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John Worthen

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About John Worthen
Born in Pine Bluff, Arkansas, and raised in East Texas, John Worthen returned to his home state to attend college in 1998 and decided to make his life in The Natural State. Worthen is a 20-year veteran of the journalism industry and has covered just about every topic there is. He has a passion for writing and telling stories. He has worked as a beat reporter and bureau chief for a statewide newspaper and as managing editor of a regional newspaper in Arkansas. Additionally, Worthen has been a prolific freelance journalist for two decades, and has been published in several travel magazines and on travel websites.

Posts by John Worthen

Humble hero: Maverick’s Terry Reavis says his heroic actions were ‘what anyone would have done’

By John Worthen -

When Terry Reavis, a driver for Maverick Transportation with nearly three decades experience on the highway, found he’d been selected as one of three TCA Highway Angels of the Year for 2024, he didn’t believe it. After all, he said, the actions he took on February 19, 2023, along a stretch of Interstate 95 in Brunswick, Georgia, were what anyone else would have done. It was a bright, sunny day, and Reavis was guiding his rig down the freeway as usual, when he noticed an SUV traveling at a high rate of speed in the lane next to him. About the same time, he saw a pickup truck on the shoulder of the road, traveling in reverse and veering out into the lanes of travel. Seconds later, as the pickup neared Reavis’ truck, the speeding SUV T-boned the pickup. Reavis was able to maneuver his truck and avoid the accident, but as soon as he could pull over safely, he stopped and went to help. “I saw the SUV smoking, and I knew I had to get them out of there before it caught fire,” he told Truckload Authority. The occupants of the SUV were traveling from North Carolina back to Florida after a family funeral. Francis Brissey and her grandchildren were in the back seat, while her son drove, and her daughter-in-law occupied the front passenger seat. Brissey suffered the brunt of the injuries: She was propelled forward from the seat and through the front windshield. “All I kept hearing is, ‘I wanna go to sleep!’” Reavis said of Brissey’s cries. “I had blood on me, and I was trying to remember to first responder training of how to keep someone calm,” he said. “It was the worst wreck I’ve seen in my 27 years as a trucker. She was lying there, giving me her last will and testament. But I knew I couldn’t give up. I knew I had to save her and her family.” Reavis, who was one of the first people at the scene, helped pull three children from the SUV and then turned his focus back to Brissey. He worked to stop some of the bleeding and tried his best to keep her calm until paramedics arrived. “I stopped (to help) because it’s what I was taught,” Reavis said. “Treat people the way you would want to be treated.” That mindset is par for the course for the Maverick team, according to Eric Tompkins, the carrier’s director of risk management. “Here at Maverick, we talk about doing things ‘The Maverick Way,’” he explained. “This philosophy includes ‘Do the right thing’ with integrity, respect and commitment, and striving for excellence in all we do. “Terry not only talks the talk, but he walks the walk,” Tompkins continued. “To see him recognized by industry leaders, our vendor partners and his driver peers has been truly enjoyable, and he is so deserving of that. “We employ the best people, and the best people want to work here because of drivers like Terry,” he concluded. In a statement, TCA officials lauded Reavis, noting that his 27 years of experience and training as a first responder “enabled him to manage one of the worst accidents he’s ever seen, remarkably ensuring no lives were lost.” Following the February 2023 accident, Brissey eventually recovered from her injuries — but not before a grueling 21-day stay at a major trauma center. She recently told National Public Radio (NPR) that her memories of the accident are a blur, but she and Reavis have gone on to become great friends. “He told me, ‘You changed my life. You showed me that I needed to love more,’” Brissey told NPR. “It was somebody that cared for my family. They actually stopped and cared. And that’s very hard to find. He’s our hero forever. And we’ll always stay in touch with him for the rest of our lives.” Reavis says his actions during the incident have brought him closer to his wife and grandson. But the experience also took a toll on him. “I started driving again right after that, but I couldn’t sleep because I was so mentally ‘whacked,’” he said. “When I finally saw my wife and grandson (after that fateful trip), l just grabbed them and cried and cried. I could not let them go,” he said. “I told them what happened, and they reassured me that everything was going to be OK.” Reavis says he was shocked to discover he had become famous because of his heroism. “It is overwhelming to think about people lauding me for doing what came natural to me,” he said. “To this day, I don’t think I’m a hero. I just think we should all look out for each other. You are my family, no matter who you are.” Reavis, who earned a 2-million mile safety award in July 2024, says he’s practiced cautious driving throughout his career. “I see people all the time on their phones — four-wheelers and truck drivers,” he said. “Bad driving … there is no excuse for it. We owe each other to put these devices down and concentrate on being behind the wheel.” As for his relationship with Brissey, Reavis says he’s found a second family. “We talk a lot, and we talk about our families,” he said. “We first met after the accident at a Pilot in Wildwood, Florida. Her baby came right up to me, and she said that he doesn’t do that for strangers normally. He let me hold him and hug him. “You don’t forget that. I will never forget this,” he concluded.

Autonomous tech helps make trucking safer, keep drivers healthier, developers say

