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Baltimore Port will return to normal levels in July, officials say

BALTIMORE — Commercial shipping traffic through the Port of Baltimore is expected to return to normal levels next month, officials said Wednesday, after the channel fully reopened this week for the first time since the collapse of the Francis Scott Key Bridge in March. “I’ve been waiting to say this for every day for the last 11 weeks: Maryland, the Fort McHenry Channel is fully cleared, and the Port of Baltimore is reopened for business,” Gov. Wes Moore said at a waterside news conference to highlight the milestone. As the governor spoke, a passing ship blasted its horn. “You hear that?” Moore said. “That’s a beautiful sound.” Behind him, giant cranes lifted shipping containers from the deck of a docked cargo ship and deposited them on land. Many shipping companies rerouted their cargo to other ports following the deadly collapse in March. The deadly disaster halted most maritime traffic through Baltimore’s busy port as crews worked around the clock to clear an estimated 50,000 tons of fallen steel and concrete from the Patapsco River. The estimated cost for the entire salvage operation is $160 million, with federal, state and local agencies involved. Companies that steered clear of Baltimore during the cleanup will likely come back now that the channel has been returned to its original depth and width, officials said. The port, which processes more cars and farm equipment than any other in the country, is expected to be operating at normal capacity by mid-July. All that rerouted commercial traffic “belongs in Baltimore today,” U.S. Transportation Secretary Pete Buttigieg said during a news briefing earlier this week. “We have every indication that that is what is taking place, but we will be reinforcing that expectation as we speak with players up and down the supply chains.” Crews were able to reopen portions of the deep-draft channel in phases, restoring some commercial traffic in recent weeks. Some cruise ships and large container ships have already passed through, officials said. But thousands of longshoremen, truckers and small business owners have seen their jobs impacted by the collapse and its economic ripple effects, which extend well beyond the Baltimore region. State officials helped establish several relief programs to keep people employed and businesses afloat in the immediate aftermath. “We were a wounded port,” said Scott Cowan, president of the International Longshoreman’s Association Local 333, which represents Baltimore port workers. In a competitive industry, he said, other ports were looking to take Baltimore’s cargo. Reopening the channel means keeping thousands of longshoremen in their jobs, Cowan said. Officials estimated that the salvage operations for the U.S. Army Corps of Engineers will cost up to $75 million, while the Coast Guard response has cost $24 million to date to open the main channel. Maryland used about $60 million in federal emergency funds to open three other smaller channels outside the main one. Rebuilding the bridge could cost nearly $2 billion, officials have said. They hope it’s completed by 2028. President Joe Biden has pledged that the federal government will cover the full cost of rebuilding, though officials said the funding is still awaiting approval from Congress. In a statement Tuesday, Biden praised the work of everyone involved in the recovery effort. “Baltimore can count on us to stick with them every step of the way, and we will continue to have your back until the bridge is rebuilt,” he said. The cargo ship Dali lost power and crashed into a critical support column of the Francis Scott Key Bridge in the early hours of March 26, collapsing the span and sending six members of a roadwork crew plunging to their deaths. A National Transportation Safety Board investigation found that the vessel experienced power outages before starting its voyage, but the exact causes of the electrical issues have yet to be determined. The FBI is also conducting a criminal investigation. The Dali remained stuck amid the wreckage for almost two months, with a massive steel truss draped across its damaged bow, before being refloated and guided back to port May 20. That allowed officials to open a channel that was 50 feet (15 meters) deep and 400 feet wide, big enough for most of the largest commercial vessels. The full federal shipping channel is 700 feet wide. Officials said two-way traffic can now resume, and additional safety requirements have also been lifted because of the increased width. By Lea Skene and Brian Witte, The Associated Press

California’s 9th Circuit upholds AB5 law

SAN FRANCISCO — The California worker classification law, commonly known as AB5, has been upheld by the U.S. Court of Appeals for the Ninth Circuit. The 11 judges who make up the court’s full panel handed down the ruling on Monday, June 10. According to California officials, AB5’s goal was to prevent businesses from misclassifying workers as independent contractors. However, many in the trucking industry disagreed. The California Trucking Association and Owner-Operator Independent Drivers Association (OOIDA) recently filed an appeal to the Ninth Circuit over AB5. “The California Trucking Association and OOIDA have argued that AB5 imposes undue burdens on interstate commerce in violation of the dormant Commerce Clause,” OOIDA said in a statement. “In addition, OOIDA and the state trucking group have said that the law’s decisions on who it exempts violate the U.S. and California constitutions’ equal protection clauses.” AB5 was signed into law in 2019 after Lydia Olson and Miguel Perez, — drivers for Uber and Postmates — filed a lawsuit that same year. The Ninth Circuit on June 10 unanimously upheld a lower court ruling that said Uber failed to show that the 2020 state law known as AB5 unfairly singled out app-based transportation companies while exempting other industries. AB5 was originally designed as a general labor law that would cover a variety of industries, including trucking, app-based delivery companies and journalism. Exemptions were later granted to workers in multiple fields. Opponents, such as OOIDA, contend that the law now targets gig workers and the trucking industry. They argued AB5 violates the Equal Protection Clause. A federal court previously ruled that AB5 applies to some 70,000 truck drivers who can be classified as employees of companies that hire them instead of independent contractors, giving them a right to overtime, sick pay or other benefits. Judge Jacqueline Nguyen wrote in her June 10 opinion that AB5 does not directly classify any particular workers as employees or independent contractors. “Rather, under AB5, as amended, arrangements between workers and referral agencies that provide delivery or transportation services are automatically subject to the ABC Test adopted by the California Supreme Court,” the judge wrote. The ABC Test says that a worker is considered an employee unless three factors are established: A — The company does not control or direct what the worker does, either by contract or in actual practice. B — The worker performs tasks outside of the hiring entity’s usual course of business. C — The worker is engaged in an independently established trade, occupation or business. “Under the deferential rational basis standard, the en banc (full panel) court concluded that there were plausible reasons for treating transportation and delivery referral companies differently from other types of referral companies, particularly where the legislature perceived transportation and delivery companies as the most significant perpetrators of the problem it sought to address — worker classification,” Nguyen wrote.

Diesel prices continue to fall around nation

LITTLE ROCK, Ark. — For nine weeks in a row, the average price for a gallon of diesel fuel in the U.S. has dropped. According to the Energy Information Administration (EIA), the price fell to $3.658 as of June 10. That’s down from $3.726 on June 3 and $3.758 on May 27. Prices are down all across the country. The lowest price can be found along the Gulf Coast at $3.384 per gallon. The highest is in California at $4.911 per gallon on average. Along the East Coast, drivers can expect to pay $3.789 per gallon. According to the EIA, demand for distillate fuels, which are used in the trucking and home heating industries, has dropped to 3.67 million barrels a day due to sluggish manufacturing activity and a milder-than-expected winter. There’s also plenty of renewable fuel supply, the EIA notes. The two most immediate U.S. ultra-low sulfur diesel futures contracts settled in the steepest contango since 2020 on Friday, according to a Reuters report. A market is in contango when prices for commodities are lower now than for future deliveries.  

