TheTrucker.com

Hurricane Debby makes landfall in Florida as Category 1 storm, threatens catastrophic flooding

TAMPA, Fla. — Hurricane Debby reached the Big Bend coast of Florida early Monday, Aug. 5, bringing with it the potential for catastrophic flooding and life-threatening storm surge as it slowly passes over the northern part of the state. Forecasters warned that, in the coming days, record-setting rain could pummel coastal Georgia and South Carolina as the storm heads east. The storm made landfall as a Category 1 storm near Steinhatchee, a tiny community in northern Florida of less than 1,000 residents on Florida’s Gulf Coast. It had maximum sustained winds of 75 mph and was moving north-northeast at 10 mph, the National Hurricane Center in Miami said. The storm made landfall in one of the least populated areas of Florida, but forecasters warned heavy rain could spawn catastrophic flooding in Florida, South Carolina and Georgia. Storm surge was expected to be the biggest threat for Florida, with 6 to 10 feet of inundation above ground level predicted in part of the zone near the Big Bend, according to John Cangialosi, a hurricane specialist with the National Hurricane Center. “That part of the coast is a very vulnerable spot,” he said Monday. Some areas, including Sarasota and Manatee counties, have already received 10 to 12 inches of rain. “We expect to have several rivers and streams go into major flood stage,” said Kevin Guthrie, the state’s director of emergency management. Nearly 214,000 customers were without power in Florida on Monday morning, according to PowerOutage.com. In Marion County, which is inland and south of Gainesville, sheriff’s officials noted in a Facebook post Monday that crews were responding to reports of downed power lines and trees that have fallen on roadways and homes. Florida Gov. Ron DeSantis said some 17,000 linemen are working to restore electricity. He warned residents in affected areas to sit tight until conditions are safe. “When the water rises, when you have streets that can be flooded, that’s hazardous,” DeSantis said. “Don’t try to drive through this. We don’t want to see traffic fatalities adding up. Don’t tempt fate, don’t try to go through these flooded streets.” Images posted on social media by Cedar Key Fire Rescue early Monday showed floodwaters rising along the streets of the city, located south of where the storm made landfall. Water was “coming in at a pretty heavy pace,” the post said. Debby was expected to move eastward over northern Florida and then stall over the coastal regions of Georgia and South Carolina, thrashing the region with potential record-setting rains totaling up to 30 inches beginning Tuesday through Saturday morning. Flooding is expected to be especially severe in low-lying areas near the coast, including Savannah, Georgia; Hilton Head, South Carolina; and Charleston, South Carolina. Officials in Savannah said the area could see a month’s worth of rain in four days if the system stalls over the region. Debby is the fourth named storm of the 2024 Atlantic hurricane season after Tropical Storm Alberto, Hurricane Beryl and Tropical Storm Chris, all of which formed in June. In the Eastern Pacific, tropical storms Carlotta, Daniel and Emilia all churned over the ocean, but they weren’t threatening land.

Major accident in California causes traffic nightmare

TRACY, Calif. — First responders were busy in San Joaquin County, Calif. on Friday morning thanks to a pair of big rigs. At approximately 5:30 a.m., South San Joaquin County Fire Authority responded to a report of a vehicle accident involving two big rigs, with one of them being fully involved. No injuries have been reported. The location of the accident was in Tracy near Patterson Pass Road according to media reports in the area.  The incident caused major delays westbound 580 east of International Parkway, which authorities closed while crews were on scene to clear the accident and begin their investigation as well as “mitigate any threats.” Cal Trans and California Highway Patrol are on scene as well. All lanes were reopened around 12:30 p.m. local time according to the reports.

USDOT withdraws rule allowing testing of oral fluids in Clearinghouse

WASHINGTON — After receiving negative comments, the U.S. Department of Transportation (USDOT) on Aug. 1, 2024, published a notice in the Federal Register withdrawing a direct final rule (DFR) that was published on June 21 regarding procedures for transportation workplace drug and alcohol testing programs.  “Because DOT received adverse comments on the DFR, the rule has been withdrawn, and the provisions of the DFR will not take effect,” according to an Aug. 1 press release.  In May 2023, the DOT announced changes to the program to allow for the inclusion of oral fluid testing. The DFR was not intended to replace current drug testing collection methods but to add to the choices employers and drivers have when taking an agency-issued test.  The final rule, established June 21, 2024, stated that the USDOT would be making a series of technical amendments to its drug testing procedures rule, which was effective June 1. According to the USDOT, the purpose of the technical amendments was “to clarify certain provisions of the rule and address omissions of which we have become aware since the publication of the final rule. ” The original proposed rule stated that the USDOT was proposing to revise its drug and alcohol testing procedures to provide temporary qualification requirements for mock oral fluid monitors, provide for consistent privacy requirements by identifying which individuals may be present during an oral fluid collection, and clarify how collectors are to specify that a sufficient volume of oral fluid iscollected.   According to the Aug. 1 notice, the USDOT is simultaneously publishing the revision of its drug testing regulation as a direct final rule without a prior proposed rule. If no adverse comments are received, the agency says it will not take further action on the proposed rule. The DOT received 19 comments on the rule, including one from the National Drug & Alcohol Screening Association.  “NDASA previously submitted opposition to the final rule and now submits a detailed response that directly addresses problem areas for this proposed change,” the NDASA said.  To view all the comments submitted on the rule, click here.

Texas ‘tech’: Southeastern Freight’s Kaitlynn Aikin embraces career as diesel tech

If 13-year-old Kaitlynn Aikin could see herself today, as a decorated diesel technician for Southeastern Freight Lines, she wouldn’t believe her eyes. “My freshman-year self would be astounded,” said Aikin, now 20. Back then, Aikin had her mind set on a career in law enforcement. However, as a high schooler she took advantage of an opportunity to take an automotive program — and unintentionally discovered her future career. “I was always interested in mechanical things growing up, and seeing how things worked,” she said. “When I was 16, I thought it would be very fun to attend a trade school class. I fell in love; I did very well in the program, and I took a job at a shop, working in the tire shop and on cars. “They also had a diesel shop on the same property, and I got to go there and work on boats, excavators, tractors, all the big rigs,” she continued. “It was just very interesting to me.” Following high school graduation in 2022, Aikin completed a technician training program before joining Southeastern’s Fort Worth service center. To date, she has yet to share a classroom or workspace with another female, yet she insists she’s never felt any intimidation in the male-dominated field. “I didn’t find it intimidating at all being the only female. I found it more of a challenge,” she said. “There’s a competition aspect to it; I want to see how good I could be.” So far, all assessment of the Alabama native runs along the lines of “pretty damn good.” Despite being on the job for just a few months, she landed Southeastern’s award last December. She’s also blended into her work group with a poise and skill usually reserved for people with many more years under their belt, a fact she struggles to explain. “Everything about this field just came naturally to me. It’s very intriguing to figure out how something works and why it works and how it can fail,” she said. “Electrical diagnostics is just fun. It’s something that has laws; a circuit can only fail in three ways, for example. After you figure that out, it’s fairly simple from there. “I just see it as a constant puzzle of understanding how parts go together, how they function and what their purpose is,” she added. “After you understand the basics, it’s a pretty simple understanding of how to diagnose it, which is also very fun because you’re just trying to find the problem.” One of Aikin’s secret weapons in her job is humility. Despite her recent accolades and recognition, she never turns down the chance to learn or fails to ask more experienced team members for help. “[At Southeastern] you work with another technician for your first two months. I was actually put under two more experienced technicians,” she said. “They were very helpful with any questions I had, and they showed me the proper procedure to do anything that I had questions on. If they couldn’t answer my question, they would send me to someone else who could explain it. “That’s been very helpful because where we used to be called mechanics, because we worked on things that are mechanical, we’re now called technicians because we can do anything from electronics to body work on the vehicle,” she continued. “A lot of the systems that used to be mechanically controlled are now electronically actuated. So you have a lot more electronic failures and you have to do a lot more electronic diagnoses.” Despite her tender age, Aikin has quickly become a role model for other young people in general — and young women and girls in particular — to consider the field of diesel technology. It is a message that industry is desperate to deliver to prospective workers. Speaking to the Virtual Diesel Expo in 2022, Diesel Laptops founder and CEO Tyler Robertson estimated there were 80,000 open positions for diesel technicians in the U.S., while colleges only produced about 10,000 new technicians for the trade annually. The U.S. Bureau of Labor Statistics also underscored the scope of the problem, noting that between 2020 and 2030, the industry is expected to add 28,100 openings annually for diesel service technicians and mechanics. Asked what she would tell a roomful of young people about the industry were she given the opportunity to do so, Aikin’s first advice is to get the facts about a career as a tech. “I was told growing up that you need a four-year degree to be successful,” she said. “That was never the path that I wanted to take. I didn’t want to go to college for four years and then not use my degree for anything. With trade school, you’re hands-on and you get into the workforce within a year or two after graduating high school. There are plenty of different programs you can go through that teach you and will actually help you accel in using those real-world skills.” As for the courage to break stereotypes, she said she’d advise any young woman or person of color to embrace such challenges. “Some things may seem very challenging at first, but whenever you break something down it makes it a lot easier,” she said. “Take things piece by piece instead of trying to take on everything at once, slow down and take a deep breath. It’ll be OK. We all find those things that are challenging to ourselves and working through them is what makes us who we are.”