By John Worthen -

Thinking about adding an autonomous truck or two to your fleet? If so, chances are that drivers’ reactions will be mixed, at best. Thinking about adding an autonomous truck or two to your fleet? If so, chances are that drivers’ reactions will be mixed, at best. After all, many drivers have expressed worries about the growing number of AI features in today’s Class 8 trucks, from inward-facing dash cam recorders to lane-assist sensors and automatic emergency braking. Perhaps the biggest concern heard from drivers is fear that autonomous trucks will lead to companies snatching the steering wheel from their hands, shifting them from cabs to unemployment lines. How can you integrate AI into your fleet without upsetting the proverbial apple cart? According to Walter Grigg, director of industry partnerships at Torc Robotics, professional drivers have nothing to fear. In fact, he contends, drivers will be the ones who benefit most from this technology — simply because they won’t have to spend as many hours behind the wheel. “Contrary to what many people may think, rather than leaving truckers without jobs, self-driving truck leaders plan to roll out hub-to-hub transportation models that take the long-haul tedium out of the picture, allowing truck drivers to handle the shorter, albeit more complex and engaging, routes,” he said. “Human drivers will be on either end of hub — and they will be closer to home,” he said. While full implementation of the hub-to-hub model featuring fully autonomous rigs is still many years away, Grigg says his company is working to ensure professional drivers will continue to play an integral role. “If you are a professional driver today and you are safe and good at your job … you will have a job for as long as you want one,” he noted, adding that Torc’s target year for putting driverless rigs on the highways is 2027. For drivers like Samuel Carter of Arkansas, who runs a route between Dallas and Little Rock on a weekly basis, the fear of being replaced by technology is there, but it’s not something he dwells on. “I am young, 27, so I know that in my lifetime I will likely have to deal with self-driving trucks and see how that plays out in my career,” he said. “I am not really worried about being replaced as a driver, but it is a little concerning. I just try not to worry about it and will deal with that when it comes time to.” Of course, there are numerous questions about the safety of autonomous systems. Phil Koopman, a professor at Carnegie Mellon University, specializes in studies of vehicle automation safety. He agrees with Grigg that self-driving trucks can theoretically be safer than human-driven ones — for the very reason that they lack drivers who might become distracted or impaired. However, he cautions, computers will inevitably make errors. Just how the trucks will fare in real-world situations will depend on the quality of their safety engineering, he says. With billions of dollars in investments at stake, Koopman wonders how the companies will balance safety decisions against cost concerns. “Everything I see indicates they’re trying to do the right thing,” he said. “But the devil is in the details.” On the test track, reporters recently saw autonomous trucks powered by Aurora technology successfully avoid simulated road obstacles, including pedestrians, a blown tire and even a horse. Keep in mind, however: In these tests, the trucks were running at only 35 mph in a controlled environment, with no unexpected occurrences. These same trucks are being tested by Aurora — with human safety drivers on board — at speeds of 65 mph or higher on Texas freeways. Attorney Amy Witherite, founder of a law firm that specializes in vehicle accident cases, recently spoke out about what she calls “the dangers of driverless vehicles on the road.” “We have already seen problems with both autonomous trucks as well as vehicles such as Tesla with an autopilot feature,” she said. “The danger and severity of accidents will be multiplied a hundredfold when the accident involves a tractor-trailer versus a car.” Witherite points to recent reports of autonomous vehicles posing unnecessary risks to the general public. The state of California just this year called a halt to the use of autonomous taxis in the San Francisco area after the vehicles were involved in several incidents. Compounding these concerns, self-driving truck company Waymo recently recalled 444 self-driving vehicles after two minor collisions in quick succession in Arizona because a software error could result in them inaccurately predicting the movement of a towed vehicle. Alain Kornhauser, head of autonomous vehicle studies at Princeton University, recently told the Associated Press that he drove a borrowed Tesla for two weeks and found that it consistently spotted pedestrians and detected other drivers. While the software performs well most of the time, Kornhauser said he had to take control when the Tesla made moves that “scared” him, warning that self-driving vehicles aren’t ready to be used without human supervision. “This thing,” he said, “is not at a point where it can go anywhere.” The software that enables automated driving in passenger vehicles mirrors that being installed and tested in larger vehicles like semi-trucks. Tech developers note that automated sensors provide advance warning of dangers. During the previously mentioned test runs, Aurora trucks “spotted” obstacles more than a quarter mile away and acted immediately to avoid them. Chris Urmson, CEO of Aurora, says the trucks’ laser sensors can detect people walking on a highway at night, far beyond the distance of headlights. Already, several trucking companies are partnering with autonomous tech providers to roll out self-driving Class 8 rigs on test runs between major cities. Aurora and Torc are among the tech firms working on autonomous semis and trucking hubs. Kodiak Robotics and truck stop giant Pilot Co. have planned a Pilot travel center in Villa Rica, Georgia, which will be used by Kodiak to launch and land autonomous trucks. Company officials say the facility will serve as a hub for drivers to pick up and drop off first-and last-mile deliveries. The Villa Rica truckport will support Kodiak’s 18,000-mile-long autonomous deployment network, the industry’s largest and most robust set of mapped routes for self-driving trucks. Last summer, Torc announced plans to collaborate with C.R. England on a pilot program using C.R. England’s temperature-controlled loads and Torc’s fleet of Level 4 autonomous test trucks for long-haul applications. At Level 4, the interaction between human and machine lowers as the vehicle’s capability increases. Steering, braking, accelerating and monitoring the environment are taken out of the driver’s hands, as well as changing lanes, turning and signaling, according to navigation company TomTom. However, with Level 4 technology, a human still has the option to manually override the system. Chad England, CEO of C.R. England, says he believes autonomous trucking will eventually lead to the company expanding its network safely, with high levels of service to its customers, all while enhancing the quality of existing driver jobs. “Specifically, by adding autonomous lanes to our network, we can expand our customer offerings and create more structured jobs for drivers at both ends of autonomous runs,” England said. “Torc’s deep integration with Daimler Truck AG makes our two organizations a perfect fit for piloting this new technology.” Back at Torc’s headquarters, Grigg, a CDL holder himself, seeks to reassure drivers who think they’ll be replaced by technology. He’s been out on the road many times in a big rig and says he understands the way drivers think. He appreciates their points of view. In short, he says, part of Torc’s goal is to help make truckers’ lives easier and healthier. Bringing autonomy to trucking can help drivers by taking them out of the cab for days on end and allowing them to work closer to home, with shorter routes. That means less sitting and more body movement, which is better for the heart and overall health, he said. “Truck drivers are the heartbeat of the American economy and our supply chains — but what does the average heart health of a trucker look like?” Grigg said. “There’s quite a bit of historic data … that point out the higher likelihood of diabetes, heart disease and unhealthy habits like smoking that are prevalent in the truck driver population as a result of long, arduous hours on the road. “Rest assured, we have the best interests of the drivers in mind with all of our plans,” he concluded.

Living in faith: NFI’s Howard Robinson practices what he preaches

By John Worthen -

When professional truck driver Howard Robinson isn’t watching the world go by from the cab of his big rig, he’s glimpsing hope in the eyes of prison inmates or praying for his co-workers and their families. At 81, there isn’t much Robinson, who drives for NFI, hasn’t seen or done. Robinson doesn’t look or act like an octogenarian, and his youthful appearance dovetails with his abilities. He can climb in and out of a semi-truck dozens of times a day and crank the fifth wheel handle with ease, as shown in a recent company video chronicling his career. “Whenever there’s a call from the mill at International Paper or if there is word that the paper supply is running low, Howard jumps into action and ensures the customer’s needs are fulfilled without fail,” according to a statement from NFI leadership. That hard work and dedication to his co-workers and company have earned Robinson honors as one of the Truckload Carriers Association’s (TCA) 2024 Drivers of the Year. Robinson is “a shining example of perseverance, professionalism, and safety in the transportation industry,” according to TCA. He first got behind the wheel of a big rig while serving in the Army, and he has been a professional driver for three decades. He began his civilian career with MCO Transport, which was acquired by NFI in 2022. In addition to his dedication to his company and customers, Robinson is devoted to his family and his community. As a man of faith, he works to be a living example of Christ. During his off time, he and his wife, Judy, lead a prison ministry and teach Bible study at a local nursing home. “I got saved back in ’91,” he shared, describing his route to prison ministry, a mission that is dear to his heart. “I went to church,” said Robinson, who says he had several brushes with the law in his younger days. “This man was preaching about it. He said, ‘Well, you (should) take your testimony to the prison.’” Two weeks later, after praying and thinking about the matter, he was back at the same church and decided to minister to inmates in prisons and county jails. He and Judy now lead regular services for inmates. During his time in the Army, Robinson says, he struggled with several addictions — including drugs, alcohol and gambling — at times. He speaks of the prisoners he helps like family, sharing his story of deliverance through his belief in God. “You know, they have their regular chapel there,” he said. “We’ve been doing it for — it’s been, I guess 20, 25 years maybe. But it’s been a joy. Some guys come out (of prison) to become preachers, and some guys go out and come right back (to jail). But that’s between them and God.” Robinson also shares his love of God with his co-workers. “We go to church together sometimes, and he’s always praying for me and my family and my mom. I really appreciate that because I didn’t have that when I was coming up from my dad,” said Daje L., who works as a transportation ops clerk at NFI. “He really came into my life and showed me what a father figure is supposed to look like,” she continued. During his 30 years in the industry, Robinson has achieved a perfect record of zero accidents and zero violations. He stresses the importance of safety at every turn. In 2023, he was a recipient of NFI’s Million Mile Award, and recently he was inducted into NFI’s Haul of Fame. “It’s exciting to have one of our own recognized with such an honor by the TCA. We pride ourselves on safety and our people,” said Brian Webb, president of port services at NFI. “Driving for more than 30 years and over a million miles without any accidents or violations is admirable. Howard sets a great example for all drivers, and we’re proud to have him on our team.” Robinson is described by his co-workers as someone with a radiant personality, never-ending smile and conscientious nature. “He is highly regarded and cherished by his team, customers, management, friends, and family,” notes an NFI statement about Robinson’s Million Mile Award. “Often the first in the yard and the last to leave, Howard is always willing to go the extra mile to ensure the job gets done. “(Howard) has transformed a troubled past and the lives of others through his unwavering commitment to his faith, family, and community,” the news release continues. “This award is a testament to his drive for excellence and paves the way for current and future NFI drivers.” Judy Robinson, reflecting on her husband’s accolades, says she’s grateful to God for being able to spend her life with him and see him succeed. “As our relationship progressed, I just saw the need for it … being a servant for the Lord,” she shared. “I’m just thankful that the Lord took what the devil meant for evil and used it for good.” Robinson is the first to say that he is the man he is today because God saved him. “I mean, the alcohol, the drugs, the carousing and all — God delivered me that day I was saved,” he said. “And then from that day on, I haven’t been the same. “I’ve never pulled a tab on a beer can, a beer bottle, since. I give all the glory to God.”

