISLE 6-9 10-13 14-15 16-17 18-19 Recently, students from Joliet Junior College in Joliet, Illinois, gathered around a heavy-duty truck chassis during a hands-on training session hosted by the Bolingbrook, Illinois, Peterbilt Motors Company team. A peek inside a typical day-in-the-life of a heavy-duty diesel tech was provided, along with discussion on what it takes to become a Peterbilt Master Technician.
SERVICE TRUCK PULSE JULY 2026 3 www.servicetruckmagazine.com Editor: Andrew Joseph editor@servicetruckmagazine.com Design & Production: Logan Cousineau Contributing Artist: Nelson Dewey Advertising: Edna Tainsh 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Circulation/Subscriptions: Ashleigh Benedict 877-742-5038 x252 subscriptions@servicetruckmagazine.com Marketing & Operations: Denise Faguy denise.faguy@farms.com Publisher: Farms.com Canada Inc. 90 Woodlawn Road West, Guelph, ON N1H 1B2 Service Truck Pluse is published six times each year by Farms.com Canada Inc. Subscriptions are free for qualified industry members and can be completed online at www.servicetruckmagazine.com. ISSN 2368-4615 Your privacy is important to us. Occasionally we may send you information from reputable companies whose products or services we believe may be of interest to you. If you would prefer to have your name removed from the list, contact us at info@servicetruckmagazine.com Contents copyrighted by Farms.com Canada Inc. and may be reprinted only with permission. Copyright © 2026 Farms.com Canada Inc. Acceptance of advertising does not constitute endorsement of the advertiser, its products or services, nor do Service Truck Pulse, or Farms.com Canada Inc. endorse any advertiser claims. The publisher shall have no liability for the omission of any scheduled advertising. Follow Us: ADVERTISER INDEX Next Online Advertising Deadline: August 14, 2026 For more information, or to reserve space in the next issue, contact Edna Tainsh: 877-742-5038 x218 edna.tainsh@servicetruckmagazine.com Next Online Editorial Deadline: August 14, 2026 For writers’ guidelines and submission requirements get in touch with the Editor, Andrew Joseph at andrew.joseph@servicetruckmagazine.com We acknowledge the financial support of the Government of Canada. The new shape of technician training ANDREW JOSEPH, EDITOR I sure as heck ain’t bragging about my seven years of post-secondary education. If I had to do it over again, and if someone had talked to me about it, I would have considered a career in the trades. Then again, I’m not as smart as you technicians. Still, I did set my son on a proper career path as a truck technician... For years, the conversation around technician education has circled the same drain: not enough people entering the trade, not enough training capacity, and not enough time for working techs to keep up with the technology bolted to the trucks rolling into their bays. But something has shifted. The industry isn’t just talking about the skills gap anymore; it’s finally starting to build the structures that close it. The biggest change is that training is no longer a one‑and‑done event. It’s becoming a continuous process, baked into the job instead of tacked onto it. And that’s long overdue. Trucks aren’t getting simpler. Between advanced emissions systems, multiplexing, electrification, ADAS (advanced driver-assistance systems), and the growing list of proprietary software ecosystems, the modern service truck technician is expected to be part mechanic, part electrician, part IT specialist, and part diagnostician, and probably part something else, too. That’s a tall order for anyone, let alone a new apprentice trying to find their footing. What’s emerging now is a more realistic model— one that blends structured education with real‑world shop experience, and one which recognizes that technicians learn best when training is tied directly to the problems they face every day. Programs that used to rely on classroom theory are shifting toward hands‑on, scenario‑based learning. OEMs are expanding their online modules. Colleges are updating their labs. And fleets are finally acknowledging that training isn’t a cost; it’s a form of uptime insurance. Accelerate Conference 2 & Expo OCTOBER 25-28, 2026 • Dallas, TX • womenintrucking.org The education, resources, and network to empower women in the workplace. 1,000+ ATTENDEES 125+ SPEAKERS 150+ EXHIBITORS 50+ SESSIONS For exhibitor/sponsorship opportunities, email carleen@womenintrucking.org EDITORIAL CONTINUED ON PAGE 5 ›
4 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 5 Safety training is evolving, too. The old approach— annual refreshers, a binder on a shelf, and a few posters in the break room—doesn’t cut it anymore. No pun intended. Maybe a tiny one. Today’s shops are dealing with high‑voltage systems, autonomous‑ready sensors, and equipment that can injure a technician seconds if they are not trained well enough. The new standard is active, ongoing safety engagement. That means regular toolbox talks, digital safety modules, and hands‑on demonstrations that reinforce the fundamentals: lockout/tagout, high‑voltage PPE, safe lifting practices, and the right way to work around energized circuits. It also means recognizing that safety isn’t just compliance, it’s culture. Certification is another area seeing real movement. More technicians are pursuing credentials not because someone told them to, but because the job now demands it. Programs like ASE, Red Seal, and OEM‑specific pathways are becoming the baseline for career progression. And as more fleets adopt advanced technologies, certifications tied to EV systems, ADAS calibration, and diagnostic software proficiency are moving from “nice to have” to “required.” But the biggest shift isn’t in the programs themselves, it’s actually in how the industry now increasingly views the technician. For too long, the trade has been treated as a fallback career. That mindset is finally cracking. Shops are realizing that a well‑trained technician is a high‑value professional, not a replaceable labour unit. And as the job becomes more technical, the respect is starting to catch up to the responsibility. The challenge now is accessibility. Training only works if technicians can actually get to it. That means flexible scheduling, online options, employer‑supported time off, and training that respects the realities of a busy shop. It also means recognizing that not every technician learns the same way. Some thrive in a classroom. Others need to tear something apart to understand it. The best programs are the ones that meet techs where they are. There’s also a growing recognition that education doesn’t stop at the apprentice level. Senior technicians—the ones who have been the backbone of this industry for decades—are being asked to learn new systems at the same pace as the apprentices they mentor. That’s a big ask. And it’s why the most successful shops are the ones that build training into their workflow instead of treating it as an interruption. The future of technician education isn’t about reinventing the trade. It’s about giving technicians the tools, time, and respect they need to do the job safely and effectively. It’s about acknowledging that the trucks have changed, the technology has changed, and the expectations have changed, so the training has to change too. If the industry gets the focus on training right, we won’t just fill the skills gap. We’ll build a stronger, safer, more capable workforce that’s ready for whatever rolls into the bay next. EDITORIAL PHOTO: kali9/iStock/Getty Images Plus CONTINUED FROM PAGE 3 Interested in advertising in Service Truck Magazine? CONTACT: EDNA TAINSH MEDIA ADVERTISING SALES 877-742-5038 x 218 Edna.Tainsh@ServiceTruckMagazine.com