Freight trends from DAT One and DAT iQ show declining load posts; spot rate drops 

BEAVERTON, Ore. — According to DAT Freight & Analytics, load posts declined 3% while spot rates slumped.  According to a press release, summer seasonality continued to take hold in the spot truckload freight market. The number of loads posted on DAT One fell for the second straight week, dropping by 3% to 1.83 million last week, down 7% year over year. Truck posts decreased 6% to 324,253.  “At 4.1, the national average dry van load-to-truck ratio is the highest for Week 30 in eight years, except for the pandemic year of 2020, when it was 4.2,” said DAT principal analyst Dean Croke. “The national average dry van linehaul spot rate has decreased by 6 cents per mile in the last month. The average rate of $1.64 per mile is almost the same as last year.”  Croke added that On DAT One’s Top 50 van lanes (based on the number of loads moved), the average rate was $2.03 a mile, down 3 cents week over week.  “At $1.96 per mile, the average reefer linehaul rate was 3 cents lower year over year and 2 cents lower than the three-month trailing average,” Coke said. “Weak produce shipments have affected demand for reefer trucks: the U.S. Department of Agriculture reports that truckload produce volumes for Week 30 are among the lowest in 10 years.”  Dry Vans ▼  Van loads: 863,599, down 1.9% week over week ▼  Van equipment: 212,812, down 6.2% ▼  Linehaul rate: $1.64 net fuel, down 1 cent week over week  ▲  Load-to-truck ratio: 4.1, up from 4.0 Reefers ▼  Reefer loads: 409,340, down 3.8% week over week ▼  Reefer equipment: 64,446, down 7.5% ▼  Linehaul rate: $1.96 net fuel, down 4 cents ▲  Load-to-truck ratio: 6.4, up from 6.3 Flatbeds ▼  Flatbed loads: 559,343, down 5.6% week over week ▼  Flatbed equipment: 46,995, down 4.2% ▼  Linehaul rate: $2.00 net fuel, down 2 cents ▼  Load-to-truck ratio: 11.9, down from 12.5

Fleet Focus: CVSA inspection events present learning opportunities for truck owners

The Commercial Vehicle Safety Alliance (CVSA) conducted the 2024 Operation Safe Driver Week July 7-13. The focus of this year’s event was reckless, careless or dangerous driving. The annual CVSA event is aimed at enforcement and education with a focus on sharing the roads safely. Unsafe driving behaviors by drivers of both passenger and commercial motor vehicles are targeted. The CVSA cited 42,795 fatal traffic crashes in the U.S. in 2022, the latest year that figures are available. There were another 15,979 reported fatal crashes in Mexico. Canada reported 1,768 in 2021. The results of the event won’t be released until September or so, but drivers and owners of commercial vehicles can learn from CVSA goals and results of past years. Truck owners who purchase their own liability insurance know that the cost is a major business expense. Accident claims only drive those costs higher and can be prohibitively high for a small carrier with large or numerous claims on their record. Results from 2023 Operation Safe Driver Week In the 2023 event, 2,634 tickets were issued to commercial motor vehicle (CMV) drivers and 1,860 to drivers of passenger vehicles. Speeding was a focus area of the week, and the distribution of citations was interesting. While truckers received 58.6% of the total citations issued, they received 35.3% of the tickets issued for speeding. The second-most tickets overall were written for “other state/local driver violations,” with the category being the number-one ticket getter for commercial vehicle drivers and the second-most for passenger vehicle drivers. The category includes such violations as no registration, no proof of insurance, size and weight violations, defective equipment and other violations inspectors might find after pulling a vehicle over. Failure to wear a seat belt As usual, a substantial number of drivers received warnings or citations for failure to wear a seat belt. 512 warnings and 553 tickets were issued, but the split says that too many truckers haven’t received the message. 455 warnings, 89% of the total, and 467 tickets, more than 84% of the total, went to commercial truck drivers. While the Federal Motor Carrier Safety Administration (FMCSA) estimates that about 14% of truck drivers don’t wear their safety belt, nearly 50% of truckers killed in crashes weren’t buckled in. Truckers may have a reputation of being independent-minded people, but statistics that show that about one of every seven drivers don’t wear safety belts. That’s mind-boggling to some! No one plans an accident, of course, but it seems that the specter of bouncing around the cab like a BB in a rollover crash or being ejected in a direct collision would act as a deterrent to all but the most stubborn of people. Improper use of handheld devices One area that has seen some large swings in warning and citation numbers is the use of handheld devices. In the 2023 event, 243 warnings and 262 citations were handed out. Tickets were about evenly divided between commercial and passenger drivers, but about 65% of warnings went to truckers. The prior year looked much different. In the 2022 event there were 876 warnings. More than three-quarters of those went to drivers of passenger vehicles. The 496 tickets issued, however, were more evenly divided with commercial vehicle drivers receiving 48% and passenger vehicle drivers 52%. During the CVSA’s 2021 event, there were fewer warnings and more tickets. Of 917 tickets issued, 37.5% went to truckers. Differences may have been due to CVSA focus areas, local jurisdiction enforcement preferences or other reasons, but in the three years total warnings and tickets for handheld devices have dropped from 1,607 in 2021 to 505 in 2023. Perhaps that’s a result of education efforts or simply a difference in enforcement policy, but the fewer devices being used, the better. For owners of trucks and small fleets, and especially those who hire drivers for their equipment, Operation Safe Driver Week is a look into the overall behaviors of drivers on the highways. If, for example, the driver you hire is the one of seven who doesn’t wear a seat belt, an accident could be more costly to you if it occurs. One benefit of wearing a seat belt is keeping the driver in the seat after an impact, possibly eliminating a second or third impact. A driver knocked out of the seat controls nothing. Both drivers, motor carriers impacted by citations Even if there’s no accident, if the driver has violations for not using seat belts listed on the Pre-Employment Screening report or on the Motor Vehicle Report, your insurance rates could be raised and your CSA (compliance, safety and accountability) score could be impacted. Use of handheld devices has been compared with drunk driving in terms of what happens to a driver’s ability. At 70 mph, a five-second look to read a text message or social media post takes a vehicle nearly a tenth of a mile. Citations for use of handheld equipment are severe — and they should be. There are simply too many hands-free options, including Bluetooth headsets and dashboard “infotainment” screens for anyone to have a phone or tablet in hand while driving. Violations in a driver’s record for using a handheld device while driving are a large red flag, especially if there are multiple instances. It’s a good idea to ask a driver you are considering for hire how they will handle incoming phone calls or text messages. Equipment violations, especially warnings, may not show up on a driver’s MVR, but may appear on a PSP report. Repeated violations can be an indication of how well that driver will take care of your equipment. Unfortunately, some carriers take better care of tractors and trailers than others, and some violations may reflect lax inspection and maintenance schedules, but it’s always worth asking prospective drivers. Events like Operation Safe Driver Week, when combined with other CSVA operations like Operation Roadcheck, help provide a view into what’s happening on the road as well as opportunities to correct unsafe behaviors. Those who complain about those “four-wheelers” and the trouble they cause can be glad that they’re being watched, too. After all, everyone wins when safety happens.

History matters: Drivers with clean backgrounds are more likely to land the best jobs