What’s next for TuSimple after last month’s multi-million dollar lawsuit settlement?

By John Worthen -

In late August, self-driving truck technology company TuSimple settled a multi-million dollar lawsuit accusing it of defrauding shareholders, among other claims. According to federal court documents, the $189 million settlement came after the company doctored its safety record and employed at least three technology spies who planned to feed information to a rival Chinese self-driving trucking firm. Court documents show TuSimple has already paid $174 million of the settlement into an escrow account, and the company’s insurers have contributed $15 million. Company attorneys have not responded to requests for comments by The Trucker, and the company’s website has not published a message to stakeholders regarding the verdict. According to a Reuters report, shareholders say TuSimple “misrepresented the safety of its technology … with an eye toward addressing the kinks on U.S. roads and transferring the improved technology to the Chinese rival, Hydron.” Shareholders said the truth came out in August 2022, when the Wall Street Journal reported that an Arizona freeway crash four months earlier underscored the concerns of analysts and employees that TuSimple’s rush to deliver driverless trucks put public safety at risk. According to court documents, the shareholders’ attorneys may seek up to 25% of the settlement in fees. In a separate case, TuSimple announced in May that it had reached a settlement agreement with the Committee on Foreign Investment in the United States (CFIUS) relating to events that occurred in 2022. These events included the temporary vacancies in the security director position and on the board’s government security committee (reconstituted on Jan. 5, 2023), and whether certain covered intellectual property was transferred contrary to the national security agreement. “We are pleased to put these matters behind us, with CFIUS having concluded its investigation,” Cheng Lu, president and CEO of TuSimple, said in a May 29 statement. “This resolution enables us to better focus on implementing our next stage of development. We remain committed to collaborating closely with regulators and complying fully with our obligations to CFIUS.” TuSimple was delisted from Nasdaq in January, just three years after raising $1.35 billion in an April 2021 initial public offering. The company has also wound down its U.S. operations to focus exclusively on the Asia Pacific region of the world. Lu cited a mature local supply chain and strong regulatory support as reasons for the shift; however, the company’s website still lists San Diego as its headquarters. Over the past several years, TuSimple has played a significant role in the push toward autonomous Class 8 tractors. In March 2023, TuSimple officials announced that the company’s Class 8 trucks have driven more than 10 million cumulative miles through testing, research and freight delivery. “This is an incredible achievement and one that we do not take lightly,” Lu said at the time. “It’s an opportunity for us to look back on everything we have achieved as a company and a reminder of what is still to come as TuSimple continues to innovate and re-imagine the future of the autonomous commercial trucking industry.” In June 2023, the company claimed it had successfully completed China’s first fully autonomous semi-truck runs on open public roads without a human in the vehicle and without human intervention. According to a news release, TuSimple’s “Driver Out” run was conducted on designated public roads approved by the Shanghai government, including Yangshan Deep-water Port Logistics Park and Donghai Bridge. “Over the course of approximately 62 kilometers, TuSimple China’s autonomous truck demonstrated its capability to navigate complex road and weather conditions in both urban and highway environments within the port area,” noted a June 2023 press release. “This included traffic signals, on-ramps, off-ramps, lane changes, emergency lane vehicles, partial lane closures, fog and crosswinds.” The Driver Out run was operated by TuSimple China’s Autonomous Driving System without a human on-board, without remote human control of the vehicle and without traffic intervention. In order to ensure public safety, the TuSimple China team worked closely with government regulators and law enforcement and implemented a safety vehicle to ensure safety during the run. The Driver Out program in China represented more than two years of intense development, company officials said. These milestones are among several claims recorded by the company since its creation in 2015, including: Becoming the first company to demonstrate an autonomous semi truck’s capabilities on surface streets and highways with its 1,000-meter perception breakthrough in 2018. Launching the Autonomous Freight Network in 2020. Establishing itself as the first autonomous vehicle company to go public with a traditional IPO in 2021. Becoming the first company to successfully demonstrate the ability to fully remove the driver from its trucks and navigate 80 miles, traveling on surface streets and highways, naturally interacting with other motorists in December 2021. “This is an important moment for TuSimple and its employees and an opportunity to celebrate our achievements,” Lu said at the time. “While we have a lot to be proud of, we’re always focused on what comes next. TuSimple is excited to continue hitting even more milestones through the advancement of our autonomous driving technology.” What’s next for the tech company? According to a Sept. 10 story in the San Diego Business Journal, TuSimple is “shifting gears and leaving town.” According to the article, the company plans to relocate to either China or Japan in the next six months.

Proposed marijuana reclassification raises more questions than it answers

By John Worthen -

When the Drug Enforcement Administration (DEA) announced a proposal to reclassify marijuana from a Schedule I to a Schedule III substance earlier this year, it sent puffs of concern throughout the trucking and other transportation industries. The Truckload Carriers Association issued a statement on May 29, noting that the DEA’s proposal “is silent on what impact, if any, the reclassification of marijuana as a Schedule III drug will have on federally mandated drug testing for transportation workers.” Federally certified laboratories offering drug tests to transportation employees, such as truck drivers, are not authorized to test for Schedule III controlled substances. The Controlled Substances Act of 1971 created five Schedules that dictate how a drug is regulated under federal law. Schedule I drugs are subject to the most restrictive controls, while those down the scale are subject to more relaxed rules. To be clear, rescheduling marijuana from I to III would not decriminalize the substance or make it legal for recreational use on the federal level. The DEA’s public comment period for this rule change ended on July 22, and a final ruling will be issued after an administrative judge reviews the matter. As of this writing in mid-August, that review had not been scheduled. Several trucking industry groups have spoken out against the reclassification, as has the National Transportation Safety Board (NTSB), saying they fear reclassifying marijuana would negatively impact highway safety. During a late June hearing, U.S. Transportation Secretary Pete Buttigieg, seeking to calm fears surrounding the issue, said he anticipates that — if the drug is rescheduled — the Department of Transportation (DOT) will maintain the authority to conduct testing of marijuana use by commercial motor vehicle drivers and other safety-sensitive transportation workers. In July, NTSB officials urged the DEA to ensure that any final rule to reschedule marijuana “does not compromise marijuana testing under DOT and Health and Human Services (HHS) procedures applicable to safety-sensitive transportation employees.” Such employees include airline pilots, airline maintenance workers, bus and truck drivers, locomotive engineers, subway train operators, ship captains, pipeline operators, personnel transporting hazardous materials, air traffic controllers and others. According to the NTSB, a safety “blind spot” would be created if the DEA reclassifies marijuana without taking steps to ensure that testing remains within the scope of pre-employment, random, reasonable suspicion, and post-accident drug testing. “Removal of marijuana testing from DOT and HHS drug testing panels for safety-sensitive transportation employees would remove a layer of safety oversight that employers have been managing for decades, and it would prevent DOT and HHS drug testing from acting as a deterrent to marijuana use by those employees,” the NTSB said. “Additionally, the NTSB would no longer have DOT and federal workplace marijuana test results as evidence in our investigations.” During a House Committee on Transportation and Infrastructure meeting in early July, Chris Spear, president and CEO of the American Trucking Associations (ATA), spoke out, saying that, if the trucking industry’s ability to conduct drug testing for marijuana use is restricted, a heightened risk of impaired drivers will threaten the nation’s roadways. “DOT and ATA share the goals of achieving zero highway fatalities and ensuring the commercial driving workforce is qualified to safely operate, which is why we are committed to partnering with DOT to mitigate harmful impacts caused by the potential reclassification of marijuana,” Spear said. Marijuana and alcohol remain the most-often-detected drugs in impaired driving crashes that result in serious or fatal injuries. Between 2000 and 2018, crash deaths involving marijuana more than doubled, from 9% to 21.5%. Immediately following Canada’s 2018 legalization of marijuana, that country’s emergency medical facilities saw a 94% increase in the rate of marijuana-involved traffic injuries. During the same hearing, Rep. Rick Crawford (R-Arkansas), noted that he also has concerns about highway safety. “Mr. Secretary, I think it’s safe to assume that the number of all impaired drivers on our roadways would increase,” Crawford said to Buttigieg. “Can you speak to what your department is doing to ensure that transportation workers in safety-reliant positions can continue to be tested for marijuana use if this proposal goes forward, and how your department plans to address transportation safety in light of (the Department of Justice’s) ruling?” Buttigieg replied that his agency’s understanding of the reclassification proposal is that “it would not alter DOT’s marijuana testing requirements with respect to the regulated community. “For private individuals who are performing safety-sensitive functions, subject to drug testing, marijuana is identified by name, not by reference to one of those classes,” he continued. “So even if it was in its classification, we do not believe that that would have a direct impact on that authority.” Industry stakeholders and officials say they hope Buttigieg’s assessment is correct. According to TCA’s statement on the reclassification issue, the proposed decision appears to be spurred by laws enacted by several states that “prohibit employers from taking adverse action against employees for off-duty use, even for safety-sensitive workers.” In other words, workers in these states who lose their jobs for using marijuana while off duty can sue their former employers for wrongful termination and recover damages. “Courts have not decided whether the DOT Drug and Alcohol Regulations preempt these types of state laws, especially considering the regulations allow carriers to send drivers to a substance abuse professional program instead of terminating the driver’s employment,” TCA’s statement noted. “Reclassifying marijuana as a Schedule III drug could create further uncertainty.” In other words, there are currently more questions than answers. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