TSR rolls out guide to help fleets ensure proper use of seat belts

New York, N.Y. — A new initiative has been launched to help safety efforts on the highways. An announcement was made June 6 that Together for Safer Roads (TSR), a leading global NGO focused on building cross-sector partnerships to improve fleet trucking safety, announces the publication of “Seat Belt Safety Standard Operating Procedures: How to create and maintain a culture of safety by promoting seat belt safety procedures.” This new guide marks significant progress in establishing seat belt safety utilization standards as part of TSR’s Fleet Trucking Global Safety Standards Initiative. The initiative, launched during the 2023 UN Global Road Safety Week, aims to establish operator-focused guidelines and best practices for effective implementation of fundamental safety tools and technologies including: telematics, automatic braking, airbags,, side view mirrors, and seatbelts.  The first phase has been dedicated to developing “Gold Star” Standard Operating Procedures (SOPs) aimed at increasing driver seat belt utilization rates for fleets. According to its press release, extensive research and stakeholder engagement, TSR identified a critical need for detailed SOPs that address both human behavior and specific seat belt hardware and technology. The new handbook, based on insights from fleet managers, drivers, and public and private sector leaders, highlights the importance of consistent seat belt use and offers practical guidance to enhance safety measures. “Today marks a significant milestone in our mission to improve global fleet trucking safety, said Peter Goldwasser, executive director of Together for Safer Roads. “The SOPs outlined in our guide represent a comprehensive framework for promoting and supporting seat belt usage within organizations.” Key aspects of the SOPs include: Training for Seat Belt Compliance: Building a foundation of knowledge and cultivating a culture of safety through comprehensive training initiatives. The SOPs stress the importance of integrating seat belt safety goals into organizational and operational practices. This includes incorporating seat belt usage into driver performance evaluations, and utilizing data analytics to measure and enhance compliance. Seat Belt Software and Hardware Selection: Adopting the most reliable and effective technological solutions to bolster seat belt compliance and monitoring. Purchasing and Evaluating Vehicle Seat Belt Safety Systems: Ensuring that the procurement of vehicles and their safety equipment is guided by informed, safety-focused decisions. This involves establishing clear criteria for seat belt safety features and assessing the safety records and seat belt technology of potential vehicle models to maintain compliance with seat belt safety regulations. Seat Belt Utilization Enforcement: Creating mechanisms for compliance, while ensuring accountability and timely corrective actions. Communication for Seat Belt Safety Awareness: Establishing clear channels and protocols for disseminating safety information, collecting feedback, and fostering dialogue. To make the necessity of seat belt usage more relatable and impactful, the SOP incorporates interactive training methods and anecdotal storytelling to educate drivers about the importance of seat belt safety. Documentation of Seat Belt Safety Compliance: Ensuring meticulous record-keeping, accessibility, and regular updates to all seat belt safety-related documents.The SOPs emphasize the importance of measurement and evaluation (M&E) in ensuring the effectiveness, efficiency, and impact of seat belt safety initiatives. They outline the role of M&E in accountability, performance improvement, resource allocation, learning, evidence-based decision-making, impact assessment, transparency, risk management, efficiency, and stakeholder engagement. Within each section, practices are categorized as currently existing practices, industry best practices, and easy to implement takeaways, providing fleet leaders a range of tools to implement in their own management practices. The initiative’s development and subsequent testing are being conducted in collaboration with leading fleet partners, including AB InBev, Republic Services, The City of New York Department of Citywide Administrative Services (DCAS), PepsiCo, and Interstate Waste Services. These partners emphasize the collective responsibility of organizations to contribute to long-term improvements in global fleet trucking safety. “As a major user of roads worldwide, improving the safety of our vehicles and their operation not only benefits us but also enhances road safety for everyone. We’re excited to team up with TSR to set better technical standards on the proper use of seatbelts. This important work demonstrates the positive change industry collaboration can have on our communities,” said Andres Peñate, Global VP for Corporate Affairs of Ab-InBev. “As the operator of one of the largest independently-owned fleets in the US, and a network of drivers across the globe, maintaining driver safety, health and wellbeing is essential,” said Daniel McGuigan, EHS Director at PepsiCo. “At PepsiCo we’re proud of this important collaboration and look forward to continuing to work to advance seatbelt usage and best practices.” “Starting with the most fundamental safety instrument of seatbelts is a good choice that shows the thorough nature of this initiative,” said Jim Olson, Vice President, Safety, at Republic Services. “We are committed to supporting these types of efforts to improve fleet safety and ultimately save lives.” NYC DCAS Deputy Commissioner and Chief Fleet Officer Keith Kerman said, “Wearing your seatbelt is the law.  It’s also basic commonsense and the life you save will be your own.  As our NYC fleet operators traverse millions of miles of New York City streets, attention to proper seatbelt usage is of utmost importance. We are proud to be part of the effort to call attention to this issue and elevate road safety here in our city and around the world.” “It is crucial to make sure that every fleet driver buckles up, every time, and these standards will drive that goal,” said Sal Mastriani, Vice President of Risk Management at Interstate Waste Services. “It’s exciting to see this concrete progress being made and to collaborate with TSR on expanding the safety standards.” The next phase of TSR’s Fleet Trucking Global Safety Standards Initiative will focus on using fleet telematics to drive safety.Increasingly, fleet operators purchase and use telematics systems to improve road safety, monitor their services/products and efficiency, and better support their drivers. Telematics systems gather key data on what is happening on-the-road and in vehicles. To address safety, most fleet operators focus on a few main metrics – speeding, harsh braking, harsh cornering, close following, reversing actions, and seatbelt use – as addressing these behaviors have, to date, shown the best correlation with road safety. TSR’s report will unpack these key safety telematic metrics and showcase how fleet operators have deployed and refined them in their operations. Focusing on experiences from fleet operators, it provides case studies and other examples that show how organizations are using their telematics data to drive a culture of safety. The target audience for this next report is safety managers who are implementing telematics programs and are looking for support in how to design and implement them. This work will also provide citations and other resource-level information that can be used to support training materials from TSR’s FOCUS program.

After nixing toll plan for Manhattan, New York governor proposes tax hike

ALBANY, N.Y. — On Wednesday, June 5, Gov. Kathy Hochul enraged environmentalists and public transit advocates — but delighted suburban commuters — by putting the brakes on a plan to battle New York City’s traffic by imposing high tolls on Manhattan drivers. On Thursday, she was scrambling to get support for her proposal to hike a business tax as a way of replacing the $1 billion per year the tolls had been expected to raise for New York’s ailing subway system. The governor’s behind-the-scenes effort to get legislative approval for the tax hike came a day after she unexpectedly upended the “congestion pricing” toll, a program that was in the works for years and had been scheduled to launch June 30. The New York Legislature, which is expected to wrap up its annual legislative session Friday, would have to approve the tax increase on city businesses, known as a payroll mobility tax. It did not appear to have much support. “To tell New Yorkers that you care about the cost of living and then to propose a raise on their taxes, to me, is incomprehensible. It does not make sense,” said Sen. Zellnor Myrie, a Democrat. Avi Small, a spokesman for Hochul, declined Thursday to provide details on the governor’s proposed tax increase and instead referred a reporter to comments Hochul made a day earlier in a pre-recorded video announcing the indefinite pause of congestion pricing. “We have set aside funding to backstop the MTA capital plan, and are currently exploring other funding sources,” Hochul said Wednesday, referring to the Metropolitan Transportation Authority, the entity that controls the subway, bus and commuter rail systems that serve the city. Congestion pricing was signed into law by former Gov. Andrew Cuomo in 2019 after years of advocacy from public transit advocates. In her pre-recorded statement, the governor said she was blocking the plan because of its financial burden on residents dealing with inflation and high costs of living. She also cited the city’s fragile economic position as it continues to recover from the COVID-19 pandemic. Drivers entering Manhattan south of 60th Street would have had to pay tolls of around $15, depending on vehicle type, on top of tolls for entering the same area via certain bridges and tunnels. Sen. Liz Krueger, a Democrat who chairs a legislative finance committee, noted that the proposed business tax would eventually be passed down to workers and said she does not think her chamber would support such a proposal. “Remember, payroll mobility taxes are actually taxes on the workers. It’s not a corporate tax, it’s a tax on the workers,” said Kruger. “I believe the governor did misjudge this.” The New York City Independent Budget Office said the tolls had been expected to yield $400 million this year and then $1 billion annually. Toll revenues were set to finance $15 billion in capital projects for the Metropolitan Transportation Authority, which runs a vast transportation network in the city and throughout big chunks of the state. The MTA has already allocated more than $400 million for infrastructure to implement congestion pricing, according to the budget office, and has a contract worth more than $500 million with a private vendor tasked with operating and maintaining the tolling infrastructure. Before the abrupt reversal, Hochul had been an avid supporter of congestion pricing and had touted the program as recently as two weeks ago. Heavy pushback began to mount as the start date neared, with harsh criticism coming from the city’s suburban commuters. By Anthony Izaguirre, The Associated Press

