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Wicked weather wreaks havoc across wide swath of US

LITTLE ROCK, Ark. — From blinding snowstorms in Colorado to tornados in the South and Midwest, the U.S. has seen its share of wild weather over the past 24 hours. At least three people were killed Thursday night in Midwest tornadoes. Current weather conditions are available at the National Weather Service website. A major storm dumped heavy snow in Colorado on Thursday — forcing flight cancellations and shutting down Interstate 70 for much of the day, stranding some people in their cars for hours. The storm comes as other parts of the country face severe weather. Massive chunks of hail pelted parts of Kansas and Missouri on Wednesday night, with storms unleashing possible tornadoes in Kansas. Earlier this month, a blizzard dumped more than 10 feet of snow on a northern California ski resort. The Colorado storm, which began Wednesday night, delivered the slushy, wet snow typical for March, one of the snowiest months in Denver, and wasn’t expected to wind down until Friday morning. The heaviest accumulations were expected in Colorado’s Front Range region, where the eastern plains meet the Rocky Mountains and the vast majority of the state’s population lives. Most of the snow was falling in the foothills west of Denver. Those higher elevations had up to 3 feet of snow by Thursday and more than another foot was forecast by Friday morning. Denver itself got up to about 9 inches by Thursday. Up to another 10 inches were expected in the Denver area. A mountain stretch of I-70, the state’s main east-west highway, closed as the storm moved in Wednesday night. Trucks, many without the tire chains required to travel the route, got stuck and blocked other vehicles from getting through for hours. The big rigs were towed out by the afternoon, said Sgt. Patrick Rice of the Colorado State Patrol. Some drivers may have been stranded until I-70 reopened, he said, but no injuries were reported. The highway remains closed to trucks through noon Friday and could shut to passenger vehicles too as the storm picks up. Rice urged any drivers setting out to bring food and blankets in case they get trapped. “We’re going to continue to work at this and keep the road open the best we can,” said Matt Inzeo, a spokesperson for the Colorado Department of Transportation. Severe weather Tornadoes tore through several central U.S. states Thursday night, flattening homes and trailers in an RV park and killing at least three people, authorities said. Crews and cadaver dogs searched for more victims in the rubble Friday. Thursday night’s storms left trails of destruction and injuries or deaths in Ohio, Kentucky, Indiana and Arkansas. Tornadoes were also suspected in Illinois and Missouri. In Hot Springs Village, Arkansas, residents began picking up the pieces late into the night. No serious injuries were reported. In Indiana, State Police said there are “many significant injuries” to at least 38 people after a tornado tore through the community of Winchester on Thursday, part of a storm system that also unleashed suspected twisters that damaged homes and businesses in parts of Ohio and Kentucky. Residents of the town of 4,700 about 70 miles northeast of Indianapolis picked tree branches and sheet metal from their yards Friday morning. Shingles littered the streets and fields in the southern part of town. The high school was serving as a temporary shelter. Carey Todd, 55, said the tornado looked like a “a bunch of black birds.” A church was destroyed. A few remnants still stood, as well as a mural depicting a flowing river, with a white awning still attached. A sign below the mural read, “He that believeth and is baptized shall be saved.” The storm damaged or destroyed about 130 homes and a Taco Bell restaurant, Mayor Bob McCoy said. He and his wife hunkered in a closet during the twister, which hit around 8 p.m. “I’ve never heard that sound before; I don’t want to hear it again,” McCoy said. West of Winchester, officials said as many as half the structures in the town of Selma, population 750, might have been damaged. Only minor injuries were reported, emergency officials said in a news release. Earlier in the night state police said they were investigating reports of deaths but at the news conference Carter said there were “no known fatalities.” State officials called on Indiana Task Force One to help with search efforts in Winchester. The team is one of 28 Department of Homeland Security and Federal Emergency Management Agency-sponsored Urban Search and Rescue teams in the United States. “I’m shaken; it’s overwhelming,” McCoy said. “I heard what sounded like a train and then I started hearing sirens.” He and his wife were hunkered in a closet during the twister, which hit about 8 p.m. “I’ve never heard that sound before; I don’t want to hear it again,” McCoy said. The suspected tornado damaged a Walmart store and a Taco Bell in Winchester, Randolph County Sheriff Art Moystner told FOX59/CBS4. Travel throughout the county is restricted to emergency management workers only, he said. At about the same time as the tornado hit Winchester, another suspected twister touched down about 75 miles to the east in Ohio. The tornado hit near the southern end of Indian Lake, impacting the villages of Lakeview and Russells Point, said Sheri Timmers, a spokesperson for Logan County, home to the villages. “As far as we know, we have lots of injuries. We don’t know the extent of the injuries,” Timmers said. “An RV park was impacted.” Multiple buildings in the Indian Lake area were damaged, Timmers said, but the full extent of the destruction was still being assessed. Whether anyone was missing in the aftermath, was not immediately known. “They’re right now doing some searching,” she said. Amber Fagan, president and chief executive of the Indian Lake Area Chamber of Commerce, called the village of Lakeview “completely demolished,” saying homes, campgrounds and a laundromat were hard-hit by the tornado. “There’s places burning,” she said. “There’s power lines through people’s windows.” A shelter has been opened for anyone displaced. In Ohio’s Huron County, emergency management officials posted on Facebook that there was a “confirmed large and extremely dangerous tornado” near Plymouth — some 75 miles northeast of Indian Lake. To the west of Winchester in Delaware County, emergency management officials said initial assessments suggested that up to half of the structures in the small town of Selma were damaged by a possible tornado. “We are relieved to report that only minor injuries have been reported thus far, with one individual transported to the hospital for treatment,” the Delaware County Emergency Management Agency said in a news release. About 750 people live in Selma. Earlier, storms damaged homes and trailers in the Ohio River communities of Hanover and Lamb in Indiana. The Ohio governor’s office said they did not have any information about fatalities in the state. Jefferson County Sheriff Ben Flint said storms destroyed three or four single-family homes and four or five other structures and demolished several uninhabited campers along the river. “We were fortunate that no one was injured,” Flint told The Associated Press in a telephone interview. Sgt. Stephen Wheeles of the Indiana State Police earlier said another suspected tornado struck Jefferson County, damaging several homes and downing trees and power lines. He posted photos on X showing one home with its roof torn off and another missing roof shingles as well as an image of a baseball-sized hailstone. Around 2,000 Duke Energy customers in Hanover lost power at one point during the storms, the company reported. In Kentucky, Trimble County Emergency Management Director Andrew Stark said the storms damaged at least 50 structures, including homes. “We have a whole bunch of damage,” Stark told the Courier Journal of Louisville. Kentucky Gov. Andy Beshear issued a statement saying a tornado touched down along the Indiana state border in Gallatin and Trimble counties and there were reports of a couple of minor injuries. He urged Kentuckians to stay aware of the weather as more storms were expected across the state Thursday evening and overnight. “It does appear that there is some really significant damage, especially to the town of Milton in Trimble County,” Beshear said. “We think there are over 100 structures that are potentially damaged.” The state’s emergency operations center was activated to coordinate storm response, Beshear said. Indiana Gov. Eric Holcomb posted on Facebook Thursday night that the Indiana Department of Homeland Security is monitoring the current weather situation. “Severe weather has impacted Hoosiers all across the state, and we have emergency response personnel in the impacted areas,” he wrote. The Indiana Department of Homeland Security posted on Facebook that their staff are on scene in Randolph County, home to Winchester, working with locals and that the State Emergency Operations Center has been activated to an enhanced staffing level to respond to the storm. A Facebook post on the Winchester Community High School page said all the schools in that school district would be closed on Friday. Another post said the high school had electricity and was open for emergency use for people who “need somewhere warm and dry.” Large pieces of hail also was reported in parts of the St. Louis area Thursday afternoon. There were unconfirmed reports of tornadoes in Jefferson County, Missouri, and Monroe County, Illinois, but no immediate reports of damage. Severe weather was possible into Thursday night from northeast Texas to Indiana and Ohio, the National Weather Service said on X. Back in Colorado, more than 53,000 customers were without power across Colorado on Thursday primarily in metro Denver and along the Front Range, according to poweroutage.us. But plenty of people were enjoying the snow, like Melanie Brooks, who was out walking her dogs Thursday morning in Denver. “I’m kind of sad that I didn’t make it up to the mountains because now it’s tough to drive there, and I’m missing a powder day,” she said. Since the storm is the rarer kind that brings more snow to the eastern half of the state rather than the mountains, it may not do much to feed the Colorado River, which supplies water to more than 40 million people in the West. The storm started as rain in the Denver area and turned into snow. The area was expected to get 10 to 20 inches of snow, with up to 2 feet in the western suburbs, the weather service said. Jarmila Schultz, 77, was tackling her sidewalks in shifts as the snow continued to fall. “I have to get out early because I have to do it like four times because it’s going to snow all day,” she said, noting she has cleats on her boots to prevent her from falling. “It’s water, ice and it’s very hard for me to lift.” But she still loves the snow. “You know, in my time I skied, snow-shoed and did all this and I think Colorado’s incredible for those type of things.” Denver deployed 36 residential plows starting at 3 a.m. Thursday with the plan to shave the top few inches of snow off streets, to help clear paths to main streets. Tyler Barnes, a Miami native who drove a ride-share overnight, was trying snow-shoeing for the first time Thursday morning, and found it was pretty easy. “It was really what I hoped it would be like,” he said. “I feel confident I could walk a long way in these.” Denver International Airport was open Thursday, but about 800 flights were canceled with nearly 200 more delayed, according to Flightaware.com. The snowstorm comes as other parts of the country face severe weather. Massive chunks of hail pelted parts of Kansas and Missouri on Wednesday night, with storms unleashing possible tornadoes in Kansas. The Trucker Staff contributed to this report.

