TheTrucker.com

Truck driver charged in Ohio crash that killed 6 including 3 high school students 

ETNA, Ohio — A truck driver in Ohio has been charged with aggravated vehicular homicide because of his involvment in a November 2023 chain-reaction crash involving a charter bus filled with high school students that left six people dead and 18 injured.  Jacob McDonald, of Zanesville, Ohio, was indicted Thursday, July 18, on charges that also include vehicular assault; he is being held in jail on a $1 million bond. Court records did not list an attorney for McDonald. Calls to listings for McDonald were not answered. An Ohio Department of Public Safety report stated that McDonald, the driver of the 18-wheeler, was following too closely in traffic. According to state investigators, McDonald failed to slow down in traffic, struck a vehicle and pushed it into the bus, which was carrying students and chaperones from the Tuscarawas Valley Local School District in eastern Ohio.  According to Licking County Emergency Management Agency Director Sean Grady, the charter bus was transporting students from a school in eastern Ohio. A total of 57 people were on board the bus.  The crash on Interstate 70 last November killed three students on the bus and a teacher and two chaperones who were in a separate vehicle hit by the tractor-trailer.  Five vehicles were involved in the crash in Licking County, east of Columbus. 

With Biden out of the presidential race, will the new candidate support the trucking industry?

WASHINGTON — President Joe Biden dropped out of the 2024 presidential race on Sunday, July 21, ending his bid for reelection after a disastrous debate with Donald Trump that raised doubts about the incumbent’s fitness for office. The unprecedented announcement, delivered less than four months before the election, immediately upended a campaign that both political parties view as the most consequential in generations. The president — intent on serving out the remainder of his term in office — quickly endorsed Vice President Kamala Harris to take on Trump and encouraged his party to unite behind her, making her the party’s instant favorite for the nomination at its August convention in Chicago. The announcement is the latest jolt to a tumultuous campaign for the White House, coming a week after the attempted assassination of Trump at a Pennsylvania rally. A party’s presumptive presidential nominee has never stepped out of the race so close to the election. President Lyndon Johnson, besieged by the Vietnam War, announced in March 1968 that he would not seek another term after just a single state’s primary. Biden’s July decision comes after more than 14 million Democrats cast votes supporting him through the primary process. Harris, in a statement, praised Biden’s “selfless and patriotic act” and said she intends to “earn and win” her party’s nomination. “I will do everything in my power to unite the Democratic Party — and unite our nation — to defeat Donald Trump and his extreme Project 2025 agenda,” she said. Biden’s decision to bow out came after escalating pressure from his Democratic allies to step aside following the June 27 debate, in which the 81-year-old president trailed off and often gave nonsensical answers. “It has been the greatest honor of my life to serve as your President. And while it has been my intention to seek reelection, I believe it is in the best interest of my party and the country for me to stand down and to focus solely on fulfilling my duties as President for the remainder of my term,” Biden wrote in a letter posted Sunday to his X account. Nearly 30 minutes after he delivered the news that he was folding his campaign, Biden threw his support behind Harris. “Today I want to offer my full support and endorsement for Kamala to be the nominee of our party this year,” he said in another post on X. “Democrats — it’s time to come together and beat Trump.” Harris, who is the first woman, as well as the first Black person or person of South Asian descent to serve as vice president, would be the first woman to serve as president if she garners the Democratic party nomination and defeats Trump in this November’s election. There were early signs that the party was moving to coalesce around Harris, who scored the endorsements of the Congressional Black Caucus and former President Bill Clinton and former Secretary of State Hillary Clinton even before she had commented on Biden’s decision to quit the race. But notably, former President Barack Obama held off, pledging support behind the eventual party nominee. “We are honored to join the President in endorsing Vice President Harris and will do whatever we can to support her,” former President Bill Clinton and former Secretary of State Hillary Clinton said in a statement. But Obama, who had privately shared doubts about Biden’s reelection chances, stopped short of endorsing Harris even as he praised Biden for his decision to leave the race. “I have extraordinary confidence that the leaders of our party will be able to create a process from which an outstanding nominee emerges,” he said in a statement. Members of the trucking industry will be following the Democratic nomination process with interest. When Trump named Ohio Sen. J.D. Vance as his running mate last week, the Owner-Operator Independent Drivers Association (OOID) was quick to point out Vance’s history of showing support for the industry. As part of the Biden administration, Harris has voiced general support for the trucking industry as well as support for the Environmental Protection Agency’s goal of zero emissions for heavy trucks. Should she gain the presidential nomination, her final stance on industry issues, as well as the stance of her running mate, will be subject to scrutiny. Harris found out about Biden’s plans on Sunday morning and senior campaign and White House staff were notified just minutes before the letter went out, according to people familiar with the matter who commented on the private discussions on condition of anonymity. Biden had been reflecting on his future for the past couple days and the decision was closely held. Now, Democrats must urgently try to bring coherence to the nominating process in a matter of weeks and convince voters in a stunningly short amount of time that their nominee can handle the job and beat Trump. And for his part, Trump must shift his focus to a new opponent after years of training his attention on Biden. The decision marks a swift and stunning end to Biden’s 52 years in electoral politics, as donors, lawmakers and even aides expressed to him their doubts that he could convince voters that he could plausibly handle the job for another four years. Biden won the vast majority of delegates and every nominating contest but one, which would have made his nomination a formality. Now that he has dropped out, those delegates will be free to support another candidate. Harris, 59, appeared to be the natural successor, in large part because she is the only candidate who can directly tap into the Biden campaign’s war chest, according to federal campaign finance rules. Biden’s campaign formally changed its name to Harris for President, reflecting that she is inheriting his political operation — a sign of the leg up she has in the race for the Democratic nomination. Democratic groups, including the Democratic National Committee, also filed paperwork changing the names of their joint fundraising committees to reflect Harris’ candidacy. The Democratic National Conventions is scheduled to be held Aug. 19-22 in Chicago, but the party had announced it would hold a virtual roll call to formally nominate Biden before in-person proceedings begin. It remained to be seen whether other candidates would challenge Harris for the nomination. The Democratic National Committee’s chair, Jaime Harrison, said in a statement that the party would “undertake a transparent and orderly process” to select “a candidate who can defeat Donald Trump in November.” Harris was spending Sunday afternoon calling Democratic elected officials and delegates as she works to lock up the nomination. Harris received her first delegates for the Democratic presidential nomination on Sunday. The Tennessee Democratic Party posted on X that its delegation voted during a meeting Sunday to back Harris after Biden’s departure from the campaign. Trump reacted to the news in a post on his Truth Social site, in which he said Biden “was not fit to run for President, and is certainly not fit to serve.” “We will suffer greatly because of his presidency, but we will remedy the damage he has done very quickly,” he added. “MAKE AMERICA GREAT AGAIN!” While Trump and his team had made their preference for facing Biden clear, his campaign had nonetheless ramped up its attacks on Harris as pressure on Biden to step down intensified. Democratic officials, including many who were behind the effort to push Biden from the race, quickly released statements praising Biden’s decision. “His decision of course was not easy, but he once again put his country, his party, and our future first,” said Senate Majority Leader Chuck Schumer, D-N.Y. “Joe, today shows you are a true patriot and great American.” House Democratic leader Hakeem Jeffries of New York praised Biden as “one of the most accomplished and consequential leaders in American history.” Republican House Speaker Mike Johnson said Biden should immediately resign if he is not fit enough to run for office. In a statement, Johnson said, “November 5 cannot arrive soon enough.” In addition to his planned address to the country, Biden still intends to host Israeli Prime Minister Benjamin Netanyahu at the White House this week, according to a person familiar with the president’s schedule who was not authorized to comment publicly. The exact timing of the meeting is still not set in stone as Biden continues to recover from COVID. Netanyahu is scheduled Wednesday to deliver an address to Congress and he is also expected to meet with Vice President Kamala Harris while in Washington. In 2020, Biden pitched himself as a transitional figure who wanted to be a bridge to a new generation of leaders. But once he secured the job he spent decades struggling to attain, he was reluctant to part with it. Biden was once asked whether any other Democrats could beat Trump. “Probably 50 of them,” Biden replied. “No, I’m not the only one who can defeat him, but I will defeat him.” Biden is already the country’s oldest president and had insisted repeatedly that he was up for the challenge of another campaign and another term, telling voters all they had to was “watch me.” And watch him they did. Biden’s poor debate performance prompted a cascade of anxiety from Democrats and donors who said publicly what some had said privately for months, that they did not think he was up to the job for four more years. Concerns over Biden’s age have dogged him since he announced he was running for reelection, though Trump is just three years younger at 78. Most Americans view the president as too old for a second term, according to an August 2023 poll from The Associated Press-NORC Center of Public Affairs Research. A majority also doubt his mental capability to be president, though that is also a weakness for Trump. Biden often remarked that he was not as young as he used to be, doesn’t walk as easily or speak as smoothly, but that he had wisdom and decades of experience, which were worth a whole lot. “I give you my word as a Biden. I would not be running again if I didn’t believe with all my heart and soul I can do this job,” he told supporters at a rally in North Carolina a day after the debate. “Because, quite frankly, the stakes are too high.” But voters had other problems with him, too — he has been deeply unpopular as a leader even as his administration steered the nation through recovery from a global pandemic, presided over a booming economy and passed major pieces of bipartisan legislation that will impact the nation for years to come. A majority of Americans disapprove of the way he’s, and he’s faced persistently low approval ratings on key issues including the economy and immigration. Biden’s motivation for running was deeply intertwined with Trump. He had retired from public service following eight years serving as vice president under Obama and the death of his son Beau but decided to run after Trump’s comments following a “Unite the Right” rally in Charlottesville, Virginia, in 2017, when white supremacists descended on the city to protest the removal of its Confederate memorials. Trump said: “You had some very bad people in the group, but you also had people that were very fine people on both sides. On both sides.” Biden’s wife, first lady Jill Biden, responded to the president’s announcement by reposting Biden’s letter announcing his decision and adding red heart emojis. Granddaughter Naomi Biden Neal said on social media, “I’m nothing but proud of my Pop.” She said he has served the country “with every bit of his soul and with unmatched distinction” and “our world is better today in so many ways thanks to him.” By Zeke Miller, Colleen Long and Darlene Superville. Superville reported from Rehoboth Beach, Delaware. Associated Press writer Jill Colvin in New York and Aamer Madhani in Washington contributed to this report. The Trucker News Staff also contributed to the report.