6 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 7 ALTERNATIVE FUELS ALTERNATIVE FUELS A TALE OF TWO POLICY ENVIRONMENTS “It was the best of times, it was the worst of times.” That just may be the most famous opening line ever. It's from A Tale of Two Cities by author Charles Dickens, a novel that dealt with two sides of the same issue between France and England. Nowadays, we have the United States and Canada both pushing toward the desire for lower‑carbon transportation, but each is doing so through very different policy structures. In the United States, the policy environment has become increasingly unpredictable. Federal direction has shifted several times, and major funding streams tied to the Inflation Reduction Act and the Infrastructure Investment and Jobs Act have been revised, paused, or re‑evaluated. This has created a climate where fleets are hesitant to make long‑term commitments to any single technology. Despite the uncertainty, more than 600 state and local programs remain active, representing over US$13 billion in incentives for zero‑ and near‑zero‑emission vehicles. California continues to be the most aggressive jurisdiction, with Washington, Oregon, New Mexico, and several East Coast states following its lead through low‑carbon fuel standards and ZEV (zero emission vehicle) mandates. Canada’s approach is more centralized. The federal Clean Fuel Regulations and carbon‑pricing framework create a national baseline that supports low‑carbon fuels and zero‑emission vehicles. Provinces then layer their own programs on top. British Columbia and Quebec are the most assertive, with strong ZEV mandates and clean‑fuel incentives. Alberta and Saskatchewan, by contrast, lean more heavily on lower‑carbon liquid fuels and natural gas. The Canadian result is a more predictable national direction than the United States, though there is still significant regional variation in how quickly fleets adopt new technologies. Infrastructure development, however, reflects these policy differences. Natural gas stations are widely available across both countries, forming a shared network of roughly 1,600 public stations. Renewable diesel availability is strongest in U.S. low‑carbon fuel standard states but is expanding into the Midwest and parts of Canada. Hydrogen remains in its infancy, with only a handful of public stations in North America, though Canada has taken a symbolic lead by supporting the first commercially available 63.5‑tonne hydrogen fuel‑cell truck platform designed specifically for Canadian duty cycles. Charging infrastructure for battery‑electric trucks is growing in urban areas and freight corridors, but rural and vocational operations continue to face grid‑capacity challenges. WHAT OEMS ARE ACTUALLY DOING—AND WHY IT MATTERS The OEM landscape is just as fragmented as the policy environment. Each manufacturer is investing in multiple technologies simultaneously, hedging against uncertainty and preparing for a future where fleets may operate several powertrains at once. Battery‑electric trucks (i.e.. Battery electric vehicles – BEVs) have become the most visible part of the transition. Daimler Truck, Volvo, and PACCAR all offer Class 6–8 electric models, and Ford, GM, and Stellantis are expanding electric options in lighter vocational segments. These trucks perform well in urban and regional applications where routes are predictable and depot charging is feasible. They deliver quiet operation, strong torque, and lower maintenance requirements. But they also come with significant limitations. Range and payload penalties remain a challenge for heavy vocational work, and the cost of upgrading depots or securing adequate grid capacity can be prohibitive. For many fleets, battery electric vehicles are a solution for specific duty cycles, not a universal replacement for diesel. Natural gas—particularly when paired with renewable natural gas—remains the most widely adopted alternative for Class 8 trucks. Cummins’ X15N engine has accelerated interest, and major OEMs continue to offer natural‑gas‑powered tractors and vocational chassis. RNG (renewable natural gas) offers some of the lowest lifecycle carbon emissions available, and natural gas infrastructure is mature compared to other alternatives. However, RNG supply is limited, and natural gas stations are still concentrated along major freight corridors rather than evenly distributed across rural regions. Renewable diesel and biodiesel represent the least disruptive path for fleets seeking immediate emissions reductions. These fuels can be used in existing diesel engines with minimal or no modifications, and most major OEMs now approve varying blends. The messy middle of truck power Where alternative fuels really stand in North America. ANDREW JOSEPH, EDITOR We’ve all heard the doom and gloom about the diesel fuel industry: how prices are incredibly high, and how we are running out of the resource. And we’ve all heard that the EV industry is working hard to increase battery range without sacrificing load management, but is having a difficult time finding an equitable working arrangement similar to diesel. We all know that hydrogen has a good range, but a lack of infrastructure and marketing is holding up greater acceptance. And the same goes for other fuel and power sources—they are there and known in the market, but not there enough. North America’s trucking industry is deep into what many fleet managers now call the “messy middle”, a long, uneven transition where diesel remains dominant, but alternative fuels and powertrains are steadily carving out space. The shift towards an alternative fuel is not happening in a straight line, and it certainly isn’t happening at the same pace across NA. Instead, fleets are navigating a fragmented landscape of renewable diesel, renewable natural gas, compressed and liquefied natural gas, battery‑electric trucks, and emerging hydrogen platforms, all while government policy, infrastructure availability, and OEM strategies continue to evolve. For service trucks, vocational fleets, and heavy‑duty operators, the reality is simple: there is no single winner yet. Instead, the next decade will be defined by overlapping technologies, regional differences, and a growing need for technicians and fleet managers to understand multiple power systems at once in daily service operations. PHOTO: welcomia/iStock/Getty Images Plus We are aware that fleets dislike having to change when they aren’t ready to change—so diesel often remains the fuel of choice even when they should at least be considering alternatives.