Feds doling out $1.2B in funds to decrease air pollution in transportation industry

WASHINGTON — In an effort to improve air quality, decrease pollution and tackle the climate crisis, the Federal Highway Administration (FHWA) has launched the Low Carbon Transportation Materials Program. The program is aimed at lowering air pollution, specifically greenhouse gas emissions (GHG), through reimbursement and incentive funding for low carbon construction materials and products used in transportation, according to a news release. The program will make $2 billion available from President Biden’s Inflation Reduction Act for state departments of transportation, tribes, metropolitan planning organizations and other agencies to buy materials that create less pollution, including steel, concrete and asphalt. “Transportation and industrial sectors make up about half of our economy’s emissions contributing to climate change — but today, the Biden-Harris Administration takes another important step to change that,” said U.S. Transportation Secretary Pete Buttigieg. “As we modernize America’s infrastructure through President Biden’s infrastructure law, we’re proud to announce this first-of-its-kind program to accelerate the use of cleaner construction materials that create less carbon pollution.” The federal government is the largest purchaser in the world, with an annual purchasing power of over $630 billion. Through the Biden-Harris Administration’s Federal Buy Clean Initiative, the federal government is for the first time harnessing that procurement power to prioritize the use of American-made, lower-carbon construction materials, the news release states. “The Biden-Harris Administration is working to deliver transportation to the American people that is both good for the environment and the economy, which means a better quality of life for everyone,” said Deputy U.S. Transportation Secretary Polly Trottenberg. “Under the Inflation Reduction Act, this investment will unlock a wave of innovation in the materials and processes that will dramatically reduce carbon emissions in the transportation sector while promoting American manufacturing.” FHWA is using a hybrid approach to implement the program. First, FHWA is making $1.2 billion available to states, the District of Columbia and Puerto Rico through a Request for Applications to fund activities and projects that reduce pollution, including carbon emissions, through the use of low-embodied carbon materials and products. FHWA officials say this approach will allow them “to quickly provide reimbursement or incentive funds to states to begin eligible activities and incorporate low-embodied carbon materials on construction projects now.” Second, later this year, FHWA will also make available $800 million to target non-state applicants, including cities, tribes, metropolitan planning organizations and other agencies through a Notice of Funding Opportunity (NOFO). “To achieve our goal of addressing climate change, we must encourage investment in more sustainable transportation,” said Federal Highway Administrator Shailen Bhatt. “The use of lower carbon materials, which match the durability of conventional materials while lowering pollution, is one pathway that will help us achieve President Biden’s goal of net zero emissions by 2050.” In addition to funding the use of cleaner construction materials that reduce pollution and carbon emissions for transportation projects, the program will provide resources for agencies to implement processes and coordinate with industry to quantify the emissions of construction materials. “That information will allow substantially lower carbon materials to be identified by comparing emissions to established thresholds,” the news release states. “Funding can also be used to develop specifications for low-embodied carbon materials that ensure adequate engineering performance for appropriate use on federal-aid projects.” The Low Carbon Transportation Materials Grants program is one of three new programs at FHWA created by President Biden’s Inflation Reduction Act. These programs together provide over $5 billion for critical new work.

Biden administration rolls out plan for zero-emission infrastructure along freight corridors