Tank cleaning company accused of ignoring 2019 safety failures; cited for 8 repeat, 11 serious violations

HOUSTON, Texas — According to a U.S. Department of Labor release a La Porte, Texas tank cleaning company “again chose to disregard federal safety standards that may have protected their employees from hazardous working conditions and prevented another employee from suffering a fatal injury.” In late December 2023, the wife and son of an employee at the company grew concerned when he didn’t return after his shift. Later that day, he was found unresponsive. A workplace safety investigation by the U.S. Department of Labor’s Occupational Safety and Health Administration determined the fallen worker’s employer, Qualawash Holdings LLC — operating as Quala Services LLC — failed to ensure that atmospheric testing was done inside the tank before allowing the 53-year-old employee to enter it. The agency cited the company, whose employees clean tankers used to transport hazardous wastes, for eight repeat violations.  OSHA cited Quala Services for the same violations in June 2020 after two workers succumbed while cleaning inside a tanker truck in November 2019. “Had Quala Services acted responsibly and made the safety reforms as required in 2020, another employee would not have lost their life,” explained OSHA Area Director Larissa Ipsen in Houston. “This employer’s complete disregard for its employees’ safety is unacceptable. Complying with safety and health standards is not optional. OSHA will use all of its tools to ensure employers follow the law.”  In addition to identifying the company’s failure to conduct required testing, OSHA cited the Quala Services for seven serious violations including the following: 1. Failing to implement measures to prevent unauthorized entry into a permit-required confined space. 2. Not providing an attendant while employees entered permit-required confined spaces. 3. Numerous failures related to the confined space entry permit, including: Not identifying the authorized duration of entry. Which rescue and emergency services to be summoned. How to summon emergency services. Failing to specify personal protective, rescue and communications equipment and alarm systems. 4. Overexposing employees to carbon monoxide. 5. Not protecting conductors that entered an electrical panel box from abrasions and leaving an electrical outlet without a cover plate. The company faces up to $810,703 in proposed penalties for its alleged violations.  The La Porte-based company cleans tanker trailers used to transport hazardous waste and has more than 1,400 employees.  The company has 15 business days from receipt of its citations and penalties to comply, request an informal conference with OSHA’s area director, or contest the findings before the independent Occupational Safety and Health Review Commission. The case is another example tjat U.S. government agencies are cracking down on environmental rule breakers. In July of this year the Environmental Protection Agency announced a settlement with Hi-Noon Petroleum Inc. resolving alleged Clean Water Act (CWA) violations involving a gasoline discharge into Grayling Creek in Yellowstone National Park (YNP), Wyoming, according to a release issued last month. EPA alleged that Hi-Noon violated the CWA with a discharge of 4,800 gallons of gasoline into Grayling Creek on August 19, 2022. The company has agreed to pay $20,000 and complete a $45,000 supplemental environmental project (SEP) to resolve the alleged violations. The SEP requires Hi-Noon to donate $45,000 worth of spill emergency response equipment and training to the Hebgen Basin Fire District in West Yellowstone, Montana, which responded to the spill. “EPA’s settlement with Hi-Noon underscores our commitment to holding polluters accountable, especially within our national parks,” said EPA Regional Administrator KC Becker.  “This response will help ensure that visitors continue to safely enjoy Yellowstone long into the future.” The discharge resulted from an accident involving a Hi-Noon gasoline tanker truck on U.S. Highway 191 within the boundaries of the national park. Gasoline flowed off the road and into adjacent wetlands and followed the wetland channel to Grayling Creek, a tributary to the Madison River. The spill was reported to the YNP dispatch, the National Response Center, the Wyoming Department of Environmental Quality and the Montana Department of Environmental Quality. Hi-Noon’s contractor worked with an EPA on-scene coordinator on soil removal and product recovery activities. In April of this year, the EPA’s San Franciso office announced via press release a proposed settlement with Shasta-Siskiyou Transport of Redding, Calif. to resolve claims of Clean Water Act (CWA) violations after one of the company’s trucks overturned and a fuel product spilled into storm drains in downtown Redding. The fuel reached the Sacramento River. The proposed settlement requires Shasta-Siskiyou Transport to pay a civil penalty of $208,840. “Fuel products can cause severe harm to our waters, wildlife and ecosystems, so it’s imperative that they be transported in a safe manner,” said EPA Pacific Southwest Regional Administrator Martha Guzman. “This proposed settlement shows EPA’s commitment to holding accountable entities that pollute waterways in the San Francisco Bay watershed.” On Jan. 21, 2022, one of Shasta-Siskiyou Transport’s trucks was transporting transmix, a mixture of gasoline, diesel fuel, and other petroleum distillates, when the truck overturned in downtown Redding, releasing transmix into nearby storm drains, which led directly to Calaboose Creek and subsequently into the Sacramento River. The Sacramento River flows into the San Francisco Bay and the Pacific Ocean, and EPA alleges that Shasta-Siskiyou Transport’s truck released transmix in such quantities that may be harmful. The proposed settlement is subject to public notice and comment.