8 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 9 ALTERNATIVE FUELS ALTERNATIVE FUELS Renewable diesel, in particular, has grown rapidly in states with low‑carbon fuel standards, and fleets report maintenance savings when switching from fossil diesel. The challenge is supply: renewable diesel production is expanding, but availability remains uneven, and pricing is heavily influenced by regional policy incentives. Hydrogen is the newest and most uncertain player in the mix. Nikola, Hyzon, and Canada’s Elemental Trucks are pushing fuel‑cell platforms into early commercial deployment, while legacy OEMs are developing both hydrogen internal‑combustion engines and fuel‑cell systems for the 2030s. Hydrogen offers diesel‑like range and refueling times, making it attractive for heavy‑haul and high‑duty vocational work. But the fueling network is sparse, the cost of hydrogen remains high, and fleets are wary of investing in a technology whose long‑term standards and supply chains are still taking shape. THE INFRASTRUCTURE REALITY Infrastructure is the defining constraint for every alternative fuel. Battery‑electric trucks depend on depot charging, and many fleets face long timelines for utility upgrades. Public charging for heavy trucks is still rare, and rural operations often lack the grid capacity needed for high‑power charging. Natural gas infrastructure is the most mature, but it is still concentrated along major freight corridors. Fleets operating outside those corridors may struggle to access reliable fueling. Renewable diesel availability is expanding but remains strongest in states with low‑carbon fuel standards. In other regions, fleets may encounter inconsistent blends or limited supply. Hydrogen infrastructure is the least developed. Many early adopters rely on delivered hydrogen or on‑site production, and public stations are few and far between. It's true that mobile hydrogen fueling solutions are emerging, but they are expensive and not yet widely deployed. THE COST EQUATION: CAPEX, OPEX, AND THE REALITIES IN BETWEEN When fleets evaluate alternative powertrains, the conversation inevitably comes down to cost. But cost is not a single number. It is a balance between capital expenditures (capex) and operating expenditures (opex). Capex refers to the major upfront investments required before a truck ever turns a wheel: the purchase price of the vehicle, the infrastructure needed to support it, and the shop tools, training, or facility upgrades required to maintain it. Opex, by contrast, is the ongoing cost of keeping that truck in service—the fuel or electricity it consumes, the maintenance it requires, the downtime it creates, and the day‑to‑day realities of running it in a working fleet. Different alternative‑power technologies flip the capex‑opex equation in dramatically different ways. Battery‑electric trucks, for example, carry some of the highest capex in the industry. The trucks themselves are expensive, and the charging infrastructure—especially for medium‑ and heavy‑duty applications—can cost as much as or more than the vehicles. Yet once those trucks are in service, their opex can be significantly lower. Electricity is often less expensive than diesel on a per‑mile basis, and electric drivetrains have far fewer moving parts, which reduces maintenance demands. For the right duty cycle, the long‑term operating savings can offset the initial investment. For the wrong duty cycle, the math never pencils out. Natural‑gas trucks sit in a different place on the curve. Their capex is higher than diesel but far lower than electric or hydrogen. The fueling infrastructure is more mature, and in many regions, natural gas—especially renewable natural gas—is cheaper than diesel, giving fleets a predictable opex advantage. But the economics depend heavily on where a fleet operates. For example, if we have a truck running predictable regional routes near established CNG or LNG corridors will see different cost dynamics than rural or remote operations that must build or contract its own fueling access. Renewable diesel changes the equation again. Because it is a drop‑in fuel, renewable diesel requires virtually no capex at all. Fleets can use their existing trucks, tanks, and maintenance practices. The cost question becomes almost entirely about opex: the price of the fuel itself, which varies widely depending on regional policy incentives and supply. In places with low‑carbon fuel standards, renewable diesel can be competitively priced and deliver immediate emissions reductions. In regions without those incentives, the premium over fossil diesel can be substantial. Hydrogen, meanwhile, currently represents the most expensive combination of capex and opex. Fuel‑cell trucks and hydrogen‑internal‑combustion platforms carry high purchase prices, and the fueling infrastructure—whether fixed stations, delivered hydrogen, or on‑site production—is costly and limited. Hydrogen fuel itself remains expensive, and the long‑term cost trajectory is uncertain. Early adopters tend to be large fleets with dedicated routes, strong sustainability mandates, and the ability to build or partner on fueling infrastructure. For most operators, hydrogen remains a future‑facing technology rather than a present‑day economic solution. Across all these technologies, the central truth remains the same: fleets do not buy trucks based on ideology or marketing. They buy based on total cost of ownership, and total cost is always a blend of capex and opex. The challenge—and the opportunity—is that each alternative powertrain rearranges that blend in a different way. Understanding those differences is essential for any fleet navigating the messy middle of the transition away from diesel. WHY EACH TECHNOLOGY WORKS—& WHY EACH FALLS SHORT Every alternative fuel offers meaningful advantages, but none, at this point in time, is a perfect solution. Battery‑electric