People can be particular about the items they buy and use. That trait extends to truckers, too. Some wear only the best in blue jeans or boots. Others carry the latest technology when it comes to smart phones or watches. Some consider their favorite brand of truck to be superior to others and won’t drive anything else. Many are just as discerning about the things they buy and use at home. Of course, there’s nothing wrong with wanting only the best. When it comes to hiring or adding drivers, many carriers want the best, too. Federal regulations demand that background checks be performed on every driver. Considering the catastrophic impact of a “nuclear verdict,” the large cost of losing a lawsuit, carriers need to hire the best available drivers they can find. That’s why your background is so important. It’s also why it’s a mystery that so many drivers don’t work harder to make sure their industry history is as clean and credible as possible. After all, your background is the largest asset you have when you’re trying to get a new job or lease on to a carrier with a truck you’ve purchased. In the interest of full disclosure, the writer of this story (that’s me, The Trucker’s Cliff Abbott) has managed driver recruiting teams at several carriers. I’ve seen thousands of applications and reviewed so many MVRs (Motor Vehicle Reports), DAC (employment history) reports, PSPs (Pre-Employment Screenings) and a mountain of other documents. Maintain a clean driving record, and remember that inspections matter Let’s start with the driving record. I was always amazed at drivers who listed “zero” traffic citations on their application, only to act surprised when a recruiter informed them that we knew about the ones listed on their MVR — all six of them. Maybe they truly forgot about one or two of those citations, or perhaps they thought the date they received them was outside of the time limit specified on the application. After all, three years ago vs. a decade … who can remember? The Department of Motor Vehicles, that’s who. And employers have access to all of this information. Checking an applicant’s PSP report was usually interesting, too The PSP report lists mostly accident or inspection information for the past two to three years — but it also lists any citations issued, even if they were only a warning or the driver was acquitted in court. Sometimes the citations on the PSP showed up on the driver’s MVR, and sometimes not. For example, if the PSP has an entry of “speeding,” some carriers will treat the incident as an actual violation, while some won’t unless it also appears on the driver’s MVR. The PSP report also shows inspection results. While chafed air lines or inoperative lights aren’t counted as traffic tickets, the PSP can indicate patterns in a driver’s behavior. Multiple violations for the same issues can be a sign that a driver isn’t performing pre-trip inspections or doesn’t properly secure cargo. Poor performance in the past can trip you up, now and in the future The employment history report often reveals information the driver didn’t disclose. Many motor carriers subscribe to HireRight’s DAC report, but there are other companies that provide this information as well. Sometimes the carrier you’re applying with will reach out directly to your ex-employers, too. The information carriers will report about a previous employee’s history varies, with some providing a minimal amount of information — while others don’t hold back about “the good, the bad and the ugly” of a driver’s performance. For example, there are legitimate reasons a driver might not return a carrier’s truck to a company terminal when resigning. However, if eight different employers report that you quit while under dispatch and abandoned their truck, that’s a major red flag that most recruiters will notice. Another common issue is whether or not your work record with each employer is satisfactory and if you are eligible for rehire. Conflicts do happen, and not every job ends with good feelings on both sides. But if multiple carriers report that your employment was terminated and your work record unsatisfactory, there is cause for concern. With the creation of the Drug and Alcohol Clearinghouse, positive drug screens and refusals to test are much more difficult to conceal. If you answered the question, “Have you ever tested positive…” with a “no” — and then the prospective employers spots a positive result or a refusal to test on a Clearinghouse query, you can add “dishonest” to your reputation … and you won’t be hired. Your reputation is more than what you put on the application. You may not need a new job today, but tomorrow you might. Or you may want to purchase your own truck and lease it to a carrier. A background check will be done for that, too. The best practice is to keep your record as clean as possible. If you need to resign, don’t let your emotions dictate your actions. Even if you’re angry, leave as a professional. Take care of citations. Comply with physical exam requirements. Don’t do drugs. The first step in looking for a new job, before you fill out the first application, is to find out what’s already on your record. Find out how to order your MVR from the jurisdiction that issued your CDL, then order it. Know what’s in your reports and make sure your application information is accurate Order your PSP report. Obtain a copy of your HireRight DAC report. It’s free. Check with the Clearinghouse to make sure there’s no derogatory information in your file. If you find errors in ANY report, find out how to correct them. Since your employment history is stored and reported by a consumer reporting agency, they are bound by law to investigate anything in your record at your request, and they must include your rebuttal if the problem isn’t resolved. Finally, you’ll be miles ahead if you make sure the information you put on your job application matches your background records. Your employment history includes your dates of employment. Your MVR will include the dates of each citation, or show that you didn’t have any. Your PSP will show the carrier that employed you when your truck was inspected or in an accident, so make sure you list that carrier on the application. In an industry that averages more than a job per year per employee, changing jobs isn’t uncommon. It can be tough to remember who you worked for years ago and the dates you worked there. Traffic stops are forgotten and remembering if that speeding ticket was three years ago or five can be confusing. Checking your own background before you apply helps the recruiter see your efficiency and honesty.

South Texas smugglers, ringleaders sentenced for transporting nearly 2,500 people in $2.9 million conspiracy

McALLEN, Texas – Two non-U.S. citizens have been ordered to federal prison for their roles in a conspiracy to launder monetary instruments and a related scheme to transport aliens within the United States, according to a July 30 statment issued by U.S. Attorney Alamdar S. Hamdani along with Special Agent in Charge Aaron Tapp of the FBI’s San Antonio Field Office. The U.S. Attorney’s Office Southern District of Texas issued a press release giving details of the case. Luis Enrique Moctezuma-Acosta, 37, and Scarlett Fuentes-Gavarrette, 34, pleaded guilty in March to laundering over $2 million in monetary instruments and conspiracy to transport illegal aliens. Both are Mexican nationals who illegally resided in Mission. Chief U.S. District Judge Randy Crane has now ordered the couple to serve 240 months in federal prison. Not U.S. citizens, they are expected to face removal proceedings following their sentences. Prosecutors say at the hearing, the court heard recordings of undocumented aliens held against their will and begging their families to pay smugglers for their release. Evidence further revealed the organization proudly boasted about using their trucking business as a front, which not only facilitated the alien smuggling but also enabled the laundering of $2.9 million. According to the release issued by the USASDOT,  the court also considered the lavish lifestyle the co-conspirators led, all while exploiting individuals who were seeking a better life. The organization had referred to them as “products” and abandoned some in the harsh conditions of the brush without food or water, resulting in the death of one. Prosecutors mentioned that in handing down the sentence, the court noted his concurrence that this is one of the largest alien smuggling take downs this district has seen in recent history. “With today’s sentencing, we send a clear and powerful message to all criminal organizations involved in human smuggling and money laundering,” said Hamdani. “From the rural areas of Central America to the bustling streets of Boston, Massachusetts, no criminal organization is beyond the relentless reach of the Department of Justice. The lengthy sentences handed down today are a testament to our unwavering determination to dismantle these ruthless networks and bring their leaders to justice. Let this serve as a stark warning: those who exploit vulnerable individuals for profit will face the full force of the law. We will not rest until every corner of these criminal enterprises is exposed and dismantled, ensuring the safety and dignity of our communities.” “This case started as a money laundering investigation at a business. FBI agents did a phenomenal job following the evidence to uncover a much larger conspiracy involving human smuggling,” said Tapp of the FBI’s San Antonio Field Office. “I want to thank our partners at the Border Patrol, Homeland Security Investigations, the Texas Department of Insurance and the McAllen Police Department for their assistance with this case and their continued partnership in keeping our south Texas communities safe.” Prosecutors say the conspiracy involved a sophisticated network of alien smugglers across the United States utilizing commercial airplanes, tractor-trailers and various other smuggling methods. The investigation, which involved multiple agencies including the FBI, Border Patrol, Homeland Security Investigations, Texas Department of Insurance and McAllen Police Department, began in November 2019 and revealed the LEMA smuggling organization brought 2,459 undocumented migrants from the Southwest border regions further into the northern parts of the United States. The network spanned from Honduras to as far north as Boston, Massachusetts, with a heavy emphasis on smuggling Brazilian nationals. Authorities say on March 9, 2023, authorities executed multiple search warrants at Fuentes-Gavarrette and Moctezuma-Acosta’s properties, at which time they seized over $1.5 million in cash. The locations included their residence and a purported car dealership they operated as a front business. Throughout the investigation, law enforcement also seized approximately $2.69 million in assets and several luxury vehicles, such as a 2023 Escalade, 2021 Ford Shelby Truck, jewelry and several pieces of real property. Both will remain in custody pending transfer to a U.S. Bureau of Prisons facility to be determined in the near future.  

CVSA promotes education, outreach and safe equipment during Brake Safety Week

Brake safety week will be here before you know it! The Commercial Vehicle Training Alliance (CVSA) has scheduled this year’s event for Aug. 25-31. During this inspection blitz, safety checks — including a large number of Level IV inspections — will be conducted on large trucks and buses across the U.S., Canada and Mexico. Brake Safety Week is one of two annual CVSA events that focus on commercial motor vehicles’ (CMVs) brake systems. Brake Safety Day (which is never announced in advance) was conducted on June 10 this year. During that event, inspectors placed 570 vehicles — that’s 11.8% of those inspected — out of service for critical inspection item violations. The most common violation was 20% or more of brake devices out of adjustment. An 18-wheeler has 10 wheel-ends, so it only takes two for an OOS condition. Other OOS violations included worn brake lines or hoses, air leaks, broken brake drums, defective low-air warning devices and more. Brake Safety Week, unlike the one-day surprise event, is announced early, giving truck owners, fleet managers and drivers plenty of time to prepare. This year’s focus areas are brake linings and pads During this year’s week-long brake safety event, inspectors will pay extra attention to brake linings and pads. Linings that show excessive wear or that are loose, broken or contaminated with a substance (such as oil from leaking wheel seals) will be cause for a vehicle being placed out of service (OOS). Although not an area of focus, inspectors will also measure brake adjustment and the make note of the condition of parts and air lines, too. In-cab checks may be conducted to determine the condition of low-air warnings and the operation of tractor and trailer protection valves. Some jurisdictions are equipped with performance-based brake testers, machines that measure the braking forces at each wheel end, for an axle or for the entire vehicle. While these devices can’t identify the particular brake part responsible for a problem, they can identify when brakes don’t have the stopping power to safely bring the vehicle to a halt. The condition of brake linings is an issue for some drivers Brake linings may be hidden by inspection plates and can be difficult for drivers to access. Many drivers don’t know how to measure push-rod travel, so they leave that task to the technicians in the maintenance department. When an automatic slack adjuster (the device that pushes the push rod) is out of adjustment, manufacturers advise against trying to adjust it. The correct action is to have it replaced, something drivers aren’t equipped to do on the road. In most applications, slack adjusters should appear to be at about the same angle, so if one adjuster stands out at a different angle than the rest, there may be a problem on that wheel end. Other brake components, however, aren’t difficult to inspect. Drivers can check air lines, including lines from tractor to trailer and those hanging under the trailer, for damage and leaks. In-cab checks for low air pressure warnings and protection valve operation should be performed regularly. With the truck turned off and the windows down, even small air leaks can be heard. It takes a little effort, but a good look under the truck to make sure everything is connected and nothing damaged should also be done regularly. If the steering pulls to one side or the other when brakes are applied, that’s an indication the brakes are out of adjustment on at least one wheel. That’s a dangerous condition, and an automatic OOS violation if found at an inspection. Pre-inspect your vehicle ahead of time It’s a good idea to have the brakes inspected shortly before the CVSA event (or whenever the driver isn’t sure they are in proper working condition). Some carriers routinely perform inspections when the truck is in the shop for maintenance, but some utilize vendor services while the truck is on the road. Carriers that utilize a lot of trailer pools to create drop-and-hook opportunities for drivers sometimes don’t get trailers in for proper inspection as often as necessary. That’s why pre-trip inspections by the driver are critical to keeping them in good condition. Unfortunately, the conditions at pickup aren’t always good for inspections. Finding and hooking up to a loaded trailer in a muddy lot at midnight is difficult enough. The trailer may need to be moved to a better location, and a flashlight will be needed. No matter the circumstance, hauling the trailer to your destination without inspecting isn’t an acceptable way to operate. What is the CVSA and what do they do? Drivers sometimes assume that the CVSA is a law-enforcement group that exists to make their jobs more difficult. This is not exactly the case. While law enforcement groups are a part of CVSA, so are manufacturers of vehicles and vehicle components, as well as carriers. The CVSA is a partnership of industry groups that conducts regular meetings to decide on inspection criteria and develop inspection procedures. Inspectors can’t simply decide they don’t like the way something looks; they must follow detailed guidance developed by CVSA. Check out these online resources The CVSA provides a great deal of information on its website, including downloadable guides for inspection types and procedures and guidance for drivers to pass inspections. For example, drivers can download a flyer with detailed information about checking brake shoes, pads, drums and rotors here. Another document that provides brake adjustment information can be viewed and downloaded here. A flyer explaining how the performance-based brake tester works can be found here. A large part of the CVSA’s mission is education and outreach. This includes educating drivers on how inspections are conducted and how to pass vehicle inspections. It also includes accumulating data that is used to help manufacturers make better products and carriers develop better maintenance and safety processes. It’s a team effort designed to keep everyone safer. Although being inspected by a uniformed law enforcement official can be inconvenient — and sometimes intimidating — it doesn’t have to be. Inspectors and drivers are both trying to do their part to save lives. Many inspectors are glad to explain what they are looking for and what constitutes a violation. Being impatient or confrontational only adds stress to everyone’s day. Take advantage of the information available and be prepared for Brake Safety Week — and every week.

