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At least 22 dead in Memorial Day weekend storms that devastated several US states

A series of powerful storms swept over the central and southern U.S. over the Memorial Day holiday weekend, killing at least 22 people and leaving a wide trail of destroyed homes, businesses and power outages. The destructive storms caused deaths in Texas, Oklahoma, Arkansas and Kentucky and were just north of an oppressive, early season heat wave setting records from south Texas to Florida. Forecasters said the severe weather could shift to the East Coast later Monday, May 27, and warned millions of people outdoors for the holiday to watch the skies. A tornado watch was issued from North Carolina to Maryland. Kentucky Gov. Andy Beshear, who earlier declared a state of emergency, said at a Monday press conference that five people had died in his state. The fifth death was a 54-year-old man who had a heart attack while cutting fallen trees in Caldwell County in western Kentucky, the governor’s office said. The death toll of 22 also included seven deaths in Cooke County, Texas, from a Saturday tornado that tore through a mobile home park, officials said, and eight deaths across Arkansas. Two people died in Mayes County, Oklahoma, which is east of Tulsa, authorities said. The injured included guests at an outdoor wedding. The latest community left with shattered homes and no power was the tiny Kentucky town of Charleston, which took a direct hit Sunday night from a tornado that the governor said appeared to be on the ground for 40 miles. “It’s a big mess,” said Rob Linton, who lives in Charleston and is the fire chief of nearby Dawson Springs, hit by a tornado in 2021. “Trees down everywhere. Houses moved. Power lines are down. No utilities whatsoever — no water, no power.” Further east, some rural areas of Hopkins County hit by the 2021 tornado around the community of Barnsley were damaged again Sunday night, said county Emergency Management Director Nick Bailey. “There were a lot of people that were just getting their lives put back together and then this,” Bailey said. “Almost the same spot, the same houses and everything.” Beshear has traveled to the area where his father grew up several times for ceremonies where people who lost everything were given the keys to their new homes. The visits came after a series of tornadoes on a terrifying night in December 2021 killed 81 people in Kentucky. “It could have been much worse,” Beshear said of the Memorial Day weekend storms. “The people of Kentucky are very weather aware with everything we’ve been through.” More than 400,000 customers across the eastern U.S. were without power Monday afternoon, including about 125,000 in Kentucky. Twelve states reported at least 10,000 outages earlier in the day, according to PowerOutage.us. The area on highest alert for severe weather Monday is a broad swath of the eastern U.S., from Alabama to New York. President Joe Biden sent condolences to the families who had people killed. He said the Federal Emergency Management Agency is on the ground conducting damage assessments and he has contacted governors to see what federal support they might need. It’s been a grim month of tornadoes and severe weather in the nation’s midsection. Tornadoes in Iowa last week left at least five people dead and dozens injured. Storms killed eight people in Houston earlier this month. The severe thunderstorms and deadly twisters have spawned during a historically bad season for tornadoes, at a time when climate change contributes to the severity of storms around the world. April had the second-highest number of tornadoes on record in the country. Harold Brooks, a senior scientist at the National Severe Storms Laboratory in Norman, said a persistent pattern of warm, moist air is to blame for the string of tornadoes over the past two months. That warm moist air is at the northern edge of a heat dome bringing temperatures typically seen at the height of summer to late May. The heat index — a combination of air temperature and humidity to indicate how the heat feels to the human body — is expected to reach 120 degrees Fahrenheit (49 degrees Celsius) in parts of south Texas on Monday. Record highs are forecast for Brownsville, San Antonio and Dallas. In Florida, Melbourne and Ft. Pierce set new daily record highs Monday. Both hit 98 degrees. Miami set a record high of 96 degrees on Sunday. By Bruce Schreiner and Julio Cortez, The Associated Press. Schreiner reported from Louisville, Kentucky. Associated Press reporters Acacia Coronado in Austin, Texas, and Jeffrey Collins in Columbia, South Carolina, contributed to this report.

More severe weather expected through Memorial Day weekend

DES MOINES, Iowa — Several tornadoes were reported in Iowa and Illinois as storms downed power lines and trees on Friday, May 24, just days after a deadly twister devastated one small town. The enormous storm system began overnight in Nebraska before traveling across central Iowa and into Illinois. According to the National Weather Service, a weak tornado touched down in suburban Des Moines. The Service was also assessing damage from several other reported twisters south of Iowa City and near Moline, Illinois. No injuries or deaths were reported. The storm also brought rain that was heavy in some areas of Iowa, where totals have reached as much as 8 inches over the past week, according to the weather service. Also on Friday, a church caught fire in Madison, Wisconsin, as a thunderstorm rolled through the area. Nate Moll, who lives two doors down from Holy Redeemer Catholic Church, said he heard a “zap zap zap” electrical sound, followed by a loud crack of thunder. Firefighters extinguished the blaze. In Oklahoma, a tornado was on the ground for about an hour Thursday evening in Jackson County and neighboring counties as a slow-moving storm moved through, according to Ryan Bunker, a meteorologist with the weather service’s Norman, Oklahoma, office. News outlets reported downed power lines, outages, and damage to some structures. Severe weather is expected in areas around the U.S. throughout the long Memorial Day weekend, with a substantial risk of tornadoes Saturday in the Great Plains, notably Kansas and Oklahoma. In New Mexico, strong winds and low humidity could fuel wildfires. “It’s really important if you have outdoor plans to make sure that you remain aware of approaching thunderstorms,” said Matt Elliott, warning coordination meteorologist with the weather service’s Storm Prediction Center. “May is the peak time of year for tornadoes and for severe weather across the United States,” Elliott said. The latest severe weather comes as residents of Greenfield, Iowa, a community of about 2,000 people, have been cleaning up after a strong tornado on Tuesday. Friday’s storm system inflicted heavy rains, dime-sized hail and wind gusts of 75 mph on a community still recovering after four people were killed and 35 others injured when a tornado destroyed more than 100 homes and hit a nearby wind farm. Among those killed were Dean and Pam Wiggins, said their grandson Tom Wiggins. On Thursday, he tried to find any of his grandparents’ mementos that remained after the tornado demolished their home, leaving little more than its foundation. He described them as “incredibly loved by not only our family but the entire town.” Not far away, Bill Yount was cleaning up. “It’s like somebody took a bomb,” said Yount, gesturing to the land — covered with wood, debris, trees stripped of their leaves, heavy machinery and equipment to clean up the mess. He waited out the storm in a closet. The National Weather Service determined that three separate powerful tornadoes carved paths totaling 130 miles across Iowa on Tuesday. According to Elliott with the Storm Prediction Center, Saturday’s storms could bring extremely large hail in addition to tornadoes. On Sunday, the risk of strong tornadoes, large hail and damaging winds shifts into parts of Missouri, Illinois, Indiana and Kentucky. On Monday, the Mid-Atlantic region could see some severe thunderstorms. “Tornado risks increase in May because cold, dry air that occasionally flows down from Canada clashes with moist, warm air from the Gulf of Mexico and strong upper-level winds in the atmosphere,” Elliott said.