All eyes are on truck parking issue as feds work on funding proposals

By John Worthen -

in late June, Congressional leaders announced that $200 million of the House Transportation Appropriations Subcommittee funding bill will be earmarked for truck parking. On July 12, the bill, HR 9028, was placed on the House calendar. This bill directs the Department of Transportation (USDOT) to provide competitive grants for projects that provide public parking for commercial motor vehicles and improve the safety of commercial motor vehicle drivers. States, metropolitan planning organizations, tribal governments and local governments are all eligible for these grants, which “must be used for projects on federal-aid highways or a facility with reasonable access to such a highway or a freight facility,” according to the bill. In providing grants, the USDOT must determine the following criteria: That there is a shortage of commercial motor vehicle parking capacity in the corridor in which the project is located; That the eligible entity has consulted with motor carriers, commercial motor vehicle drivers, public safety officials, and private providers of commercial motor vehicle parking regarding the project; That the project will likely increase the availability or utilization of commercial motor vehicle parking, facilitate the efficient movement of freight or improve highway safety, traffic congestion, and air quality; and That the eligible entity has demonstrated the ability to provide for the maintenance and operation of the facility. In addition to the $200 million for truck parking, the House funding bill addresses a number of other trucking industry priorities, such as strengthening the Safe Driver Apprenticeship Pilot Program and blocking a waiver requested by California that would create a patchwork of meal and rest break rules, something many believe would undermine safety and the supply chain. The bill would also prevent the Federal Highway Administration from moving forward with its proposal to impose greenhouse gas emissions performance measures on state departments of transportation and metropolitan planning organizations. Additionally, the bill would prohibit the implementation of any congestion tolling programs, such as the one planned by New York City that has now been indefinitely suspended. A lack of safe parking has been near the top of industry issues for decades. According to a USDOT study, 98% of truck drivers regularly experience problems locating safe parking. An analysis by the American Transportation Research Institute found that the average driver sacrifices 56 minutes of drive time per day in search of a parking space, resulting in $6,813 in lost wages for drivers each year. This new investment in truck parking would build on the progress that has been made through the Bipartisan Infrastructure Law that ATA championed, which has already allocated funding to build roughly 2,000 truck parking spaces. Hailey Betham, manager for government affairs at the Truckload Carriers Association (TCA), says the group is closely watching the government’s progress on this issue. Aside from the announced funding proposal in late June, the Truck Parking Safety Improvement Act is also working its way through the federal government. If passed, the act would provide $755 million over three years to expand parking capacity. “Currently, there are many variations of the truck parking bill,” she said. “We have The Truck Parking Safety Improvement Act (HR 2367 and S 034), which we hope to see more movement, as the Senate bill currently resides in the Senate Committee on Environment and Public Works, and we are actively trying to garner more co-sponsors to see more movement.” Betham noted that the Senate’s version of the House Transportation Appropriations Subcommittee funding bill does not include this language, noting, “We hope we see the same funds allocated in future revisions of their funding bill.” “If we see the $200 million towards truck parking projects in both FY25 THUD funding bills, this will be a victory for our industry as it is a step forward to seeing more movement for HR 2367 and S 1034,” she said. The legislation has the potential to have a profound impact on the trucking industry. “The need for truck parking is not just important, it’s urgent,” Betham said. “An increase in truck parking will not only prevent road accidents, but also provide safety for our nation’s drivers, especially our women drivers. Drivers will be protected in an area with accessible restrooms and lighting, free from fear even when they sleep through the night.” Like TCA’s Betham, the American Trucking Associations’ president and CEO, Chris Spear, is cheering on the efforts in Washington to create more truck parking. “The severe shortage of truck parking places an enormous burden on truck drivers, who often don’t know if they will be able to find a safe place to sleep when they finish their shift,” Spear said. “This significant investment to expand parking capacity would help alleviate stress on truck drivers, move freight more efficiently, and make the roadways safer for all motorists.” Spear thanked the members of the House Transportation Appropriations Subcommittee “for prioritizing this funding that will benefit truck drivers and our supply chain, and we are especially appreciative of the decisive leadership of Congressman Womack for ensuring this provision was incorporated in the final bill.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Battle against cargo theft is being fought in Congress as well as cyberspace