WASHINGTON — The Biden-Harris administration on March 12 revealed the National Zero-Emission Freight Corridor Strategy, a plan the government says will speed the development of infrastructure to support the movement of freight by electric and hydrogen-fueled semitrucks. The strategy, developed by the Joint office of Energy and Transportation and the U.S. Department of Energy (DOE), in collaboration with the U.S. Department of Transportation (DOT) and U.S. Environmental Protection Agency (EPA), outlines the development of charging and hydrogen fueling infrastructure for zero-emission medium- and heavy-duty trucks (ZE-MHDV) from 2024 to 2040. A statement issued by the agencies involved described the strategy as “an all-of-government approach to aligning investments and accelerating sustainable and scalable deployment of reliable ZE-MHDV infrastructure.” Ali Zaidi, President Biden’s national climate advisor, describes the plan as “a big move to deliver environmental justice,” stating that 75% of heavy truck traffic travels on only 4% of the nation’s roads — which he says puts the health of America’s “most vulnerable communities” at risk. “President Biden’s historic investments in zero-emission infrastructure on those high-traffic roads and the hubs they connect will rapidly transform freight transport in the U.S. and strengthen American innovation,” he said, adding that the plan delivers “a win-win-win for frontline communities who will benefit from cleaner air, businesses that will save millions on fuel costs, and for our climate.” U.S. Secretary of Energy Jennifer Granholm also praised the strategy, saying, “For over a century, petroleum-fueled freight has transported vital food and resources to American families but at the same time, these vehicles have also contributed to lower public health, especially in densely populated communities. The Biden-Harris administration is addressing this issue head-on with innovative strategies to transform freight so it not only supports American families and businesses, but also protects the environment for future generations.” The U.S. National Blueprint for Transportation Decarbonization, released in January 2023, calls for 30% of all medium- and heavy-duty vehicle sales to be zero-emission by 2030, increasing to 100% by 2040. The deployment of all these ZE-MHDVs will require convenient access to electric vehicle (EV) charging and hydrogen refueling stations along the nation’s freight corridors, as well as at intermodal freight facilities and high-usage ports. The National Zero-Emission Freight Corridor Strategy outlines a plan to achieve this goal in four phases: Phase 1: Establish priority hubs based on freight volumes (2024-2027) Phase 2: Connect hubs along critical freight corridors (2027-2030) Phase 3: Expand corridor connections initiating network development (2030-2035) Phase 4: Achieve national network by linking regional corridors for ubiquitous access (2035-2040) In alignment with the Joint Office’s Zero-Emission Freight Corridor Strategy and the Bipartisan Infrastructure Law (BIL), the Federal Highway Administration (FHWA) has designated National EV Freight Corridors along the National Highway Freight Network and other key roadways. These corridors will facilitate the building of a national EV charging network to serve the needs of both individual drivers and commercial transportation. “The FHWA is pleased to announce these new freight EV corridor designations along our national highways,” said Federal Highway Administrator Shailen Bhatt. “Medium- and heavy-duty trucks in our current freight network contribute approximately 23% of greenhouse gas emissions in the U.S. transportation sector. These new designations and strategy will help to grow our national EV charging network, encourage clean commerce within the freight community, and support President Biden’s goals of achieving net-zero emissions for the nation by 2050.” A statement from the office of U.S. Sen. Alex Padilla (D-CA) noted that he and 14 other senators, along other organizations, had previously called on the Joint Office of Energy and Transportation to prioritize the deployment of infrastructure to support medium- and heavy-duty zero-emission vehicles. Previously, the statement noted, the focus has been almost exclusively on light-duty vehicles. “I’m grateful to the administration for advancing this whole-of-government effort and heeding my calls to launch a national strategy to accelerate the build-out of heavy-duty vehicle infrastructure,” Padilla said. “This all-hands-on-deck approach from the federal government and industry partners will enable us to realize California’s and the administration’s zero-emission goals.” Following the announcement of the federal government’s plan to create infrastructure capable of supporting zero-emission trucks, several industry organizations weighed in on the topic. Debbie Sparks, executive director of the National Motor Freight Traffic Association (NMFTA), said the organization has collaborated with the Joint Office and other agencies regarding the challenge of reaching zero-emission goals set for the industry. “We appreciate that the administration recognizes the enormous task at hand to build out the needed infrastructure to electrify medium- and heavy-duty commercial vehicles,” she said. “Although the NMFTA has serious concerns related to the transition to zero-emission trucks, such as the infrastructure, the ability of all segments of the trucking industry ability to utilize battery-electric trucks and the costs of the equipment, the reduction in payload, and the possible disruption to the supply chain if the transition is required on unattainable timelines, the NMFTA looks forward to continued collaboration with the administration, agencies and Congress.” NATSO and SIGMA, which represent truck stops, travel plazas and fuel marketers, expressed support for the plan. In a prepared statement, the groups noted that they are grateful that the Biden administration recognizes the need for infrastructure supporting zero-emission freight vehicles and that the proposed plan seeks to minimize disruptions to the industry’s operation. “Fuel retailers are at the forefront of investments in new refueling technologies and their requisite infrastructure,” said David Fialkov, executive vice president of government affairs for NATSO and SIGMA. “We have long held that President Biden’s goal of establishing a nationwide network of electric vehicle charging stations for all vehicle classes is best achieved by harnessing the existing nationwide network of refueling locations. “Directing states to adopt a phased approach that prioritizes investments along key freight corridors can harness the existing nationwide network of refueling locations along the interstate highway system and encourage investment in emerging refueling technology,” he continued. In addition to the challenges of generating electricity to power EVs, he noted that fuel retailers need to see a return on their investment in the infrastructure needed to support zero-emission trucks. “We appreciate that the Biden administration has recognized some of these concerns and appears to have developed an iterative and thoughtful approach to directing investment in a medium- and heavy-duty charging network,” he said. “We hope the administration applies the timelines permeating this strategy to other forthcoming policies that also will influence the heavy-duty refueling market’s decarbonization efforts.” The Owner-Operators Independent Drivers Association (OOIDA) is not as enthusiastic about the plan. “Unlike many in Washington, D.C., who develop policies affecting the trucking industry, OOIDA members have to operate in real-world conditions, taking into account practical safety, infrastructure and cost considerations,” said Todd Spencer, president of OOIDA, noting that the strategy might “sound great on paper” but that there is no guarantee that the goals can be reached in the projected timeframe, if ever. Spencer also questioned the cost of investing in the required equipment. “We believe that all environmental regulations must only be implemented in a reliable and affordable manner that does not price our members out of the industry. However, this has hardly been the case in recent years,” he said. “Various emissions regulations have neglected the contributions of safe, experienced owner-operators and have not accurately estimated or properly considered the economic and operational impacts on small trucking businesses,” Spencer continued. “This has resulted in expensive breakdowns and excessive downtime for drivers, along with astronomical costs for new heavy-duty vehicles, which works against the goal of achieving cleaner air by incentivizing the prolonged use of older equipment.” In addition, he said, the integration of zero-emission vehicles into the nation’s freight system should not be mandated by the government; instead, the timeline should be based on the technology available within the market. “We believe adoption of these vehicles must happen in a manner dictated by the market, not Washington bureaucrats who have shown little regard for the consequences of their proposals within our industry,” he said. “When better more practical and efficient vehicles are available, mandates aren’t needed.” To read or download the National Zero-Emission Freight Corridor Strategy, click here.