New Mexico tops Forbes list of states with nation’s worst drivers

JERSEY CITY, N.J. — The worst drivers in the U.S. can be found in New Mexico. That’s according to the results of a study by Forbes Advisor. A report on the study refers to data from the National Highway Traffic Safety Administration, which shows a 12.7% increase in the number of fatality crashes between 2019 and 2023. In addition, a 2023 study conducted by AAA revealed that most drivers admit to engaging in some sort of dangerous behavior, such as speeding, distractive driving and aggressive driving. The Forbes study analyzed data from all 50 states using an eight-key scoring metric that included: Total number of fatal car accidents per 100,000 licensed drivers (20% of score); Number of drunk drivers (BAC of 0.08+) involved in fatal car accidents per 100,000 licensed drivers (14% of score); Number of fatal car accidents involving a distracted driver per 100,000 licensed drivers (14% of score); Number of fatal car accidents involving a drowsy driver per 100,000 licensed drivers (14% of score); Number of fatal car accidents involving a driver who was driving too fast for conditions, speeding or racing per 100,000 licensed drivers (14% of score); Number of fatal car accidents involving a driver who disobeyed traffic signs, traffic signals or a traffic officer per 100,000 licensed drivers (14% of score); Number of DUI arrests per 100,000 licensed drivers (7% of score); and Number of drivers who looked at a phone per mile (3% of score). Based on this information, the Top 5 states with the worst drivers include the following: No. 1: New Mexico (score 100/100) According to the study, New Mexico records the highest rate of fatal car accidents caused by distracted driving, with 10.16 incidents per 100,000 licensed drivers. The state ranks second for fatal accidents in which the driver was speeding, driving too fast for condition, or racing (9.66 per 100,000 licensed drivers). The state has the nation’s third highest overall rate of fatal car accidents (25.65 per 100,000 licensed drivers), as well as the third highest rate of drunk drivers involved in fatal accidents (8.11 per 100,000 licensed drivers). New Mexico is sixth in the nation for fatal accidents involving a driver who ignored traffic signs, signals or officers (1.39 per 100,000 licensed drivers). No. 2: Wyoming (score 96.62/100) Wyoming has the highest number of fatal car accidents involving a drowsy driver (2.93 per 100,000 licensed drivers) and ranks second in total number of fatal car accidents (25.93 per 100,000 licensed drivers). It also has the third highest number of both DUI arrests (534.69 per 100,000 licensed drivers) and the number of fatal car accidents involving a driver who was driving too fast for conditions, speeding or racing (9.42 per 100,000 licensed drivers). The state ranks fourth for the number of drunk drivers involved in fatal car accidents (7.87 per 100,000 licensed drivers) and fifth for the number of fatal car accidents involving a distracted driver (2.93 per 100,000 licensed drivers). No. 3: Texas (score 95.12/100) Texas has the second highest number of drunk drivers involved in fatal car accidents (8.32 per 100,000 licensed drivers) and ranks as the fourth highest in the number of fatal car accidents involving a drowsy driver (1.29 per 100,000 licensed drivers). It’s also the sixth highest for the number of fatal car accidents involving a driver who was driving too fast for conditions, speeding or racing (6.67 per 100,000 licensed drivers). The Lone Star state is 10th highest for both the number of fatal car accidents involving a distracted driver (1.91 per 100,000 licensed drivers) and the number of fatal car accidents involving a driver who disobeyed traffic signs, traffic signals or a traffic officer (1.23 per 100,000 licensed drivers). No. 4: Oklahoma (score 92.86/100) Oklahoma has the sixth highest total number of fatal car accidents (24.32 per 100,000 licensed drivers). The Sooner State ranks eighth highest for both the number of fatal car accidents involving a distracted driver (2.01 per 100,000 licensed drivers) and the number of fatal car accidents involving a driver who was driving too fast for conditions, speeding or racing (5.66 per 100,000 licensed drivers). It ranks ninth highest for the number of drunk drivers involved in fatal car accidents (6.3 per 100,000 licensed drivers), as well as ninth highest in the number of fatal car accidents involving a driver who disobeyed traffic signs, traffic signals or a traffic officer (1.25 per 100,000 licensed drivers). No. 5: Montana (score 92.10/100) Montana has the highest number of drunk drivers involved in fatal crashes in the country (9.22 per 100,000 licensed drivers) and is the fifth highest in the number of fatal car accidents involving a driver who was driving too fast for conditions, speeding or racing (7.77 per 100,000 licensed drivers). Drivers in Montana also have the seventh highest number of fatal car accidents due to drowsy driving (1.03 per 100,000 licensed drivers), the eighth highest number of DUI arrests (452.49 per 100,000 licensed drivers), the 10th highest total number of fatal car accidents (22.12 per 100,000 licensed drivers) and the 11th highest number of fatal car accidents involving a distracted driver (1.84 per 100,000 licensed drivers). At the other end of the scale, the Top 5 states with the safest drivers include: No. 50: Massachusetts (score 0/100); No. 49: New Hampshire (score 6.06/100); No. 48: Connecticut (score 10.66/100); No. 47: New York (score 13.28/100); and No. 46: New Jersey (score 15.5/100). For a complete breakdown of the report, along with data sources, click here.

Gear up for heaviest Memorial Day weekend traffic in nearly 20 years

WASHINGTON — Drivers, if you’re planning to work through the upcoming holiday weekend, be prepared for some of the heaviest traffic in nearly two decades — and the nation’s highways are expected to remain packed throughout the summer. You didn’t think summer travel would be easy, did you? Any trucker who’s spent time on the road during vacation season knows the headaches and hazards created by the sudden influx of travelers. If you’re hoping to escape some of the mayhem with a family getaway, whether by land or by air, you’ll likely still run into travel snags. Highways and airports are likely to be jammed the next few days as Americans head out for Memorial Day weekend getaways and then return home. AAA predicts this will be the busiest start-of-summer weekend in nearly 20 years, with 43.8 million people expected to travel at least 50 miles from home between Thursday, May 23, and Monday, May 27. The Transportation Security Administration says up to 3 million might pass through airport checkpoints on Friday alone. And that’s just a sample of what is to come. U.S. airlines expect to carry a record number of passengers this summer. Their trade group estimates that 271 million travelers will fly between June 1 and August 31, breaking the record of 255 million set — you guessed it — last summer. The annual expression of wanderlust occurs at a time when Americans tell pollsters they are worried about the economy and the country’s direction. A slowdown, and in some cases a retreat, from the significant price increases of the last two years may be helping. Airfares are down 6% and hotel rates have dipped 0.4%, compared with a year ago, according to government figures released last week. Prices for renting a car or truck are down 10%. The nationwide price of gas is around $3.60 a gallon, about 6 cents higher than a year ago, according to AAA. Johannes Thomas, CEO of the hotel and travel search company Trivago said he thinks more customers are feeling the pinch of prices that have plateaued but at much higher levels than before the pandemic. He said they are booking farther in advance, staying closer to home, taking shorter trips, and compromising on accommodations — staying in three-star hotels instead of five-star ones. Many travelers have their own cost-saving strategies, including combining work and pleasure on the same trip. “I have largely been able to adapt by traveling at strange hours. I’ll fly out late at night, come in early in the morning, stay longer than I intended, and work remotely,” said Lauren Hartle of Boston, an investor for a clean-energy venture firm. Hartle, who flew from Boston to Dallas on Wednesday for a work conference, plans to attend a summer family gathering in North Carolina but is otherwise considering trips closer to home — and maybe by train instead of plane. Catey Schast, a nanny and piano teacher in Maine, said her Boston-Dallas flight cost $386 round trip. “It wasn’t terrible,” she said, “but it was higher than the $200 to $300 she paid in the past to visit family in Texas.” Schast plans a beach vacation in Florida in July. High prices could discourage her from taking other trips, but “if I really want to go somewhere, I’m more of a how-can-I-make-this-happen type of person, as long as I have the time off work.” As in past years, most holiday travelers are expected to travel by car — more than 38 million of them, according to AAA. The organization advises motorists hoping to avoid the worst traffic to leave metropolitan areas early Thursday and Friday and to stay off the roads between 3 p.m. and 7 p.m. Sunday, May 26, and Monday, May 27. “We haven’t seen any pullback in travel since the pandemic. Year after year, we have seen these numbers continue to grow,” said AAA spokesperson Aixa Diaz. “We don’t know when it’s going to stop. There’s no sign of it yet.” There’s certainly no slowdown at airports. The number of people going through security checkpoints is up 3.2% this year. The TSA said it screened 2.85 million people last Friday, May 17, and nearly as many on Sunday, May 19 — the two busiest days of the year so far. TSA predicts it will screen more than 18 million travelers and airline crew members during the seven-day stretch that begins Thursday, up 6.4% from last year. Friday is expected to be the busiest day for air travel, with nearly 3 million people passing through checkpoints. The TSA record is 2.91 million, set on the Sunday after Thanksgiving last year. “We’re going to break those records this summer,” TSA Administrator David Pekoske said. The agency, which was created after the 9/11 terror attacks, has struggled at times with peak loads. Pekoske told The Associated Press that pay raises for front-line screeners have helped improve staffing by reducing attrition from more than 20% to less than 10%. Airlines say they also have staffed up since being caught short when travel began to rebound from the COVID-19 pandemic in the spring and summer of 2022. With any luck from the weather, travelers could see fewer canceled flights than in recent summers. So far this year, U.S. airlines have canceled 1.2% of their flights, according to FlightAware data, compared with 1.4% at this point last year and 2.8% in 2022 — a performance so poor it triggered complaints and increased scrutiny from Transportation Secretary Pete Buttigieg. Even before the holiday weekend started, however, storms caused widespread cancellations at Dallas-Fort Worth International Airport, American Airlines’ biggest hub. By late afternoon, the carrier had canceled more than 200 flights or 5% of its schedule. Stranded travelers were not happy. “Our flight got canceled right before the check-in. And now there’s no flights here until Friday because (open seats on other flights) went really quickly. We might wind up driving. Isn’t that terrible?” said Rosie Gutierrez of Allen, Texas, who was trying to get to Florida along with her son, daughter-in-law and granddaughter. American’s chief operating officer, David Seymour, said the airline has beefed up its staffing and technology in preparation for the seasonal rush. “It’s a long summer, but we’re ready for it. We have the right resources,” he said. American is offering its most ambitious summer schedule ever — 690,000 flights between May 17 and Sept. 3. United Airlines forecasts its biggest Memorial Day weekend, with nearly 10% more passengers than last year. Delta Air Lines expects to carry 5% more passengers this weekend, kicking off its heaviest summer schedule ever of international flights. According to AAA, the top domestic and international destinations are familiar ones. They include Orlando, Las Vegas, London, Paris and Rome. So, what about nervousness over the economy? It’s important to note that people often say their own finances are better than average. In an AP survey from February, 54% said their personal situation was good — but only 30% felt the same about the nation’s economy. That could explain why they can afford to splurge on travel. By David Koenig, The Associated Press The Trucker News Staff contributed to this report.