Virginia will abandon California emissions standards by end of 2024, governor says

RICHMOND, Va. — Gov. Glenn Youngkin announced Wednesday, June 5, that Virginia will abandon California’s stringent vehicle emissions rules aimed at reducing carbon pollution at the end of the year when that state’s current regulations expire, citing an attorney general opinion. In response to a request from Youngkin and Senate Republican Leader Ryan McDougle, Attorney General Jason Miyares’ opinion issued June 4 states that Virginia isn’t required to comply with new mandates adopted by the California Air Resources Board set to take effect on Jan. 1. Youngkin, a Republican, said in a statement that Virginians deserve to choose which vehicles fit their needs and called the idea that government should tell people what kind of car they can buy “fundamentally wrong.” “Once again, Virginia is declaring independence — this time from a misguided electric vehicle mandate imposed by unelected leaders nearly 3,000 miles away from the Commonwealth,” Youngkin said. The move was quickly condemned by Democrats and environmental groups. “He seems to think he has more power than Vladimir Putin,” state Senate Majority Leader Scott Surovell said via text message. “The governor is breaking the law and the AG is giving him cover.” The Southern Environmental Law Center called the decision “illegal, shortsighted, and bad public policy.” “The Clean Cars standards will help spur the transition to cleaner vehicles and bring significant health and environmental benefits to all Virginians. That is why the General Assembly adopted them,” Trip Pollard, a senior attorney with the center, said in a statement. “The governor tried to get the legislature to repeal the law and failed; he cannot just dictate a different outcome,” Pollard said. Miyares said in a statement that the opinion from his office confirms that Virginians are no longer required to follow California’s standards. “EV mandates like California’s are unworkable and out of touch with reality, and thankfully the law does not bind us to their regulations,” Miyares said. “California does not control which cars Virginians buy, and any thoughts that automobile manufacturers should face millions of dollars in civil penalties rather than allowing our citizens to choose their own vehicles is completely absurd.” In a memo to the Department of Environmental Quality, the State Air Pollution Control Board and stakeholders, Natural and Historic Resources Secretary Travis A. Voyles said Wednesday that Virginia will default to federal standards at the end of the year. He said Miyares’ opinion confirms that state law doesn’t require the State Air Pollution Control Board to adopt California’s new standards and the board has not acted under its discretionary authority to do so. Virginia’s “clean cars” law was initially adopted in 2021, when the state government was under full Democratic control. It required that starting in 2024 a certain percentage of new passenger vehicles sold by manufacturers be electric or hybrid electric. Last year, Virginia Senate Democrats defeated several Republican efforts to repeal the law. The mechanism for reaching the mandated vehicle sales threshold involved adopting California’s vehicle emissions standards. California has had the authority to set its own rules for decades under a waiver from the federal Clean Air Act. The program applies to manufacturers, not car dealers. Manufacturers who aren’t in compliance can buy credits from others who have surpassed the target. By Denise Lavoie and Sarah Brumfield. Brumfield contributed to this report from Silver Spring, Maryland.

Lax oversight by Caltrans put LA’s I-10 at risk before 2023 blaze, audit finds

LOS ANGELES — Lax oversight by California’s transportation agency contributed to a destructive blaze last year that consumed a vital section of a Los Angeles freeway used by hundreds of thousands of commuters, according to a state audit. While authorities determined the fire, which broke out beneath Interstate 10 on Nov. 11, 2023, was arson, the Office of the Inspector General for the California Department of Transportation (Caltrans) said the agency conducted its required annual inspections of lots under Interstate 10 only five times in 15 years — and failed to fully document those inspections. When Caltrans discovered problems, it failed to act. “Caltrans could have — and should have — done more to make this property safer for the motoring public who traveled above it,” according to the report released May 30. Caltrans said in a statement that since the fire, it has implemented new safety measures and has also paused new leases for lots to better protect the state’s highway system. “Safety is Caltrans’ top priority, and the department takes the results of this audit report seriously,” the agency said in its statement. Flammable materials were being illegally stored on the land under the freeway, which Caltrans was leasing to the private company Apex Development Inc, the report said. The blaze burned through about 100 columns, spreading over what authorities described as the equivalent of six football fields and forcing the closure of a mile-long stretch of I-10 near downtown LA. Officials had estimated the initial repairs, which were expected to be covered by federal funds, would cost $3 million. During the few inspections Caltrans conducted of the property, it discovered several hazards, including multiple piles of wooden pallets stacked high, as well as flammable materials like solvents, oils, fuels and more. Apex was also illegally subleasing to six other companies, the agency alleges in a lawsuit filed before the fire. There were also “previous warning signs” that Caltrans did not react to, including a 2017 massive freeway fire in Atlanta under Interstate 85, according to the audit. In this incident, construction materials stored under the overpass were set on fire and collapsed a 92-foot section of the freeway. In 2022, another fire broke out in a space under the Los Angeles freeway right next to the area that caught on fire last fall, which “did not seem to trigger a notable response from Caltrans, nor did it elicit any sign of urgency to prevent another fire from happening,” the report said. It took the agency four months to complete an inspection after that incident. According to the report on the 2023 blaze, Caltrans said it is “somewhat limited to act on its own when necessary due to various landlord-tenant laws and its own limited expertise.” The audit recommended Caltrans ensure regular inspections, train staff on identifying lease violations and streamline the approval process for determining when to take legal action. Caltrans has 60 days to create a corrective action plan and is asked to provide an update every six months until all issues have been addressed. By Jaimie Ding, The Associated Press

New York governor delays plan to add big tolls on Manhattan drivers, including truckers