Private fleets are driving Class 8 tractor pre-buys, ACT reports

COLUMBUS, Ind. — While the medium-to long-term future promises to be filled with demand-impacting regulatory potholes, the market is already beginning to feel the storm surge of the coming regulatory hurricane, as published in the latest release of the North American Commercial Vehicle OUTLOOK. “With February’s confirmation of ongoing strength in Class 8 orders, amongst other supportive signs, the U.S. Class 8 tractor market is experiencing demand pulling forward in 2024,” said Kenny Vieth, ACT’s president and senior analyst. “With February orders underscoring the ongoing above-demand-level trend in an otherwise overcapacitized US tractor market, further corroboration of evidence leads us to believe that pre-buying is being driven by private fleets, as for-hire load-to-truck ratios and freight rates, plus ACT’s Public TL Carrier Database, confirm the continuation of profoundly bad for-hire freight economics.” Private fleets’ longer trade cycles are supportive of more aggressive capacity planning three years ahead of the EPA’s 2027 Clean Truck mandate, Vieth noted. “The strength in private fleet demand and expansion is fueled by both strong corporate profits and pandemic-era for-hire capacity constraints,” he said. “Private fleet capacity additions were a major story in 2023 that appears set to continue through 2024.”

Truckstop: Spot rates change little for the second straight week

BLOOMINGTON, Ind. –The total broker-posted spot rate in the Truckstop system barely moved during the week ended March 8 (week 10) after declining less than a penny during the previous week. Dry van sport rates resumed their downward trend after a small uptick in the prior week while refrigerated spot rates increased for the first time since the weather-induced spike in mid-January, according to a news release. Flatbed rates rose by just enough to reverse the small decrease that had occurred the week before. Load postings increased slightly. Total loads Total load activity increased 1.6% after rising more than 7% during the prior week. Total volume was less than 2% below the same 2023 week and more than 34% below the five-year average. Truck postings fell 7.7% for only the second decrease of the year and the largest since the final week of 2023. The total Market Demand Index – the ratio of loads to trucks — was the highest in seven weeks. Flatbed has consistently led other equipment types in MDI recently, rising to the highest level since July 2022 in the latest week. Total rates The total broker-posted rate ticked up two-tenths of a cent after slipping seven-tenths of a cent in the previous week. Rates were more than 5% below the same 2023 week and about 6% below the five-year average for the week. Aside from the weather-related distortions in weeks 3 and 4, total spot rates have not varied by more than 6 cents during 2024. Dry van rates Dry van spot rates decreased nearly 3 cents after ticking up a half cent during the previous week. Rates, which have declined in eight of the past 10 weeks, were more than 7% below the same week last year and almost 15% below the five-year average for the week. Dry van rates are the lowest since the week before last May’s International Roadcheck inspection event and are less than 5 cents higher than they were in June 2020. Dry van loads eased 0.6%. Volume was 3.5% below the same week last year and more than 36% below the five-year average for the week. Refrigerated rates Refrigerated spot rates increased 2.5 cents after declining for six straight weeks. Rates were nearly 6% below the same 2023 week and about 12% below the five-year average for the week. Aside from the previous week, refrigerated rates are the lowest since April 2023 and are less than 7 cents higher than they were in June 2020. Refrigerated loads rose 3.9%. Volume was more than 7% below the same 2023 week and nearly 42% below the five-year average for the week. Flatbed rates Flatbed spot rates edged up half a cent after easing by the same amount in the previous week. Rates were about 5% below the same week last year and more than 4% below the five-year average for the week. Although broker-posted flatbed spot rates were almost exactly where they were two weeks earlier, they technically were the highest since July of last year. Flatbed loads rose 3%. Volume is basically the same as it was during the same week last year but was more than 35% below the five-year average for the week.

Company dry van haulers saw best weekly salaries in ’23, Fleet Intel reports

BRENTWOOD, Tenn. — Company truck drivers who hauled dry van trailers made the most money per week on average in 2023, according to Fleet Intel’s Benchmarking Brief Report, which highlights the popular trends in truck driving and diesel technician pay. In Q1, dry van haulers made $2,198 per week on average. In Q2 and Q3, those drivers earned $1,818 and $1838 on average, respectively. By Q4, dry van haulers were making slightly less than the previous three quarters at $1,815 per week on average. Company tanker haulers came in second place for average weekly pay, according to Fleet Intel. In Q1, those drivers saw an average weekly pay of $1,532, followed by $1,778 in Q2 and $1,781 in Q3. By Q4, those earnings were at $1,745 on average. Company drivers who hauled refrigerated trailers earned significantly less on average than all other hauler types in Q1 at $1,411 weekly. In Q2 and Q3, reefer haulers’ earnings rose to $1,696 per week on average, and in Q4, those earnings rose again slightly to $1,699 per week on average. Finally, company flatbed drivers earned $1,493 per week on average in Q1. By Q2, those drivers were earning $1,636, followed by $1,644 in Q3 and $1,641 in Q4. The Q4 benchmarking brief shows a reduction in the average pay for most trailer types. According to the Vice President of Fleet Intel, Steve Sichterman, a reason for the reduction is demand-driven, due to a lack of a real holiday peak, which led to the decline. “Q4 continued the downward trend for pay,” Sichterman said. “The significant observation here is that new hire driver pay is decreasing across most channels as freight has remained a challenge. It’s important to note that this pertains to pay for new hires and not current drivers.” It was also revealed during the fourth quarter, the national average weekly pay for both CNG and diesel technicians was a little over $35 per hour. Fleet Intel also mention the importance of understanding that the average pay by market varies greatly each quarter. Factors such as demand for skilled technicians, economic conditions and industry trends contribute to this fluctuation. “Comparing driver pay information with that of other carriers in target freight markets can play a vital role in winning new business for carriers,” Sichterman noted. “We aim to deliver up-to-the-minute data to assist recruiting, sales, and operations teams in comprehending driver pay dynamics within their operational markets.” Click here to access Fleet Intel’s Q4 2023 Benchmarking Brief. The Trucker’s John Worthen contributed to this report.