Tornado swallows tanker truck, leaves path of destruction in Iowa

GREENFIELD, Iowa — Multiple people were killed when a tornado tore through a small town in Iowa on Tuesday, May 21, and left a wide swath of obliterated homes and crumpled cars, while the howling winds also twisted and toppled wind turbines. A video circulating on X, formerly Twitter, shows an big rig tanker truck driving right into a tornado. Just behind that truck, a semi hauling a dry van trailer was blown over. There is no information on either truck driver. Click here to view the video. After devastating Greenfield, a town of 2,000, on Tuesday the storms moved eastward to pummel parts of Illinois and Wisconsin, knocking out power to tens of thousands of customers in the two states. Greenfield’s hospital was among the buildings that were damaged in the town, which meant that at least a dozen people who were hurt had to be taken to facilities elsewhere, according to Iowa State Patrol Sgt. Alex Dinkla. “Sadly we can confirm that there have been fatalities,” Dinkla said at a news conference Tuesday night, without specifying how many. “We’re still counting at this time.” He said he thought they had accounted for all of the town’s residents but that searches would continue if anyone was reported missing. The Adair County Health System said in a Facebook post Tuesday night that it had set up a triage center at the Greenfield high school and that people who need medical attention should go there. The tornado destroyed much of Greenfield, which is located about 55 miles southwest of Des Moines, during a day that saw multiple tornadoes, giant hail and heavy rain in several states. The National Weather Service said it received 23 tornado reports Tuesday, with most in Iowa, and one each in Wisconsin and Minnesota. In Wisconsin, the weather service’s Green Bay office dispatched a staffer Wednesday morning to survey storm damage near the village of Unity in western Marathon County after law enforcement received a report from the public about a tornado on the ground about 7:45 p.m. Tuesday in that community about 55 miles east of Eau Claire, said meteorologist Roy Eckberg. He said staffers would also be visiting Outagamie County near the city of Kaukauna, some 20 miles southwest of Green Bay, to investigate significant wind damage there. Eckberg said high winds were reported Tuesday night across parts of central Wisconsin, with a wind gust of 70 mph in the city of Marshfield and with wind damage also reported to the northwest in the city of Wausau. Weather service staff would also be assessing storm damage Wednesday in southeastern Minnesota after radar indicated that a tornado touched down Tuesday night in Winona County, said Kate Abbott, a meteorologist with the agency’s La Crosse, Wisconsin, office. “With that one we did have a radar confirmed tornado, but we’re going out and survey there to make sure the damage is consistent with a tornado,” she said. Authorities announced a mandatory curfew for Greenfield and said they would only allow residents to enter the town until Wednesday morning. They also ordered media representatives to leave the city Tuesday night. In the aftermath of the storm, mounds of broken wood from homes, branches, car parts and other debris littered lots where homes once stood. Some trees still standing were stripped of their limbs and leaves. Residents helped each other salvage furniture and other belongings that were strewn in every direction. Rogue Paxton said he sheltered in the basement of his home when the storm moved through. He told WOI-TV he thought the house was lost but said his family got lucky. “But everyone else is not so much, like my brother Cody, his house just got wiped,” Paxton said. “Then you see all these people out here helping each other. … Everything’s going to be fine because we have each other, but it’s just going to be really, really rough. It is a mess.” A tornado also apparently took down several 250-foot wind turbines in southwest Iowa. Some of the turbines caught fire, sending plumes of smoke into the air. Wind farms are built to withstand tornadoes, hurricanes and other powerful winds. Mary Long, the owner of Long’s Market in downtown Greenfield, said she rode out the storm at her business in the community’s historic town square, which largely escaped damage. Long said there appeared to be widespread damage on the east and south sides of town. “I could hear this roaring, like the proverbial freight train, and then it was just done,” she said. Camille Blair said the Greenfield Chamber of Commerce office where she works closed around 2 p.m. ahead of the storm. “I can see from my house it kind of went in a straight line down the road,” she said of the tornado. Iowa Gov. Kim Reynolds said she planned to visit Greenfield on Wednesday morning. “It was just a few weeks ago that tornadoes hit several other Iowa communities, and it’s hard to believe that it’s happened again,” she said in a statement. “Iowans are strong and resilient, and we will get through this together.” Iowa had braced for severe weather after the weather service’s Storm Prediction Center gave most of the state a high chance of seeing severe thunderstorms with the potential for strong tornadoes. The storms and tornado warnings moved into Wisconsin on Tuesday evening and night. Earlier in the day, residents to the west in Omaha, Nebraska, awoke to sirens blaring and widespread power outages as torrential rain, high winds and large hail pummeled the area. The deluge flooded basements and submerged cars. Television station KETV showed firefighters rescuing people from vehicles. In Illinois, dust storms led authorities to shut down stretches of two interstates due to low visibility. The storms followed days of extreme weather that have ravaged much of the middle section of the country. Strong winds, large hail and tornadoes swept parts of Oklahoma and Kansas late Sunday, damaging homes and injuring two in Oklahoma. Another round of storms Monday night raked Colorado and western Nebraska and saw the city of Yuma, Colorado, blanketed in hail the size of baseballs and golf balls, turning streets into rivers of water and ice. In Texas, deadly storms hit the Houston area last week, killing at least eight people. Those storms last Thursday knocked out power to hundreds of thousands for days, leaving many in the dark and without air conditioning during hot and humid weather. Hurricane-force winds reduced businesses and other structures to debris and shattered glass in downtown skyscrapers. Bob Oravec, lead forecaster with the weather service, said the system is expected to turn south Wednesday, bringing more severe weather to parts of Texas, Oklahoma, Arkansas and southern Missouri. The Trucker staff contributed to this report.

Average US diesel price continues downward slide

LITTLE ROCK, Ark. — Average U.S. diesel prices are down for the sixth straight week. According to the Energy Information Administration (EIA), the current price sits at $3.789 per gallon. That’s down from $3.848 per gallon on May 13 and $3.894 on May 6. Average prices are down across the nation, with the lowest along the Gulf Coast at $3.490 per gallon. In the Rocky Mountain region, the price sits at $3.746 per gallon, while along the West Coast, the price is $4.495 per gallon on average. California is still sitting above $5 a gallon at $5.049. Along the East Coast, drivers can expect to pay $3.895 per gallon on average. The EIA sees diesel fuel averaging $3.92 per gallon in the second quarter of 2024, $3.99 in the third quarter, $4.15 per gallon in the fourth quarter and $4.18 per gallon in the first quarter of 2025, according to a report released earlier this year.    

FMCSA cracks down on fraudulent HHG moving companies, brokers

WASHINGTON — Scams perpetrated by interstate household goods (HHG) movers and brokers are the focus of a nationwide crackdown by the Federal Motor Carrier Safety Administration (FMCSA), the agency announced May 20. Operation Protect Your Move is an enforcement initiative created to address complaints about HHG moving companies and brokers that do not comply with federal safety and consumer protection regulations and statutes. “Americans deserve a fair deal when they move into a new home — and we’re cracking down on moving companies that hold people’s possessions hostage,” said U.S. Transportation Secretary Pete Buttigieg. “This initiative will build on last year’s progress holding scammers accountable.” The FMCSA conducted a similar moving company-focused operation in the spring of 2023, followed by three HHG broker-focused operations in Nevada, New York/New Jersey and Florida later in the year. The 2023 operations uncovered more than 1,000 violations of FMCSA regulations. In response, the FMCSA took enforcement actions where appropriate, issuing letters of probable violation or by revoking companies’ operating authority. In addition, the U.S. Department of Justice (DOJ) filed a civil penalty enforcement case based on the result of the 2023 operation. That case is pending in federal court in California. This year’s operation will target movers and brokers across the country with the highest numbers of consumer complaints. According to an FMCSA statement, the agency will continue to refer criminal violations to DOJ for prosecution where appropriate. “We take our consumer protection role seriously and aim to help educate and protect those who may be moving their household goods from one state to another,” said FMCSA Acting Deputy Administrator Sue Lawless. “We are committed to this work, and we are putting forth even more resources to make a greater impact, including increasing the number of HHG investigators on staff and establishing additional partnerships with state attorneys general offices.” Educating the public Ahead of the busy summer moving season, FMCSA is also launching the Protect Your Move education campaign to raise consumer awareness of HHG moving scams. Consumers are encouraged to research and plan before moving across state lines by using the FMCSA’s free online resources: A moving checklistfor before and during the move; The Consumer Rights and Responsibilitiespamphlet; The Spot the Red Flags guide to help spot deceptive practices; and Tips for a successful move. Anyone who has experienced moving fraud can file a complaint against a moving company or broker through the FMCSA’s National Consumer Complaint Database.

April ’24 net trailer orders top last year’s, ACT reports

COLUMBUS, Ind. — Preliminary net trailer orders saw very little change from March to April. At 13,700 units, orders were higher compared to last April, up 21% year over year, according to ACT Research. Seasonal adjustment boosts April’s tally to 17,300 units. Final April results will be available later this month. This preliminary market estimate should be within ±5% of the final order tally, ACT reports. “Against year-ago data, with pent-up demand beginning to wane and supply-chain congestion, for the most part, cleared, order activity continues to meet expectations,” said Jennifer McNealy, director of commercial vehicle market research and publications at ACT Research. Despite the positive year-over-year comparison, net orders remain challenged by a backdrop of weak for-hire trucker profitability, albeit with some green shoots of improvement beginning to show, McNealy noted. “Anecdotal commentary from trailer manufacturers and suppliers through the past several months have indicated this slowing, as they have shared that orders are coming, but at a more tepid pace when compared to the last few years,” she said. Fleets are due to starting to make more money later this year, which will increasing their equipment buying abilities, according to ACT. But “the impact likely will be muted for the trailer industry, as we continue to expect their willingness to spend those available dollars will lean toward the purchase of new power units ahead of the EPA’s implementation of 2027 regulations, which we believe has already begun,” McNealy shared. McNealy said that additional anecdotal information that ACT has gotten wind of from those on the front lines of the trailer industry is that the pause button is expected to remain pressed during this year of transition. “The industry’s largest segments remain under pressure, cancellations are anticipated to continue their oscillation into and out of elevated territory as dealers and fleets recalibrate their inventory and immediate needs, and external forces like the U.S. and Mexican presidential elections and interest rates remain on the closely watched list,” McNealy concluded.