Firefighters continues progress against massive Californian blaze ahead of approaching warm weather

FOREST RANCH, Calif. — Fire crews worked Tuesday to maintain the progress made against the largest blaze in California this year ahead of warming temperatures forecast for later this week. Authorities said containment was 14% and lifted evacuation orders in some communities of Butte County, where the Park Fire started last week before spreading to a neighboring county and scorching an area bigger than Los Angeles. The massive fire continues to burn through rugged, inaccessible terrain with dense vegetation, threatening to spread to two other counties. “That’s going to be a continued challenge for us moving forward over the next couple of days,” said Mark Brunton, an operations section chief with the California Department of Forestry and Fire Protection. Cooler weather has helped firefighters stop the blaze’s path near some communities like Forest Ranch, where some people began returning to unscathed homes Tuesday. Christopher and Anita Angeloni have lived in the community of 1,600 for 23 years and have had to evacuate several times due to wildfires, including the 2018 Camp Fire that killed 85 people and decimated the town of Paradise, about 8 miles (13 kilometers) south. Christopher Angeloni said he constantly worked on creating defensible space around his home and was happy to return home nearly a week after evacuating to see his hard work paid off. “We were prepared to possibly lose everything,” he said. Anita Angeloni said it has been a stressful week. “We have not been sleeping enough, very tense, praying all the time, teary eyes,” she said. “But we’re here. We’ll see for how long.” The Park Fire, now the fifth largest in the state’s recorded history, was one of more than 100 large active wildfires burning in the U.S. on Tuesday. It has scorched nearly 600 square miles (1,551 square kilometers), according to CAL Fire. For comparison, the city of Los Angeles covers about 470 square miles (1,217 square kilometers). Some blazes were sparked by the weather, with climate change increasing the frequency of lightning strikes as the western U.S. endures blistering heat and bone-dry conditions. The Park Fire started last Wednesday after authorities say a man pushed a burning car down a ravine in Chico. It has destroyed nearly 200 structures and is threatening thousands more. The suspect, Ronnie Dean Stout II, was charged with arson on Monday. His public defender, Nicole Diamond, said in an email she had no comment. Some progress against the fire was made after cooler temperatures, more humidity and calmer winds in the last few days helped firefighters reach 14% containment as of Tuesday. In the small forest community of Cohasset in Butte County, Ron Ward ignored evacuation orders last week and stayed behind with his son to defend his property, seeing Park Fire flames hundreds of feet high approach his family ranch. He had lost insurance coverage on the property just a month earlier as companies increasingly drop California homeowners due to the growing risk of wildfires in the state. He said the flames reached within 70 feet (21 meters) of his house. Then they stopped. “It hit our sprinklers and kind of died down and then went around our property and missed, missed all of our structures,” Ward said. His 100-year-old ranch was saved. Ward had to be the one to call his bookkeeper and neighbors to tell them their homes were gone. “They haven’t even been able to get back to look at their homes,” he said, tearing up as he recounted last week’s experience to The Associated Press in an interview Monday. All through Cohasset there were remnants of the devastation, with charred mailboxes and vehicles covered with pink fire retardant dropped by aircraft. The husks of a washer and dryer set were surrounded by burned debris, and a blackened motorcycle was propped upright, balancing on rims after its tires melted away. According to the National Interagency Fire Center, evacuation orders were in effect Tuesday on 25 wildfires. More than 27,000 wildland firefighters and support personnel are assigned to wildfires that have burned more than 3,200 square miles (8,288 square kilometers) nationwide. In Southern California, people in Kern and Tulare counties were ordered to evacuate because of a fire sweeping through the Sequoia National Forest. The Borel Fire scorched through almost the entirety of the historic mining town of Havilah, officials said. California Gov. Gavin Newsom is scheduled to visit the town of 250 people later Tuesday. “We’re seeing so many of these iconic places in California . . . being quite literally devastated by these new realities,” Newsom said. The fires burning throughout the state have overwhelmed California’s firefighting capacity, and outside help has started to arrive, officials said. Newsom thanked Texas Gov. Gregg Abbott on Tuesday for sending more than two dozen fire engines to help combat the Park Fire this week. U.S. Fire Administrator Dr. Lori Moore-Merrell said one-third of U.S. residents live in an area where human activities and wildland vegetation intersect, creating a higher potential for wildfires, according to a statement. “We question living here for sure,” Ward said of his ranch in Cohasset. But generations have remained since his wife’s great-grandfather settled there in 1905, and he isn’t the one to leave, he said. “There’s a lot of history here,” Ward said. “So we live on this ranch, and we’re committed to this ranch and preserving the ranch.”

Van spot rates ease as seasonally stronger period approaches, FTR report shows

BLOOMINGTON, Ind. — When it comes to spot rates, the trend recently has been downward. That trend continued this week. According to a press release issued recently, FTR Transportation Intelligence reported that the broker-posted spot rates in the Truckstop system declined for the third straight week during the week ended July 26, following holiday-related strength in early July. As noted in previous reports, rate softness in July is the norm, but spot rates for van equipment — especially refrigerated vans — are on the verge of a typical firming period heading into Labor Day. Van spot rates remained higher year-over-year in the latest week, although their positive comparisons tightened. Flatbed spot rates were marginally below the same 2023 week. According to the release, the total load activity bounced back a bit increasing by 2.5% after declining 6.5% during the previous week. Additionally, total volume was nearly 11% above the same 2023 week but more than 24% below the five-year average for the week. Total truck postings increased more than 5%, and the Market Demand Index — the ratio of load postings to truck postings in the system — declined to its lowest level since February except for the week that included the Fourth of July holiday. Data also showed that the total broker-posted rate eased just over 1 cent after decreasing nearly 3 cents in the previous week. Total rates were nearly 1.4% above the same 2023 week but about 7% below the five-year average for the week. Although rates usually decline week over week during week 30, decreases are less reliable than they are for week 29. Total rates typically stabilize around early August as gains in van rates start to offset declines in flatbed rates. Week 31 usually sees week-over-week increases in van spot rates but declines in flatbed rates. Dry van spot rates decreased 1.6 cents after falling nearly 6 cents in each of the two most recent weeks as well, according to the release. Rates were up 1.6% year-over-year — the smallest positive comparison in the last four weeks — but were still down almost 11% versus the five-year average. Dry van loads eased 1.1%with the volume standing at more than 8% below the same 2023 week and 30% below the five-year average for the week. Refrigerated spot rates decreased nearly 3 cents after falling 4.6 cents during the previous week. Rates had risen week over week during each week 30 between 2020 and 2023. Refrigerated rates were about 2% above the same 2023 week but more than 8% below the five-year average. Refrigerated loads decreased 3.1%. Volume was about 7% below the same 2023 week and nearly 30% below the five-year average for the week. Flatbed spot rates declined nearly 2 cents, decreasing more than 1 cent during each of the two most recent weeks. Rates, which usually decline during week 30, were down 0.2% from the same 2023 week and nearly 7% below the five-year average. During week 29, the flatbed saw its first positive year-over-year spot rate comparison in nearly two years. Flatbed loads rose 5.3%. Volume was nearly 38% above the same week last year — the strongest year-over-year comparison since the end of 2021 — but about 23% below the five-year average for the week.