Physical safety of drivers becoming key focus in industry

WASHINGTON — When the Federal Motor Carrier Safety Administration (FMCSA) announced in February that it’s planning to study the prevalence and severity of sexual assault and sexual harassment experienced across the commercial motor vehicle industry, it set many to thinking about the issue. On March 8, TravelCenters of America (TA) issued its own plan to help drivers, especially female drives, feel safer while at the truck stop. TA dovetailed the announcement with International Women’s Day, which was also on March 8. “Recognizing that women make up approximately 12% of professional drivers, according to the Women in Trucking Association, and 43% of TA’s workforce, TravelCenters of America is honoring International Women’s Day by announcing initiatives aimed at elevating site safety for our guests and team members,” a news release stated. This year’s International Women’s Day campaign theme is “Inspire Inclusion,” and TA’s new initiatives focus on understanding and valuing women’s experiences and viewpoints — all in an effort to create positive industry change. TA has launched a Women’s Safety Advisory Group, which brings together professional drivers and members of the trucking industry, to discuss topics regarding even safer TA, Petro or TA Express travel centers and services. While the advisory group specifically focuses on female perspectives, any feedback and information received will be used to create safer sites for all guests and team members, regardless of gender, the news release noted. TA also shared that in late spring, Retail Operations Support Vice President Debbie Shelton will embark on an over-the-road trip alongside Violet Helferich from ACE Doran Hauling & Rigging Co., a division of the Bennett Family of Companies. The journey will span a week, taking Shelton and Helferich from Oklahoma City to Brandon, South Dakota, to load freight, and then onward to a wind farm in the southern U.S. Shelton said she aims to gain firsthand insights into the daily challenges and experiences of female professional drivers. “Our sites serve as a home away from home for the millions of professional drivers in our nation and we are committed to ensuring they feel as safe and secure while visiting us as they do in their own home,” said Debi Boffa, CEO of TA. “Safety is our top priority, and we look forward to learning how we can foster an even safer environment for all travelers and our team members, regardless of gender.” TA plans to provide regular updates on progress related to the Women’s Safety Advisory Group and other site safety initiatives.

9 dead after big rig strikes van in Wisconsin

CLARK COUNTY, Wis. — Nine people are dead after an 18-wheeler struck a van on Friday morning in Clark County, Wisconsin. According to a news release from the Clark County Sheriff’s Office, preliminary reports indicate that the semi was traveling eastbound on State Highway 95 approaching the intersection of County Highway J. As the truck was approaching the intersection, a van was driving northbound on County Highway J. The van continued northbound, entered the intersection, and was struck by the semi traveling eastbound, the news release stated. One of those killed included the semi driver, who was pronounced dead at the scene by Coroner Clarissa Rochester. There were nine people in the van, eight of them, including the driver, died at the scene, according to the news release. One passenger in the van was taken to the Marshfield St. Joseph’s Hospital as a result of their injuries. The Clark County Sheriff’s Office responded to the scene with the Wisconsin State Patrol, the Hatfield Fire and Rescue Department, the Neillsville Area Ambulance, the Clark County Highway Department and the Clark County Coroner’s Office. The names of everyone involved are not being released pending notification of family members. The investigation is still ongoing.