Owner-ops are responsible for personal benefits as well as pay, business costs

Truck owners are usually aware of the costs associated with being in business for themselves. Those expenses go far beyond fuel and maintenance to keep the truck running. Registrations, insurance, permits, taxes and more consume a portion of any revenue earned. Peripheral expenses, such as accounting, factoring and legal services, also must be taken into account. However, there’s one area in which many owner-operators are woefully inadequate when it comes to business planning and budget allotment — personal benefits. Company drivers often have access to benefits like life insurance, including supplemental insurance for their spouse; health insurance that may include dental and vision; short- and long-term disability plans; and some form of retirement savings that can include a company match, profit sharing or other forms of contribution. In addition, drivers who are directly employed by a carrier don’t have to worry about income tax withholdings. State and federal income taxes are deducted as they are earned, so these drivers don’t need to come up with lump-sum payments at tax time. The employer portion of Social Security and Medicare tax represents another 7.65% increase in income, paid to the government on the employee’s behalf. Unfortunately, many owner-operators don’t think beyond the pay numbers when they start their businesses. In fact, too many don’t even plan for pay, simply treating whatever’s left over after trucking expenses as their salary. They may not consider the value of the benefits they and their families are NOT receiving due to their self-employment status. In some cases, the truck driver’s spouse is employed and can provide insurance benefits for the family. In that situation, the driver can omit that responsibility from the plan for the business. In too many other cases, however, the family simply goes without needed benefits. Insurance These days, health insurance is a very valuable benefit. Even a minor surgical procedure that doesn’t require a hospital stay can cost more than a driver’s annual income. Treatments for cancer or other serious diseases can result in a massive debt for a family. Even routine doctor visits can be costly, especially if lab work is ordered. Health care costs have greatly increased, and premiums for health insurance have skyrocketed, too. Thanks to the Affordable Healthcare Act passed in 2010, sometimes called “Obamacare,” subsidies are available to help Americans cover the cost of health insurance. The website healthcare.gov, often called the Insurance Marketplace, provides information on how to enroll in an insurance plan, as well as discounted pricing that may be available in the area of your residence. Depending on your personal income, these insurance premium costs can be substantially lower than those on the open market. The plans available through the Marketplace can differ in price, depending on the deductibles and co-pays selected. Some plans offer dental and vision coverage, too. Of course, plans and pricing can differ by state. Life insurance is another important benefit for families. Trucking is listed by the Department of Labor as one of the most dangerous jobs in America, yet it’s a popular job because of the income potential. If the driver dies, families can be devastated by the loss of income. Adding funeral expenses, including transport of the body from another state, only adds to the financial burden. Life insurance is often provided free of charge or at a discount for company drivers, but owner-operators generally have to find their own provider and plan. Life insurance is a benefit that every breadwinner should have to help provide for their family in the event of their death. The cost of life insurance can vary widely, depending on the type and amount of insurance. Term life insurance is generally the cheapest because the buyer only pays for the coverage. Whole life insurance costs more, but it serves as an investment, returning premiums and more to the buyer at maturity. Other plans may include aspects of both, providing payment in the event of death as well as a savings function. Disability insurance pays a portion of the driver’s income when he or she can’t work due to illness or injury. Mandatory Worker’s Compensation laws provide basic coverage for company employees, but owner-operators are usually required to pay for their own worker’s comp, or a similar policy known as Occupational Accident (Occ-Acc). Additional disability coverage is available, as well as supplemental policies that pay cash amounts directly to the insured on a per-day or per-injury basis, regardless of the amount of the medical bill. Retirement savings One area owner-operators often ignore is retirement savings. Few companies these days offer pensions to their employees, but many offer savings plans, such as 401(k) options that include some form of company match for amounts the employee saves. Owner-operators have access to a number of options to help save for the future while reducing their tax liability today. An Individual Retirement Account (IRA) is one of the most common options, and it can be set up as a “Roth” or “traditional” plan. Traditional IRA plans are funded with pre-tax dollars. This means contributions are subtracted from your income, reducing your tax liability in the current year. You’ll need to pay income tax when you withdraw the money, but by then your tax rate may be much smaller due to reduced income. A Roth IRA, on the other hand, is funded with income that has already been taxed. It won’t save you tax dollars now — but it won’t be taxed as highly in the future. There are even solo 401(k) programs you may be able to invest in. Self-employment tax One final benefit we need to address isn’t actually a “benefit” now — but it could be at retirement time. That benefit is self-employment tax. With Social Security and Medicare tax, the employer and employee each pay half the cost. On the other hand, those who are self-employed pay both halves, adding up to 15.3% of income, in addition to income tax. Owner-operators who don’t save up for this tax are often shocked when the amount is added to their income tax bill at quarterly or annual payment time.

Influx of summer travelers can create added hazards for commercial vehicles

An old joke asserts that “In <insert any region here> there are only two seasons — winter and road construction.” It’s certainly true that more road construction happens during the warmer months, particularly summertime, when inclement weather is less likely to be a factor. However, construction isn’t the only summertime road hazard faced by commercial drivers. Numerous hazards are created by other drivers and their vehicles. In most of North America, school’s out during summer months. One bonus is that there are fewer school buses stopping to pick up or discharge passengers and fewer school zones with reduced speed limits. However, many students end up sharing the interstates and highways with commercial vehicles once they’re out for summer break. Some may be young, inexperienced drivers making a trip to the beach or other popular location. Their inexperience can be hazardous enough, but poor judgment can also come into play as young drivers are distracted by phones and other devices (of course, many experienced adult drivers are also prone to such distractions). In addition, a car full of teenagers may be wrapped up in conversation about friends or activities, and the driver may be distracted from the task of driving. While any vehicle can represent a hazard to others on the road, those piloted by younger drivers can be especially unpredictable. At the other end of the spectrum, older drivers may be dealing with diminishing vision and slower reaction times. Some haven’t driven on an interstate or other multi-lane highway in a long time, while others may be used to taking public transportation to work and to run errands, and haven’t driven at all in a while. Summer road trips can pose another hazard. Drivers whose travel is usually restricted to short, in-town trips may not be accustomed to driving for the long period of time it may take to get to the beach, the mountains or to Grandma’s house. Some may get distracted, and fatigue can also impact driving skills. In addition, summertime celebrations may include consumption of alcohol, and recreational use of marijuana is increasing due to legalization in many states. Drivers may not consider their levels of impairment as they pack family and friends into the car for the trip home. And, unfortunately, some drivers may continue the celebration while they are behind the wheel. It’s always smart to keep an eye out for drivers who are under the influence of any substance that can impact their driving. As the driver of a commercial vehicle, it’s important to pay close attention and be prepared if a driving mistake should occur at any time of the year, whether the fault is another driver’s or your own. Vehicle types can also play a large role in highway safety. Commercial vehicle drivers are trained to handle the size and weight of their vehicle, but that’s often not the case with drivers pulling trailers or driving large recreational vehicles. Class A RVs are the size of passenger buses (in fact, they’re often built on the same chassis and foundation as buses), yet in many states, anyone who can afford the payments can drive one off the lot with no additional training. Camper trailers, especially fifth-wheel trailers, can be longer in length than some tractor-trailers. Drivers may be inexperienced in navigating traffic and can have difficulty maintaining their lane or estimating stopping distances. In addition, weight distribution can be quirky, because of the positioning of heavy water tanks and appliances. Families loading personal gear and provisions for a summer road trip are likely to arrange storage according to available space and ability to secure cargo rather than considering weight distribution. Trailers that have been packed with too much weight at the rear can be very difficult to control, particularly at higher speeds. Crosswinds can make it difficult to navigate a tractor-trailer, and the effect on recreational vehicles can be even worse. The lighter weight and broad surface area of a camper can make it nearly impossible to control in heavy winds. Boats are another item that make an appearance on summer highways, adding to the vehicular hazards. As with RVs, weight distribution is often a factor in boats. Boats that are not properly secured to trailers can shift while the driver is braking or accelerating, or even fall off the side of the trailer. Any trailer can suffer from neglect or poor maintenance. A camper with a spotless interior may have wheel bearings that haven’t been greased since leaving the RV lot when it was new. Well-maintained boats can be hauled on trailers with dry-rotted tires that can’t stand up under the weight at highway speeds. Also, keep in mind that recreational trailers often don’t get the maintenance attention that commercial vehicles do. Inoperative lights, faulty wire connections and other problems can impact visibility. Different RVs and trailers are often equipped with brakes that are operated electronically or with simpler “surge” brakes that automatically apply when deceleration is detected. These systems require regular maintenance and adjustment; however, the owners of these toys may pay scant attention to maintenance during the off-season, when the trailers are in storage. The result can be rust-covered brake rotors or drums and brakes that either don’t work as expected — or in some cases, work too well, locking up and causing a skid. The average driver’s Inexperience in handling larger non-commercial vehicles can be compounded by fatigue. Drivers of large RVs may not be used to driving for long periods at all, and the added stress of driving an unfamiliar vehicle (possibly traveling with grandchildren or pets) and fatigue can soon become a factor. Truck drivers are well aware of how the stress of operating a large commercial vehicle adds to fatigue. They must follow hours-of-duty rules designed to ensure they get enough rest. However, Without the need for logbooks or ELDs, these “civilian” drivers may not pay attention to the need for a rest break until it’s too late.