NEW YORK — New York Gov. Kathy Hochul on Wednesday, June 5, indefinitely delayed implementation of a plan to charge motorists big tolls to enter the core of Manhattan, just weeks before the nation’s first “congestion pricing” system was set to launch. The Trucking Association of New York (TANY) in May filed a lawsuit against the Metropolitan Transportation Authority (MTA) over the issue. The lawsuit, filed in the Southern District of New York on May 30, argues that the congestion pricing policy unfairly targets trucking and logistics companies, which are charged far higher rates than passenger vehicles. Under the finalized plan, trucks would be subject to a charge of $24 or $36 per trip into the congestion zone below 60th Street in Manhattan, depending on their size, compared to just $15 per day for passenger vehicles. While the goal of the plan is ostensibly to reduce vehicle traffic during business hours, the MTA is also required to raise at least $1 billion per year with congestion pricing, per a legislative directive from Albany — meaning the agency is incentivized to maximize revenue by targeting those with inelastic schedules, like trucks. “The MTA’s reckless congestion pricing policy ignores the warnings and counsel of industry experts on both sides of the Hudson, who warn that the discriminatory way trucks and logistics companies are targeted by the plan will increase costs for residents everywhere,” said TANY President Kendra Hems. “This lawsuit was a step we took only out of necessity after the MTA repeatedly refused to make any concessions to our industry and ultimately used our essential, hard-working members as a tool to meet their arbitrary funding requirements. We hope that we can, through this litigation process, create a more equitable and fair policy that works for New York City.” Hochul’s move on Wednesday marks a stunning reversal for public transit advocates who had championed the tolls as a way of raising billions of dollars for New York’s beleaguered subway and commuter rail systems while reducing traffic in the city’s streets. Hochul said that while she remains committed to the program’s environmental goals, implementing it now as New York City is still recovering from the COVID-19 pandemic “risked too many unintended consequences for New Yorkers at this time.” The tolling program had been scheduled to start June 30. New York would have become the first U.S. city to join a handful globally with similar congestion pricing schemes, including London, Stockholm, Milan and Singapore, which is credited with pioneering the first such program in 1975. Most people driving passenger vehicles into Manhattan below 60th Street — roughly the area south of Central Park — would have to pay at least $15 under the system, with larger vehicles paying more. Those tolls would come on top of the already hefty tolls for using bridges and tunnels to enter Manhattan, like the $13.38 to $17.63 it costs to take a car through the Lincoln or Holland tunnels. The MTA has already invested tens of millions of dollars installing cameras, sensors, license plate readers and other equipment on city roadways in anticipation of the plan’s launch. The fee was expected to provide an annual cash infusion of around $1 billion for subway and bus systems that carry some 4 million riders daily. But as the scheduled start date drew closer, the fee had touched off growing backlash — and several lawsuits — from suburban drivers and some local officials who expressed concerns about the impact on commuters. Members of the MTA board, which oversees the transit agency, said they had not been briefed on the delay. “I’m in shock,” said Andrew Albert, a member of the board. “We won’t get new buses, new subway cars, new signals. It’s a betrayal of the millions and millions of people who would have been helped by this.” Hochul had been a vocal supporter of the plan, which was signed into law by her predecessor, Gov. Andrew Cuomo, in 2019. New York City Mayor Eric Adams said Wednesday that he would support the governor’s decision to reassess. “If she’s looking at what others we can do it and how we can do it correctly, I’m all for it,” he said. “This is a major shift for our city and it has to be done correctly.” The Trucker Staff contributed to this report.

Preliminary Class 8 truck net orders jump in May

COLUMBUS, Ind. — May preliminary North America Class 8 tractor net orders were 23,200 units, up 46% month-over-month and 49% year-over-year on soft comparisons. Complete industry data for May, including final order numbers, will be published by ACT Research in mid-June. “Market observers may recall that demand typically slows in Q2. However, surprises are always lurking. Class 8 preliminary order intake provided May’s drama, effectively zigging when they were expected to zag,” said Steve Tam, ACT’s Vice President and Analyst. He continued, “Ample open build slots in Q3 and Q4, combined with the OEMs’ desire to achieve some semblance of balance with respect to the impending prebuy likely impacted May’s order activity. While we do not have complete visibility at this point, the strength is presumably driven by private and vocational fleets, supplemented by an ongoing healthy appetite for equipment in Mexico.” Regarding medium duty orders, Tam added, “A picture of stability, North America Classes 5-7 net orders were 18,900 units in May, up 0.2% m/m, but down 6.9% year-over-year”

Survey finds many drivers are looking for new opportunities

BRENTWOOD, Tenn. — A new survey by a truck driver recruitment advertising agency has found that 40% of truckers are currently seeking new driving opportunities. That’s a nearly 7% increase compared to the previous fall survey conducted by Conversion Interactive Agency (CIA), in partnership with employee retention agency People. Data. Analytics (PDA). That previous survey identified 33.3% of drivers as expressing a desire for new opportunities, according to a CIA news release. “Over the years, CIA and PDA have consistently tracked this metric, this is the highest percentage and the largest increase since they began monitoring this data,” the news release notes. “This statistic is important to carriers in the transportation industry for informing strategic decisions related to recruitment, retention and overall workforce management. The survey results indicate a need to adopt and utilize new tools to pursue and process driver applications and feedback using the latest technology.” Kelley Walkup, CIA’s president and CEO, said that with more drivers looking for new opportunities, carriers have a larger pool of potential recruits to fill their open positions. “Embracing innovation and technology is crucial for success in today’s driver market, and drivers have demonstrated their willingness to adapt,” she said. “By leveraging technology like Conversion’s Lead Assist platform with advanced AI automation, we’ve seen a significant boost in the speed and quality of full applications.” As for the current freight recession, a slight majority of drivers, 54.9%, said they are optimistic about it ending sooner rather than later. These results reflecting a positive sentiment within the industry were slightly down compared to 56.1% of drivers were optimistic in our previous fall survey. “While drivers continue to remain optimistic, other data in this survey shows that patience may be waning as drivers are becoming more restless in search of more predictable pay and better home time,” said Scott Dismuke, PDA’s vice president of operations. One topic that drivers are not feeling as positive about is electric trucks. When asked about their feelings toward electric trucks, a significant 72.3% of drivers expressed negative sentiments. The reasons for these negative feelings were varied, ranging from the lack of infrastructure to a general lack of knowledge about electric trucks. “These results underscore the importance of educating drivers as the industry integrates electric trucks,” added Dismuke. “The data shows there are hurdles to getting driver buy-in.” The trucking industry faces competition for talent not only from other carriers but also from outside industries. When asked what field they were working in before starting their career as a truck driver, almost 40% mentioned warehousing, construction, or manufacturing. Truck driving is often a second or third career for new drivers, with the average age of new entrants into the industry being 35. As the freight market slowly improves, Walkup and Dismuke agree the task of recruiting and retaining drivers will persist as a formidable challenge for trucking companies of all sizes. “As competing industries expand their job offerings, the trucking industry must emphasize that truck driving is a well-paying, stable career,” Walkup said. “It’s crucial to tell that story in your recruitment marketing messages.”

Many Americans are still shying away from EVs despite Biden’s push

WASHINGTON — Many Americans still aren’t sold on going electric for their next car purchase. High prices and a lack of easy-to-find charging stations are major sticking points, a new poll shows. It’s much the same in the trucking industry, as electric rigs are mostly being used for drayage and short-haul routes due to their limited ranges and a lack of charging infrastruture. About 4 in 10 U.S. adults say they would be at least somewhat likely to buy an electric vehicle (EV) the next time they buy a car, according to the poll by The Associated Press-NORC Center for Public Affairs Research and the Energy Policy Institute at the University of Chicago, while 46% say they are not too likely or not at all likely to purchase one. The poll results, which echo an AP-NORC poll from last year, show that President Joe Biden’s election-year plan to dramatically raise EV sales is running into resistance from American drivers. Only 13% of U.S. adults say they or someone in their household owns or leases a gas-hybrid car, and just 9% own or lease an electric vehicle. A new rule from the Environmental Protection Agency requires that about 56% of all new vehicle sales be electric by 2032, along with at least 13% plug-in hybrids or other partially electric cars. Auto companies are investing billions in factories and battery technology in an effort to speed up the switch to EVs to cut pollution, fight climate change — and meet the deadline. EVs are a key part of Biden’s climate agenda. Republicans led by presumptive nominee Donald Trump are turning it into a campaign issue. Younger people are more open to eventually purchasing an EV than older adults. More than half of those under 45 say they are at least “somewhat” likely to consider an EV purchase. About 32% of those over 45 are somewhat likely to buy an EV, the poll shows. But only 21% of U.S. adults say they are “very” or “extremely” likely to buy an EV for their next car, according to the poll, and 21% call it somewhat likely. Worries about cost are widespread, as are other practical concerns. Range anxiety — the idea that EVs cannot go far enough on a single charge and may leave a driver stranded — continues to be a major reason why many Americans do not purchase electric vehicles. About half of U.S. adults cite worries about range as a major reason not to buy an EV. About 4 in 10 say a major strike against EVs is that they take too long to charge or they don’t know of any public charging stations nearby. Concern about range is leading some to consider gas-engine hybrids, which allow driving even when the battery runs out. Jud, a 33-year-old operations specialist and political independent, said a hybrid “is more than enough for my about-town shopping, dropping my son off at school” and other uses. With EV prices declining, cost would not be a factor, Jud said — a minority view among those polled. Nearly 6 in 10 adults cite cost as a major reason why they would not purchase an EV. Price is a bigger concern among older adults. The average price for a new EV was $52,314 in February, according to Kelley Blue Book. That’s down by 12.8% from a year earlier, but still higher than the average price for all new vehicles of $47,244, the report said. About half of those who say they live in rural areas cite lack of charging infrastructure as a major factor in not buying an EV, compared with 4 in 10 of those living in urban communities. The AP-NORC poll of 6,265 adults was conducted March 26 to April 10, 2024 using a combined sample of interviews from NORC’s probability-based AmeriSpeak Panel, which is designed to be representative of the U.S. population, and interviews from opt-in online panels. The margin of sampling error for all respondents is plus or minus 1.7 percentage points. The AmeriSpeak panel is recruited randomly using address-based sampling methods, and respondents later were interviewed online or by phone.