trucks excel in urban and regional operations where routes are predictable and charging is centralized. They struggle in heavy vocational and long‑haul applications where range and payload matter most. Natural gas is proven, widely available, and familiar to technicians. But it still relies on combustion, and RNG supply cannot scale to replace diesel across the entire industry. Renewable diesel delivers immediate emissions reductions without any operational disruption, however its economics depend on policy, and supply remains uneven. Hydrogen promises long‑range, zero‑emission operation for heavy‑duty work, but infrastructure and cost barriers remain significant. Peeking into our crystal ball, we predict that for the vocational sector, the transition will not be a clean break from diesel. Instead, fleets will likely end up operating multiple powertrains simultaneously, choosing the right tool for each job. Moving forward, technicians will need to be fluent in diesel, natural gas, high‑voltage electric systems, and eventually hydrogen. Fleet managers will need to understand not only vehicle specifications but also utility timelines, fuel‑supply contracts, and regional policy incentives. The messy middle is here, at least for a while. But it also represents a period of opportunity. Fleets that understand the strengths and limitations of each technology—and that plan for a multi‑fuel future—will be best positioned to navigate the next decade of change. PHOTO: patruflo – stock.adobe.com Trucks getting diesel at a fueling station is a common sight along US interstates. The lack of infrastructure, however, is often cited as the chief cause for fleets not wanting to switch to an alternative fuel option. PHOTO: wlfella/iStock/Getty Images Plus
10 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 11 Read: Between the lines From thermoplastic striping to glow‑in‑the‑dark coatings and wildlife‑friendly lighting, modern visibility tools are transforming how roads keep drivers safe at night. ANDREW JOSEPH, EDITOR Every driver relies on them without a second thought: those crisp white and yellow lines that carve order into chaos. They guide us through foggy nights, torrential rain, and endless highways. Yet, these markings are among the most costeffective and life-saving features of modern transportation infrastructure. Without them, nighttime driving would be far more dangerous—and far more expensive if we depended solely on overhead lighting. Road markings are not just paint; they are engineered systems designed to maximize visibility, durability, and safety. This article focuses on visibility technologies—both non‑lighted and low‑impact lighting alternatives—and how the science behind the illumination could shape the future of our roads. A BRIEF HISTORY OF PAINTED LINES The story of road markings begins in Wayne County, Michigan, in 1911, when Edward N. Hines, a local road commissioner, noticed a leaky milk truck leaving a white trail along the pavement. Inspired, Hines proposed and applied the painting of a stripe down the center of roads to separate opposing traffic. The idea was simple but revolutionary: a visual cue to reduce collisions on increasingly busy roads. A few years later, in California, 1917, Dr. June McCarroll took matters into her own hands after a near head-on crash. She personally painted lines on a stretch of highway, sparking statewide adoption. By the 1920s, centerlines were common across the US, and in 1935, the first Manual on Uniform Traffic Control Devices (MUTCD) standardized colors, widths, and placement. Initially, markings were simple white paint applied with brushes or rudimentary machines. But as traffic volumes soared and vehicles became faster, durability and visibility became priorities. By the mid-20th century, thermoplastic coatings and reflective glass beads were introduced, transforming road markings from mere paint into engineered safety systems. By the 1960s, reflective markings were widespread, and color coding evolved: white for lane separation; yellow for opposing traffic; and blue for special zones. Today, these standards are enforced across North America, ensuring consistency from rural highways to urban interstates. Interestingly, the MUTCD has undergone more than 10 major revisions since its inception, adapting to new technologies like LED-embedded markings and smart sensors. These updates reflect a century-long commitment to improving safety through innovation. HOW ROAD LINES ILLUMINATE THE NIGHT Paint alone isn’t enough for nighttime safety. Modern markings rely on retro reflectivity, achieved by embedding tiny glass beads into thermoplastic or epoxy-based coatings. When headlights hit these beads, the light bounces back toward the driver, making lines appear bright even in darkness. Retroreflective technology reduces the need for continuous overhead lighting, especially on rural highways where installation and maintenance costs are prohibitive. Standards for reflectivity are enforced by agencies like the Federal Highway Administration, ensuring markings remain visible under wet conditions and after years of wear. Today, most North American roads use thermoplastic striping, which offers superior durability and reflectivity compared to water-based paint. Some states also employ epoxy and methyl methacrylate (MMA) coatings for high-traffic areas, balancing cost and longevity. Application methods have evolved, too: highpressure spray systems and preformed tape allow faster installation and better adhesion. In addition, wet-night visibility has become a major focus. The use of special beads and grooved markings together help maintain reflectivity even when rainwater covers the surface—a critical feature for regions with heavy precipitation. PAINT VS OVERHEAD LIGHTING Although this article is on non-lighted technologies, we should look at the pluses of overhead