Want to start a trucking company? Make sure you have a solid business plan

The trucking industry abounds with stories of carriers that began with a single truck and a person with a dream. The entrepreneurial spirit is still alive and well in trucking — and the first step to building a business could be buying a truck of your own. However, buying a truck is far from the only step when striking out on your own. On top of that, buying that truck is probably not as easy these days as it was in years past. Freight rates that reached record highs in the months following the COVID-19 pandemic plummeted as the market became saturated with trucks. Those seeking to finance a truck, whether new or used, discovered that Interest rates doubled — and then then doubled again because of inflationary pressures. Worse, lenders, still reeling from huge numbers of repossessions and voluntary surrenders, tightened up their loan requirements. Generally, lenders are requiring better credit scores and demanding larger downpayments, when credit is available at all. Drivers who already own trucks are feeling the pinch, too. Fuel price increases can largely be offset by fuel surcharge programs or negotiated into rates. Rising prices for parts and repairs, however, must be covered by freight rates. Increased costs for meals and other services on the road are making things worse. There are several things a person looking to purchase a truck and go into business can do to smooth the way. Know your revenue source One of the biggest mistakes new truck owners make is not knowing their revenue source(s). In other words, exactly how will you generate income? Leasing your truck to a carrier is one way to lock in a revenue source. Whether the carrier pays for your services by the mile, a percentage of load revenue or another method, you’ll at least have an idea of the revenue you can expect. Carriers sometimes offer discounts and even freebies that can reduce your business costs. Permits, registration and insurance are areas to ask about. Ask if the carrier provides registration for your truck or if you are required to purchase your tag through them. Ask which permits are required and whether they are provided. Some carriers place leased equipment under their liability umbrella at no charge to the truck owner, while others require each lessor to pay their share of the bill. The same goes for cargo insurance. Some companies require the truck owner to purchase bobtail insurance through the carrier’s insurer, while others accept what the owner brings. Occupational accident, or workers compensation insurance, is another type of insurance you’ll want clarity on. Discounts on fuel, tires and repairs can save expense but can also limit where you can make purchases, so be sure you understand how these programs work before you lease on. A question of authority Many truck owners choose to obtain their own authority and find their own freight rather than rely on a carrier. Doing this may increase the amount of revenue you can earn, but your expenses will be higher. Dealing directly with customers is one option for generating revenue. You can offer contracts for specified lanes, negotiate fuel surcharge tables and clarify any special handling requirements. Companies of any size, however, often prefer to work with carriers that are large enough to handle a substantial amount of their shipments, rather than with smaller or single-truck outfits. Even so, regular freight from a known customer can help keep revenue dollars flowing. Brokers and load boards Many smaller carriers work with brokers to obtain freight. The broker keeps a part of the revenue from the shipper in exchange for handling the load arrangements and other services. Brokers can be a blessing or a curse to the carrier. Establishing a relationship with a reputable broker is the best way to ensure that problems will be kept to a minimum. A good broker will ask questions about your business to learn what lanes you prefer to run, preferred freight types and other information. Providing loads that fit your business model and paying quickly with a minimum of issues is a valuable service. Some carriers prefer to utilize load boards for some or all of their freight. Doing so might provide the greatest variety of available loads, but can also present issues. One is that you’ll still need to deal with brokers in most cases. Each will need copies of your truck paperwork and insurance coverage. Some will only deal with carriers who have been in business for a year or more. Each has its own requirements. Reputable load boards often come with tools that can help you make good decisions. When negotiating a rate for a load, for instance, the load board may offer information such as the average rate for the lane you’re bidding on, or how many available trucks have been posted in the area you’re trying to find a load in. Large numbers of empty trucks mean lots of competition for loads, while few trucks may mean you can ask a little more for your services. Load boards often provide information about your destination, too, such as how many loads will be available once you are empty and their average rates. Since using load boards often means establishing relationships with brokers you haven’t dealt with before, the board can offer information about brokers, too. You may be able to learn how quickly they pay, how often problems are reported and other useful information. Have a business plan If you’re considering the purchase of a truck, knowing your expenses and where your revenue will come from is a great start towards a successful business plan. Accurately estimating your costs for fuel, maintenance and other expenses will help you understand how much money you can pull from the business for personal income. Creditors may ask to see your business plan when considering whether to loan to you or what interest rate to charge. Preparation is the key to successful operation of a trucking business. Those who fail are often guilty of failing to put together a solid plan before starting.

State of freight: Current conditions will be slow to improve, say FTR analysts

There are too many trucks competing for too little freight in the North American market, driving rates down. This is not news to most carriers and owner-operators, who are struggling to stay afloat until the market rebalances. But when will that be? According to statements by analysts at FTR Intel during a May 9 webinar titled “Key Issues in Transportation,” not soon enough. It’s not all bad news, though: FTR’s forecast shows slow improvement though the rest of 2024 and into 2025. Improvement will be gradual. Avery Vise, FTR’s vice president of trucking, addressed capacity in trucking using FTR’s “Active Truck Utilization” metric, which shows the approximate share of all seated Class 8 trucks actively engaged in hauling freight. “It’s a key metric in our forecasting of freight rates,” Vise said. “We were essentially at 100% utilization in 2021. The market did settle quite substantially over the course of 2022, bottoming out at around 88%. The 10-year average is 92%.” A key point is that freight rates generally begin to rise when the utilization metric reaches around 94%. At of the end of April 2024, utilization stood at about 90%. There are still too many trucks competing for available freight — and while FTR expects utilization to continue rising, they warn that it will be a slow, gradual process. “We generally see rates steadily rising and turning to positive year over year by the third quarter. The forecast for this year is that spot rates overall will be up about a percent,” Vise said. “Rates for dry van and refrigerated will be up a little bit stronger than that.” While current freight rates are high when compared to those of 2018, increases in the cost of fuel, equipment and other aspects have significantly raised operating costs for trucking companies. Rate and capacity forecasts depend on current economic conditions. These topics were addressed by Eric Starks, FTR’s chairman of the board. Starks has monitored the economic highs and lows of the freight industry for decades. “The economy right now has been doing okay,” he said, adding, “But it feels so different for everybody.” If this statement seems confusing, it’s because the economic indicators that forecasters depend on haven’t acted as expected for the past year or so. For example, Starks pointed out, there differences between the markets for goods and services. Consumer spending on goods has remained fairly flat, while spending on services has steadily risen. In other words, consumer spending is rising, but on services rather than goods — and services aren’t something that can be hauled on a truck. For example, it takes trucks to deliver the newest smartphone model to retailers. Providing the service of supplying voice and data plans to customers, on the other hand, doesn’t involve trucking (except for movement of cell tower parts, cables and other supplies). “Manufacturing in and of itself is the lifeblood of transportation,” Starks explained. “(The year) 2018 was, in fact, higher than what we saw as we moved into 2022 and 2023. Since then, we have been fairly flat.” Unfortunately, Starks does not anticipate much growth regarding transportation’s contributions to the U.S. Gross Domestic Product (GDP), which measures the monetary value of goods and services. “As we look out over the next year and a half, you’re in between 1% and 1.5% quarter over quarter growth,” he said. “That’s not awesome by any stretch of the imagination. If this continues in this fashion, then I think you don’t have huge amount of upside on the transportation side of the equation.” For rates to rise, the number of available trucks must drop. If there are too many trucks to haul the available freight — and the amount of freight is not expected to grow substantially, according to FTR analysts — then the number of available trucks must come down in order for rates to rise. FTR Senior Analyst for Commercial Vehicles Dan Moyer addressed this area. “One thing important to note is orders trending down, really since the third quarter of last year,” explained Dan Moyer, FTR’s senior analyst for commercial vehicles. The problem here is the backlog of orders for Class 8 trucks on the North American market that are yet to be filled. “While orders (for new trucks) have been trending down again, their build levels have been averaging between 25 and 30,000 units a month,” he said. “Now as a result backlogs have been coming down albeit they still remain at good levels.” Moyer also noted that retail sales have been declining. “As a result, not only have backlogs been coming down, but inventories have been going up quite noticeably,” he said. Class 8 truck inventories include unsold trucks on dealer lots, trucks waiting to be shipped from the manufacturer, and even trucks purchased by the secondary market for installation of vocational bodies such as dump, tank, concrete and trash compactor that have not been sold to users. As truck inventories increase and build backlogs diminish, at some point the industry will slow production. “This will definitely exert downward pressure on build rates in the second half of the year,” Moyer said. “We expect that to last through potentially the first half of next year as well before we see a market upturn.” The looming 2027 deadline for compliance with the U.S. Environmental Protection Agency’s NOx emissions reduction requirements, as well as greenhouse gas reduction, is another factor to consider. “The EPA chose to adopt the single mandate in model year 2027 rather than phasing it in over a number of different model years,” Moyer said. “Not only have they mandated a wider range of testing conditions, but they’ve also implemented longer regulatory useful life and emissions-related warranty periods.” The cost of additional emissions technology and longer warranty periods are expected to add an estimated $30,000 to the price of 2027-model trucks. In the near term, however, carriers may elect to purchase additional 2025 and 2026 models, both to avoid the price increase and to dodge potential maintenance issues with the new technology. The resulting backlog of new pre-2027 truck models offers little hope for a reduction in truck capacity in the market. The rail freight industry can have a direct impact on trucking. According to Joseph Towers, FTR’s senior analyst for rail, one railroad issue that could have a substantial impact on trucking is a potential strike by rail workers at the Canadian National (CN) and Canadian Pacific Kansas City (CPKC) railroads. If issues are not settled by the May 22 strike authorization date, the stoppage would impact shipments of potash, grain, wood products, coal and other commodities across North America. Some imports may be rerouted from Canadian ports to U.S. ports on the West Coast that have access to U.S. railroads. Shipment of any products could be shifted from rail to trucking to keep products moving.