States to receive millions for CMV crash prevention

WASHINGTON, D.C. — Nearly $500 million in grant funds will soon be issued around the country in an effort to prevent commercial motor vehicle crashes. On Monday, the U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) said the money will be doled out to all 50 states through the Motor Carrier Safety Assistance Program. “Across the entire country, we are making our roadways safer and strengthening our national supply chains with resources made possible by the Bipartisan Infrastructure Law,” said U.S. Transportation Secretary Pete Buttigieg. “The funding we’re announcing today will help our local safety partners invest in initiatives that will continue this important work and make our roadways safer.” Funding through the Motor Carrier Safety Assistance Program supports safety inspections of large trucks and buses, investigations of motor carriers in response to safety concerns and audits of new truck carriers and bus companies to reinforce responsible operation and ensure the safe movement of goods and passengers, according to a news release. The funding also promotes outreach and education efforts that help combat human trafficking, distracted driving, along with other roadway safety concerns, FMCSA officials say. The program’s funding amounts are determined by a formula and awarded annually to the lead agency of each state or territory upon completion of an FMCSA-approved Commercial Vehicle Safety Plan. “Motor Carrier Safety Assistance Program grant funding is an important tool for reducing crashes and fatalities involving commercial motor vehicles,” said FMCSA Acting Deputy Administrator Sue Lawless. “The number of fatalities on our nation’s roadways involving commercial motor vehicles decreased by an estimated eight percent from 2022 to 2023. We know the needle is moving in the right direction, but until we reach zero roadway deaths, there will always be more work to do. These grants help fund that work.” Work has been ongoing for years to prevent crashes involving commercial trucks. After reviewing the latest National Highway Traffic Safety Administration (NHTSA) traffic fatality report issued on Monday, April 1, Truck Safety Coalition (TSC) Board President Tami Friedrich urged the government to act. She called the more than 5,900 lives lost in large truck crashes in 2022 unacceptable, adding that on U.S. Transportation Secretary Pete Buttigieg must do something. “I call on Secretary Buttigieg to take action and urgently proceed with rulemaking to require the use of speed limiters and automatic emergency braking in large trucks as soon as possible,” Friedrich said. “No one else needs to die because of bureaucratic inaction.” NHTSA reports that 5,936 people, including truck drivers, died in truck crashes in 2022 and over 160,000 were injured. This represents a 75% increase in truck crash fatalities since 2009.  

Plans moving forward for Brent Spence Bridge connecting Ohio, Kentucky

CINCINNATI — The Brent Spence Bridge is one of the most important in the country. The double decker, cantilevered truss bridge carries Interstates 71 and 75 across the Ohio River between Covington, Kentucky and Cincinnati, Ohio, and is vital to the area economy. But it’s no longer able to handle the volume of traffic — around 160,000 vehicles daily — effectively; that’s why leaders are working urgently to design plans to renovate the bridge, which was built in 1960, as well as construct a new one. The Brent Spence Bridge is structurally sound and will remain in service for local traffic, according to a news release. To maintain a smooth passage of freight along the vital I-71/75 national corridor, a new companion bridge will be built for through traffic, enhancing traffic flow for both regional and national travelers. As the new companion bridge is built, multiple projects along the eight-mile I-71/75 corridor on either end of the Brent Spence Bridge will be completed to improve travel and safety in the Bluegrass and Buckeye states. Ohio’s Department of Transportation and Kentucky’s Transportation Cabinet will manage these improvements. Ohio Gov. Mike DeWine and Kentucky Gov., Andy Beshear met recently to announce that a new “street grid” reconnecting downtown Cincinnati to Queensgate and reduced impacts to Goebel Park in Covington are among seven major innovations to enhance the transformative $3.6 billion Brent Spence Bridge Corridor (BSBC) Project based on engineering evaluations and public feedback. “These innovations are a key part of continuing the transformational changes we’re making to boost Kentucky’s economy and ensure a higher quality of life here and beyond our borders,” Beshear said. “They are a testament to the collaboration, teamwork, and goals each state shares to build a better corridor while fulfilling our good neighbor pledge.” According to the news release, the recommended design refinements meet or exceed the contract objectives of improving quality, reducing costs, shortening schedule, improving safety and/or supporting local communities. More than 100 suggestions submitted to the project team from the public, key local stakeholders and the design-build team were evaluated based on objectives. “These thoughts and ideas will make the Brent Spence Bridge Corridor even better,” DeWine said. “These enhancements aren’t just about reducing congestion on an interstate, it’s about improving safety, reconnecting communities, and enhancing the lives of those who live, work, and visit the area. Ohio Refinements The project team improved the project in Ohio with four innovative refinements. First, the project team will free up an additional acre for development or green space by moving southbound I-75 to the western edge of the corridor. In addition, this move allows the roadway to be constructed while minimizing disruptions to traffic on existing southbound I-75. The extra acre for development or green space is in addition to the 9.5 acres that were freed up in November 2022, bringing the total to nearly 11 acres. Second, to reconnect the downtown Cincinnati street grid with Queensgate, a new intersection will be added at West Ninth and Gest streets, and improvements will be made at the intersection of West Seventh and Gest streets. The project also includes extending West Fifth and West Sixth streets across I-75 to Queensgate. Finally, the West Fifth extension will enable the roadway to connect with Gest in the future. This design will improve safety for pedestrians and those using the shared use path by shortening the distance across I-75 and reducing the speed limit. “As I walked the neighborhood west of downtown with Cincinnati Mayor Aftab Pureval and his team last year, we discussed ways to improve the city and the need to connect neighborhoods previously divided by the interstate,” said Jack Marchbanks, Ohio’s transportation director. “Our team really rose to the occasion and is making that happen.” Third, the project team plans to combine the I-75 southbound ramps to 2nd and 3rd streets, which will reduce both costs and the project footprint. Finally, the project team will reconfigure the U.S. 50 lanes, which will improve safety and traffic flow for this important east-west connection. “As a native Cincinnatian, I am committed to ensuring this project makes our community better. With these innovations, I firmly believe we are doing something we can be proud of for generations to come,” said BSBC Ohio Project Manager Tommy Arnold. Kentucky Refinements Three significant design improvements are planned in Northern Kentucky. “From our earlier commitments to separate stormwater systems and pilot Kentucky’s first transparent noise screens, these latest innovations are further proof we’re listening to input and refining the project to make it even better,” said Jim Gray secretary of the Kentucky Transportation Cabinet. The first innovation lowers the profile of the interstate by as much as 30 feet between Ninth Street and the new companion bridge, addressing a visibility concern raised by Covington residents during the environmental phase of the project. The height reduction is achieved by shifting the southbound ramp to the local roadway network a few hundred feet to the south, aligning the exit ramp on the east side of the interstate and closing the local Fifth Street roadway between Crescent Avenue and Philadelphia Street. In doing so, Fifth Street traffic will be redistributed to Third Street allowing for a gateway intersection to be constructed at Crescent and Third. “In working closely with the City of Covington, we made design refinements that reflect the requests of their residents that also integrate seamlessly into their plans for the Covington Central Riverfront development,” said BSBC Kentucky Project Manager Stacee Hans. Second, entrance locations to the interstate system are being adjusted to line up more like they are today near Pike Street. This change addresses concerns raised during the environmental phase about increased traffic changing the residential character of Ninth Street. “With this improvement, Ninth Street will not see an influx in traffic. In addition, keeping interstate access at Pike Street will minimize the impacts on Goebel Park, both physically and visually,” Hans said. Finally, the interstate alignment through the “cut in the hill” just south of Covington will be shifted to the east to eliminate the need for significant excavation of the rock embankment and construction of a retaining wall. This will significantly reduce costs and improve the construction schedule. For more information, visit BrentSpenceBridgeCorridor.com.