By John Worthen -

Cargo theft is a scourge on the trucking industry — and it’s only getting worse. These incidents drive up costs not only for trucking companies, but ultimately, consumers. That’s why in July, efforts were made in Washington to help combat this growing problem. Rep. David Valadao (R-California) introduced the Safeguarding Our Supply Chains Act in Congress to help counter the sharp rise in cargo theft and other supply chain fraud. Earlier, Valadao secured support for an anti-cargo theft provision in the fiscal year 2025 Department of Homeland Security funding bill, which would direct $2 million toward the establishment of the Supply Chain Fraud and Theft Task Force. The Safeguarding Our Supply Chains Act would aid this effort in several ways, Valadao says. First, it directs Homeland Security Investigations (HSI) to work in conjunction with the FBI and U.S. Attorney General to establish the Supply Chain Fraud and Theft Task Force. Second, it establishes the purpose of the task force, which is “to address supply chain fraud and theft throughout the rail, motor carrier and intermodal systems, as well as detect, disrupt and deter organized theft groups that are targeting all stages of the supply chain,” according to Valadao. The act also establishes the Supply Chain Crime Coordination Center through HSI’s Innovation Lab to collect and analyze data related to supply chain fraud and theft, as well as to identify regions in the United States, modes of transportation, distribution networks and retail stores that are experiencing high volumes of organized crime. Establishing that the Task Force must “ensure a coordinated, multi-agency, intelligence-based and prosecutor-led approach to identifying, disrupting and dismantling organizations responsible for the organized theft, fraud and theft-related violence in the United States supply chain,” Valadao said. Additionally, the act authorizes $100 million to be appropriated for fiscal years 2025-2029. Reps. Brad Schneider (D-Illinois), Darin LaHood (R-Illinois), Vince Fong (R-California), August Pfluger (R-Texas) and Jim Costa (D-California) have joined Valadao in introducing the bill. “… families are paying more for just about everything, and supply chain disruptions only make this problem worse,” Valadao said. “The alarming increase in cargo theft is having a devastating impact across industries, and we need to do more to ensure these goods are making it to their destination.” Growing threat According to CargoNet, cargo theft spiked by 57% in 2023 compared to the prior year. Thefts have continued at a rapid pace in 2024, increasing another 10% in the first three months of the year. In the year’s first quarter, there were 925 documented incidents of cargo theft, with an average loss of $281,757 per stolen shipment. California, Texas and Illinois had the highest incidents of cargo theft, accounting for 61% of all documented cases. However, motor carriers are not required to report these incidents, so actual cases are likely much higher. Cargo theft not only disrupts the supply chain for American consumers, but it also endangers the lives of truck drivers and law enforcement. The issue is becoming so serious that the American Transportation Research Institute added security — including cargo theft and cyber threats — to its list of strategic priorities earlier this year. “The billions of tons of goods transported by trucks from coast to coast have increasingly become a prime target for organized crime rings, putting truck drivers at risk and raising costs for consumers,” said Henry Hanscom, senior vice president of legislative affairs for the American Trucking Associations. “The Supply Chain Fraud and Theft Task Force created by this bill would strengthen the partnership between motor carriers, law enforcement, the government, and other supply chain partners to strike an effective blow against organized crime.” Fighting back in cyberspace Meanwhile, the team at the National Motor Freight Traffic Association (NMFTA) is working to combat cargo theft through cybersecurity protocols. According to Joe Ohr, COO of NMFTA, cargo thieves are constantly upping their game. “The threat landscape itself has really changed,” he said, adding that load boards can be easy targets for cybercriminals. “What happens is the bad actors will go in and put a bid on the fleet, or they’ll put a bid on the cargo,” Ohr said. “They’ll have it routed to them using a fake account and number, and then they get the load.” As digitalization becomes more integral to the trucking industry, cyberthieves have even more avenues available through which to hijack shipments, adding to trucking companies’ vulnerabilities. “We have phishing, we have ransomware — those are things that impact everyone, whether you’re in health care, trucking, almost any industry,” he said. “And then we have to consider the trucking systems — the telematics, the GPS, the trucks themselves — they’re all connected devices. “Drivers’ laptops, their tablets, the ELDs — they’re all used in logistics and fleet management, and they’re all vulnerable,” he continued. Ohr advises that truckers and trucking companies encrypt all information that’s transmitted in order to avoid cyberattacks. “Make sure you’re using secure communications,” he said. “Make sure you have access control authentication. And when an employee leaves, make sure you’re offboarding them properly.” Multi-factor authentication is an important safeguard, Ohr says. “Make sure you have real-time monitoring,” he said. “Make sure that if somebody’s in your system, you know it and you’re detecting in real time. One of the new things is blockchain for security. It can enhance the security and transparency of the logistics operation. Use industry standards.” Above all, Ohr says it’s critical for companies to constantly monitor their networks. In addition, he recommends that carriers segment their networks; this provides security teams with increased control over the data that goes in and out of the system. Finally, he says, invest in training to help employees recognize and avoid threats. One of the simplest strategies is to avoid the use of public Wi-Fi. “A lot of this comes down to training,” he said. “As the criminals get smarter, we have to get smarter, and the training has to get better.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Work is underway in DC to lower the boom on predatory towing

By John Worthen -

Predatory towing ranks high among the major issues that create headaches in the trucking industry. But the federal government is working to change that. On July 10, the House Appropriations Committee voted 31-26 to advance a bill to the House floor that aims to crack down on predatory towing as part of the fiscal year 2025 transportation funding bill. The bill would direct the Federal Motor Carrier Safety Administration (FMCSA) to facilitate discussions with local, state and private-sector stakeholders to develop guidelines for towing and recovery regulations at all levels of government. Predatory towing entails any incident in which a towing operator severely overcharges, illegally seizes assets, damages assets by use of improper equipment, or illegitimately withholds the release of a truck, trailer and/or cargo. Already the issue has gained support from top levels of government. “When a truck driver’s vehicle is towed, they can’t earn a living until they get it back — leaving them vulnerable to predatory junk fees from towing companies,” said U.S. Transportation Secretary Pete Buttigieg. “We support the Federal Trade Commission’s (FTC) efforts to stand up for truckers by acting to ban junk fees and prevent predatory towing fees that can cause significant financial harm.” In October 2023, the FTC proposed a ban on junk fees that would prohibit businesses from charging hidden and bogus junk fees by requiring them to include all mandatory fees when quoting a price. FMCSA officials say they believe that predatory towing fee practices fall within the purview of FTC’s proposed rule, which would greatly benefit truckers if finalized. In its comment to the FTC, FMCSA expresses strong support for the important protections and offers suggestions for additional restrictions that would further help protect truckers from predatory towing junk fees. These suggestions include: Banning junk fees for unnecessary goods or services: The FMCSA suggests adding a provision that prohibits companies from charging any fee for an ancillary good or service that has no value, costs nothing extra to provide, or that reasonably would be assumed to be included in the upfront price of the good or service. For example, towing companies often charge “equipment fees” for using equipment that they already own and use routinely to provide towing services. Prohibiting or restricting excessive junk fee practices: The FMCSA encourages the FTC to consider prohibiting or imposing restrictions on excessive fee practices. These practices include charging an excessive number of fees, charging excessive amounts for a fee, or charging variable fees for fixed costs. The provision on excessive fees could focus on consumers who have little to no ability to avoid, negotiate, decline, anticipate, or limit the number or cost of the fees, or consumers who are vulnerable, in distress, or otherwise limited in choice by their circumstances. Treating each illegal junk fee as a violation: The FMCSA suggests that the final rule treat each illegal junk fee as a separate violation and that the rule expressly prohibit companies from charging or collecting mandatory fees that are not appropriately disclosed, are not included in the total price, and/or cannot be fully calculated upfront. According to a recent study by the American Transportation Research Institute, the most common types of predatory towing are: Excessive rates, experienced by 82.7% of motor carriers, and Unwarranted extra service charges, experienced by 81.8% of carriers. A majority of carriers reported encountered additional issues, such as truck release or access delays, cargo release delays, truck seizure without cause and tows misreported as consensual. David Heller, who serves as senior vice president of safety and government affairs for the Truckload Carriers’ Association gave a huge thumbs up to the House committee’s July measure. “I think it stands to reason that unscrupulous towing companies certainly need to be held accountable for their actions and the House language is a start in the right direction,” Heller said. “There continues to be success stories at the state level that address these issues, and the apropos language will go far in beginning the process federally for FMCSA to instill more transparency in the process,” he continued. “We support the efforts of the appropriators in directing the agency to develop stronger guidelines that will hopefully eliminate the bad actors to operate on our highways.” In a column published June 25 on FleetOwner.com, Heller further explained his disdain for predatory towing, writing that “trucking companies nationwide are being hit with massive tow charges that, in some cases, are more than the truck’s value. … Predatory towing has become the new normal. Our industry must find ways to keep this in check out of fear of being faced with a tow bill that creeps into six figures.” Heller also noted that carriers across the country have also been dealing with the issue of holding cargo ‘hostage’ during towing incidents. “In what basically amounts to theft, in predatory towing situations, the cargo on a towed trailer simply isn’t released to the carrier required to deliver it, creating even more significant problems by further disrupting the supply chain,” he wrote. “I have heard of instances where, even when the cargo is released, it is difficult at best to reclaim it.” Over at the American Trucking Associations (ATA), president and CEO Chris Spear echoed Heller’s thoughts. “ATA and our federation of state associations are fighting back against these predatory towers and ransom payments that target the truckers we depend on to deliver our nation’s goods,” Spear said. “We welcome this important step forward to develop commonsense reforms that will inject more transparency and fairness into the system and hold unscrupulous companies accountable.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Gloves off: Trucking industry fights to stop EPA’s strict emissions rules