lighting. In many contexts, vehicle and pedestrian safety roadway lighting significantly improves visibility for all users—drivers, pedestrians, cyclists—and reduces nighttime crash rates. The Federal Highway Administration identifies continuous lighting on highways and targeted lighting at intersections and crosswalks as a proven safety countermeasure, especially where speeds are high or pedestrian activity is present. Nighttime fatality rates are three times higher than daytime, and lighting helps mitigate that risk, per the U.S. Department of Transportation. Overhead lighting provides excellent uniform illumination of the roadway and surrounding environment, allowing drivers to detect hazards beyond the reach of headlights. It also improves vertical illuminance, making pedestrians and objects more visible at greater distances. So why isn’t overhead lighting used everywhere? It's because it's expensive. Retroreflective pavement markings and signs are cost-effective and essential for lane guidance. They do not illuminate pedestrians, cyclists, or unexpected obstacles, but they do primarily help drivers stay in their lane and navigate curves. In adverse conditions—rain, fog, or snow—retro reflectivity can degrade, reducing visibility. Wetreflective technologies help, but they still don’t replace the broad visibility provided by lighting. The FHWA recommends a balanced approach, using overhead lighting where crash risk is high (urban arterials, intersections, pedestrian zones) and relying on high-performance retroreflective markings for rural or low-pedestrian areas to control costs. Painting roads is far cheaper than installing lights— but the numbers tell the full story. • Paint and Thermoplastic: Water-based paint costs roughly $0.15–$0.25 per linear foot but requires frequent reapplication. Thermoplastic, at $0.50–$1.00 per foot, lasts three to five years, making it more cost-effective long-term. • Overhead Lighting: Installing streetlights can cost $2,000–$3,000 per pole, plus wiring, ROADS ROADS PHOTO: Jeremy Poland/iStock/Getty Images Plus Even if you’re one of those drivers who’s a-running down the road trying to loosen your load or have seven women on your mind, take it easy, and don’t, with apologies to The Eagles, let the sound of your own wheels drive you crazy. Just keep the rig between the white lines—regardless of what they are made of—and read the article below to learn about the technology of road lines.
12 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 13 trenching, and ongoing electricity bills. Annual maintenance adds hundreds more per fixture. Lifecycle analysis shows that a mile of thermoplastic striping costs under $10,000, while lightingthe same stretch can exceed $250,000 over 20 years. For rural or low-traffic roads, reflective markings are the winner economically and environmentally. Energy costs add another layer: streetlights consume thousands of kilowatt-hours annually, while reflective markings require no power. In an era of rising energy prices and carbon reduction goals, this difference matters. ALTERNATIVES TO OVERHEAD LIGHTING As we seek combined greener, smarter solutions, several out-of-the-box innovations are reshaping how we light our roads. Glow-in-the-Dark Paint: Photoluminescent coatings like LuminoKrom absorb sunlight during the day and emit a soft glow for up to 10 hours at night. Tested in Europe and now gaining interest in North America, these paints reduce energy use and improve visibility without electricity. Pilot projects in France have shown promising results, and Canadian municipalities are exploring similar trials for bike paths and rural roads. While initial costs are higher than traditional paint, the long-term savings in energy and maintenance make it attractive. Smart Highways: Concepts like dynamic paint that changes color with temperature, interactive lighting triggered by vehicles, and even induction lanes for EV charging are being piloted globally. While still experimental, these ideas could redefine road safety and sustainability. The Netherlands’ “Smart Highway” project, for example, uses glow-in-the-dark markings and temperature-sensitive paint to warn drivers of icy conditions—a concept that could benefit northern US states and Canadian provinces. We are unsure how this works in snowy conditions; then again, nothing except overhead lights works in snowy conditions. Reflective Aggregates: Instead of relying solely on painted lines, some designs embed reflective stones or aggregates into asphalt, creating a continuous glow under headlights. This approach offers durability and reduces maintenance cycles. Some types of raised aggregates are: • Cat’s Eyes (Raised Pavement Markers): Invented in the UK in 1934, now widely used globally, they are made of glass retroreflectors housed in rubber or metal casings. They have been installed flush or slightly raised on the road surface to reflect headlights to drivers. Common materials used are optical glass lenses, aluminum or plastic shells, and epoxy adhesives. • Glass Beads in Thermoplastic or Epoxy: While not aggregates in the traditional sense, they are embedded in paint or thermoplastic striping, providing retroreflectivity for painted lines. • Light-Colored Aggregates for Asphalt: used in chip seals, slurry seals, and high-reflectance asphalt mixes, its materials include granite, quartz, and synthetic brighteners to increase pavement luminance and improve headlight effectiveness. As an added benefit, it provides a cooler pavement (reduces heat island effect) and better nighttime visibility. • Ceramic or Glass Road Studs: Embedded in asphalt or concrete for durability, they are often combined with reflective lenses to create maximum visibility. LESSONS FROM MALAYSIA’S GLOWIN-THE-DARK ROADS While glow-in-the-dark road markings promise energy savings and improved nighttime visibility, real-world trials