Time change can mean dangers on the road with drowsy driving

DALLAS — Daylight saving time begins Sunday morning, April 10, and with it comes an increased risk of drowsy driving. Traffic safety experts cite drowsiness as a significant factor in crashes nationwide that kill more than 5,000 people on our roads and highways every year. The National Road Safety Foundation cautions drivers to be especially aware of driver fatigue as daylight savings begins, since the time change can disrupt normal sleep patterns and lead to drowsiness. “Drowsy driving can be as dangerous as drinking and driving,” said Michelle Anderson of The National Road Safety Foundation, a non-profit organization that produces and distributes free driver safety education materials. Drowsy driving is a factor in more than 300,000 crashes every year, causing 109,000 injuries and more than $30 billion in losses, according to the National Highway Traffic Safety Administration. Studies show nearly two-thirds of motorists have driven while fatigued and more than a third admit to having fallen asleep at the wheel. The Governors Highway Safety Association estimates more than 83 million sleep-deprived Americans are behind the wheel on a typical day. Sleep experts say the brain may compensate for fatigue by taking micro-sleeps for a few seconds or longer. During a three- or four-second micro-sleep, a person’s eyes may remain open, but the brain is not processing the eyes’ vision signal. A car at highway speed can travel the length of a football field during those few seconds, veering out of its lane and into oncoming traffic or off the road. Sleep-induced crashes often cause very serious injuries, since a dozing driver may not take evasive or corrective action as the vehicle leaves its lane. Drivers should recognize the signs of drowsiness: Difficulty focusing; Frequent blinking; Not remembering the last few miles driven; Head nodding; Repeated yawning or rubbing eyes; and Drifting out of lane, tailgating or going over rumble strips. “Some commonly held reliefs for drowsiness, like rolling down the windows or blasting the radio, simply don’t work if you are sleep-deprived,” Anderson said. “The best thing is to find a safe spot to pull over and take a break and, if possible, take a 20-minute nap. Have a cup or two of coffee or a caffeinated snack and allow 30 minutes for the caffeine to enter the bloodstream. Don’t drink alcohol or take medications, which can bring on drowsiness.” Information about drowsy driving, including a personal “Sleep Diary,” is available at no charge from by clicking here. WHERE DID DAYLIGHT SAVING TIME COME FROM? How we came to move the clock forward in the spring, and then push it back in the fall, is a tale that spans over more than a century — one that’s driven by two world wars, mass confusion at times and a human desire to bask in the sun for a long as possible. There’s been plenty of debate over the practice, but about 70 countries — about 40% of those across the globe — currently use what Americans call daylight saving time. While springing the clocks forward “kind of jolts our system,” the extra daylight gets people outdoors, exercising and having fun, says Anne Buckle, web editor at timeanddate.com, which features information on time, time zones and astronomy. “The really, really awesome advantage is the bright evenings, right?” she says. “It is actually having hours of daylight after you come home from work to spend time with your family or activities. And that is wonderful.” Here are some things to know so you’ll be conversant about the practice of humans changing time: HOW DID THIS ALL GET STARTED? In the 1890s, George Vernon Hudson, an astronomer and entomologist in New Zealand, proposed a time shift in the spring and fall to increase the daylight. And in the early 1900s, British home builder William Willett, troubled that people weren’t up enjoying the morning sunlight, made a similar push. But neither proposal gained enough traction to be implemented. Germany began using daylight saving time during World War I with the thought that it would save energy. Other countries, including the United States, soon followed suit. During World War II, the U.S. once again instituted what was dubbed “war time” nationwide, this time year-round. In the United States today, every state except Hawaii and Arizona observes daylight saving time. Around the world, Europe, much of Canada and part of Australia also implement it, while Russia and Asia don’t currently. INCONSISTENCY AND MASS CONFUSION After World War II, a patchwork of timekeeping emerged across the United States, with some areas keeping daylight saving time and others ditching it. “You might have one town has daylight saving time, the neighboring town might have daylight saving time but start it and end it on different dates and the third neighboring town might not have it at all,” says David Prerau, author of the book “Seize the Daylight: The Curious and Contentious Story of Daylight Saving Time.” At one point, if riders on a 35-mile (56-kilometer) bus ride from Steubenville, Ohio, to Moundsville, West Virginia, wanted their watches to be accurate, they’d need to change them seven times as they dipped in and out of daylight saving time, Prerau says. So in 1966, the U.S. Congress passed the Uniform Time Act, which say states can either implement daylight saving time or not, but it has to be statewide. The act also mandates the day that daylight saving time starts and ends across the country. Confusion over the time change isn’t just something from the past. In the nation of Lebanon last spring, chaos ensued when the government announced a last-minute decision to delay the start of daylight saving time by a month — until the end of the Muslim holy month of Ramadan. Some institutions made the change and others refused as citizens tried to piece together their schedules. Within days, the decision was reversed. “It really turned into a huge mess where nobody knew what time it was,” Buckle says. WHAT WOULD IT BE LIKE IF WE DIDN’T CHANGE THE CLOCKS? Changing the clocks twice a year leads to a lot of grumbling, and pushes to either use standard time all year, or stick to daylight saving time all year often crop up. During the 1970s energy crisis, the U.S. started doing daylight saving time all year long, and Americans didn’t like it. With the sun not rising in the winter in some areas till around 9 a.m. or even later, people were waking up in the dark, going to work in the dark and sending their children to school in the dark, Prerau says. “It became very unpopular very quickly,” Prerau says. And, he notes, using standard time all year would mean losing that extra hour of daylight for eight months in the evenings in the United States. A NOD TO THE EARLY ADOPTERS In 1908, the Canadian city of Thunder Bay — then the two cities of Fort William and Port Arthur — changed from the central time zone to the eastern time zone for the summer and fall after a citizen named John Hewitson argued that would afford an extra hour of daylight to enjoy the outdoors, says Michael deJong, curator/archivist at the Thunder Bay Museum. The next year, though, Port Arthur stayed on eastern time, while Fort William changed back to central time in the fall, which, predictably, “led to all sorts of confusion,” deJong says. Today, the city of Thunder Bay is on eastern time, and observes daylight saving time, giving the area, “just delightfully warm, long days to enjoy” in the summer, says Paul Pepe, tourism manager for Thunder Bay Community Economic Development Commission. The city, located on Lake Superior, is far enough north that the sun sets at around 10 p.m. in the summer, Pepe says, and that helps make up for their cold dark winters. Residents, he says, tend to go on vacations in the winter and stay home in the summer: “I think for a lot of folks here, the long days, the warm summer temperatures, it’s a vacation in your backyard.” The Associated Press contributed to this report.