Don’t forget CVSA’s 2024 International Roadcheck May 14-16

Ready or not, the 2024 International Roadcheck is just around the corner. Are you ready for the three-day inspection blitz? While many drivers opt to take a three-day “vacation” May 14-16 to avoid the hassle of high-volume inspections, others eagerly anticipate the chance of higher rates due to fewer available trucks during the Commercial Vehicle Safety Alliance’s (CVSA) annual Roadcheck. The annual commercial motor vehicle inspection and regulatory compliance enforcement initiative takes in Canada, Mexico and the U.S. Over the three days of International Roadcheck, inspectors will conduct the routine North American Standard Level I Inspection, a 37-step inspection procedure consisting of the examination of vehicle components and driver documentation and requirements. CVSA has selected two focus areas for inspections. Vehicle: Tractor Protection Systems According to the CVSA, specific components will be the tractor protection valve, trailer supply valve and anti-bleed back valve, items that are sometimes overlooked during trip and roadside inspections. The Trucker’s Cliff Abbott, a former owner-operator, company driver and driver trainer, says drivers will be asked to assist in the brake inspection process. One task they may be asked to perform is to remove the gladhands with the system charged to simulate an air pressure failure. Air must stop leaking from the supply line with at least 20 psi remaining. The driver will also assist in the cab by releasing the tractor and trailer protection valves and by applying service brakes as directed by the inspector. The inspector will be looking and listening for air leaks in tractor and trailer, both with brakes released and applied. Although not specified as a focus area, Level I inspections also include testing the air loss rate by requesting the driver hold down the brake pedal and measuring psi over time and testing of low-pressure warnings by pumping the brakes, bringing down air pressure until audio and visual warning devices activate. Brake adjustment is also checked. A vehicle that successfully passes a Level I or V Inspection without any critical vehicle inspection item violations may receive a CVSA decal, which is valid for three months. If out-of-service violations, as outlined in the North American Standard Out-of-Service Criteria, are found during an inspection, the vehicle will be restricted from operating until all out-of-service violations have been properly addressed. Driver: Alcohol and Controlled Substance Possession. When this year’s International Roadcheck dates and focus areas were announced back in February, the CVSA noted, “Controlled substance and alcohol possession/use remains a significant concern for motor carriers, drivers and the general public. The number of prohibited drivers listed in the U.S. Drug and Alcohol Clearinghouse (DACH) has been increasing. This alarming trend poses a threat to all motorists who travel on roadways throughout North America.” Inspectors will check the driver’s operating credentials, hours-of-service documentation, DACH status (in the U.S.), seat belt usage, and for alcohol and/or drug impairment. Abbott warns that compliance with drug and alcohol regulations goes beyond the obvious: Don’t have controlled substances or alcoholic beverages in the truck, and don’t operate under the influence of them. In addition, he says, drivers who have prescription medications should make sure they’re in the original container and have a label showing they are legally prescribed for your use. Also, make sure you’re taking the medications as prescribed — and that you’re not driving if you aren’t supposed to be. If an inspector identifies driver out-of-service violations, such as not possessing a valid or necessary operating license or exhibiting signs of impairment, the inspector will restrict that driver from operating their vehicle. CVSA-certified law enforcement personnel will inspect commercial motor vehicles and drivers at weigh/inspection stations, temporary sites and mobile patrols to verify compliance with federal, state, provincial or territorial regulations. Data from the 72 hours of International Roadcheck will be collected and the results will be released this summer.

CVSA offers truckers a prep webinar ahead of Safe Driver Week

WASHINGTON — Whether you’re a veteran driver or a road rookie, law enforcement blitzes, such as the Commercial Vehicle Safety Alliance’s (CVSA) Operation Safe Driver Week, can be nerve-racking. In an effort to ease some of those jitters, the CVSA is hosting a webinar at 12 p.m. Central Daylight Time on Wednesday, May 15, to help prepare drivers for the July 7-13 event. To access and register for the webinar, click here. The focus of this year’s Safe Driver Week is reckless, careless and dangerous driving. Throughout Operation Safe Driver Week, law enforcement personnel in Canada, Mexico and the U.S. will be on the lookout for commercial motor vehicle drivers and passenger vehicle drivers engaging in unsafe driving behaviors, such as speeding, distracted driving, following too closely, drunk or drugged driving, etc. Drivers engaging in such behaviors will be pulled over by law enforcement and may be issued a warning or citation. “Any person who drives a vehicle in willful or wanton disregard for the safety of persons or property is driving recklessly,” a CVSA news release states. “Careless/dangerous driving is defined as operating a vehicle without due care and attention or reasonable consideration for other motorists or people on the road.” According to the National Highway Traffic Safety Administration, effective, high-visibility communications and outreach are essential parts of successful transportation safety programs. “However, communications and outreach programs are unlikely to have an effect unless they are tied to vigorous enforcement,” according to the news release. “Operation Safe Driver Week aims to improve the safety of our roadways through proactive driver safety outreach and education, and by addressing unsafe driving behaviors through responsive traffic enforcement when drivers are identified engaging in dangerous driving behaviors on our roadways.” Operation Safe Driver Week is part of CVSA’s Operation Safe Driver Program.