reveal challenges. Malaysia’s experiment with photoluminescent coatings aimed to reduce reliance on streetlights, but the project faced unexpected hurdles. The tropical climate accelerated wear on the luminescent layer, and heavy rainfall diminished its glow, leaving drivers with inconsistent guidance. Maintenance costs soared as frequent reapplications were needed to restore brightness—undermining the initial goal of longterm savings. The takeaway? Environmental conditions matter. Technologies like LuminoKrom or similar paints may perform well in temperate regions but require rigorous testing in areas with extreme weather. For North America, where snow, ice, and road salt are common, durability and wet-night visibility must be prioritized before large-scale adoption. Glow-in-the-dark solutions remain promising, but they’re not a one-size-fits-all fix—they may work best as part of a hybrid strategy alongside retroreflective markings and targeted lighting. • Solar-Powered Studs: While not aggregates, this solution contains LEDs powered by solar cells for active illumination. Why aggregates instead of paint? Well: aggregates embedded in asphalt last longer than surface-applied paint. They also provide a glowing or bright surface under headlights without needing frequent repainting. As an environmental benefit, no solvents or frequent maintenance cycles are required. Solar-Powered Lighting: Where overhead lighting is unavoidable—such as at intersections— solar-powered LED fixtures provide an off-grid solution. They cut installation costs by eliminating trenching and wiring, while reducing carbon footprints. ENVIRONMENTAL AND SAFETY BENEFITS Reducing reliance on overhead lighting isn’t just about cost—it’s about sustainability. Streetlights consume significant energy and contribute to light pollution, which affects ecosystems and human health. Reflective markings and photoluminescent paints offer a low-impact alternative, aligning with North America’s push toward greener infrastructure. Moreover, improved visibility reduces accidents. According to the Federal Highway Administration, enhanced pavement markings can cut nighttime crashes by up to 30 percent, making them a critical component of Vision Zero initiatives aimed at eliminating traffic fatalities. Case Studies and Real-World Applications • Michigan Department of Transportation has invested heavily in thermoplastic markings for rural highways, citing a 25 percent reduction in nighttime crashes after upgrades. • British Columbia, Canada, tested wet-reflective markings on mountain roads, improving safety during heavy rain and snow. • Texas is exploring solar-powered lighting for remote intersections, reducing installation costs by 40 percent. These three examples highlight how innovation isn’t just theoretical—it’s happening now, and the results are measurable. THE DUTCH BAT SIGNAL While the Netherlands may be famous for its Red Light district for legalized prostitution in the capital city of Amsterdam, the country has another red light district for a different type of mammal. The Dutch town of Nieuwkoop has become an unexpected pioneer in wildlife‑friendly road design. Back in 2018, the community installed the world’s first bat‑sensitive LED street‑lighting system in its Zuidhoek neighbourhood, a residential area that borders a protected nature reserve. Instead of the harsh white glow most of us associate with streetlights, these fixtures cast a soft red illumination that barely registers to local bat species, allowing them to fly, hunt, and navigate as if the night were untouched. The science behind it is surprisingly elegant. Many bat species are highly sensitive to short‑wavelength light, which can disrupt their feeding routes and fragment their habitats. Nieuwkoop’s red-spectrum LEDs avoid those wavelengths almost entirely, meaning the lights keep roads safe for residents without creating a barrier for the animals that rely on darkness to survive. The design also attracts far fewer insects than traditional lighting, reducing ecological disruption and keeping the food chain in balance. Lest you think the red lighting is disruptive to drivers agencies have reported that the red light is “calming” and not a distraction. AN EYE ON THE ROAD AHEAD The future of road markings is bright—literally. Expect more eco-friendly materials, AI-driven maintenance systems that monitor reflectivity in real time, and integration with smart city infrastructure. As North America invests in sustainable transportation, innovations like glow-in-the-dark paint and solar lighting will play a key role in reducing energy use while keeping drivers safe. From a leaky milk truck in Michigan to highways that glow under starlight, road markings have certainly come a long way. And as technology advances, these silent guardians will continue to guide us safely into the future. ROADS ROADS PHOTO: BanksPhotos/Royalty Free/Getty Images Plus
14 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 15 Meet Jesse Nole, an underground heavy-duty mechanic who maintains equipment at Red Chris, an open-pit copper and gold mine in British Columbia, Canada. He is the first of his First Nations band to work in this position. Meet Alex, an onboard mechanic, as he takes you through an average day in his life as a mechanic at ET Transport in Concord, Ontario, Canada. He takes us through a look at diagnostics, an ABS sensor issue, and more. POWER MOVE on the What a semi mechanic sees in a day on the job Making history for his First Nations band Meet Kheldon Stapely, a Wheeler Machinery technician in Salt Lake City, Utah, who is hoping to solve the mystery of the howling cylinder on some CAT equipment. Join Ethan, an Ag Field Service Tech for Heritage Tractor (formerly Prairie State Tractor), on a tour of his brand new Ford F550 crane truck: a mobile powerhouse designed to fix big farm equipment breakdowns on the spot. Inside a John Deere ag service truck A day in the life of a CAT service tech