DAT: Truckboard volumes slip in June after strong May showing 

BEAVERTON, Ore.— According to DAT Freight & Analytics, spot truckload rates rose in June despite declines in the number of loads moved.  “The month ended strong for dry van freight, with nearly 25% more volume moving during the final week of June compared to last year,” said DAT chief of analytics Ken Adamo. “While demand for trucking services entered July on a high note, we expect freight activity to ease during the summer. This remains a challenging market for freight carriers and brokers.”  The DAT Truckload Volume Index (TVI), an indicator of loads moved during a given month, retreated from all-time highs for van and refrigerated (“reefer”) loads in May:  Van TVI: 266, down 9% month over month  Reefer TVI: 199, down 11%  Flatbed TVI: 279, down 7%  According to DAT, year over year, the van and flatbed TVI dipped 3% and 5%, respectively. The reefer TVI was up 7% compared to June 2023.  Spot rates rose for all three equipment types and the national average spot truckload rates increased for the third consecutive month in June:  Spot van: $2.07 per mile, up 6 cents  Spot reefer: $2.45 a mile, up 4 cents  Spot flatbed: $2.53 a mile, up 1 cent  “The average van linehaul rate was $1.64 a mile, up 6 cents compared to May,” DAT said in a press release. “The reefer rate gained 5 cents to $1.99 and the flatbed rate increased 1 cent to $2.02. Linehaul rates subtract an amount equal to an average fuel surcharge.”  National average rates for contracted van and reefer freight ticked higher:  Contract van rate: $2.44 per mile, up 1 cent  Contract reefer rate: $2.81 a mile, up 2 cents  Contract flatbed rate: $3.14 a mile, down 2 cents  The national average van and reefer load-to-truck ratios increased for the fourth straight month in June, reflecting a combination of higher demand and fewer trucks in the marketplace:  Van ratio: 4.7, up from 4.4 in May, meaning there were 4.7 loads for every van truck on the DAT One marketplace  Reefer ratio: 7.0, up from 6.3  Flatbed ratio: 14.6, down from 18.0  DAT added that ratios were higher year over year. In June 2023, the average van ratio was 3.5, the reefer ratio was 5.5, and the flatbed ratio was 13.3. Load-to-truck ratios reflect truckload supply and demand on the DAT One marketplace and indicate the pricing environment for spot truckload freight. 

NTSB chief points to 2022 crash that killed 6 teens, says public underestimates marijuana’s impact on drivers

DETROIT — A horrific crash that killed six high school girls in Oklahoma two years ago has the head of the U.S. National Transportation Safety Board (NTSB) urging parents to warn teenagers about the risk of driving after using marijuana. NTSB Chair Jennifer Homendy made the appeal to parents Thursday, July 18, as her agency released the final report on the March 22, 2022, collision between a tiny Chevrolet Spark hatchback and a gravel-hauling semi in the small town of Tishomingo, Oklahoma. The board, after an investigation by its staff, determined that the crash was caused by the 16-year-old driver slowing for an intersection, then accelerating through a stop sign because she likely was impaired by recent marijuana use and was distracted by having five teen passengers in the car, the NTSB report said. In an interview, Homendy also said the cannabis problem isn’t limited to teens. As more states have legalized recreational marijuana, teens and adults tend to underestimate the risks of driving under its influence. “There’s a perception that in states where it’s legal that it’s safe and legal to drive impaired on marijuana,” she said. In its report on the crash, the NTSB cited studies showing that marijuana decreases motor coordination, slows reaction time and impairs judgment of time and distance, all critical functions for driving. Currently it’s legal for people 21 and older to use marijuana recreationally in 24 states plus Washington, D.C., according to the Insurance Institute for Highway Safety. Oklahoma doesn’t allow recreational use, but like most states, it’s legal for medical purposes. Driving while impaired by marijuana is illegal in all states and Washington, D.C. The NTSB, which investigates transportation-related crashes but has no regulatory power, put out a safety alert Thursday urging parents to talk to young drivers about how marijuana can impair driving, and how they can make responsible choices to avoid driving while impaired or riding with impaired drivers. Homendy said states that have legalized marijuana are behind in making sure people know that it’s illegal to drive under its influence. Over half of Americans live in a state where recreational cannabis use is legal, she said. “Unfortunately, I think state laws that are legalizing recreational and medicinal use of marijuana have really come before thoughts or action on what are they going to do about traffic safety,” Homendy said. “They are far ahead on legalizing it, but very behind when it comes to traffic safety.” States, she said, need to collect more data on how legalizing marijuana has affected traffic safety, and they need to start enforcing laws against driving while impaired by cannabis. “Enforcement has got to be there in order to deter,” she said. One study on crashes in Washington state, which has legalized recreational marijuana use, showed that more drivers involved in fatal crashes tested positive for marijuana after it became legal, the NTSB said. In Tishomingo, about 100 miles southeast of Oklahoma City, six high school girls got into the car, which was designed to carry only four, for a lunch break, the NTSB report said. At an intersection, the driver slowed to 1 mile per hour, but accelerated and didn’t come to a complete stop for a sign. Instead, she sped up and turned left in front of the gravel truck. The truck driver braked and steered to avoid the Spark, but hit the driver’s side at just under 50 mph. All six teens died of multiple blunt force injuries. Tests on blood taken from the driver’s body found a THC concentration of 95.9 nanograms per milliliter, the NTSB said. If such a level of THC, the main chemical component of marijuana, were found in a living person, it would indicate “a high likelihood that the person had used cannabis very recently, and therefore was likely still experiencing acute impairing cannabis effects,” the report said. However, the NTSB cautioned that body-cavity blood samples can sometimes be contaminated by other body fluids or by THC from other tissues, including the lungs, that may contain high concentrations. In addition, the Oklahoma Highway Patrol found vaping mouthpieces and cannabis buds in the car at the scene of the crash, the report said. The NTSB recommended in the report that the Oklahoma State Department of Education develop a drug and alcohol abuse curriculum for local school districts that tells students about the risk of cannabis-impaired driving. At present, only Massachusetts and Rhode Island have such course requirements, the NTSB said. The agency also wants the Governors Highway Safety Association, a group of state highway safety officers, the National Conference of State Legislatures and the National Association of State Boards of Education to inform members about the Tishomingo crash and the need for cannabis information in school and driver education coursework. The safety association said in a statement that cannabis-impaired driving is a growing safety concern, and state highway safety offices are focused on eliminating all impaired driving. “We have to start communicating well ahead of time, to kids, that driving, having ingested or smoked or inhaled marijuana is impairing, and it’s a risk to them and a risk to others,” Homendy said. By Tom Krisher, The Associated Press