Kaleb Hammett and ‘Hoss’ take Best of Show at SuperRigs 2024

FORT WORTH, Texas — One glance at the gleaming paint and chrome on “Hoss,” a 2019 Peterbilt 389, is all it takes to realize that Kaleb Hammett truly takes pride in his ride. A closer inspection reveals finishes so spotless that it’s hard to believe the tractor is used to haul heavy equipment and aggregate for Hammett’s family-owned and -operated business. On top of earning a reputation as a hard-working truck, Hoss (and Hammett) can claim bragging rights as Best of Show winner for Shell Rotella SuperRigs 2024, held May 30-June 1 at the Texas Motor Speedway in Fort Worth. Hoss, a heavy-weight four-axle truck, is a rolling tribute to Hammett’s late grandfather, Harry, who founded the family company in 1963. “Red and gray were his favorite colors,” said Hammett, who has been driving for eight years. His first appearance at SuperRigs was at age 21 as a brand-new CDL holder. “I didn’t know what the heck I was doing,” he said with a laugh. Since that first SuperRigs event, he’s learned the ropes — both as a driver and as the owner of a working show truck. This year, he says, he didn’t have a lot of time to get Hoss cleaned up and show-ready. “Two weeks ago, it was in a hailstorm in Nebraska when I was hauling a buddy’s truck,” he noted. Once he got back to Texas, Hammett was busy working on the company’s newest truck, which was also featured at this year’s SuperRigs. “There wasn’t really much time to really work on mine,” he said. “I just did the best I could — and here we are.” It would seem that Hammet’s best is pretty darned good. “Butterflies,” he said when asked to describe his reaction to taking top honors at SuperRigs. “I’ve got butterflies in my stomach, but it feels great.” When asked what advice he’d give to SuperRigs hopefuls, Hammett was straight and to the point. “Show up, and show out,” he said. For a complete list of winners from the 2024 SuperRigs event, click here.

New ATA campaign highlights trucking’s central role in American life

SAN ANTONIO, Texas — They come on flatbeds, in reefers, dry van trailers and tankers — those goods that Americans rely on for day-to-day living are all connected to the big rigs crisscrossing America’s highways 24 hours a day. Without them, there would be nothing. Books. Shoes. Shirts. Pants. Produce. Electronics. Home goods. Pet food. Office supplies. Gas. Oil. Milk. You name it, trucks haul it. Still, there are many Americans who don’t realize the vital role these big rigs play in their daily lives. The American Trucking Associations (ATA) is working to change that with a new program called “Nothing Without Trucking.” According to a news release, the multi-year, nationwide image campaign is designed to educate policymakers and the public about the indispensable role trucking plays in Americans’ lives. The campaign was unveiled at ATA’s Mid-Year Management Session in San Antonio with an introductory video, new website with social media shareables and call to action for industry supporters to share their stories, according to a news release. The video showcasing the new “Nothing Without Trucking” campaign was recently shown at the Arkansas Trucking Association’s annual conference, prompting the association’s President, Shannon Newton, to admit that watching it gave her “chill bumps.” It plays out like a movie trailer. The video begins with a sweeping view of a massive American flag waving in the wind as trucks travel on highways below. Text boxes soon begin telling viewers about the importance of trucks and their drivers while orchestral music evokes emotion in the background. Truckers are shown in front of their rigs and inside. All are doing their business so that the nation’s economic wheels keep turning. Indeed, the video is stirring and hammers home its point: The nation is “Nothing Without Trucking.” “This time of year, as schools wind down and summer vacations dot the horizon, we’re here to remind America that in every season and at every moment of daily life, there’s nothing without trucking,” said ATA President and CEO Chris Spear. “In an election year when it can feel our country is more polarized than ever, trucking is an incomparable industry that connects Americans of every background in ways that are literal, essential and personal. Our footprint is omnipresent, our reach is inescapable, and this campaign will show why trucking is the true beating heart of this nation.” ATA Chief Operation Officer Sarah Rajtik described the new campaign this way: “The tireless work of the trucking industry instills a quiet confidence in every American that we can effortlessly get the products and goods we need precisely when we need them. This campaign will tell our American story in new and innovative ways. We will spotlight the millions of individuals who make trucking safer, innovative, efficient and more environmentally responsible — from the drivers behind the wheel to the techs on the shop floor to the dispatchers, safety directors and fleet managers who all play an indispensable role in keeping our economy moving.” Below is the video produced as part of the “Nothing Without Trucking” campaign.