By John Worthen -

Fighting the Environmental Protection Agency’s (EPA) strict new rules on emissions is at the top of almost every trucking executive’s to-do list right now. Back in April, the Biden administration finalized new federal emissions standards for heavy-duty vehicles, including commercial vehicles. Many in the industry contend that the rules will be a financial “gut punch” to smaller trucking operations and independent owners because of increased equipment costs and upkeep expenses. The EPA says there will need to be significant deployment of zero-emission vehicles (ZEV) throughout the nation’s heavy-duty vehicle fleet to meet its strict new emissions standards. For example, more than 40% of vocational vehicles (work trucks) would need to be ZEVs by model year 2032. Additionally, long-haul tractors, which currently have no ZEV deployment, would need to go from 0% today to 25% of the fleet by model year 2032. Truckload Carriers Association (TCA) President Jim Ward says the rules call for the strictest-ever limits on greenhouse gas emissions from heavy-duty trucks. “It’s important to recognize the progress that’s been made by our many TCA members who have tested equipment, trained both technicians and professional drivers, while incurring additional costs along the way to complying with EPA regulations instituted over the past couple of decades,” Ward said. “The industry has effectively reduced NOx and particulate matters through the evolution and implementation of new technologies and remains committed to being a good steward of the environment.” The American Petroleum Institute (API) filed a lawsuit in the D.C. Circuit Court of Appeals on June 18, challenging the EPA’s heavy-duty (HD) vehicle emissions standards for model years 2027-2032. This is just the latest in a series of suits that have been filed against the EPA over the new emissions standards. A total of 24 state attorneys general, the Western States Trucking Association, and the Arizona Trucking Association and members of the state’s legislature have all sued EPA over the rule. “Today, we are standing up for consumers who rely on trucks to deliver the goods they use every single day,” said Ryan Meyers, API’s senior vice president and general counsel. “The EPA is forcing a switch to technology that simply does not presently exist for these kinds of vehicles — and even if it were someday possible, it will almost certainly have consequences for your average American,” he continued. “This is sadly yet another example of this administration pushing unpopular policy mandates that lack statutory authority, and we look forward to holding them accountable in court.” The Owner-Operator Independent Drivers Association (OOIDA), National Corn Growers Association and American Farm Bureau Federation joined API as co-petitioners in the lawsuit. “Small business truckers make up 96% of trucking and could be regulated out of existence if the EPA’s unworkable heavy-duty rule comes into effect,” said OOIDA President Todd Spencer. Spencer went on to say that the rule would devastate the reliability of America’s supply chain and ultimately increase costs for consumers. “Mom-and-pop trucking businesses would be suffocated by the sheer cost and operational challenges of effectively mandating zero emission trucks, but this administration appears intent on forcing through its deluge of misguided environmental mandates,” he noted. “We owe it to our members and every small-business trucker in America to leave no stone unturned in fighting these radical environmental policies.” Harold Wolle, a Minnesota farmer and president of the National Corn Growers Association, chided the EPA and the Biden administration for the strict new rules. “EPA has tried to impose a one-size-fits-all approach to addressing climate change by prioritizing electric vehicles over other climate remedies like corn ethanol,” Wolle said. “But while it could take decades to get enough electric vehicles on the road to make a dent in greenhouse gas emissions, lower carbon fuels such as ethanol are critical and effective climate tools that are available now. “Ethanol is not only critical in the climate fight, but it also saves consumers money at the pump while benefiting America’s rural economies. We look forward to making this case in court,” he concluded. The American Farm Bureau Federation’s president, Zippy Duvall, says farmers rely on heavy-duty trucks to transport livestock long distances, and they choose the most efficient routes to ensure the animals in their care remain on the vehicle for as little time as possible. “Unfortunately, heavy-duty vehicles that are powered by batteries have short ranges and require hours to charge,” Duvall said. “Impractical regulations will extend the amount of time on the road, putting the health and safety of drivers and livestock at risk if they need to stop for long periods of time to charge.” Members of the U.S. Congress are also battling the EPA’s strict measures. Sen. Mike Crapo (R-Idaho) and Rep. Randy Feenstra (R-Iowa) led more than 150 of their colleagues in a July letter to EPA Administrator Michael Regan urging the Biden administration to overturn its de facto electric mandate on trucks, tractors, buses and semis. “Heavy-handed, top-down environmental policies do more harm than good,” Crapo said. “Regulations like these raise costs for Americans, harm farmers and small businesses and push our country toward greater dependence on China. We deserve a choice in the cars and trucks we drive, especially when the consequences of these mandates are so detrimental to the economic success of families, businesses and rural communities.” For now, the strict measures are still on the books. But in offices around the industry, such as Ward’s at the TCA, the fight against the EPA is ongoing. “We cannot just sit idly by and watch the implementation of a policy that will have a significant impact on our members business,” Ward said. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Seeing employees as more than ‘just a number’ is key to attracting, retaining quality drivers

By John Worthen -

Truck drivers are a vital link in the supply chain. In fact, it could well be said that they’re the backbone of America’s economy. These men and women navigate tractor-trailers packed with cargo up and down the interstates, along the back roads and through crowded city streets at all hours of the day and night. And even when the rest of the world stops because of an emergency or disaster, truck drivers … well, they keep on trucking. Each September, the industry celebrates National Truck Driver Appreciation Week. This year, it’s September 15-21. It’s a time when motor carriers, shippers, receivers and the general public honor these hardworking professionals. While the average citizen might think a week is plenty of time to thank drivers for doing their jobs, others — such as truckload carriers — know that it takes a 365-day approach to make sure drivers feel appreciated. Turnover rates in the trucking industry are an ongoing concern. A recent survey of truck drivers, conducted by Conversion Interactive Agency, found that 40% are looking for a new job, and it’s estimated that empty seats at motor carriers could double by 2031. A few of the reasons for drivers’ unrest include a lack of feeling appreciated, concerns over health and safety, and low pay. Find a balance Many carriers — especially the successful ones — recognize the importance of finding a balance between the company’s bottom line and creating an atmosphere that attracts (and keeps) qualified drivers. Michelle Duggins, a driver for Boyle Transportation, jokes that early in her career she felt like “just a monkey holding the steering wheel.” That changed once she started driving as part of a team for Boyle, she says. “I feel — and they make me feel — like they appreciate me all the time. It’s all about knowing that I did the job, I did the job well — and them knowing it as well,” she said. “It’s not just about one week out of the year. It’s about the recognition all the time of the fact that you’re out here doing a job. “You’re putting your life on the line (out here on the road),” she continued. “And then, when you walk into the office, you get a smile from everybody and they’re like, ‘I’m so glad you’re here! Let us buy you lunch.’” Laura Duryea, director of driver recruitment and professional growth at Boyle, and a former driver herself, knows the importance of making drivers feel valued every day of the year. “Think about it,” she said. “A driver appreciation picnic is once a year. If you’re not extending that support and that hand up and those encouraging words (the rest of the year), then your drivers aren’t going care about doing a good job for your company.” Not just a number Graig Morin, president and co-founder of Brown Dog Carriers and Logistics, says he remembers feeling like “just another number” when he began his trucking career as a driver. “My number was 301, and that absolutely drove me crazy,” he said. “And I said, ‘When I have my own company, I will not have a driver that is a number.’ Here, everyone has a name.” Pat French, director of recruiting and retention at Modern Transportation, agrees. “There’s a phrase that gets thrown around in the trucking industry: ‘We’ll treat you like family.’ Here, it really feels that way,” he said, adding that some companies have so many drivers that they’re assigned a number for easier tracking. “Here, we have the luxury of asking for a name,” French said. “If a driver calls in, nobody asks for a driver number. We ask for their name. “We need as an industry to treat the driver as a partner, not just an employee,” he continued. “You have to be there for them. And if you’re going to make a promise to a driver, you need to deliver on that promise. Do what you say, say what you mean.” The most important thing, French says, is to always remember the vital role drivers play at a motor carrier. “The corporate and office staff don’t generate any revenue,” he said. “The revenue’s generated by the drivers. If we don’t have any drivers, we don’t have a company.” Provide support Duryea says it’s also vital that motor carriers give drivers the support they need. “When drivers are able to do their job effectively, it affects your business in the end, because you have happy drivers,” she said. “If you don’t have high turnover and you retain drivers, then those drivers become more experienced. They get to know your customers and can provide a better customer service experience for your customers,” she said. “It’s all interconnected.” Company culture For David Pike, director of recruiting for NFI, culture is the name of the game — and culture is all about human interaction, something he says is sometimes all too easy to forget. “People leave companies because of people. Not because of home time, not because of anything else. They leave because of people,” he said. Because of this, he says, NFI works to provide drivers with the resources they need to succeed both professionally and personally. “It all starts with human engagement from our management teams across all business units and platforms,” he said. “You have to engage your people, you have to engage them frequently, and it has to be genuine.” Often, when management asks drivers what they want, the first answer is “more money.” However, Pike notes, money is no substitute for company culture that places personal value on each employee — and that begins at the top, in the “corner office,” so to speak. Pike says the NFI team has a mantra, one he attributes to Bob Knowles, the company’s president of transportation. “Culture beats out strategy every time,” he said. “This is something we all believe in. As a people leader, our boss has allowed us to embrace this concept.” Drivers, Morin said, just want to feel respected, and Brown Dog’s way of doing that is by getting to know each employee. “You’ve got to learn who each driver is — what they like and what they don’t like,” he said. “Some drivers like Oreos, some like chocolate chip cookies. Some drivers don’t mind working in the city, some hate working in the city.” Open communication Like French, Duryea and Pike, Morin believes that maintaining open lines of communication is vital to driver satisfaction and productivity. “Our door is open. If we’re here, drivers know they can come in and chat, even if it’s just to say hi,” Morin said. “I’m trying to build a company that, as a driver, I would want to work for. I spent 20 years driving a truck for other people — and some of it was great and some not so great.” The most important thing, according to many retention specialists, is to be aware of drivers’ needs and wants. Drivers need more than just a day or week filled with parties, prizes, gifts and free food. “I don’t care how many cookouts you have, if you don’t hop on the phone and spend time learning about your drivers — asking about their families and what’s going on — and then doing things to help support their values, you’re missing the mark,” Pike concluded. Co-written by John Worthen and Linda Garner-Bunch This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Trucker airlifted to hospital after New Hampshire crash