$5B federal funding allocated to improve of replace aged bridges in 16 states

WASHINGTON — Dozens of aging bridges in 16 states will be replaced or improved with the help of $5 billion in federal grants announced Wednesday, June 17, by President Joe Biden’s administration, the latest beneficiaries of a massive infrastructure law. The projects range from coast to coast, with the largest providing an additional $1.4 billion to help replace two vertical lift bridges over the Columbia River that carry Interstate 5 traffic between Portland, Oregon, and Vancouver, Washington. Transportation Secretary Pete Buttigieg said the bridges are “the worst trucking bottleneck” in the region. The bridges also received $600 million in December. Other projects receiving $500 million or more include the Sagamore Bridge in Cape Cod, Massachusetts; an Interstate 10 bridge project in Mobile, Alabama; and the Interstate 83 South bridge in Harrisburg, Pennsylvania, which Buttigieg planned to highlight Wednesday with a visit. “These bridges affect whole regions and ultimately impact the entire U.S. economy,” Buttigieg said. “Their condition means they need major urgent investment to help keep people safe and to keep our supply chains running smoothly.” The grants come from a $1.2 trillion infrastructure law signed by Biden in 2021. The law directed $40 billion to bridges over five years — the most significant dedicated bridge investment in decades. Biden has touted the infrastructure law while campaigning for reelection against former President Donald Trump. But even Wednesday’s large grants will make only a dent in what the American Road & Transportation Builders Association estimates to be $319 billion of needed bridge repairs across the U.S. According to the federal government, about 42,400 bridges nationwide are in poor condition, yet they carry about 167 million vehicles each day. Four-fifths of those bridges have problems with the substructures that hold them up or the superstructures that support their load. More than 15,800 of the poor bridges also were listed in poor shape a decade ago, according to an Associated Press analysis. The nation’s poor bridges are, on average, 70 years old. Bridges fulfill a vital role that often goes overlooked until their closure disrupts people’s commutes and delays commerce. That was tragically highlighted in March when a cargo ship crashed into a support column of the Francis Scott Key Bridge in Maryland, causing the bridge to crumple into the water and killing six road crew workers. Maryland officials have said rebuilding the bridge could take four years and up to $1.9 billion. Some projects announced Wednesday include multiple bridges, such as a $251 million grant to improve 15 bridges around Providence, Rhode Island. That project is separate from the one to replace the Interstate 195 Washington Bridge over the Seekonk River, which suddenly closed to traffic late last year because of structural problems. In Florida, Miami-Dade County will receive $101 million to replace 11 nearly century-old Venetian Causeway bridges. Other bridge projects receiving funding include the Interstate 55 bridge over the Mississippi River connecting Arkansas and Tennessee; the Cape Fear Memorial Bridge in Wilmington, North Carolina; four bridges carrying Interstate 95 over Lake Marion in South Carolina; the U.S. 70 bridge over Lake Texoma in Oklahoma; two bridges carrying Interstate 25 over Nogal Canyon in New Mexico; the 18th Street bridge in Kansas City, Kansas; and the Market Street bridge over the Ohio River connecting Steubenville, Ohio, with East Steubenville, West Virginia.

Getting in gear: After a slow start, under-21 pilot apprentice program gaining momentum

When the Federal Motor Carrier Safety Administration (FMCSA) announced its Safe Driver Apprenticeship Pilot Program, a product of the Bipartisan Infrastructure Law enacted in 2021, the trucking industry breathed a long-overdue sigh of relief. At last, many thought, Washington had heard the industry’s pleas to create some path to allow drivers under 21 to operate in interstate commerce as a means to help ease the pervasive driver shortage. In the time since, however, the program has sputtered, attracting participation by only a handful of carriers. Virtually no small companies, which some believe the bill would benefit most, have stepped up to take part. Critics blamed the low response to what they described as excessive regulatory and reporting requirements in the program. The most criticized portions of which were requirements for participating carriers to register with the Department of Labor, mandating driver-facing cameras in the cab, and reporting requirements. Whatever the reason, the apprenticeship pilot was widely panned and appeared to be headed for the scrap heap. Not so fast, say some carriers who have given the program a try. Tim Chrulski, COO of Ohio-based Garner Trucking, a participant in the pilot program, says his company didn’t take much issue with the requirements of the program as written. “The program itself is one that, frankly, I’ve believed in for a long time,” he said. “Before all of this even started, we put together an apprenticeship program of our own so we could at least train drivers under the age of 21 to be able to operate in the state of Ohio,” he shared. “So, when this program came to fruition, it was extremely exciting for our organization. I think this is one of the best things to happen to the industry in a long time.” Some naysayers may be focusing on the wrong things. “First and foremost, the most important thing is that we have safe drivers driving tractor-trailers, because my family and your family are out on the same road sharing the same highways,” Chrulski said. “I think the way that the program is structured, with the amount of hours that you have to complete, the accountability for reporting, and the need for safety equipment inside the trucks — all of those things are beneficial, and really very productive for the program,” he said. New York-based Leonard’s Express was another early adopter of the apprentice program. Ken Johnson, the carrier’s CEO, says that, even before the pilot program was launched, the New York state trucking industry was already working on issues. “We were one of those few states that didn’t allow 18-year-olds to get their Class A, so we worked hard on getting that done,” he shared. “A lot of the reason we did it was because we knew that there was the possibility of the pilot program coming through from the federal government. We wanted New York state carriers to be able to participate in it.” Johnson says his company had no issue with the pilot’s requirements, having already established its own independent driving school, ensuring it was carrying the necessary insurance and equipping all of its trucks with cameras. “The only thing that we had to do was put the proper training parameters in place. It wasn’t that big of a hurdle for us to overcome,” he said. “Having never been involved in a federal government pilot program before, we really didn’t know what to expect,” Johnson continued. “Some of the rules that came out of DOT we thought stretched it some, but we also didn’t think that they were so stretched that we couldn’t achieve the goal.” The Safe Driver Apprenticeship Pilot Program is the most proactive attempt yet to produce safe, qualified younger drivers for interstate operation. The program outlines a training pathway by which 18- to 20-year-old apprentices complete two probationary periods. In addition, specific educational requirements must be completed as laid out in the program guidelines. Both Chrulski and Johnson believe that whatever shortcomings the program might have had were miniscule compared to the issue it was created to address. The industry’s driver shortage stretches back decades and is consistently cited as the biggest challenge facing the industry in terms of current capacity and future growth. Having a workable mechanism that safely moves young people into interstate driver jobs earlier is worth jumping through a few hoops, they said. “I hope they convert the pilot to where everyone can participate in it. I think it’s heading in the right direction,” Johnson said. “It’s imperative for the industry to have this to start attracting younger people. If you go to our typical first day of class at our driving school and you look around, it’s clearly people in their second or third careers,” he continued. “We need to find ways to lower the age and bring in people for whom trucking is a first career choice. I think the program provides that.” This spring, proponents of the pilot got some good news as the FMCSA issued an emergency request to the Office of Management and Budget for approval of program revisions. The request dropped the inward-facing camera requirement and mandatory registration with the Department of Labor. Hopefully, the changes will eliminate any remaining barriers and open the pilot program to wider participation across the U.S. “I personally believe that if you are going to have a complete picture of what’s going on behind the wheel you need that camera inside the truck anyway, and I think the amount of reporting is quite necessary as a part of the program,” Chrulski said. However, he noted, if the camera requirement was the deciding factor for a motor carrier to not participate in the apprentice program, that the FMCSA made a worthwhile decision. “I don’t know that there’s been anything I’ve been more passionate about than this apprenticeship program in all my years of trucking,” Chrulski said. “I just think this is the right decision for our industry and I just want to encourage other companies to embrace this and figure it out for themselves,” he continued.” I’m willing to help where I can and give some guidance where I can, because I just think this is the right thing to do for our industry.”