Trucking industry applauds predatory towing reform in Tennessee

WASHINGTON — Memphis, Tennessee, is known for being the home of Elvis, blues music and great barbecue. But in the trucking world, this city on the Mississippi River has long been a hot spot for predatory towing. On May 30, The American Trucking Associations (ATA) commended Tennessee on enacting comprehensive reforms to crack down on predatory towers that target heavy-duty trucks. The bill, SB1692/HB1731, was signed into law by Gov. Bill Lee after passing the Tennessee Senate unanimously and the House overwhelmingly without a single dissenting vote. According to the ATA, predatory towing entails “any incident in which a towing operator severely overcharges; illegally seizes assets; damages assets by use of improper equipment; or illegitimately withholds release of a truck, trailer and/or cargo.” The ATA shared the story of one trucker who, last fall, was prevented from paying a $275 booting fee while in Memphis. Her company was forced to pay thousands of dollars for the return of the vehicle. In a separate incident, a trucker was booted and blocked in while he was in the process of paying for parking in Memphis, according to the ATA. He waited in his truck for more 33 hours to prevent it from being towed. “Tennessee’s new law, which was drafted by Senate Majority Leader Jack Johnson (R-Franklin) and Representative Jake McCalmon (R-Franklin) with recommendations from the Tennessee Trucking Association, will protect truckers by prohibiting unlicensed individuals from booting vehicles anywhere in Tennessee,” the ATA said. The law limits booting to commercial lots only. In order to boot a vehicle in a commercial parking lot, a licensed parking attendant must be present, easily identifiable as an employee of the commercial lot and available to remove the boot within 45 minutes from point of contact.  The law caps the fee to remove a boot at $75. Notice provisions will ensure drivers are aware that parking in a lot without pay could result in the vehicle being booted or towed. “Most noteworthy for the trucking and transportation industry, this legislation will make it illegal to boot or use a device to immobilize any truck and trailer in Tennessee that is clearly identified as a commercial vehicle with a USDOT number or with a commercial license plate issued for all classes of trucks and trailers described and registered pursuant to T.C.A. 55-4-113(a)(2) and T.C.A. 55-4-113(a)(5),” the ATA noted. The legislation also ensures that vehicle owners are properly notified if their vehicle is towed, sold or demolished by a towing company and directs the Department of Revenue to create a motor vehicle portal. The portal may be accessible by law enforcement, towing companies, vehicle owners and lien holders. The portal, to be active by July 2025, will be used for all public notifications of the sale of unclaimed vehicles. “Predatory towing companies that hold equipment and cargo hostage with inflated, excessive and fraudulent invoices tarnish the reputation of the entire towing sector. They have taken advantage of the trucking industry for far too long, and we refuse to continue making these ransom payments any longer,” said ATA President and CEO Chris Spear. “ATA’s federation of state associations is prepared to fight back against unscrupulous companies that target our industry by injecting more accountability and fairness in state and local laws pertaining to towing.” The ATA noted that there “is an essential partnership between trucking companies and towing companies, and truckers depend on towers when there is a mechanical breakdown.” “Unfortunately, when a truck is towed without the owner’s consent, rogue towing companies can exploit the situation,” the ATA said. “Truck drivers and trucking companies have little choice other than to pay the exorbitant bill since the truck is their livelihood and deliveries may be time sensitive.” According to a recent study by the American Transportation Research Institute, the most common types of predatory towing are excessive rates, experienced by 82.7% of motor carriers, and unwarranted extra service charges, experienced by 81.8% of carriers. A majority of carriers encountered additional issues such as truck release or access delays, cargo release delays, truck seizure without cause and tows misreported as consensual. The trucking industry employs nearly 250,000 Tennesseans across the state. More than 90% of Tennessee communities rely exclusively on trucks to receive their goods, according to the ATA. At the end of the day, Tennessee’s trucking industry leaders say they are just glad they now have a more level playing field when it comes to dealing with tow companies. “Several high-profile predatory towing incidents in Tennessee have exposed how this egregious practice not only disrupts our state’s supply chain, but also costs truck owners thousands of dollars for each unwanted tow,” said Tennessee Trucking Association President and CEO Donna England. “We are grateful to Majority Leader Johnson, Representative McCalmon and Tennessee legislators for listening to our concerns about this unfair tactic, and we thank Governor Lee for swiftly signing this bill into law. We look forward to our continued partnership with our state’s leaders on commonsense reforms that promote justice, fairness and safety. Trucking is the linchpin of our economy, and we should be prioritizing policies that are welcoming to truckers who deliver the goods we count on every day.”

CVSA to hold Brake Safety Week in August

WASHINGTON — The Commercial Vehicle Safety Alliance (CVSA) has announced Aug. 25-31 as the dates for this year’s Brake Safety Week. Brake Safety Week is a commercial motor vehicle and driver inspection and regulatory compliance enforcement initiative, a brake-safety awareness and outreach opportunity, and a brake-related inspection and violation data-collection project. Inspection and Enforcement CVSA-certified inspectors will conduct routine commercial motor vehicle inspections throughout the week, focusing on brake systems and components. Commercial motor vehicles found to have brake-related out-of-service violations will be removed from roadways until those violations are corrected. For this year’s Brake Safety Week, inspectors will focus on the condition of brake linings and pads. Brake lining and pad issues may result in vehicle violations and could affect a motor carrier’s safety rating. In addition, some jurisdictions have performance-based brake testers (PBBT) and will be using them during Brake Safety Week. A PBBT is a machine that assesses the braking performance of a vehicle. Awareness and Outreach Educational efforts by inspectors, motor carriers and others in the industry take place during Brake Safety Week and are integral to the success of the campaign. In addition to educational outreach by law enforcement agencies, transportation safety organizations and individual officers, CVSA also aims to help prepare drivers, motor carriers, owner-operators and mechanics for this year’s Brake Safety Week. View the inspector’s inspection procedure. Download a checklist that outlines the tools needed to inspect S-cam brakes, what to look for and how to measure pushrod stroke. Learn about the components of the vehicle that the inspector will check. Download a flyer with 10 brake lining and pad tips. Brake Safety Week also serves as a reminder to drivers and motor carriers of the importance of a proactive vehicle maintenance program and provides an opportunity for law enforcement to highlight the importance of brake safety. Data Collection Throughout Brake Safety Week, inspectors will capture data about brake inspections and violations and report that data directly to CVSA. In addition to general inspection and violation data, CVSA will also be collecting data about brake linings/pads, the focus area for this year’s Operation Safe Driver Week. PBBT jurisdictions will also submit PBBT-specific data. CVSA will collect and analyze all data submissions and report the results publicly later this year. Why Conduct Brake Safety Week? Brake-related violations comprise the largest percentage of all out-of-service vehicle violations cited during roadside inspections. According to the Federal Motor Carrier Safety Administration’s 2023 vehicle violation data, six out of the top 20 vehicle violations were brake related. And last year’s CVSA International Roadcheck results showed that brake-system violations was the top vehicle violation, comprising 25.2% of all vehicle out-of-service violations during that three-day data snapshot of roadside inspections. Brake Safety Week aims to improve commercial motor vehicle brake safety throughout North America. The goal is to eliminate roadway crashes caused by braking systems on commercial motor vehicles by conducting roadside inspections and educating drivers, mechanics, large- and small-fleet motor carriers, owner-operators and others on the importance of proper brake inspection, maintenance and operation.

Johns Hopkins team assessing nation’s bridges after deadly Baltimore collapse

BALTIMORE — Researchers at Johns Hopkins University in Baltimore are assessing the country’s bridges to determine the likelihood of another disaster like the one that collapsed the Francis Scott Key Bridge. The team includes students and faculty members and will focus on large bridges near major ports of entry, officials said in a news release Wednesday. “We need to know now, not five or 10 years from now, whether there is an outsize risk to bridges across the country,” said team leader Michael Shields, an engineer specializing in risk assessment. “The Key Bridge collapse was a wake-up call.” The steel span crumbled in an instant after the container ship Dali lost power and crashed into one of its supporting columns shortly after leaving Baltimore’s port on March 26. Six members of a roadwork crew plunged to their deaths. Experts and officials have noted a number of factors that made the bridge vulnerable, including minimal pier protection that hadn’t been improved in recent decades even as cargo ships grew larger and more imposing. “Clearly the risk to the Key Bridge was very different in 2024 than it was in 1977 when the bridge opened,” Shields said. “But we don’t currently understand that risk.” The researchers will examine whether other bridges are similarly vulnerable by building models to determine the probability of a ship deviating from course and causing catastrophe in or around major ports. Johns Hopkins officials said they hope policymakers will use the findings of their assessment to inform future investment decisions and prioritize infrastructure safety upgrades. They plan to release preliminary findings by the end of the summer, with the complete assessment expected to take about a year to complete. “Between the exponential growth of mega freight ships and the surge in global shipping traffic, many of our bridges simply weren’t built to withstand the pressures of today’s maritime landscape,” said team member Rachel Sangree, a structural engineer and former bridge inspector. The National Transportation Safety Board, a federal oversight agency that is investigating the collapse, said in its preliminary report that the Dali sailed right past a protective concrete piling — also known as a dolphin — before bringing down the bridge. Officials said they are assessing whether pier protection needs to be improved on other Maryland bridges, particularly the Chesapeake Bay Bridge near Annapolis, which links Baltimore and Washington to Maryland’s Eastern Shore. Such upgrades are often very costly. Speaking before a congressional committee this month, board Chair Jennifer Homendy urged lawmakers to conduct risk assessments on the major bridges in their jurisdictions. “This could happen in any of your districts,” she said. The FBI also opened a criminal investigation into the circumstances leading up to the Key Bridge collapse. Two tugboats guided the Dali out of Baltimore’s port, but they peeled off once it entered the main shipping channel in accordance with normal practice, according to the preliminary report. Experts have questioned whether a longer tugboat escort could have kept the wayward ship on course and averted disaster. But not everyone agrees the Key Bridge could have been saved. U.S. Transportation Secretary Pete Buttigieg, who visited Baltimore soon after the collapse, said there’s a lot of debate among engineers about “whether any of those features could have had any role in a situation like this.” The Key Bridge was constructed in the 1970s to connect industrial maritime communities north and south of downtown Baltimore. It became a symbol of the city’s proud working-class history and its burgeoning port. The collapse halted most maritime traffic through the port for several weeks and disrupted East Coast trucking routes. Last week, cleanup crews were able to refloat the Dali and guide it back to port. Officials say they’re on track to fully reopen the port’s main channel by June 10. Plans to replace the bridge are in the works, with a projected 2028 completion date and a nearly $2 billion price tag, officials have said. Federal funding, insurance proceeds and other reimbursements will bring a variety of resources toward the rebuild and recovery effort. A report released Wednesday by the Maryland Chamber of Commerce highlighted the widespread economic impacts of the bridge collapse and called for increased investment in transportation infrastructure.