Despite positive signs, freight rates remained stagnant in June

Overcapacity continues to suppress the freight market, holding down rates — but are we nearing the long-awaited uptick in the cycle? Most of the analysts think so, but there’s little agreement on how soon it will happen. Despite the evidence that there are still too many trucks available to haul the freight being offered, new trucks are selling. “Class 8 tractor backlogs are thinning, but retail sales remain above replacement, more than two years after the spot market turned down,” said Tim Denoyer, vice president and senior analyst at ACT Research. Dean Croke, principal analyst for DAT IQ, had a slightly different view. “I’m seeing an exodus of capacity from the market,” Croke said. “New trucks are still selling, but much of the sales activity is from private fleets, including dedicated fleets at some carriers. Private fleets are a hedge against higher freight rates. Manufacturers that depended on the spot freight market to move their products were severely impacted by the record spot rates reached in the waning days of the COVID-19 pandemic. Increased shipping costs ate into corporate profits. In response, manufacturers increased the size of their private fleets so they could deliver more of their own product. In some cases, the costs associated with operating a private fleet exceed those of a for-hire carrier, especially when freight rates are so low. However, those costs are more acceptable when compared with market shipping expenses when rates are high. Larger private fleets harm the spot market in two ways. First, the freight that manufacturers used to send to the spot market is now being hauled on their own trucks. Second, some of those fleets look to increase the efficiency of their trucking operations by picking up backhauls from the spot market. Another reason new truck sales remain strong is the current equipment pre-buy. As the 2027 model-year approaches, more carriers are buying trucks now to avoid buying the 2027 models. The cost of a new Class 8 tractor is expected to rise $25,000-$30,000 due to the newer technology and government-mandated longer warranty periods. Buyers might be willing to spend more if they’re guaranteed that repairs made necessary by the new technology will be covered under warranty, but there’s still the issue of down time while waiting for those repairs. New trucks are expected to use larger amounts of diesel exhaust fluid (DEF), which has been shown to leave deposits in the exhaust system. Cylinder deactivation may be used to increase fuel mileage. “I get nervous any time you talk about cylinder deactivation and DEF fluid,” Croke said. “I own a Caterpillar engine, and heat is a problem.” Whatever the reasons for buying, the more trucks that are sold, the longer freight rates will take to recover. The June Cass Freight Index for Shipments showed a decline of 1.8% from May levels, while expenditures for shipping dropped 3% for the same time period. Compared to June 2023, shipments were down 6% and expenditures down 9.4%. The Cass indexes are compiled using payment data from Cass customers. “Owner-operators ae as resilient as ever, but ongoing private fleet capacity additions are putting less freight into the for-hire market in a slowing economy,” explained ACT’s Tim Denoyer, who writes for the Cass index. Expectations in the Motive Monthly Economic Report were more positive. The software distributor compiles market information based on GPS and other data that tracks visits to warehouses of the top 50 U.S. retailers. Motive’s Big Box Retail Index jumped 10.8% over May and rose 16% over July 2023. “We’re seeing particularly strong momentum in brick-and-mortar retail as these stores anticipate a very strong summer peak season,” Hamish Woodrow, head of strategic analytics for Motive, wrote in the report. “For example, department stores, electronics, and apparel retailers with brick-and-mortar locations saw a 13.8% jump heading into July, representing a 33% YoY (year over year) climb.” The largest retail gains were in department stores, apparel and electronics and in home improvement, according to the Motive release. Woodrow summarizes the report by saying, “Rising trucking rates, trucking transportation job stability, and what we predict to be a very strong July across retail sales, especially brick and mortar, are all pointing to a rebounding freight market. We predict this momentum will continue through the summer.” As the 2024 holiday season approaches, analysts predict retailers will need to increase inventories in preparation. Doing so will be more expensive if freight rates rise before orders are placed. Other factors that could impact freight markets are delays in the Red Sea, potential labor troubles at East Coast and Gulf ports, and the predicted active hurricane season. Houthi rebels continue to harass shipping in the Red Sea, which is on the route to and from the Suez Canal. A disabled ship completely blocked the canal in 2021. Shippers concerned about potential loss due to rebel activity are re-routing ships, resulting in longer transit times. The International Longshoremen’s Association, which represents 45,000 dockworkers at seaports from Maine to Texas, has threatened to strike if a new deal isn’t reached by the expiration of the current contract on September 30. A strike would cause major disruptions to trucking in and out of the ports, as well as down-line destinations served by rail. The National Oceanic and Atmospheric Administration (NOAA) has predicted an above-normal hurricane season in the Atlantic due to La Nina and warmer ocean temperatures. One major hurricane has already made its impact felt, reaching Category 5 status before weakening due to wind shear and striking the Yucatan Peninsula as a Category 2 hurricane. The same storm made landfall near Matagorda, Texas and slowly weakened as it moved all the way to Ontario. The outer bands of the storm spawned tornadoes in Texas, Arkansas, Kentucky, Indiana, New York and Ontario. Carriers that depend on the spot market for their revenue should pay close attention to rate fluctuations in different regions, as there may be opportunities to book higher rates when markets are impacted by outside forces. Overall, however, it will be more of the same as the trucking industry continues to wait for better days.

California wildfires continue devastation, spread smoke across west coast

FOREST RANCH, Calif. — Over the weekend, improving weather helped firefighters make progress in the battle against wildfires that have covered massive areas and left a trail of damage in the western United States. However, further evacuations and resources have been necessary as thousands of personnel tackle the flames. The so-called Park Fire, the largest wildfire in California this year, was one of more than 100 blazes burning in the U.S. on Sunday, according to the National Interagency Fire Center. Some were sparked by the weather, with climate change increasing the frequency of lightning strikes as the western U.S. endures blistering heat and bone-dry conditions. As of Monday, July 29, the Park Fire had scorched an area greater than the city of Los Angeles, darkening the sky with smoke and engaging thousands of firefighters. The blaze spanned more than 562 square miles of inland Northern California. Officials said in an update early Monday that winds and temperatures were expected to increase slightly amid a drop in humidity. Air quality alerts were issued for Monday in the northwestern U.S. and western Canada. The Park Fire started Wednesday when authorities say a man pushed a burning car into a gully in Chico and then fled. A man accused of setting the fire was arrested Thursday and is due in court Monday. Firefighters increased containment to 12% on Saturday, aided by cooler temperatures and more humidity, officials said. Although cooler-than-average temperatures are expected through the middle of this week, that doesn’t mean existing fires will disappear, said Marc Chenard, a meteorologist at the National Weather Service’s Weather Prediction Center in College Park, Maryland. The National Weather Service issued “red flag” warnings Monday for large swaths of Idaho, Montana, Utah and Wyoming, as well as parts of California. The warnings indicated that dry fuels and stronger winds were increasing the fire danger. Fires burned across eastern Oregon and eastern Idaho, where officials were assessing damage from the Gwen Fire, which was estimated at 43 square miles as of Sunday. In California, Paradise and several other Butte County communities were under an evacuation warning Sunday. Yet the fire’s southernmost front, which is closest to Paradise, was “looking really good,” Cal Fire operations section chief Jeremy Pierce said around midday. Officials did not expect it to move farther into Chico, a city of about 100,000 people just west of Paradise. Over the next three days, crews plan to extinguish hot spots and remove hazards, Pierce said. The focus on saving lives and endangered property has shifted to confronting the blaze head-on, Jay Tracy, a Park Fire headquarters spokesperson, told The Associated Press by phone Sunday. Nearly 4,000 firefighters are battling the fire, aided by numerous helicopters and air tankers. Tracy said reinforcements are expected to give much-needed rest to local firefighters, some of whom have been working nonstop since Wednesday. “This fire is surprising a lot of people with its explosive growth. It is kind of unparalleled,” said Tracy. The Park Fire has drawn comparisons to the 2018 Camp Fire that tore through Paradise, killing 85 people and torching 11,000 homes. Cohasset exhibited remnants of the devastation Sunday. Mailboxes and vehicles were covered with pink fire retardant dropped by aircraft. The husks of a washer and dryer set were surrounded by burned debris, and a charred motorcycle was propped upright, balancing on rims after its tires apparently melted away. Another part of Cohasset was relatively unscathed, said Garrett Sjolund, the Butte County fire chief. “We have an unburned island in that community that we are continuing to patrol and ensure that there are no hot spots in it,” Sjolund said. Managing evacuation orders in the area has been complex. Butte County Sheriff Kory Honea said authorities were about to downgrade an order to an evacuation warning for Forest Ranch when they learned a number of hot spots were reported nearby. “That illustrates how rapidly things can change,” Honea said. “We were all set to be able to reduce that order to get people back in there.” In Southern California, about 2,000 people were ordered to evacuate because of a fire sweeping through the Sequoia National Forest. The wind-driven blaze was fed by dry, dead plants and moving fast, eating up more than 60 square miles (155 square kilometers) in four days, Andrew Freeborn of the Kern County Fire Department said. No fatalities have been reported in the Park and Borel fires, but some people were increasing the danger for everyone by disregarding evacuation orders, Freeborn said. “When people are trying to ignore the orders and later call for rescue, that takes firefighters away from the task of fighting the fires,” he said. “This fire is moving at a pace and with such intensity that individuals should not be thinking they can wait until the last minute. They need to get out of the way.” Freeborn said the historic mining town of Havilah and several other communities were “heavily impacted” by the fires, but it was too soon to count the burned homes. Tracy said the Park Fire has destroyed at least 66 structures and damaged five others. Authorities initially believed 134 structures were lost based on drone footage but lowered the number after assessing the damage in person while acknowledging the figure could increase. “Each day that number has potential to grow. Our teams obviously don’t do damage inspections when there is active fire in an area,” Tracy said. Jerry White, 72, left his Magalia home of 50 years when authorities issued an evacuation warning. Years earlier, White sustained third-degree burns, and the memory of that pain made him take the warning seriously. “I don’t want to catch fire again. It’s one of the worst pains you can endure,” White said. “I wanted to get out of dodge. Burns are bad.”