Trump’s VP stands behind OOIDA’s top priorities

Donald Trump says Ohio Sen. JD Vance will be his vice presidential pick, according to an Associated Press report. He said on his Truth Social Network that, “After lengthy deliberation and thought, and considering the tremendous talents of many others, I have decided that the person best suited to assume the position of Vice President of the United States is Senator J.D. Vance of the Great State of Ohio.” The Republican National Convention kicked off this week, with delegates and officials descending on Wisconsin amid the tumult that follows a Saturday assassination attempt on Trump as he officially becomes the GOP’s nominee. The selection may favor the trucking industry. Vance is cosponsor of two bills that are considered high priorities for the Owner-Operator Independent Drivers Association (OOIDA), who issued a statement in favor of the selection, but did not go as far as to endorse Trump for president. “We’re a non-partisan organization, but unabashedly pro-trucker,” the statement read.”We’ll work with anyone and everyone who supports our members’ priorities, regardless of party affiliation. There’s no question that it’s helpful to have someone with a proven pro-trucker legislative record that is close to someone who could be the eventual president.” The Truck Parking Safety Improvement Act which directs the Department of Transportation (DOT) to provide competitive grants for projects that provide public parking for commercial motor vehicles and improve the safety of commercial motor vehicle drivers. States, metropolitan planning organizations, tribal governments, and local governments are eligible for these grants. The grants must be used for projects on federal-aid highways or a facility with reasonable access to such a highway or a freight facility. Background information includes the fact that truckers are legally obligated to comply with ‘Hours of Service’ Regulations from the Federal Motor Carrier Safety Administration. It is estimated that truckers spend approximately one hour per day looking for safe parking, which cuts down on time driving to their destination. According to a study commissioned by the Federal Highway Administration, 98% of truck drivers say they regularly experience difficulty finding safe parking, and are forced to park on an exit ramp, on the side of an interstate, or other unsafe areas. The Truck Parking Safety Improvement Act will allocate funds to create thousands of safe parking spots for trucks and make necessary improvements to existing truck parking areas. Most folks probably don’t realize that 70% of American freight is transported by truck, yet incredibly there is only one parking spot for every 11 trucks on the road, OOIDA President Todd Spencer said. “When truck drivers don’t have a designated place to park, they end up parking on the side of the road, near exit ramps, or elsewhere. This isn’t safe for the driver and it’s not safe for others on the road.”   Another piece of legislation of interest for OOIDA that Vance is connected to is the Drive Act which prohibits the Federal Motor Carrier Safety Administration (FMCSA) from issuing any rule or regulation to require vehicles that have a gross vehicle weight of more than 26,000 pounds and are operating in interstate commerce to be equipped with a speed limiting device set to a maximum speed. The FMCSA issued an advance notice of supplemental proposed rulemaking on this subject on May 4, 2022. In layman’s terms, legislation would prohibit the Federal Motor Carrier Safety Administration (FMCSA) from implementing any rule or regulation mandating large commercial motor vehicles (CMVs) engaged in interstate commerce be equipped with a speed limiting device set to a maximum speed. Studies have shown that speed limiting devices on large CMVs make our roads less safe, increasing congestion and creating dangerous speed differentials among vehicles, leading to higher crash rates, according the OOIDA. Studies and research have already proven what we were all taught long ago in driver’s ed classes – that traffic is safest when vehicles all travel at the same relative speed, Limiting trucks to speeds below the flow of traffic increases interactions between vehicles, which can lead to more crashes,” Spencer noted.  The Associated Press contributed to this story.   

USDOT to invest nearly $400 million for new I-55 bridge in Memphis

MEMPHIS, Tenn. — The U.S. Department of Transportation (USDOT) is providing nearly $400 million to build a new Interstate 55 bridge connecting Tennessee and Arkansas across the Mississippi River, replacing the existing 75-year-old span, officials said Friday, July 12. In separate news releases, Republican Tennessee Gov. Bill Lee and Democratic U.S. Rep. Steve Cohen of Memphis said the USDOT informed Congress on Friday that it is investing more than $393 million to build the new bridge. The existing I-55 bridge was built in 1949 but it remains a vital and heavily traveled artery, with thousands of cars and commercial vehicles crossing it each day. The aging bridge is one of two that connects Memphis with Arkansas, along with the Interstate 40 bridge. Officials have been pushing for a modernized I-55 bridge since the I-40 bridge was closed for weeks in 2021 to repair a crack in the structure. The new bridge will be built to modern seismic codes and is projected to accommodate approximately 64,000 vehicles daily, significantly higher than the current 48,000 vehicles, by 2050, Lee’s office said. The governor’s office said the transportation departments in Tennessee and Arkansas have each committed up to $250 million to the project. “This unprecedented investment in Memphis marks the single-largest transportation investment in Tennessee state history and will be transformative for our infrastructure,” Lee said. Cohen, a senior member of the House Transportation and Infrastructure Committee, has discussed the project in committee hearings, most recently with Transportation Secretary Pete Buttigieg on June 28. Buttigieg visited Memphis when the I-40 bridge was shut down. Cohen said the Infrastructure Investment and Jobs Act passed in 2021 helped provide the funds for the project. “Transportation across America creates jobs and improves our economy — America’s River Crossing,” Cohen said. By Adrian Sainz, The Associated Press

Semi engulfed in flames following mechanical failure on Idaho interstate

BINGHAM COUNTY, Idaho —The Idaho State Police (ISP) is investigating a vehicle fire that caused a semi-truck to be engulfed in flames on Sunday evening.  According to an ISP press release, the accident occurred at approximately 6:15 p.m. MDT in Bingham County.  “At about 6:15 p.m., a 52-year-old male from Atlanta, Ga. was traveling southbound on I-15 at milepost 102 in a maroon 2019 Freightliner semi,” the release said. “The 2019 Freightliner had mechanical failure and the trailer caught fire. The driver managed to detach the trailer from the power unit.”  Southbound Interstate 15 was blocked for some time to allow emergency personnel to assist those on scene and put out the fire. The Idaho Transportation Department assisted with traffic control. All lanes are currently running as normal.  The ISP was assisted by Bingham County Sheriff’s, Shelley Dire Department, and Wildland Fire.  The incident remains under investigation by the Idaho State Police. 