By John Worthen -

NASHUA, N.H. — A truck driver was seriously injured in an early morning crash that happened on Monday, July 1, along the F.E. Everett Turnpike just north of Exit 8 in Nashua, New Hampshire. According to the New Hampshire State Police (NHSP), a white 2021 Kenworth hauling a tanker carrying motor oil and hydraulic fluid flipped over during the accident. No other vehicles were involved. The driver, who is not being identified at this time, was entrapped within the cab and suffered serious injuries, according to a NHSP news release, which also notes that, after being freed by first responders, a medical helicopter flew them to Lahey Hospital & Medical Center. “The preliminary on-scene investigation indicates the truck was traveling in the left lane when it lost control and ran off the road to the right,” the news release notes. “The tanker being hauled then overturned and rolled into the wood line. The contents of the tanker have remained contained. The right two northbound lanes of the F.E. Everett Turnpike will remain closed into the early afternoon while the crash scene is investigated and the tanker truck is removed.” All aspects of the crash remain under investigation. Anyone with information that may assist in the investigation is asked to contact Trooper Brian Knell at [email protected].

FMCSA extends comment period on truck towing reform

By John Worthen -

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) has extended the comment period on industry towing fee practices until Aug. 1. The previous end date was scheduled for July 1. The FMCSA is asking industry stakeholders to share their perspectives on current practices regarding the disclosure of towing fees to commercial motor vehicle (CMV) owners and whether the owner is made aware of costs and fees prior to the tow. On Feb. 7, the FMCSA expressed strong support for trucker protections against costly towing fees in a comment filed on the Federal Trade Commission’s (FTC) proposed rule banning junk fees. FMCSA’s comment notes that predatory towing junk fees “significantly increase costs for commercial motor vehicle owners and operators.” The comment also offers support for the proposed ban on hidden and misleading fees and urges the FTC to consider additional restrictions against the types of unnecessary and excessive mandatory junk fees plaguing truckers. “When a truck driver’s vehicle is towed, they can’t earn a living until they get it back — leaving them vulnerable to predatory junk fees from towing companies,” said U.S. Transportation Secretary Pete Buttigieg. “We support FTC’s efforts to stand up for truckers by acting to ban junk fees and prevent predatory towing fees that can cause significant financial harm.” To comment on this issue, click here.

Trucker crushed to death between tandem trailers in mall parking lot

By John Worthen -

VENTURA, Calif. — A truck driver was found dead between his jackknifed tandem trailers on June 28 at the Pacific View mall parking lot in Ventura, California. According to the Ventura Police Department (VPD), the driver, who hasn’t been named, was crushed to death. The incident was reported to police shortly after 8:45 a.m., a VPD official stated; a passerby called police after noticing the body. Police are searching video footage of the mall’s cameras to piece together what happened. No further details have been provided.

Teen ordered to serve 5 years in prison for killing truck driver in Virginia wreck

By John Worthen -

STERLING, Va. — A teen who was sent sentenced to five years in prison for killing a truck driver in a crash asked the trucker’s family for forgiveness during a June 20 court appearance. Jose Padilla Espinosa pleaded guilty to involuntary manslaughter for the fiery Sept. 18, 2023, wreck that killed 33-year-old Cesar Yepez on Route 28 in Sterling, Virginia, according to the Loudoun County Sheriff’s Office. Officials said Espinosa, who was 18 at the time, was driving a Nissan Altima 111 mph before he hit Yepez’s tractor-trailer. The truck burst into flames after the impact. A passerby pulled Yepez from the fiery wreck; however, he died two weeks later at the hospital due to severe burns on 87% of his body. At his court appearance on June 20, Espinosa apologized to the family and said he hopes that they can someday forgive him. Yepez leaves behind a wife and two young children.

Olea Kiosks unveils new driver check-in method

By John Worthen -

LOS ANGELES — Olea Kiosks is working to make truck drivers’ jobs easier with a new check-in device for warehouses and other load points. It’s called the Tampa Driver Check-In Kiosk, and Olea officials hope it will forever end time-consuming manual check-in entries, which often result in long lines and increased wait times for both drivers and freight houses. “These inefficiencies lead to operational delays, increased costs and driver dissatisfaction,” a news release states. “The Tampa Driver Check-In Kiosk offers a smarter, faster and more accurate solution, significantly reducing check-in times and administrative overhead.” The kiosk automates data entry by scanning identification documents like driver’s licenses and cargo manifests to capture and store data securely in real-time. With automated identity verification and document validation, the system ensures that only authorized personnel gain access to the facility. The inclusion of a receipt printer provides immediate, tangible confirmation of check-in details, including time stamps and route confirmations, enriching accountability and communication. Additional optional peripherals such as intercoms, HD web cameras, barcode scanners, RFID readers and I/O controls for gate access can be added to further improve security. “After discussions with several logistics organizations and learning that it’s not uncommon for entire truckloads to go missing, this robust, yet simple design provides tremendous value for this market,” said Frank Olea, Olea Kiosk’s CEO. “In addition, the ability to deploy in-lane not only helps speed up the check-in process even further but it also helps track loads and optimize yard space while improving driver safety,” added Olea. A first-customer deployment is expected to be operational by the end of June.