More than 100 active wildfires wreak havoc in the Western US and Canada

FOREST RANCH, Calif. — Wildfires across the western United States and Canada put millions of people under air quality alerts on Sunday, July 28, as thousands of firefighters battled the flames, including the largest wildfire in California this year. The so-called Park Fire had scorched more than 550 square miles of inland Northern California as of Sunday morning, darkening the sky with smoke and haze and contributing to poor air quality in a large swath of the Northwestern U.S. and western Canada. Although the sprawling blaze was only 12% contained, cooler temperatures and increased humidity could help crews battle the fire, which has drawn comparisons to the 2018 Camp Fire that tore through the nearby community of Paradise, killing 85 people and torching 11,000 homes. Paradise and several other Butte County communities were under an evacuation warning Sunday. However, Cal Fire operations section chief Jeremy Pierce had some good news for the area, saying around midday that the Park Fire’s southernmost front, which is closest to Paradise, was “looking really good,” with crews focusing on mopping up the area over the next three days. He also said they don’t expect it to move farther into Chico, a city of about 100,000 people just west of Paradise. First responders initially focused on saving lives and property endangered by the Park Fire, but that has shifted to confronting the blaze head-on, Jay Tracy, a spokesperson at the Park Fire headquarters, told The Associated Press by phone Sunday. About 3,400 firefighters are battling the blaze, aided by numerous helicopters and air tankers, and Tracy said reinforcements would give much-needed rest to local firefighters, some of whom have been working nonstop since the fire started Wednesday. “This fire is surprising a lot of people with its explosive growth,” he said. “It is kind of unparalleled.” Although the area expects cooler-than-average temperatures through the middle of this week, that doesn’t mean “that fires that are existing will go away,” said Marc Chenard, a meteorologist at the National Weather Service’s Weather Prediction Center in College Park, Maryland. The fire has destroyed at least 66 structures and damaged five others, Tracy said. Authorities initially believed 134 structures had been lost, based on drone footage, but they lowered the number after teams assessed the damage in-person. “Unfortunately, that number will probably go up,” Tracy said. “Each day that number has potential to grow — our teams obviously don’t do damage inspections when there is active fire in an area.” The Park Fire started Wednesday, when authorities say a man pushed a burning car into a gully in Chico and then fled. A Chico man accused of setting the fire was arrested Thursday and is due in court Monday. The northern half of the fire still posed a challenge on Sunday, Pierce said, with crews using bulldozers and other equipment to build fire lines across rocky, difficult terrain and to try to stop the flames from spreading. On Friday, California Gov. Gavin Newsom declared a state of emergency in several counties because of the Gold Complex and Park fires, according to the California Governor’s Office of Emergency Services. “We are using every available tool to protect lives and property as our fire and emergency response teams work around the clock to combat these challenging fires,” Newsom said to residents. “Stay safe and remain alert for instructions from local authorities as dangerous fire weather conditions continue.” The Park Fire was one of more than 100 blazes burning in the U.S. on Sunday, according to the National Interagency Fire Center (NIFC). Some were sparked by the weather, with climate change increasing the frequency of lightning strikes as the Western U.S. endures blistering heat and bone-dry conditions. A notice from the NIFC on Sunday morning noted that a total of 103 large, active wildfires had already burned more than 2 million acres. Despite the improved fire weather in Northern California, conditions remained ripe for even more blazes to ignite, with the National Weather Service warning of “red flag” conditions on Sunday across wide swaths of Utah, Colorado and Wyoming, in addition to parts of California. In Southern California, a fire in the Sequoia National Forest swept through the community of Havilah after burning more than 48 square miles in less than three days. The town of roughly 250 people had been under an evacuation order. Fires were also burning across eastern Oregon and eastern Idaho, where officials were assessing damage from a group of blazes referred to as the Gwen Fire, which was estimated at 41 square miles in size as of Sunday. The Trucker News Staff contributed to this report.

Glimpsing the future: Shell Starship program continues to push boundaries  

HOUSTON — In the continuing effort to redefine what’s possible in transportation, Shell’s Starship program ranks at or near the top of radical engineering feats in truck technology. The program, which unveiled the original Starship in 2018, has since begat two other generations of the groundbreaking truck and trailer, providing a tantalizing glimpse of what’s to come in the field.  Ryan Manthiri, engineering manager for the program, said while the concept vehicles combine a series of highly complex design and technological elements, the astonishingly simple premise upon which they were conceived has remained constant.  “Commercial global transport accounts for about 9 percent of global CO2 emissions. That’s basically made up of, like, 17 million vehicles that operate in this global supply chain carrying around 22 trillion ton kilometers of cargo each year,” he said. “The scale of the challenge to decarbonize the sector is huge.  “We wanted to create a material demonstration for the sector of how we can come together, collaborate across different even technical boundaries to showcase significant reductions in energy usage and CO2 emissions,” he continued. “That was the underlying philosophy for the truck itself.”   Starships 1.0 and 2.0 leaned heavily into radical new design, advanced technology and space age lubricants built on increasingly efficient diesel power plants, achieving fuel economy and freight-ton efficiency that well exceeded the national average for Class 8 diesel trucks. Starship 3.0 is steeped in these elements while rolling out one important difference, the incorporation of alternative fuels.   “Nobody knows what the next thing is. There’s really no definition, you know, is it going to be hydrogen? Is it going to be electric? Is it going to be natural gas?” said Heather Duffey, Shell’s global commercial road transport communications manager. “The answer was yes to all of it, right? So that’s where we started looking: ‘What can we do now? Let’s not talk about what’s further down the road, because there’s plenty of stuff we can do now to go ahead and start reducing carbon emissions.’  “At the same time, our customers, especially large fleets, are not going to just make a change just to make a change and see how it works,” she noted. “That’s where we were like, ‘Let’s put it to the test. Let’s see what we can do. Let’s see how we can showcase our technological leadership in the industry and in this sector.’”   Starship 3 includes two models, one operating on a Cummins X15N natural gas engine and the other is a hybrid model, soon to be introduced in China. The latter model, developed in partnership with Chinese manufacturer FAW, boasts an engine that runs on Shell biodiesel, which further improves the truck’s carbon footprint.   Both trucks operate on next-generation specialty Shell lubricants such as Rotella natural gas engine oil and Spirax transmission and axle oils. While lubricants are generally considered an afterthought in existing trucks, when dealing with something as futuristic as the Starship, no detail is too small to escape innovation.  “The lubricants that we have that support the truck are just as critical as the hardware,” Manthiri said. “The engine is the heart and the lubricant is the lifeblood — and in this truck we have specially formulated natural gas engine oil. We’ve done similar things with the transmission oil making sure that the lubricant selection across the power train and the drive line are there. We want all the power coming from the engine to hit the floor with minimal resistance. That’s where these advanced lubricants come in.”   The payoff of the program has been immediate and eye-catching. Each version of the truck was put through its paces, running cross-country with a maximum-capacity load, and delivered results in fuel efficiency and emissions far superior to industry averages for a Class 8 truck. In the latest of these tests, Starship 3.0 delivered 80,000 pounds with more than two and half times better efficiency on a ton-miles per gallon basis and more than three times better emissions on a ton-miles per kg of CO2e.  Asked why an oil company would take the lead in truck design, Duffey says Shell has always stressed innovation through its internal Discovery Hub. Applying that expertise to a truck, while unique, is in keeping with the company’s forward-thinking mentality. She also said with few exceptions — the Cummins engine being one — Shell Starship sought to incorporate the best available technology regardless of origin.  “We built this to be purposely OEM agnostic, as much as possible” she said. “We felt like that was really important so that we could give a truly unbiased view of different technologies. We wanted to make sure that we weren’t showing any kind of bias towards one OEM over another in order to see what we can do and give a true evaluation of that to our customers. We work with a lot of really large fleets and OEMs, and it’s nice to be able to see the things that they have developed from the work that we’ve done that will have an impact on the industry going forward.”  The concept is not just for the present, but will be something that can be used for the future. “One thing we frequently refer to is being a lab on wheels. That’s what Starship is,” Manthiri said. “It’s been a great proving ground for technology in hardware, lubricants and fuel.” 