Trucker describes finding ‘miracle baby’ by the side of a highway in Louisiana

NEW ORLEANS (AP) — Reginald Walton had just rolled his 18-wheeler into Louisiana, eastbound on Interstate 10 after making a Texas delivery, when he spotted what looked like a discarded baby doll sitting on the embankment. Then he saw movement. “I noticed that it moved and I called 911 and told them I thought I saw a child on the side of the road,” Walton told The Associated Press in a Friday telephone interview. Walton, of Texarkana, Texas, didn’t know it as he maneuvered his semitrailer to the roadside Tuesday morning, but the abandoned child had been the object of an intense search since his 4-year-old brother was found dead the day before. The sheriff of Calcasieu Parish later called the surviving child a “miracle baby,” saying the 1-year-old boy had been left outside and alone for around two days as intermittent storms spun off of Hurricane Beryl, which hit Texas Monday. Walton said authorities stayed on the phone with him while he stopped his rig. “Running about 65 or 70 miles an hour in a tractor-trailer took me about a quarter of a mile to even come to a complete stop.” He then walked back to where he had spotted the child while police made their way there. “When I got to him, he was sitting down and as soon as he made visual contact with me, he smiled,” Walton remembered. “And then he stood up, started crying and walked toward me. And once I grabbed his hand, he stopped crying.” Walton, who also related his story to KADN-TV in Lake Charles, only learned the full backstory hours later on the internet. On Monday, authorities in Calcasieu Parish, Louisiana, had pulled the boy’s 4-year-old brother from a lake behind an interstate welcome center near the Texas line. The children’s mother was arrested hundreds of miles away in Meridian, Mississippi, and faces multiple charges in Louisiana, including second-degree murder. Hours after Walton rescued the baby, Calcasieu Parish Sheriff Gary “Stitch” Guillory said the child appeared to be in good condition, although he had numerous insect bites. The child was to be turned over to state family services authorities. “It was just sad to know someone would leave a child by the side of the road,” Walton said Friday. “I was just glad that I was the one to be there — to be able to help him.”

A new IDTechEx market report projects annual growth rate of 25.6% over the next 20 years

BOSTON — The  autonomous truck industry is experiencing a revival after the initial hype, with vehicle delivery numbers continuously breaking records. According to a release issued by IDTechEx, companies in Asia, Europe, and the United States are eagerly entering the commercialization testing phase. Autonomous trucks are addressing real-world problems by saving transportation costs and optimizing Total Cost of Ownership (TCO) through practical calculations. By 2044, it is expected that the global trucking fleet will be supported by an additional half a million L4 autonomous drivers, while the remaining drivers will either act as supervisors or work in less developed regions. The autonomous truck industry is projected to have an annual growth rate of 25.6% over the next 20 years. This is one of the key findings from the new IDTechEx research report, “Autonomous Trucks 2024-2044: Technologies, Trends, Forecasts”. Pain points in the commercialization of autonomous trucks Trucks have long been regarded as having great potential in commercializing autonomous driving systems. Compared to robotaxis and other mobility-service-oriented autonomous platforms, companies do not need to focus as much on user experience or integration within society. The purpose of autonomous driving systems in trucks is to address several critical issues within the industry, with driver management being the most prominent. Unstable social conditions and COVID-19 have deterred many from becoming truck drivers. Many young people are reluctant to spend their lives on the road when homeworking has become a viable way to build a career. The aging population exacerbates the labor shortage, making waning driver numbers cause a bottleneck in land transportation. Fewer drivers mean carriers are forced to increase wages to attract new and suitable drivers, thus raising operating costs. Safety is another crucial consideration in the trucking industry. According to “Intelligent Safety White Paper for China’s Road Freight Industry,” there are 3.7 accidents per million kilometers in China’s freight industry – equivalent to one traffic accident per driver every 16 months. The annual insurance payout is about RMB 30,000 per vehicle (US$4,286), with 37% of accidents attributed to driver error and 35% related to the lack of assisting equipment. Data from the Federal Motor Carrier Safety Administration indicates that heavy-duty trucks and buses in the United States have 0.1 accidents per million kilometers, with 1% being fatal. The significant disparity arises from differences in road traffic infrastructure between western and eastern China, differences in management regulations between developed and underdeveloped areas, and reduced insurance costs and personal injury compensation. Using autonomous long-haul trucks has the potential to reduce the number of accidents, as autonomous driving systems do not get distracted and can facilitate more efficient and effective communication with other vehicles or devices. IDTechEx’s new report delves deep into the pain points of commercializing autonomous trucks, highlighting the reasons why the industry is choosing autonomy. The commercialization path of autonomous trucks In 2024, autonomous truck companies are actively conducting commercial testing in the hope of addressing the paint points listed above. After studying more than ten of the largest autonomous truck companies, IDTechEx has outlined two main commercialization paths. These paths are influenced by government regulations on autonomous vehicle testing in various countries, with some regions providing detailed policy support specifically for autonomous trucks. Path 1: Stepping from L2 to L4 Led by Inceptio, the first path involves gradually upgrading the in-vehicle autonomous driving system from Level 2 (L2) to Level 4 (L4). The goal is to utilize L2 advanced driver assistance systems (ADAS) to pave the way for commercialization and gather real-world data to prepare for L4 autonomous driving systems. Although L2 cannot replace drivers, it can alleviate fatigue, extend driving distances, and enhance safety. In the Chinese market, carriers can drop from two drivers to just one on longer routes thanks to the convenience and safety available from L2-L3 ADAS trucks. Path 2: Establishing High-Quality L4 Fixed Routes The second path focuses on establishing high-quality L4 fixed routes (called “hub-to-hub”) for short-distance (200-400 miles) autonomous or unmanned transportation. Sweden’s Einride is a notable example of a company doing this, with three route plans in the UK, Norway, and Sweden. Companies need to pre-plan the routes for downstream transportation customers and set up related auxiliary facilities along the way to ensure the smooth operation of L4 autonomous driving. As an electric truck company, Einride has designed an autonomous driving network called “Grids” to address fleet optimization, tractor swaps, and battery management optimizations. Einride is already operating independently in Europe and the United States. IDTechEx’s report provides an in-depth analysis of these two commercialization paths and offers region-specific and market-specific forecasts. IDTechEx believes that at the current stage, L4 autonomous trucks require more efficient route planning to reduce uncertainties along the way, thus improving the quality of the Operational Design Domains (ODD). The L4 hub-to-hub transport can consolidate cargo from multiple clients and maximize the use of the same ODD for L4 level transportation. This approach can save vehicle energy and enhance vehicle utilization.  