New storms pummel the South as deadly weather marches on

Updated at 5:15 p.m. central time Thursday, May 9, 2024 COLUMBIA, Tenn. — Dangerous storms crashed over parts of the South on Thursday, May 9, even as the region cleaned up from earlier severe weather that spawned tornadoes, killed at least three people and gravely injured a boy who was swept into a storm drain as he played in a flooded street. A heavy line of storms swept into Atlanta near the end of the morning rush hour. Busy hub airports in Atlanta and Charlotte, North Carolina, reported delays. The National Weather Service’s Storm Prediction Center cited an “enhanced risk” for severe weather from Texas to South Carolina. An emergency manager reported “significant wind damage” from a possible tornado Thursday afternoon in the Vidalia, Georgia, area, a region known for producing onions. The storms continue a streak of torrential rains and tornadoes this week from the Plains to the Midwest and now, the Southeast. Since Monday, 39 states have been under threat of severe weather and at least four people have died. On Wednesday, 98 million people were under some sort of severe weather risk, said Evan Bentley, a Storm Prediction Center forecaster. The weather comes on the heels of a stormy April in which the U.S. had 300 confirmed tornadoes, the second-most on record for the month and the most since 2011. More than 100,000 homes and businesses still lacked power Thursday afternoon in several Southern states after storms the night before, according to PowerOutage.us. One in Tennessee damaged homes, injured people, toppled power lines and trees, and killed a 22-year-old man in a car in Claiborne County, north of Knoxville, officials said. A second person was killed south of Nashville in Columbia, the seat of Maury County, where officials said a tornado with 140 mph (225 kph) winds damaged or destroyed more than 100 homes. Tennessee Gov. Bill Lee said the woman who died in Maury County was in a mobile home that was thrown several feet into a wooded area. Lee visited emergency managers and Tennessee Department of Transportation officials in the storm-stricken area Thursday. He thanked workers who spent the night clearing trees and debris from roads. “We come out here when it’s intense like this to say thank you, but often times you do this every day,” Lee said. Bob Booth had just gotten home to Columbia from Georgia and was sitting down to watch television when he heard a “crazy racket.” “I get up and look out, and it was all hell breaking loose outside,” Booth said. “Then the top half of one of my trees goes down across the road.” Retired pastor Walter Shell said he and his wife grabbed their two dogs and headed for the basement when his phone alerted him to a tornado. “It missed where me and my wife were standing by about 4 inches. It went around,” he said. “It pays to pray, I can tell you.” Torrential rains led to a flash flood emergency and water rescues northeast of Nashville, and the weather service issued a tornado emergency its highest alert level, for nearby areas. A 10-year-old boy was seriously injured in Christiana, southeast of Nashville, when he got caught in a storm drain and swept under streets while playing with other children as adults cleared debris, his father, Rutherford County Schools Superintendent Jimmy Sullivan, posted on social media. The boy, Asher, emerged in a drainage ditch and survived after being given CPR, “but the damage is substantial,” Sullivan posted on Facebook, asking for prayers. “Asher needs a miracle,” Sullivan wrote. Dozens of people gathered at the school district’s offices for a prayer vigil Thursday. They bowed their heads and closed their eyes in prayer, and they sang “Amazing Grace” together. Schools were closed Thursday in Rutherford and several other Tennessee counties. In Georgia, some districts north of Atlanta canceled in-person classes or delayed start times because of storm damage overnight that included fallen trees on houses and vehicles around Clarkesville. No injuries were reported there. “We’re just trying to clean up right now and wait for the next round,” said Lynn Smith, director of the Habersham County Emergency Management Agency. A strong tornado damaged at least 20 homes in northern Alabama’s DeKalb County and caused injuries but no deaths, officials said. In North Carolina, a state of emergency was declared Wednesday night for Gaston County, west of Charlotte, after a storm that toppled power lines and trees, including one that landed on a car. One person in the car was killed, and another was taken to a hospital, officials said. The storms followed heavy rain, strong winds, hail and tornadoes in parts of the central U.S. on Monday, including a twister that ripped through an Oklahoma town and killed one person. On Tuesday, the Midwest took the brunt of the bad weather. Tornadoes touched down in parts of Michigan, Ohio and Indiana, according to the weather service. Michigan’s Kalamazoo area was hard hit as a FedEx facility was ripped apart, with downed power lines trapping about 50 people. Tornadoes were also confirmed near Pittsburgh, in central Arkansas and in northern West Virginia. The West Virginia twister was at least the 11th tornado this year in the state, which sees two tornadoes in an average year. Both the Plains and Midwest have been hammered by tornadoes this spring.             New storms pummel the South as a week of deadly weather marches on THE ASSOCIATED PRESS COLUMBIA, Tenn. — A wave of dangerous storms began crashing over parts of the South on Thursday, May 9, a day after severe weather with damaging tornadoes killed at least three people in the region. A heavy line of storms swept into Atlanta near the end of the morning rush hour. Busy hub airports in Atlanta and Charlotte, North Carolina, reported delays. The National Weather Service’s Storm Prediction Center cited an “enhanced risk” for severe weather from Texas to South Carolina. The storms continue a streak of torrential rains and tornadoes this week from the Plains to the Midwest and now, the Southeast. At least four people have died since Monday. The weather comes on the heels of a stormy April in which the U.S. had 300 confirmed tornadoes, the second-most on record for the month and the most since 2011. Nearly a quarter-million homes and businesses still lacked power Thursday in several Southern states after storms the night before, according to PowerOutage.us. One in Tennessee damaged homes, injured people, toppled power lines and trees, and killed a 22-year-old man in a car in Claiborne County, north of Knoxville, officials said. A second person was killed south of Nashville in Columbia, where officials said a likely tornado blew homes off their foundations. Bob Booth had just gotten home to Columbia from Georgia and was sitting down to watch television when he heard a “crazy racket.” “I get up and look out, and it was all hell breaking loose outside,” Booth said. “Then the top half of one of my trees goes down across the road.” Booth said he was told it would be a while before his power was restored. One neighbor, he said, lost all trees except one that would have destroyed his house: “So that guy is blessed.” Retired pastor Walter Shell said he and his wife grabbed their two dogs and headed for the basement when his phone alerted him to a tornado. “It missed where me and my wife were standing by about 4 inches. It went around,” he said. “It pays to pray, I can tell you.” Torrential rains led to a flash flood emergency and water rescues northeast of Nashville. A temporary ground stop was issued at Nashville’s main airport, and the weather service issued a tornado emergency, its highest alert level, for nearby areas. Schools were closed Thursday in several Tennessee counties. In Georgia, some districts north of Atlanta canceled in-person classes or delayed start times because of storm damage overnight that included fallen trees on houses and vehicles around Clarkesville. No injuries were reported there. “We’re just trying to clean up right now and wait for the next round,” said Lynn Smith, director of the Habersham County Emergency Management Agency. A strong tornado damaged at least 20 homes in northern Alabama’s DeKalb County and caused injuries but no deaths, officials said. In North Carolina, a state of emergency was declared Wednesday night for Gaston County, west of Charlotte, after a storm that toppled power lines and trees, including one that landed on a car. One person in the car was killed, and another was taken to a hospital, officials said. The storms followed heavy rain, strong winds, hail and tornadoes in parts of the central U.S. on Monday, including a twister that ripped through an Oklahoma town and killed one person. On Tuesday, the Midwest took the brunt of the bad weather. Tornadoes touched down in parts of Michigan, Ohio and Indiana, according to the weather service. Michigan’s Kalamazoo area was hard hit as a FedEx facility was ripped apart, with downed power lines trapping about 50 people. Tornadoes were also confirmed near Pittsburgh, in central Arkansas and in northern West Virginia. The West Virginia twister was at least the 11th tornado this year in the state, which sees two tornadoes in an average year. Both the Plains and Midwest have been hammered by tornadoes this spring.

Latest Truckstop data shows booming reefer spot rates ahead of Mother’s Day

BLOOMINGTON, Ind. — According to the latest numbers from Truckstop, refrigerated spot rates surged in the week ended May 3 (week 18) while total load activity saw a respectable 3.9% rise after dropping 3% in the previous week. “Refrigerated spot rates often rise sharply during the same week of the year in the run-up to Mother’s Day (because of flower deliveries) although the increase was the largest for a week 18 over at least the past decade except for 2021 when the week coincided with International Roadcheck,” according to Truckstop. “Dry van spot rates rose after two down weeks while flatbed rates declined for a second straight week.” Total loads Total load activity rose 3.9% after declining nearly 3% during the previous week. Total volume was just barely (0.3%) above the same 2023 week but was nearly 33% below the five-year average for the week. Total truck postings fell 6.9%, and the Market Demand Index — the ratio of load postings to truck postings in the system — increased to its highest level in three weeks. Total rates The total broker-posted rate was essentially flat week-over-week, declining a tenth of a cent. Rates were nearly 4% below the same 2023 week and almost 6% below the five-year average for the week. Total spot rates were basically unchanged despite the large gain in refrigerated spot rates because of the decrease in flatbed spot rates, which accounted for a far greater proportion of rates posted during the week. Dry van spot rates Dry van spot rates increased 4 cents after declining 3 cents in the previous week. Rates were nearly 2% higher than the same 2023 week but about 8% below the five-year average. Dry van loads increased 5.8% from the previous week. Volume was about 4% below the same 2023 week and nearly 33% below the five-year average for the week. Refrigerated spot rates Refrigerated spot rates soared around 16 cents after rising about 5 cents during the previous week. Rates were nearly 3% above the same 2023 week for the strongest year-over-year comparison since the fourth week of this year. Refrigerated rates were about 5% below the five-year average for the week. Refrigerated loads jumped 10.8% above the prior week for the largest increase since the weather-impacted third week of the year. Volume was about 5% below the same 2023 week and 34% below the five-year average for the week. Flatbed spot rates Flatbed spot rates dropped 1.4 cents after falling 3.5 cents in the prior week. Rates were more than 5% below the same 2023 week and about 5% below the five-year average for the week. Flatbed loads increased 2.3% from the previous week after falling for five straight weeks. Volume was about 4% above the same week last year but nearly 37% below the five-year average for the week.

Fleet Advantage CEO points to economy as top challenge for fleets in 2024

FORT LAUDERDALE, Fla. — As with most industries, trucking thrives or lags depending on the nation’s economic health. In the 2024 Heavy-Duty Asset Fleet Outlook, Brian Holland, president and CEO of Fleet Advantage, says many stakeholders in the transportation fleet industry note the economy as their primary challenge this year. There are numerous other “hot item” issues to consider — truck parking, fuel prices and emissions regulations, just to name a few. “Despite these ongoing challenges, it remains an exciting yet pivotal time in the industry,” Holland said. “The companies with transportation fleets that are leveraging a KPI (key performance indicator) driven asset management plan and focusing on shortening their life cycles to create the lowest possible total cost of ownership (TCO) will be the ones that are positioned most competitively at the end of the year.” At ACT Research, industry experts and analysts say they expect U.S. freight fundamentals to show improvement this year. “Entering the year, freight demand was below typical trends, but analysts believe it will continue to recover, driven largely by continued consumer spending and subsequent retail sales activity, according to ACT,” Holland said. “What’s more, organizations with private fleets are faring better than for-hire carriers, especially as these businesses face harsher realities of the difficult economy entering 2024.” Below, Holland outlines a few of the issues he sees as most impactful for the industry. Strategy planning Holland says a growing number of economists believe the Fed is feeling a higher level of confidence that inflation is more closely aligned with their target and could begin to lower interest rates as soon as June. “This would be a sign of relief for those organizations looking to invest in new trucks and equipment, especially as the cost of equipment has become a serious issue for many,” he said. “Immediately following the pandemic, supply chains made availability a major issue. Today it is no longer about availability, and instead more about the cost of entry into new equipment.” This is why Holland believes fleets must have a strategic, multi-year acquisition plan built around a methodical, disciplined approach to lifecycle management. “It is a necessity (to have) such a plan that can adapt to changing market conditions, which is designed to inject more flexibility into the decisions for procurement while assigning stronger fundamentals toward managing the organization’s TCO and bottom line,” he noted. Data and artificial intelligence Holland says most fleets analyze data sets before making decisions. Artificial intelligence (AI) is also becoming a part of the industry, but without accurate data, AI is basically useless, Holland cautioned. If an AI system is fed inaccurate or skewed data, the results produced by AI will also be inaccurate. “As pioneers in the use of advanced data and analytics for years, (Fleet Advantage has been) committed to leveraging billions of miles of actual truck operating data that is used to help our fleet clients make business decisions based on models that have been proven out,” he said. In addition, he says, predictive modeling allows companies to plan out the lifecycles of their fleets. “We’ve seen that fleets that are leveraging this approach are some of the most competitively aligned in the industry today and ready to weather any changing market conditions,” he said. Emissions reductions Eliminating harmful emissions is another issue facing the trucking industry as the U.S. Environmental Protection Agency works to apply stringent regulations and pressure motor carriers to employ heavy-duty electric vehicles (EVs). “While it’s important to make decisions that lead with sustainability in mind, many fleets today are instead focusing on emissions reduction strategies as opposed to simply going ‘all in’ on alternative fuel technology,” Holland explained. “Clean diesel and even hydrogen are much more in focus today, and they are both playing a significant role in companies’ decisioning for emissions reduction strategies.” Two years ago, Fleet Advantage conducted a benchmarking survey, asking clients which type of alternative fuel truck fleets they are most interested in. Well over half (65%) of respondents indicated interest in electric trucks, while 15% said hydrogen and 25% opted for compressed natural gas options. When asked to project a viable time frame for converting to trucks powered by alternative fuel sources, 45% said it would take at least five to 10 years. “Almost one year later, we are seeing those numbers shifting, with 33.3% indicating EV over the next five to seven years (29.6% say another 10 years), and 38.5% indicating hydrogen,” Holland said, adding that the timetable for adopting heavy-duty EVs continues to change. Helping clients reduce emissions is a task the Fleet Advantage team takes seriously, he says. “During calendar year 2023, our focus on shorter life cycles helped our clients’ environmental impact by reducing over 303,000 metric tons of CO2,” he said. “This brings our total CO2 reduction of emissions to over 1.3 million metric tons since inception.” As more legislation is introduced to mandate the movement toward zero-emission vehicles, fleets are monitoring how these mandates may impact near-term plans for buying new trucks and equipment. According to the survey, 59% of respondents are either looking to pre-buy current new models because of CARB regulations or are closely monitoring the situation to decide whether to alter their plans. Looking ahead Looking ahead at 2024, Holland says he believes interest rates and cost will continue to be in focus for businesses and fleets. “They must rely on proven data so they can make smart, informed decisions that will have long-term benefits without financial missteps,” he said. “They must have a larger focus on their business above and beyond what the Fed’s actions are. They must manage their life cycles with the right strategy and multi-year procurement plan. “With this in mind, fleets will continue to understand that as they improve the performance of their trucks, they will improve the health of their business while also achieving their sustainability measures in 2024,” he concluded.