States awarded grants for advanced vehicle safety technology

By John Worthen -

WASHINGTON — The U.S. Department of Transportation’s Federal Highway Administration (FHWA) is awarding $60 million in grants to three states under the Saving Lives with Connectivity: Accelerating V2X Deployment program in an effort to advance vehicle safety technologies. Deployments utilizing V2X technologies have demonstrated the safety benefits on a smaller scale, federal officials note. The Saving Lives with Connectivity: Accelerating V2X Deployment initiative is focused on road safety, mobility and efficiency through technology that enables vehicles and wireless devices to communicate with each other and with roadside infrastructure and provide warnings, a news release states. This means cars and big rigs will be able to effectively communicate with traffic devices and the roadside. “These grants are leading the way in promoting and deploying V2X technologies to explore the potential to save lives on our nation’s highways,” said Federal Highway Administrator Shailen Bhatt. “The funding provided today will help accelerate the technology so that we can deploy it on a national scale and provide new tools to reduce deaths on our nation’s roads and highways.” Arizona The Maricopa County Department of Transportation will receive $19.6 million to lead a largescale deployment of V2X technologies, relying primarily on 5.9 GHz communications, to connect 750 physical roadside units and virtual roadside units to an estimated 400 vehicle onboard units targeting transit, emergency and freight fleets. The project will deploy Emergency Vehicle Preemption, Vulnerable Road User detection, Transit Signal Priority and Freight Signal Priority applications in the cities of Phoenix, Tolleson, Avondale and unincorporated Maricopa County, as well as along Arizona Department of Transportation’s U.S. 60. Texas Texas A&M Transportation Institute will receive $19.2 million to deploy V2X technology in the Greater Houston area, the City of College Station, including near the campus of Texas A&M University  and the corridors connecting these two metropolitan cities. The project serves to holistically enhance safety, efficiency, and overall mobility for vulnerable road users situated at signalized intersections, emergency responders navigating through varying traffic scenarios, transit operators seeking efficient routes, workers operating within construction zones and everyday motorists. Utah The Utah Department of Transportation will receive $20 million toward V2X deployment sites in three states — Utah, Colorado and Wyoming — each representing a broad variety of population densities, demographics, jurisdictions, topography and transportation facilities. The project covers all of Utah, I-80 through the entire length of Wyoming and major portions of Colorado, including the Denver Metro Area, Interstate 70 from Denver to the Utah border and Interstate 25 through Colorado. The applications focus on safety, mobility and environment, and support the ability to demonstrate measurable impact and address critical needs including connected intersection, weather impact, curve speed warning, traveler information and vulnerable road user and other safety alert technologies.

Iowa trucker whose body was found after search died of meth intoxication and hypothermia, authorities say

By John Worthen -

SAC COUNTY, Iowa — An Iowa truck driver whose body was found in April after he went missing died from acute methamphetamine intoxication and hypothermia, according to his death certificate. David Schultz’s wife, Sarah Schultz, made the sobering announcement on April 24 via Facebook that he husband’s body had been found. Dr. Kelly Kruse, a state medical examiner, listed Schultz’s manner of death as an accident, according to the death certificate, a copy of which was obtained by the Sioux City Journal. Officials with the Iowa Division of Criminal Investigations found Schultz’s body in a farm field at around 2 p.m. on April 24 near the intersection where his semi was located the day it disappeared; he was identified by his boots, according to the Sac County Sheriff’s Office. The remains were transported to the Iowa Office of the State Medical Examiner for an autopsy. Sarah Schultz held a news conference on April 25 in Sac City, saying: “I had a feeling he would be found … when the farmers were getting their fields ready. But I just didn’t know when. And it was yesterday.” Schultz’s semi truck was found on Nov. 21, 2023, on a rural highway in northwest Iowa, its trailer still filled with baby pigs he was transporting. Schultz’s wallet and phone were inside, and his jacket was on the side of the road. Hundreds of people volunteered to search for Schultz, but after scouring 100,000 acres near the highway, the effort was paused as searchers considered their next steps. Schultz, of Wall Lake, didn’t arrive as expected with the load of pigs on Nov. 21 in Sac City, Iowa, a small farming town about 90 miles northwest of Des Moines. No one could get him on the phone. The truck was found later that afternoon, less than 10 miles northeast of his destination, a livestock dealer in Sac City, according to Jake Rowley, the regional team leader of United Cajun Navy, a nonprofit search-and-rescue organization which typically responds to natural disasters. Schultz’s truck wasn’t running when it was found in the middle of the two-lane highway. It was facing northbound, Rowley said, even though it should have been headed southbound to get to Sac City. The disappearance mystified surrounding communities in Iowa, prompting more than 250 individual volunteers to join in the search.

ACT Research: May Class 8 net orders unseasonally high

By John Worthen -

COLUMBUS, Ind. — Some of the recent Class 8 order strength is likely due to a small amount of pre-buying, but overall, May’s orders are likely anomalous, as the industry is in the weakest period of the year for orders, according to the latest report from ACT Research. Final North American Class 8 net orders totaled an unseasonally high 23,560 units in May (29,2000 seasonally adjusted), up 51% year-over-year. Total Classes 5-7 orders fell 4.9% year-over-year to 19,306 units (20,900 seasonally adjusted). “U.S. Class 8 tractor orders rose 51% year-over-year in May, and vocational truck orders increased 48% year-over-year,” according to Kenny Vieth, ACT’s president and senior analyst. “Again, these increases are largely untethered from current market conditions, and we expect next month’s orders to be more representative of the current market.” Regarding inventories, Vieth said that between strong production and softening U.S. tractor sales over the past eight months, Class 8 inventories have risen quickly. “The reported inventory decrease from March to May is attributed to a fire that broke out at a supplier plant, requiring OEMs to red tag units,” he noted. “Given build was 6,900 units above retail sales in April and May, inventories should have risen, rather than fallen the past two months. On that adjusted basis, Class 8 inventories have risen over 22,000 units the past nine months, reaching levels not seen since August 2019.” Meanwhile, Class 8 cancellations increased in May to 2,623 units and 1.8% of the backlog on a nominal basis. Seasonally adjusted, cancellations were 3,394 units and 2.3% of the backlog, above the long-term average of 2% for the first time in two years.

ATA pens letter of concern to DOT chief over proposed marijuana reclassification

By John Worthen -

WASHINGTON — In a letter to U.S. Transportation Secretary Pete Buttigieg, the American Trucking Associations (ATA) on Thursday, June 20, expressed concern about the U.S. Drug Enforcement Administration (DEA) proposal to reschedule marijuana from Schedule I to Schedule III. The proposal still must be reviewed by the White House Office of Management and Budget; it would recognize the medical uses of cannabis and acknowledge it has less potential for abuse than some of the nation’s most dangerous drugs. However, it would not legalize marijuana outright for recreational use. Schedule III drugs are still controlled substances and subject to rules and regulations, and people who traffic in them without permission could still face federal criminal prosecution. ATA officials say that this “major policy shift could have significant negative consequences for highway safety, endangering all who share the road.” ATA is asking Buttigieg to share whether the U.S. Department of Transportation will maintain the authority and means to conduct testing of marijuana use by commercial motor vehicle drivers and other safety-sensitive transportation workers. “Without this certainty, industries that must screen workers performing safety-sensitive roles would operate under a cloud of uncertainty,” an ATA news release states. “If the trucking and broader transportation industries’ ability to conduct drug testing for marijuana use is restricted, a heightened risk of impaired drivers threatens our nation’s roadways. The absence of a reliable standard for marijuana impairment — in alignment with blood alcohol content measures for alcohol impairment — makes it all the more vital for motor carriers to have visibility into marijuana usage.” ATA Senior Vice President of Regulatory Affairs and Safety Policy Dan Horvath wrote in the letter to Buttigieg that it is “critical for transportation safety that we maintain the scope and scrutiny of testing that currently exists for individuals engaged in safety-sensitive industries, including commercial trucking, bussing, airlines and rail.” “While ATA does not maintain a formal position on marijuana legalization or the ongoing testing of non-safety sensitive employees under HHS’s Federal Workplace Drug Testing Programs, we remain concerned about the broad public health and safety consequences of reclassification on the national highway system and its users,” the letter states. Marijuana and alcohol remain the most detected drugs in impaired driving crashes resulting in serious or fatal injuries, according to the ATA. Between 2000 and 2018, crash deaths involving marijuana more than doubled, from 9% to 21.5%. Immediately following Canada’s 2018 legalization of marijuana, the country’s emergency rooms saw a 94% increase in the rate of marijuana-involved traffic injuries. “Though ATA understands that the process and content of DOJ’s rulemaking falls outside the purview of DOT, we believe DOT and ATA share the goals of achieving zero highway fatalities and ensuring the commercial driving workforce is qualified to safely operate on our nation’s roadways,” Horvath wrote.

Love’s adds 89 truck parking spots with new Missouri location

By John Worthen -

OKLAHOMA CITY — Love’s Travel Stops’ newest location in Sarcoxie, Missouri, along Interstate 44 features 89 truck parking spots. The 24/7 location also offers all the amenities Love’s is known for, including fresh food and drinks, Love’s branded snacks and an Arby’s. In honor of the grand opening, Love’s will split a $5,000 donation between the Sarcoxie Public Library and Sarcoxie Police Department.