Average US diesel price down for 7th straight week.

LITTLE ROCK, Ark. — For seven straight weeks, the average price of diesel fuel in the U.S. has been trending down. According to the Energy Information Administration (EIA), the average price sits at $3.758 per gallon as of May 27. That’s down from $3.789 on May 20 and $3.848 on May 13. The only spot in the nation that saw an uptick in average price was along the Central Atlantic. There, the average price rose to $4.123 on May 27 from $4.114 on May 20. In California, prices have finally dipped below the $5 mark to $4.985 per gallon on average. That’s down from $5.049 on May 20 and $5.123 on May 13. Along the rest of the West Coast, drivers can expect to pay an average of $4.449 per gallon, down from $4.495 on May 20 and $4.551 on May 13. In the Rocky Mountain region, the average price is $3.706 per gallon. That’s down from $3.746 on May 20 and $3.791 on May 13. In the Midwest, the average price is $3.633 per gallon, down from $3.685 on May 20 and $3.768 on May 13. The average price in the New England states is $4.148 per gallon, down from 4.174 on May 20 and $4.233 on May 13. Along the East Coast, the price is $3.885, down from $3.789 on May 20 and $3.848 on May 13.

Too many trucks for available freight keeps rates at unprofitable levels

It was “more of the same” for freight markets in April, according to industry sources. The amount of freight that’s available to haul declined once again, and the rates shippers are paying to haul available loads declined too. The “freight recession” has entered record territory for longevity. Dean Croke, principal analyst at DAT IQ, explained it this way: “The typical U.S. three freight recessions were in the 17- to 23-month range. We’re at 24 to 25 months already, and there’s a sense that this could go on for quite a few months more. “ As with any industry, the law of supply and demand rules. In trucking, the supply of available trucks outweighs the amount of freight to haul, the demand. “We still have way too many trucks on the road as a result of the massive influx during the (COVID-19) pandemic,” Croke noted. The good news is that the number of surplus available trucks is shrinking. Unfortunately, it’s not shrinking fast enough to start pushing rates upward. Opinions as to when we’ll reach that point differ between analysts, with some saying rates should begin slowly improving during the second half of 2024 and others warning not to expect improvement until next year. Freight volumes fell again in April. ACT Research reported freight volumes falling in nine of the last 12 months, with April representing the largest drop. ACT’s Pricing Index showed a decline, too, falling 4.2 points in the month. It was all negative in the Cass Freight Index for both shipment and expenditure numbers. The April report fell 1.6% in seasonally adjusted terms, reaching a point last seen before the onset of the COVID-19 pandemic in 2020. The current Index reading of 1.098 indicates freight levels are only about 0.1% higher than they were when the Index was begun in 1990, more than three decades ago. The difference in freight expenditures was more stark. Cass reported that total shipping expenditures remained stable from March until April — but when seasonality is considered, they actually fell 1.6%. Compared to April 2023, however, expenditures were 16.8% lower. “Goldilocks economic conditions of strong growth and disinflation are largely holding, a rising tide which eventually should lift all boats,” noted Tim Denoyer, vice president and senior analyst at ACT Research, who writes the Cass report. “But at the moment, the freight growth being generated is being handled by railroads and private fleets.” Cass statistics are determined by billing on behalf of their customers, so the Cass numbers represent a fairly small segment of the market; but they are generally thought to be representative of the whole market. Cass figures also include shipments from the rail, ship and barge, air and pipeline segments but the majority of their data comes from trucking. The private fleets mentioned by Denoyer are, rightly or wrongly, taking the blame for the current overcapacity situation in trucking. Companies that haul their own products were hit hard when spot rates skyrocketed in 2021 and 2022. Carriers found spot market rates more attractive and reduced the number of loads hauled in their dedicated operations. The loads manufacturers placed in the spot market were much more expensive, and carriers to haul them were more difficult to find. As a result, transportation spend shot upward for shippers. To prevent a recurrence, many private fleets are buying trucks and expanding their fleets. The impact on the trucking market as a whole is negative because these companies aren’t putting as many loads of their products on the spot market — and, in some cases, they’re taking other loads from the market to keep their trucks running. The American Trucking Associations (ATA), which reports trucking volumes reported by its membership, reported that its seasonally adjusted For-Hire Truck Tonnage Index declined 1.2% in April, following a 2.2% decline in March. “The truck freight market remained soft in April as seasonally adjusted volumes fell for the second straight month,” Bob Costello, chief economist for ATA, wrote in the report. “With a rebound in freight remaining elusive, it is likely that additional capacity will leave the industry in the face of continued softness in the market.” The ATA Index is primarily based on contract freight, but its members haul some spot freight as well. With freight levels falling, spot freight rates naturally followed, according to DAT Freight and Analytics. Average spot rates for dry van loads fell to $1.99 per mile in April, a couple of cents beneath March’s $2.01. Refrigerated rates also declined, from March’s $2.36 to April’s $2.33. Flatbed experienced an increase but only by a penny, from $2.51 in March to $2.52 in April. Compared to 2023, dry van spot rates fell by 4.0%, refrigerated by 3.4% and flatbed rates by 6.3%. What’s the solution? Of course, having fewer available trucks isn’t the only way to improve rates. Having more freight to haul could (obviously) have a positive impact on the market — and the U.S. economy is still growing at a pace good enough to keep the Federal Reserve from cutting interest rates. Dr. Jason Miller, professor of supply chain management and interim chair for the Eli Broad College of Business at Michigan State University, says growth isn’t happening. He points to production levels in the Top 4 U.S. production sectors, which include food, chemicals, nonmetallic minerals (concrete and aggregate) and paper. “We are not seeing good signs,” he said. “I’m not encouraged for the second half of 2024.” Miller notes the decline in sales of single-family homes, lower commodity pricing and even the weak European economy as headwinds to economic growth in the U.S. Using U.S. data from 41 North American Industrial Classification System (NAICS) codes, his team puts together a Ton-Mile Index representing more than 700,000 individual shippers in the most productive industries in the country. “I look at certain industries, like food manufacturing,” he explained. “And food manufacturing is down a couple of percent from where it was in 2023 and 2022. That’s tens of thousands of fewer loads that are getting moved. The demand side right now is quite weak for those key industries.” In short, capacity is still leaving the industry, but not at a fast enough rate to move freight rates upward in the near future.