US diesel prices drop for 4th straight week

LITTLE ROCK, Ark. — The average price for a gallon of diesel fuel in the U.S. for the fourth straight week, according to the Energy Information Administration (EIA). As of May 6, the price sat at $3.894 per gallon, down from $3.947 on April 29 and $3.992 on April 22. Prices are down across the U.S., even in California, which always has the highest costs due to strict regulations. In the Golden State, drivers can still expect to pay well above $5 a gallon on average at $5.155. That’s down from $5.216 per gallon on April 29 and $5.244 on April 22, according to the EIA. Along the East Coast, the average price for diesel has dipped below the $4 mark for the first time in several weeks. Drivers there are paying $3.966 per gallon on average, down from $4.025 on April 29 and $4.047 on April 22. In the Midwest, the average price sits at $3.814 currently, while along the Gulf Coast, drivers are paying the lowest average price in the nation at $3.617 per gallon. In the Rocky Mountain region, the price is at $3.785 as of May 6. That’s down from $3.787 on April 29 and $3.883 on April 22. The EIA sees diesel fuel averaging $3.92 per gallon in the second quarter of 2024, $3.99 in the third quarter, $4.15 per gallon in the fourth quarter and $4.18 per gallon in the first quarter of 2025, according to a report released earlier this year.  

Legislation to repeal the FET still stalled in Congressional committees

Since the Modern Clean and Safe Trucks Act of 2023 was introduced in both the House (HR1440) and Senate (S694) in March 2023, there’s been little movement on the legislation. The bill, if passed, would end the federal excise tax, commonly known as the FET, on the purchase of new big rigs — a move that’s heralded by many in the trucking industry as a major step forward. The act was introduced by a bipartisan coalition of representatives and senators, led by Reps. Doug LaMalfa (R-CA), Chris Pappas (D-NH), Earl Blumenauer (D-OR), and Darin LaHood (R-IL) in the House, and Sens. Ben Cardin (D-MD) and Todd Young (I-PA) in the Senate. Bill co-sponsor Pappas said that as a small business owner, he knows just how challenging it can be to operate a business and that every potential saving makes a difference. The federal excise tax on purchases of new trucks adds, on average, nearly $25,000 to the cost of new equipment, slowing deployment of safer and more environmentally friendly vehicles, according to trucking industry leaders. “Cutting the federal excise tax on heavy trucks and trailers will help America’s Main Street economy grow, address supply chain challenges and shortages, and lower costs for essential items that families need, including groceries and gas,” Pappas said. The legislation “will also support the adoption of newer, safer, and cleaner trucks that reduce our dependence on foreign energy. I urge leaders in Congress to take up our bipartisan bill and act to provide immediate relief to small businesses and consumers alike,” he added. The last movement on the bill in the House was on March 8, 2023, when it was referred to the House Committee on Ways and Means. Over in the Senate, the bill was read twice on March 8, 2023, and referred to the Committee on Finance. Since then, there’s been no movement on either side of Congress. As of now, there is no firm timeline in place for when the bill will next see movement, said Dave Heller, senior vice president of safety and government affairs for the Truckload Carriers Association. “We would love to get (the FET repealed),” he said, adding that the tax on heavy trucks, instituted in 1917, was originally intended to support war efforts during World War I. “That war is long gone,” he said. “Why are we still paying this on new equipment when in reality, it could encourage further incentive to purchase more modern tech, etc.? We need to encourage folks to get into the new vehicle game.” Adam Blanchard, co-founder and CEO of Double Diamond Transport, Inc., describes the FET as outdated. “It disproportionately impacts certain segments of industry,” Blanchard said. “There is a better way to get funds into the Highway Trust Fund than this tax. It’s difficult, especially at a time, too, when equipment costs have gone up 50% year over year. When you tack on this tax, it hammers our ability to afford equipment. “Smaller fleets don’t have the same purchasing power as larger fleets,” he continued. “It certainly is a regressive tax that needs to be eliminated.” The 12% tax on trucks is the highest-percentage excise tax levied on any product, according to the American Trucking Associations. This added expense acts as an impediment to creating jobs, reducing emissions, and improving highway safety. “The current federal excise tax has become a barrier to our progress in encouraging cleaner and greener technology,” said Senate co-sponsor Cardin. “I am proud to support tax policy that enables … manufacturers to innovate and deploy cleaner and safer technologies in our trucking industry. Our legislation will spur growth and competitiveness while making our roads safer and less polluted.” Albert Gore, executive director of the Zero Emission Transportation Association, said the tax harms American truckers and fleet operators by inflating the cost of heavy-duty trucks and limiting access to the many economic and public health benefits that come with transportation electrification. “Medium- and heavy-duty trucks account for 24% of all transportation carbon emissions in the U.S. but represent only 4% of vehicles on the road,” Gore said. “It is time to accelerate our movement towards modernized transportation fleets, and we must enable our nation’s fleet operators and truckers to join in this effort.” Steve Bassett, immediate past chairman of American Truck Dealers (ATD) and dealer principal of General Truck Sales in Muncie, Indiana, said dealerships in the state “commend Sen. Young for his leadership on this important legislation. Repealing the 106-year-old federal excise tax on heavy-duty trucks helps keep America competitive and is key to turning over an aging truck fleet.” LaMalfa said that regulators want to shift operators from older trucks to newer models — but on the other hand, the tax penalizes them for trying to update their equipment. “Repealing the 12% federal excise tax on heavy trucks and trailers will help all businesses reduce costs, address supply chain challenges and lower costs for essential goods for families, especially in rural areas,” LaMalfa said. “The federal excise tax has outlived its original purpose by more than a century.” House co-sponsor LaMalfa noted that truckers are “an essential cornerstone in our supply chain, yet the tax code disincentivizes them from purchasing the most up-to-date equipment.” “I’m urging Congress to support this common-sense, bipartisan bill and drop the burdensome tax preventing our truck drivers from having the most modern, highest technology, and safest equipment on the road,” he added. This article originally appeared in the May/June 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

I-95 reopens in both directions after fiery Norwalk crash

NORWALK, Conn. — Interstate 95 in Connecticut reopened Sunday after a flaming crash involving a gasoline tanker scorched a bridge and left the roadway closed for days, officials said. Authorities shut the highway down in both directions after a three-vehicle crash Thursday involving a gasoline tanker, which burst into flames and damaged an overpass above I-95 in Norwalk. No one was seriously injured. Workers began demolishing the bridge on Friday and worked to repave damaged parts of the roadway in time for rush hour on Monday. “It is truly remarkable to complete this work in less than 80 hours,” Connecticut Gov. Ned Lamont said Sunday on the social platform X. The interstate serves as a major link between New England and New York. The closure left drivers jampacked bumper to bumper on some of the detour routes. Meanwhile, the U.S. Department of Transportation’s Federal Highway Administration has announced the immediate availability of $3 million in “quick release” emergency relief funds for the Connecticut Department of Transportation. “I-95 is a critical highway — for both the people of Connecticut and our nation’s transportation network — and the Biden-Harris Administration focused immediately on helping Governor Lamont quickly restore travel,” said U.S. Transportation Secretary Pete Buttigieg.“These emergency funds helped Connecticut DOT safely repair and reopen the road in less than 80 hours and can now help with costs associated with rebuilding the bridge.”