16 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 17 TIRES Why fleets lose tires—And how technicians can stop it Tire failures remain one of the most preventable maintenance costs in trucking Technicians who understand the root causes can extend casing life and reduce roadside calls. ANDREW JOSEPH, EDITOR It’s no fun for the truck driver whose truck suddenly loses traction and mobility, and it sure isn’t fun for everyone else on the road as they attempt—and often fail—to maneuver around the shredded, exploded bits of tire—usually coming upon it suddenly at a high speed on a highway. Tire loss continues to be one of the most expensive and disruptive maintenance issues in the trucking industry, and most failures trace back to conditions that technicians should be able to identify long before a blowout happens. Whether a fleet runs long haul, regional, or vocational routes, the same patterns show up again and again: heat, underinflation, mechanical problems, and operational stress. Underinflation remains the leading cause of premature tire removal. Even a modest decline in pressure increases sidewall flex, builds heat, and weakens the casing. Many roadside failures begin as slow leaks that go unnoticed until the tire reaches a critical temperature. For technicians, consistent pressure checks and early leak detection are still the most effective tools for preventing loss. Heat is the second major factor. Heavy loads, high ambient temperatures, and sustained highway speeds all accelerate thermal breakdown. When underinflation PHOTO: a3701027 via Adobe Stock A catastrophic casing failure like this one often traces back to preventable factors—pressure loss, heat buildup, or mechanical wear that went unnoticed. TIRES and heat combine, the casing deteriorates rapidly. Fleets that operate in hot climates or run heavy vocational cycles will often see this pattern occur more frequently. Mechanical issues also play a significant role. Misalignment, worn suspension components, and weak shocks create irregular wear patterns that shorten tread life and stress the casing. Feathering, cupping, and shoulder wear are early indicators that something upstream needs attention. Technicians who catch these patterns early can prevent a tire from being removed thousands of miles ahead of schedule. Operational factors contribute as well. Overloading or uneven weight distribution puts excess strain on specific wheel positions. Aggressive driving, hard braking, and tight cornering increase wear rates. Road hazards—curbs, debris, and rough yards—cause sidewall damage that often forces immediate removal. Improper mounting and torque procedures can also lead to early failures. Incorrect bead seating, mismatched duals, and improper torque on wheel fasteners create conditions that damage the casing or lead to wheel off events. Inconsistent maintenance practices, skipped inspections, and mismatched tires in dual positions compound the problem. Choosing the wrong tire for the application is another common source of loss. Long haul tires used in regional or vocational environments wear out quickly, while traction tires running on hot pavement can experience block tearing. Matching tread design and compound to the duty cycle is essential for maximizing life. Retread quality and casing condition matter too. Poor bonding, old casings, or improper repairs can lead to separations or early removal. Fleets that track casing history and enforce repair standards typically see better retread performance. For technicians, the takeaway is straightforward: most tire loss is preventable. Consistent inflation checks, alignment monitoring, proper mounting practices, and early identification of wear patterns can dramatically extend casing life and reduce roadside failures. In an industry where every mile counts, disciplined tire maintenance remains one of the highest value services a shop can provide. TOP 10 RED FLAGS THAT PREDICT TIRE FAILURE 1. Chronic underinflation: Any tire running consistently below recommended PSI is already in the danger zone. 2. Irregular shoulder wear: Often the first visible sign of misalignment or worn suspension components. 3. Cupping or scalloping: Observing this, indicates shock or suspension issues that will shorten casing life. 4. Mismatched duals: Different diameters or tread depths force one tire to drag, generating heat. 5. Heat checking: Fine cracks in the sidewall clearly show that the casing has been thermally stressed. 6. Bead leaks: Improper mounting or corrosion can cause slow leaks that often lead to underinflation issues. 7. Sidewall abrasions or bruising: Usually caused by curbing or yard hazards; often requires immediate removal. 8. Rapid center wear: A sign of overinflation or the wrong tire for the duty cycle. 9. Feathered tread: Seeing this is a classic indicator of alignment issues that will only continue to worsen. 10. Repeated air-loss events: A tire that won’t hold pressure reliably is a casing at risk. TECHNICIAN CHECKLIST: EXTENDING TIRE AND CASING LIFE • Verify inflation at every service interval: Use calibrated gauges and check cold PSI. Most failures start with unnoticed pressure loss. • Inspect for mechanical contributors: Look for worn bushings, loose components, weak shocks, and alignment issues that create irregular wear. • Check dual spacing and match diameters: Even small differences in circumference cause heat buildup and premature removal. • Examine beads and wheels during mounting: Proper lubrication, bead seating, and torque prevent leaks and dangerous wheel-off events. • Track casing history: Document repairs, retreads, and mileage to identify patterns and remove high risk casings early. • Match tires to the application: Long haul, regional, and vocational cycles require different tread designs and compounds.