Drivers ask Washington to make trucking an appealing, safe and sustainable career 

WASHINGTON — The House Committee on Transportation & Infrastructure had a hearing on Wednesday with the purpose of examining the Department of Transportation’s regulatory and administrative agenda.  Highways and Transit Subcommittee Chairman Rick Crawford (R-AR) opened the meeting.  “We are here today to examine the Department of Transportation’s regulatory and administrative agenda with respect to the modal administrations under this subcommittee’s jurisdiction,” Crawford said. “Since President Biden took office, we’ve heard frequently from stakeholders spanning all regions and industries about the burden of this administration’s onerous regulatory agenda. An analysis by the National Association of Manufacturers found that across the board, federal regulations cost the United States economy more than $3 trillion. Yet, the Administration continues to march forward with crushing regulations, including those that exceed its statutory authority.” According to Crawford, the Federal Highway Administration continues to pursue its final rule to force a greenhouse gas performance measure on state departments of transportation and metropolitan planning organizations, despite lacking the statutory authority to do so.   “As I have said many times in this subcommittee, this policy was considered and disposed of during negotiations of the Infrastructure Investment and Jobs Act,” Crawford said.  Crawford noted that two federal courts issued opinions earlier this year finding the rule exceeds the Administration’s statutory authority. The United States District Court for the Northern District of Texas went so far as to vacate the rule. Concerns have been repeatedly raised in this subcommittee about the Administration’s unauthorized actions, including concerns that this rule would put the thumb on the scale and potentially influence project selection.  Confusion over regulation details  “Similarly troubling, we’ve heard concerns from businesses that they’re being hamstrung by ambiguity and a lack of clarity surrounding regulations,” Crawford said. “The so-called Inflation Reduction Act provided $4.5 billion for the Biden Administration’s Buy Clean Initiative to allow the General Services Administration and Federal Highways to pilot low-embodied carbon programs. There has been confusion about the material requirement differences between GSA and Federal Highways, as well as a lack of transparency for the Environmental Product Declaration, or EPD, collection. I remain concerned that the Biden Administration is pushing the market without considering the actual lifecycle of the materials in construction projects.”  “Likewise, rules and regulations continue to be considered that mandate certain technologies that may not be ready for mass adoption, particularly as it relates to the trucking sector,” Crawford said. “This can stifle the safe and efficient movement of freight, have safety implications on other roadway users, and may needlessly increase costs for consumers.”  Lewie Pugh, head of the Owner-Operator Independent Drivers Association (OOIDA) testified at the hearing.  “Prior to working at OOIDA, I was a small-business trucker for nearly 23 years with 2.5 million miles of safe driving,” Pugh said. “Before operating my own trucking business, I drove a truck during my service in the United States Army. I still proudly hold a Commercial Driver’s License (CDL). In short, I’ve been a trucker my entire career.”  The Owner-Operator Independent Drivers Association is the largest trade association representing the views of small-business truckers and professional truck drivers. OOIDA has approximately 150,000 members located in all fifty states that collectively own and operate more than 240,000 individual heavyduty trucks. According to Pugh, OOIDA’s mission is to promote and protect the interests of our members on any issues that impact their economic well-being, working conditions, and the safe operation of commercial motor vehicles (CMVs) on our nation’s highways.  “Small trucking businesses, like those we represent, account for 96 percent of registered motor carriers in the United States, making them a key component of the nation’s supply chain,” Pugh said. “We are undoubtedly the safest and most diverse operators on our nation’s roads. Every region of our country and segment of our economy relies upon long-haul truck drivers. Our members are an integral part of the global supply chain and have a unique perspective on the many challenges our nation faces in moving freight in the safest, most efficient manner.”  Trucking industry more regulated than any other  Pugh noted that trucking is one of the most heavily regulated industries in America. Federal regulations affect nearly every aspect of a professional driver’s life. From the number of hours they can drive before taking a break or shutting down, to the color and width of tape they must use on their trailers, nearly every element of trucking is controlled by a regulation. Complying with existing regulations, many of which have absolutely no connection with safety, can be overwhelming for even the most experienced driver. In some cases, it can be damn near impossible. While compliance rates with this dizzying array of regulations have never been higher, there are those, including large motor carriers, shippers, safety advocates, elected officials, and bureaucrats, who not only resist modernizing or eliminating needless regulations, but want to impose even more impractical and ineffective rules on American truckers. Some of these entities want to go so far as mandating speed limiters on all commercial vehicles, which could force truckers to travel 20 mph below the posted speed limit.   Truckers feel concerns unheard   Pugh stated that supporters have dismissed concerns about the disastrous consequences this regulation would have on highway safety and the supply chain. Others, with no experience in the day-to-day operation of a CMV, want to mandate the use of unproven and cost-prohibitive equipment like side underride guards that would jeopardize the safety of drivers and the future of their businesses. Pugh also added that there are members of the Committee who want to dramatically increase the amount of liability insurance truckers must carry, knowing this increase is entirely unnecessary and will immediately destroy innumerable small trucking businesses.   “If this paints a picture of a dysfunctional regulatory environment where practical solutions have become secondary considerations, then you’re starting to see things like an OOIDA member,” Pugh said. “Let me be clear, OOIDA and our members are not anti-regulation, as some would have you believe. In fact, the opposite is true. We have a long history of supporting regulations that address critical needs in our industry and are backed by sound research and data. For decades, we have pushed for enhanced driver training requirements to ensure the men and women behind the wheel of a CMV are prepared to operate at the safest level. We’ve also pushed for greater broker transparency, stronger truck leasing requirements, better driver pay, and more accurate and reliable safety ratings systems. Truckers believe Congress and the Department of Transportation (DOT) have inconsistent records when it comes to crafting regulations that support their needs. Even members of this Subcommittee have demonstrated inconsistency when it comes to developing regulations that advance our shared objective of improving highway safety and supporting those who make their living on the road.”  According to Pugh, while Congress’s recent record features both positive and negative aspects, truckers have grown frustrated with the Biden Administration’s regulatory steps initiated under their own authority. First and foremost is the wildly unpopular and dangerous speed limiter mandate proposed by the Federal Motor Carrier Safety Administration (FMCSA), which should be withdrawn immediately.   “We are also concerned by FMCSA’s efforts to water down commercial driver’s license (CDL) requirements at a time when we should be enhancing driver training regulations,” Pugh said. “Even when moving in the right direction, such as working to improve broker transparency and enhancing the ability of truckers to report safety risks through the National Consumer Complaint Database (NCCDB), the agency is painfully and unnecessarily slow to act. Outside DOT, truckers can’t believe the Environmental Protection Agency (EPA) is moving forward with more crippling emissions regulations. In the end, truckers want regulations that reflect their needs and the changing dynamics of their industry. It’s time for Congress and DOT to help make trucking an appealing, safe and sustainable career by listening first to the people that make their living behind-the-wheel.”  To watch the full hearing, visit https://transportation.house.gov/calendar/eventsingle.aspx?EventID=407667 

Hydrogen fuel is nearly ready to replace diesel, but supply infrastructure must be developed

Electric vehicle technology continues to advance, and batteries are proving to be effective at powering the family car for a trip to work and back or a run to the supermarket. However, as trips get longer and the technology is applied to larger vehicles, such as Class 8 trucks that haul heavy cargo across the continent, batteries simply can’t get the job done. According to the Engine Technology Forum, the key to meeting clean air standards worldwide may well be the tried-and-true internal combustion engine (ICE). However, the fuels burned in those engines need to change — and hydrogen could prove to be the most viable solution. According to a whitepaper published by the Forum and written by Dr. Ameya Joshi vice president/product at ClearFlame Engine Technologies, hydrogen engines have numerous advantages over alternatives including no carbon or soot emissions, a simplified after-treatment system, less fuel weight than carrying batteries and a similar range as diesel or gasoline engines. Hydrogen also provides for faster refueling than battery charging. Use of hydrogen also does not depend upon the extraction of rare-earth elements that must be imported. “The key challenges for successful deployment of H2 engines are the availability of cheap, abundant fuel, infrastructure to support the transport and refueling, and the development of engine technology to meet tough pollutant standards,” Joshi said. A July 24 webinar sponsored by the Engine Technology Forum attracted attendees from Asia, Europe and North America as well as U.S. senators and congresspersons, numerous state agencies and representatives from universities, trade associations and the media. In addition to Joshi, the panel included representatives from Cummins, Tenneco, MobilityNotes, Johnson Matthey and more. Allen Schaeffer, executive director of the Engine Technology Forum, moderated the event, during which the panel discussed advantages of using hydrogen to power vehicles — as well as the challenges involved. Cummins has been working on fuel agnostic engines for years and is heavily involved in developing hydrogen systems. Jim Nebergall, general manager of hydrogen engine business at Cummins, points out that “serious strategy in multiple energy sources will be required to truly decarbonize.” ICEs will be part of the solution to decarbonization, he says, but notes that there will not be one single solution. Hydrogen can be used to power both ICEs and electric fuel cells. According to Nebergall, the technology to use hydrogen to power long-haul vehicles can be ready for the mass market within a few years, but it all depends on the infrastructure being in place to produce, transport and store the needed hydrogen. That’s a problem. Hydrogen needs electricity to produce energy, either through heating water for steam for methane reforming or through electrolysis, which is simply passing an electrical current through water. When that electricity is produced by the burning of fossil fuels such as coal or natural gas, “gray” hydrogen is the result. The emissions given off in the production stage of these products offset any advantage gained by burning the hydrogen. “Blue” hydrogen results from the same process, but carbon capture and storage methods reduce the overall emissions from production. To create “green” hydrogen, solar, wind or other renewable energy must be used. As of 2023, less than 1% of hydrogen production could be considered low-carbon. Additionally, there are different grades of hydrogen. In steam methane reforming, some carbon is present in the final product. This “commercial grade” hydrogen can be burned in engines but isn’t pure enough for use in fuel cells. Still, while battery electric technology is still evolving, ICEs have been around for over 100 years. Louise Arnold, global light-duty product line director for Johnson Matthey, has been working on emissions solutions for years. “Clean hydrogen — we see it playing a critical role in that low carbon future, particularly in those areas where it’s gonna be quite difficult to otherwise decarbonize,” she said. Arnold addressed the question of how hydrogen engines could be adopted quickly. “The other great thing about hydrogen is, it can almost be a drop-in for the current,” she explained. “It can be used in a very similar way that we currently use diesel. The great thing about a hydrogen combustion engine is that it can use any grade of hydrogen.” Johnson Matthey produces platinum type catalysts used in catalytic converters in automobiles and other applications. Arnold is helping develop aftertreatment systems for hydrogen engines. Dmitri Konson, vice president of engineering at Tenneco, explained why his company sees hydrogen as a part of future mobility. “We see it as the most pragmatic near-future step,” he said. “For a relatively modest incremental investment in technology, hydrogen can deliver a substantial reduction in CO2 and other pollutant emissions. It’s an affordable solution.” Schaeffer spoke about the availability of hydrogen as a fuel. “I think we all understand that there’s considerable development needed to expand the availability of hydrogen as a fuel,” he said. “The inflation Reduction Act provided about $8 billion in funding assistance to drive development of hydrogen hubs throughout the US. I think that’ll play a key role in making the availability to fuel, something that the internal combustion engine users can take advantage of.” If the hydrogen burned in ICEs isn’t pure, aftertreatments will be needed to cleanse pollutants from the exhaust. Although hydrogen contains no nitrogen, NOx will still be produced. That’s because the air used for combustion is about 78% nitrogen, which could be converted in the reaction. So, hydrogen ICE vehicles may still have some of the same emissions equipment that modern diesel engines are equipped with. While battery electric vehicles (BEVs) may prove to be an effective solution for medium-duty vehicles used locally or regionally, longer-range applications like commercial trucking will need a different power source if diesel fuel is to be phased out as a fuel. Natural gas has proven to be effective and can reduce emissions, but hydrogen gets the industry closer to zero emissions using technology that is mostly ready now. The supply issue is the problem with hydrogen. By the time the issue is solved, advancements in battery technology may outpace other solutions. Until then, hydrogen remains a potential replacement for diesel. In the meantime, emissions mandates from the Environmental Protection Agency continue to flummox many players in the trucking industry. Click here to read more from The Trucker about the advancement of hydrogen-powered trucks.