Outpost launches truck parking tech platform to improve visibility, security and booking 

 Outpost  has launched a new technology platform that helps fleets and owner-operators book truck parking nationwide while giving fleet managers and operations teams visibility into their assets’ location and condition.   “Terminals and truck yards provide critical infrastructure for streamlining the flow of freight, but they’ve traditionally been locked away to very few enterprise fleets that can afford the associated capital expense and operational burden,” said Outpost co-founder and CEO, Trent Cameron. “With Outpost technology, we’re democratizing access to this real estate—giving fleets of all sizes a yard network that they can use as their own, with control over access and visibility into everything that happens onsite.”  The company has begun rolling out the integrated hardware, software, and cloud services at its 21 truck yards with plans to accelerate deployment to most properties over the summer.     Parking has traditionally been an inefficient and frustrating part of fleet operations and truck driving. Finding yards along key routes or near customer sites requires online research followed by phone calls and emails to determine space availability, amenities, and rates. Choosing a yard is often a leap of faith, trusting in the operator’s claims of security and quality standards rather than verifiable information. Access control differs from yard to yard, creating check-in headaches and increasing turn times. Individual billing and overage policies require a patchwork of relationships with dozens of yards. And without any visibility into yard operations, fleets are often blind to the location and condition of their assets.   “Many truck yards and terminals remain absent from the digital landscape, operating with manual processes for reservations, access control, and billing, unable to provide customers with visibility or reassurance into the status of their assets,” said Outpost CTO, Greg Akselrod. “By deploying a consistent technology platform, we’re improving the driver experience at each yard while providing fleets with a new way to remotely manage their assets at scale.”  According to Outpost, its new technology platform is a direct response to these challenges, informed by the company’s experience as a truck yard owner and operator. The platform combines proprietary hardware, Internet of Things (IoT) devices, computer vision, video streaming, inventory management and analytics to give trucking companies a virtual network of their own terminals, connecting operations teams with their equipment and drivers while providing a level of control and visibility previously unattainable.  In addition to enabling customers to find, book, and manage parking reservations at yards across the US, Outpost’s platform provides:  Real-time inventory, showing the number of trucks, trailers and personal vehicles parked at each yard.  Unique access codes for each location or driver, including one-time use for temporary access.  Asset identification using AI with human verification to read license plates as well as USDOT, MC, tractor, and trailer numbers.  Asset condition assessment using AI to identify visible damage to the tractor and trailer.   Intrusion detection using AI to scan perimeter fencing for unusual activity.   Live and on-demand video of every entrance and exit to confirm driver identification, equipment condition, and time of access.   “Outpost is modernizing truck and trailer parking by using new, innovative technology,” said Vice President of Terminal Management at Werner Enterprises, Ryan Gass. “Our professional drivers appreciate the easy in and out experience, we get peace of mind in knowing that our customers’ cargo and equipment is secure, and the visibility we have of our assets is extremely convenient.”  Starting July 11, Outpost customers can begin remotely managing and monitoring their fleets at select yards across the US. For more information, visit outpost.us/tech. 

ALAN activates for Hurricane Beryl relief

LAKELAND, Fla. — When Hurricane Beryl made landfall in Texas on Monday, July 8 as a category 1 hurricane, bringing heavy winds, flash flooding, and state-wide power outages. American Logistics Aid Network (ALAN) sprung into action. The organization mobilized its network and is currently working with non-profit and business partners to aid response efforts. The first order of ALAN’s business was to get organized. The organization hosted a logistics coordination call with responding non-profit partner organizations. During this call partners shared their current response capabilities and identified potential logistics gaps. ALAN’s response coordination efforts, which include fielding and filling specific requests for logistics help, will continue this week as additional needs are identified, according to a release issued on Wednesday afternoon. “Most of our requests for assistance arrive after a hurricane or tropical storm has hit, sometimes weeks, months or even years into recovery” said Alexia Nobles, ALAN’s Operations Coordinator. “That’s because each storm winds up having very different outcomes and pain points. And you really can’t predict what those will be – and where relief organizations will require supply chain assistance the most – until after the storm has moved through.” ALAN’s Disaster Micro-Site is the best resource to view open logistics needs for response efforts. It’s also where we post critical resources and information in the form of Situation Reports as we receive new updates. “We are likely to witness supply chain impacts given parts of the Caribbean, Mexico and U.S. Gulf Coast were all affected,” said Kathy Fulton, ALAN’s Executive Director. “ALAN will continue to convene its public and private sector networks to provide visibility, smart logistics solutions, and compassionate humanitarian response as relief efforts demand.” The Associated Press reported on Tuesday that after Hurricane Beryl slammed into Texas early Monday, knocking out power to nearly 3 million homes and businesses, unleashing heavy rain and killing at least three people it moved east and later weakened to a tropical depression, the National Hurricane Center said Monday evening. The fast-moving tempest threatened to carve a harsh path over several more states in coming days. Texas state and local officials warned it could take several days to restore power after Beryl came ashore as a Category 1 hurricane and toppled 10 transmission lines and knocked down trees that took down power lines, according to the AP. Beryl later weakened into a tropical storm and then a tropical depression, far less powerful than the Category 5 behemoth that tore a deadly path of destruction through parts of Mexico and the Caribbean last weekend. But the winds and rains of the fast-moving storm were still powerful enough to knock down hundreds of trees that had already been teetering in water-saturated earth, and strand dozens of cars on flooded roadways. As it moved inland, the storm threatened to spawn tornadoes and the National Weather Service confirmed on social media that tornadoes had been spotted in northeastern Louisiana. ALAN was founded in 2005, and provides donated logistics assistance to disaster relief organizations before, during and after catastrophic events. It is aided in these efforts by financial supporters, volunteers and in-kind donors. In 2024 and 2023 it coordinated compassionate supply chain services for disasters such as the Arkansas tornadoes, Hurricane Idalia, the Maui wildfires, the California winter storms, the attacks on Ukraine, U.S. southern border response and the COVID-19 pandemic.

Van spot rates rise in latest report

Despite the holiday week, data from Truckstop and FTR Transportation Intelligence for the week ended July 5 show how calendar shifts can affect spot market performance. That’s according to a press release issued earlier this week. Broker-posted spot rates for dry van and refrigerated van equipment rose during the holiday week – an unusual development for that week of the year, but the timing of the Independence Day holiday likely was a significant factor, according to the report. “Dry van and refrigerated rates usually fall sharply during week 27, but this year, most of the week was over before the holiday,” the release stated. “In most years, any pre-holiday rate strength occurs during week 26.” Previous years with rate gains during week 27 generally have been those in which July 4 was a Thursday or Friday. Refrigerated rates were especially robust with the largest increase for a week 27 since at least 2008 and the strongest year-over-year comparison for any week since February 2022. With the calendar distortion over, the seasonal expectation would be for a decline in rates during the current week. With load postings falling far more sharply than truck postings during the holiday week, the Market Demand Index fell to 54.3, which is the lowest level since December.

Independence Day holiday and threat of Hurricane Beryl impact freight movements

BEAVERTON, Ore. — With the Independence Day holiday and the remnants of now Tropical Storm Beryl on a path expected to make its way through Texas, Arkansas, Illinois, Indiana, Ohio and beyond, the number of loads and trucks on DAT fell sharply. “Hurricane Beryl made landfall near Matagorda, Texas, about 85 miles south-southwest of Houston, packing maximum sustained winds of 80 mph,” said DAT Principal Analyst, Dean Croke. “Truckload capacity tightened in Gulf Coast markets, especially for van and flatbed freight. According to Croke, import volumes at the Ports of Los Angeles and Long Beach are expected to increase 45% year-over-year (y/y) in the second week of July as shippers pull forward holiday season inventory ahead of possible East Coast labor action by the International Longshoreman Association (ILA). “Key outbound lanes include Stockton and Phoenix, where loads moved are already up 45% and 28% month-over-month (m/m), respectively,” Croke said. “On the same lanes, spot rates are up 3.5% and 4.5% m/m, respectively.” Load posts on DAT One fell 48% during the July 4 holiday week according to spot market data for June 30-July 6, 2024 (Week 27). The number of loads posted on DAT One dropped 48% to 1.26 million last week, while the number of trucks posted fell 21% to 262,943. Last week included the July 4 holiday, which many businesses took off as a four-day weekend. The holiday suppressed volumes compared to the prior week, one of the busiest on the freight calendar, with 2.4 million loads posted. Dry Vans ▼ Van loads: 618,011, down 49.9% week over week ▼ Van equipment: 172,876, down 21.9% ▼ Load-to-truck ratio: 3.6, down from 5.7 — Linehaul rate: $1.70 net fuel, unchanged week over week Reefers ▼ Reefer loads: 317,301, down 42.6% week over week ▼ Reefer equipment: 54,335, down 15.4% ▼ Load-to-truck ratio: 5.8, down from 8.7 ▲ Linehaul rate: $2.04 net fuel, up 1 cent Flatbeds ▼ Flatbed loads: 326,464, down 49.2% week over week ▼ Flatbed equipment: 35,732, down 25.9% ▼ Load-to-truck ratio: 9.1, down from 13.7 ▼ Linehaul rate: $2.05 net fuel, down 3 cents