18 JULY 2026 SERVICE TRUCK PULSE SERVICE TRUCK PULSE JULY 2026 19 Small trucks, big appeal in the die‑cast aisle A pair of Hot Wheels vehicles show how work‑truck culture extends all the way down to 1:64 scale. ANDREW JOSEPH, EDITOR Hot Wheels doesn’t build service bodies or spec PTOs, but the brand has always understood the cultural pull of work trucks. Two recent castings—a retro panel truck in shop‑service livery and a Ford‑licensed PRO productivity van—show how the die‑cast world mirrors the real one. For technicians, fleet managers, and anyone who grew up wrenching, these models scratch a familiar itch: the satisfaction of a well‑equipped truck, even at pocket size. This writer proudly (and reluctantly) acknowledges that he first bought Hot Wheels when they were initially introduced by Mattel in 1968, with a lineup that featured custom hot rods, muscle cars, and shop‑themed vehicles—a mix that still shapes the brand’s identity today. The writer’s cars are well-played with, have flecks of paint off, and warped axles—kidplayed with cars that he enjoyed. That doesn’t mean he doesn’t have some MiB (mint-in-box) vehicles from recent yesteryear vintage, such as the Mystery Machine (Scooby-Doo) and packaging and grille variations of the 1960s Batmobile. Then again, that’s the difference between kids and adults. Kids don’t worry about collecting over fun. Or at least they shouldn’t. As a child, this writer had his grubby little hands on toy vehicles of many a make and model, from Hot Wheels, Lesney, Matchbox, Corgi, Majorette, Tootsietoy, Zylmex / Zee Toys, and Dinky Toys. Plenty of companies to whet your appetite should you decide to enter the toy vehicle market. You could concentrate on trucks, hot rods, real car versions, airplanes, TV shows, or whatever, knowing that oftentimes models were made in multiple color schemes. The writer has multiple played-with Matchbox ’65 Jaguar XKEs: Dark Blue, Red, and RECREATION RECREATION PHOTO: https://hotwheels.fandom.com/wiki/Cabover_Hauler A Hot Wheels 24K Plated Gold Hauler Boom Truck made exclusively for Toys "R" Us to celebrate their 50th Anniversary in 1998. You may find them in a yellow construction version, or in orange, red, blue, black cab versions. Some come with a black or orange boom. Originally known as the Ranger Rig when it debuted in 1975, this forest green version was later re-released in the 1980s as the Rescue Ranger complete with hoses and other gear. But you could pretend it was a service truck. There are other color variants, but they were based on the type of rescue rig: red for emergency and fire; white for ambulances; gold for a bomb squad, etc. Yellow, and multiple MiB Hot Wheels ’65 Shelby Cobra 427 S/C models: blue, silver, pink, black, etc. Also collected were strange but neat vehicles like the Spider-Man helicopter, Wonder Woman hot rod, Daily Planet newspaper delivery truck, Batman Batmobile with Bat Boat on the Bat Trailer, and an awesome Scooby-Doo Mystery Machine van. So plenty to collect! But was there anything specific to the utilities and service truck industries? Yup. A PANEL TRUCK BUILT FOR THE IMAGINARY SHOP FLOOR The blue panel truck pictured here is a long‑running Hot Wheels casting that leans into the brand’s custom‑shop heritage. The exposed chrome engine, the “Parts & Service / Pit Crew” graphics, and the El Segundo shop branding all point to a fictional service bay where the tools never get put away, and the work never stops. El Segundo, California, by the way, is the real location of the main design studio for the company. The vehicle repair shop, however, is fictional. Although this toy vehicle is not a utility body in the real‑world sense, it does, we feel, capture the same spirit: a truck built to support the people who keep machines running. Collectors can find this casting through the usual channels—big‑box retailers, hobby shops, and online marketplaces. Because Hot Wheels reissues the panel truck in different liveries every few years, it’s one of the easier castings to track down without paying collector premiums. A FORD PRO VAN THAT MIRRORS THE MODERN FLEET The Ford‑branded PRO van is a different kind of service vehicle. It’s a stylized, futuristic take on the commercial vans that technicians actually drive. The “Productivity Accelerated” graphics tie directly into Ford’s real PRO commercial‑fleet branding, and the casting’s cab‑forward stance gives it a concept‑vehicle feel. It’s the kind of model that should resonate with readers who spec real vans for real work—a reminder that the commercial‑vehicle world is evolving, and even toy manufacturers are paying attention. These Ford promotional castings often show up at auto‑industry events, dealer giveaways, and online resale sites. They’re not always part of the mainline Hot Wheels assortment, which makes them more interesting for collectors who like the oddball, fleet‑focused releases. WHY WORK‑TRUCK TOYS RESONATE WITH TECHNICIANS Service Truck Magazine readers spend their days around cranes, compressors, welders, and utility bodies. A 1:64‑scale truck obviously can’t haul a welder or lift a transmission, but the appeal is the same: recognizable work‑truck silhouettes; familiar shop‑service branding; and the satisfaction of a truck built for a purpose. Die‑cast collecting is a (relatively) low‑cost way to stay connected to the machines that define the trade. Many technicians keep a few models in their toolbox—a small reminder of why they got into the industry in the first place. Hot Wheels isn’t the only brand building service‑oriented models. Readers looking for more realistic utility bodies, mining rigs, or agricultural equipment can explore: Matchbox has a plethora of utility‑body pickups and road‑maintenance trucks, not to mention realistic fleet vans with real company liveries. Greenlight offers mechanic‑service trucks, oilfield pickups, and utility‑body Ford F‑250s and F‑350s. From M2 Machines, they have a wide selection of vintage shop trucks, service‑station liveries, and classic utility pickups. For those into mining and agricultural die‑cast, check brands like Ertl, Diecast Masters, and Tonkin Replicas, which produce things like articulated dump trucks, loaders, and graders, as well as farm tractors and sprayers. A 2024 Hot Wheels Ford Pro Performance SuperVan 4 with a blue "PRO Productivity Accelerated" livery—but also seen in white. It was part of the Treasure Hunt 2024 Collectibles, but was seen in 2025 as a red First Response version, and in a mettalic green in 2026 as part of the Summit Surge collection. Photo from the www.walmart.com website PHOTO: vademecumbrasil.com.br
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