New Class 8 truck sales dropped sharply in June, but not enough to relieve overcapacity

June U.S. sales of new Class 8 trucks fell 24.7% from the level seen in June 2023, according to data received from Wards Intelligence. Total reported sales of 18,134 trucks brought the year-to-date total to 113,567 trucks, 16.4% behind last year’s pace. The long-predicted sales decline is beginning to pick up steam and orders for new trucks are finally slowing as the wait for new equipment continues to decline. FTR Transportation Intelligence reported preliminary North American Class 8 net orders at 13,100 for June, the lowest month of the year so far. Previous months, however, have been higher than corresponding months last year, so the June decline won’t mean much unless following months are also low. Truck orders typically fall off in June anyway as some carriers choose to wait until orders for next year’s model are accepted by manufacturers, typically in August. At the same time that orders are falling, inventory levels that include trucks at dealerships, in transit and those at truck body manufacturers such as trash, dump, tank and so on, have risen to record levels. “On ACT’s calculated basis, the Class 8 inventory rose to an all-time high close to 92,500 units in June, versus the 85,400 units reported,” said Kenny Vieth, president and senior analyst at ACT Research. “Our calculated inventory surpasses August 2019 on the ‘we’ve got an inventory problem’ list.” High inventories may help hold down pricing for buyers, as dealers might be more willing to offer deals; however, the tightened credit market won’t help. Credit is harder to come by as creditors, still smarting from defaulted loans that occurred when record high freight rates crashed, have generally increased down payment amounts while toughening credit requirements. Buyers that are able to find financing are paying higher interest rates, too. So, what’s the good news? The good news is that slower sales of new trucks will help ease the industry’s overcapacity issue. As the number of trucks available to haul freight shrinks, competition among shippers looking for transportation for their products increases, driving freight rates higher. While better rates would certainly be attractive to truckers, it will take more months of reduced truck sales to see it happen. But there’s a catch. Some buying activity is attributed to “pre-buying” — stocking up on equipment to avoid the cost increases and potential maintenance issues expected for the 2027 model year when new EPA standards for mileage and emissions go into effect. While buying earlier model trucks may help carriers avoid cost issues, those new trucks also delay the return to a balanced freight market by adding to the current overcapacity issue. Freight rates won’t go up until truck numbers come down. Both ACT and FTR commented that sales of vocational trucks (those equipped with dump, trash, concrete and other body types) actually increased in June. Since those trucks won’t be running on the highways hauling OTR freight, that’s good for the capacity issue. On the used truck market, ACT Research reported a 2% decline in same-dealer sales from May and a 4% decline from June 2023. At the same time, the price of the average Class 8 used truck has declined by 20% in the past year; that same average truck Is also 3% younger and has 3% fewer miles. That’s good news for used truck buyers, if they can qualify for financing. “A lack of traction in freight and freight rate improvement, coupled with still-high interest rates, remains the largest hurdles to better used truck sales performance,” said Steve Tam, ACT’s vice president and senior analyst, pointing out that used truck sales are typically “lackluster” in July but tend to increase in August. What are the top sellers? Individual truck manufacturers — with one exception — are selling fewer trucks this year. That exception is Western Star. With reported sales of 5,176 trucks for the year, the company is 40.9% ahead of its pace last year. Freightliner, sibling builder to Western Star, isn’t doing as well on a percentage basis. The company has reported U.S. sales of 40,933 Class 8 trucks in 2024, down 22.7% from nearly 53,000 at the halfway point of last year. While Freightliner still holds a commanding lead with its 36% share of the new Class 8 market in the U.S., they’ve lost 2.9% of their market share so far this year. Navistar (International) has lost even more market share. At the mid-point of 2023, the company held 14.1% of the U.S. market for Class 8 trucks, falling to 14.0% at year end. As of June 2024, their share of the market has dropped to 9.9% as total Class 8 sales declined from 19,145 to 11,228 from mid-2023 to mid-2024. International sales have declined by 41.4% from last year’s level, the highest decline of any manufacturer. Kenworth and Peterbilt combined (PACCAR) are responsible for 32% of the new Class 8 market in the U.S. this year. Together they reported sales of 36,335 units, compared to Freightliner’s 40,933. Kenworth’s 17,706units are running 5.4% behind sales of last year (that’s still considerably better than the 16.4% decline of the industry as a whole). Peterbilt, on a percentage basis, is doing even better. Sales of 18,629 Petes are down just 0.9% from last year’s pace as the OEM has gained 2.6% of the market share. Both Volvo and Mack have experienced sales declines but both companies still managed to beat the industry average. Volvo sales of 11,943 are down 11.6% from the mid-point of 2023, but the company has increased its share of the U.S. Class 8 market by 0.6%. Mack sales of 7,859 are 11.8% behind last year’s mid-point but are still good for a 0.4% increase in share. Tiny OEM Hino, known mostly for Class 5-7 cabover straight trucks used for local deliveries, has increased sales of its Class 8 tractor to 93 units after reporting sales of just 7 last year. Since the Hino models are not sleeper equipped, they are mostly used for local and regional applications.

Diesel prices fall sharply for the second straight week

According to the numbers released by the Petroleum Administration for Defense District, diesel fuel prices are continuing to move downward.  Overall prices have dropped for the second straight week from an average of $3.826 per gallon to $3.779. The largest decrease in prices came from the Gulf Coast. Prices fell nearly 10 cents. from $3.551 to $3.461. The East Coast and Lower Atlantic regions dropped sharply. The Lower Atlantic region fell five cents per gallon from $3.829 per gallon to $3.778 California’s diesel prices had the sharpest decline from $4.932 per gallon to $4.874.   The two west coast regions’ prices also fell by nearly six cents per gallon.

DAT One load posts dip; truck posts unchanged

BEAVERTON, Ore. — According to the latest numbers from DAT One and DAT IQ, load posts on DAT One dipped by 12% and truck posts were virtually unchanged for the week of July 14-20. “The average linehaul rate on DAT’s Top 50 van lanes, based on the volume of loads moved, was $2.06 a mile, down 2 cents week over week and 41 cents higher than the national average,” said Dean Croke, DAT Principal Analyst. According to Croke, the national average reefer linehaul rate decreases consistently as produce volumes trail off over the summer. Last week, reefer linehaul rates were flat at $2.00 a mile for the second week, a penny higher than last year and 3 cents higher than the three-month trailing average. “Even though flatbed load post volumes dropped by 8% last week, they remain 17% higher than last year,” Croke said. “Directionally, flatbed linehaul rates are following solid seasonal trends. Last year, flatbed spot rates decreased by 19 cents from this point to mid-November.” The number of loads posted on DAT One decreased by almost 12% to 1.87 million last week, a sign of summer seasonality. The total number of loads was 2% higher year over year. Total truck posts increased 0.7% to 330,208. Dry Vans ▼ Van loads: 870,955, down 14.2% week over week ▲ Van equipment: 217,675, up 1.1% ▼ Load-to-truck ratio: 4.0, down from 4.7 ▼ Linehaul rate: $1.65 net fuel, down 2 cents week over week Reefers ▼ Reefer loads: 414,710, down 12.8% week over week ▼ Reefer equipment: 65,491, down 3.0% ▼ Load-to-truck ratio: 6.3, down from 7.0 — Linehaul rate: $2.00 net fuel, unchanged Flatbeds ▼ Flatbed loads: 586,513, down 8.3% week over week ▲ Flatbed equipment: 47,042, up 4.3% ▼ Load-to-truck ratio: 12.5, down from 14.2 ▼ Linehaul rate: $2.02 net fuel, down 2 cents One load posts dip; truck posts unchanged