Diesel fuel prices continue to rise

Diesel prices continue to rise for the third straight week. According to data released on Monday by the Petroleum Administration for Defense District, the overall national average price per gallon for diesel went up more than five cents to $3.865 per gallon. The sharpest increase was in the midwest where prices went from $3.729 to $3.803. Two weeks ago the midwest average price stood at $3.662 meaning prices have spiked in the region by nearly 14 cents per gallon in just two weeks. The second largest increase came on the east coast where prices rose from $3.898 to $3.934. The only region of the country that reported any decline was the west coast minus California where the price dipped only slightly from $4.039 to $4.018. California’s prices rose by four cents from $4.915 to $4.955.

Log truck overturns after near head-on collision with semi-truck in west Georgia

HARALSON COUNTY, Ga. — While trying to avoid a grass-cutting crew in rural Haralson County, Ga.,a semi truck driver reportedly caused a log truck to overturn. The accident happened on Highway 100  near the town of Tallapoosa, Ga. on Monday. According to a press release issued by the Haralson County Sheriff’s Department, deputies responded the incident near Crossroads Church Road in reference to an overturned log truck. Authorities say the driver of a Kenworth semi truck, Corcedric Lathan, 33, of Birmingham, Ala. stated to deputies on the scene that he was driving south on Highway 100 when he “came across a grass cutting crew.” According to the press release, Latham stated that he went around the crew on the wrong side of the road and then met a log truck in their lane. Latham stated that he was able to get back over narrowly missing the log truck. The Haralson County Sheriff’s Department release stated that the driver of the Mack log truck, Jeffery Farlow, of Ranburne, Ala. stated that he was traveling north on Highway 100 when a truck came into his lane, and he jerked the wheel to avoid hitting him. Farlow was able to miss the other truck but did go into the embankment and roll over. Farlow was not injured during the wreck. A witness at the scene corroborated the drivers’ accounts of the events according to the Sheriff’s Department release. This wreck could have been so much worse, and we are thankful that no one was seriously injured,” stated Haralson County Sheriff Stacy Williams. “It can be dangerous to go around workers on the roadways. Best practice if you must pass is to make sure you can see a good distance ahead. A little patience and carefulness could save a life.” Latham was cited for Failure to Maintain Lane.

Preliminary Class 8 truck orders return to expected levels

COLUMBUS, Ind. – The fact that Class 8 numbers were down in June doesn’t come as much of a surprise. In a media release from ACT Research, June preliminary North America Class 8 net orders were 14,800 units, down 37% m/m and 12% y/y. Complete industry data for June, including final order numbers, will be published by ACT Research in mid-July. “Even in good years, Q2 typically delivers below-trend orders, while Q4 orders can trigger optimism at the bottom of the cycle. With the long bottom in freight volumes and rates continuing in the most recent data from DAT amid lingering market overcapacity, for-hire carriers’ financial performance has been dismal,” shared Kenny Vieth, ACT’s President and Senior Analyst. He continued, “Entering the historically worst time of the year for orders at the bottom of tractor buyers’ profitability cycle is producing results in line with expectations. At the same time, the brightest spot in the economy has been consumer services spending, helping to support steady medium-duty truck demand.” Regarding medium duty orders, Vieth added, “Reflecting underlying service sector strength, NA Classes 5-7 net orders were 19,000 units in June, down 1.6% month-to-mont, but up an in-line 3.3% year-to-year.”

Insurance costs top list of carrier concerns 

In a recent survey, Truckstop found that among the top carrier concerns, rising insurance costs were rated at 61% aside from fraud, fuel costs, and rates.   In a recent Truckstop Nation podcast, host Brent Hutto, Chief Relationship Officer of Truckstop spoke with Chad Eichelberger, President of Reliance Partners who shared his thoughts on the issue.  “Insurance has gone up tremendously as the cost factor for running an operation,” Hutto said.  Both Hutto and Eichelberger shared that it is important for start-ups, owner/operator businesses and operations with only one or two trucks “to do your homework” when it comes to talking with insurance underwriters.  “If you’re brand new, it’s going to be a little more of a hill to climb in getting the type of insurance that is maybe the best cost for you,” Hutto said.  Eichelberger added that when it comes to insurance, being comfortable with your agent is vital.  “I feel like going out and getting experience, talking to your agent, getting comfortable with that, is an incredibly overlooked thing we see happen in the marketplace,” Eichelberger said.  For example, if a person or company is filling out insurance information and checks all the boxes for cargo without any intention of hauling all types of cargo, the cargo rates will be unnecessarily high.  “Be specific about what you are going to haul,” Hutto said. “Insuring everything can be costly.”  Where a company operates is also extremely important when it comes to insurance rates.  “There are certain states where the operation expenses are just higher,” Eichelberger said. “That’s reflected in insurance. If they see a lot of mileage in particular states that are higher risk states, that’s going to be factored in when they look at pricing for insurance. It’s one of those things you have to contemplate.”  Hutto added that insurance companies operate on the probability of something happening.  “You insure the person and then you insure the probability of things happening in a certain environment.” Hutto said.  Operation location also plays a huge part in determining insurance rates.  Eichelberger agreed giving the example that “that a fender bender in Lake Charles, Louisiana, I’m going to tell you, is going to cost a whole lot more than a fender bender in Green Bay, Wisconsin.”  In conjunction with National Logistics Day and Insurance Awareness Day approaching on Truckstop conducted an online survey of more than 2,000 of their carrier customers to understand the dual impact of logistics and insurance on freight movements. The survey highlighted the crucial roles that logistics professionals and insurance play in keeping America’s freight industry moving smoothly and securely.  The survey provided valuable insights underscoring carrier needs in the logistics and insurance space.   The top carrier concerns aside from fraud, fuel costs and rates include:  Insurance costs (60%).  Equipment costs (44%).  Government regulations (36%).  Parking (30%).  The most important customer needs include:   Maintaining reputation of my authority (89%).   Finding the best place to fuel up (78%).   Feeling safe when parked – (especially for women drivers (72%).   The survey also showed that carriers have expanded their network by adding 13% more brokers compared to the previous year. Data indicated that brokers are now handling approximately 12% additional loads per month.  To hear the entire podcast visit https://truckstop.com/podcast/episode-35-chad-eichelberger/