Future Driven: Autonomous trucks are closer to reality but safety, economy still in question

There is little doubt that the implementation of autonomous trucks will increase the efficiency of freight operations once the technology is widely available and legal to operate in enough areas. According to proponents, autonomous vehicles address too many issues in the trucking industry to be ignored. “I think that the supply chain crisis and the progress on the technology have convinced a lot of the key voices in the trucking industry that this technology is here and more to the point, this technology is really necessary,” said Dan Goff, director of external affairs at Kodiak Robotics. “There’s really nothing else coming down the pike that can solve some of the issues that the trucking industry faces, particularly around driver recruiting and retention.” Ann Rundle, vice president of electrification and autonomy for ACT Research, points to the overall industry efficiency that can be afforded by automation. “You would never have a factory designed to run one shift, right? A Class A tractor is just that,” she explained. “It is a factory, and it’s running one shift. But what if you could have that factory, i.e., that truck, running three shifts?” Carriers and truck makers have partnered with autonomous truck developers to bring the technology to real-world applications, hauling freight in several Southern states under the watchful eye of drivers who, while capable of taking control as needed, also provide valuable feedback about vehicle performance to developers. The past year, however, has seen the falling away of some key players in the race to integrate autonomy in the trucking industry. Pittsburgh-based Locomation laid off its workforce and shuttered operations. San Francisco-based Embark Trucks was acquired by Applied Intuition. Google’s WAYMO ceased its autonomous truck program in July. Also last year, TuSimple announced it was ceasing its U.S. based operations to focus on its China structure. The company is currently under investigation by the FBI and the U.S. Securities and Exchange Commission for its failure to disclose ties with Hydron, a Chinese tech company. However, there are other autonomous truck developers still going strong — Kodiak Robotics, Aurora and its partnership with Continental and Torc Robotics, along with Volvo Autonomous Solutions. “I think 2024 is really gonna be the key year,” Goff said. “I think this year is the first year where we’re going to see some kind of real driverless trucking happening on the road. It’s going to be limited, but I think this is the year that we really show that this is going to happen.” As the technology gets closer to widespread use, legislators are weighing in on the operation of autonomous vehicles, particularly commercial trucks, within the boundaries of their jurisdictions. “People are worried about a heavy truck without a driver, run by a computer,” Rundle said. “They’re more worried about that than about the driver who is distracted or drowsy or whatever. They’re more worried about no driver than a driver that shouldn’t be driving.” In Indiana, Senate Bill 57 would require that a human operator licensed to operate an autonomous vehicle be physically present and able to take control, if necessary. In New York, Senate Bill 7758 would require a “natural person holding a valid license” be present inside an automated commercial vehicle. The California legislature passed Assembly Bill 316, requiring human operators in commercial vehicles, only to see it vetoed at the desk of Gov. Gavin Newsom. While safety is often cited as a reason for demanding the presence of qualified drivers in autonomous trucks, other motives are often in play. The International Brotherhood of Teamsters, for example, has a vested interest in legal mandates for employees they can organize. Some legislators have talked of preserving jobs and saving communities. But, just as safety is currently an argument used against driverless trucks, safety will also be an argument used to make them mainstream. “(The autonomous system is) looking 360, and it’s looking forward,” Rundle explained. “It’s actually able to see better than any good truck driver would and then also, there is no such thing as a blind spot anymore, right?” Even the best of drivers can’t concentrate on the view ahead, behind and along both sides plus gauges all at the same time, she noted. “But a computer CAN do that, because the computer is five different sets of eyes,” she said. The drawback to autonomous technology, according to Goff, has been redundancy. “You basically have a set of computers talking to a set of actuators,” he explained. “Those actuators are pretty reliable — but nothing in life is 100% reliable, and it’s a lot of risk to put responsibility for an 80,000-pound truck on say, a single steering actuator.” Without a driver present to override the system, redundancy provides autonomous equipment with a failsafe that prevents accidents. “Last week, we actually were the first company to unveil a fully redundant driverless ready hardware,” Goff told Truckload Authority in late January. “That’s going to be the platform that we use for our first driverless runs later this year, and that’s really one of the prerequisites to driverless operations at scale.” At ACT Research, Rundle’s team monitors the progress of autonomous trucking technology and has forecasted its acceptance in the trucking industry. “In our forecast, we looked primarily at Class A tractors, we looked a little bit medium duty,” she said. “We see it coming as a very measured deployment, starting in Texas and then moving out where regulations allow.” The ACT team predicts that 10% to 14% of the tractor population will be driverless by the year 2040. Forecasts will change, of course, with further technology development and new regulations put in place, and forecasters will be revising predictions accordingly. Rundle pointed out that some segments of trucking that require driver attendance, such as flatbed and livestock, may never be automated. Goff remains committed to progress. “We need this technology. We do not have enough people to keep our supply chains moving,” he said. “Your readers are well aware that the driver shortage is real — it’s growing. It’s a massive economic threat.” While many newer tractors are equipped with autonomous features, such as lane-departure alerts, automatic emergency braking, and more, the widespread use of completely autonomous rigs remains on the horizon. Photo courtesy of Kodiak Robotics This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Support to repeal government’s independent contractor rule growing

WASHINGTON — A Congressional Review Act (CRA) resolution has been filed over the Biden administration’s new labor rule that aims to prevent the misclassification of workers as “independent contractors.” The rule is scheduled to go into effect March 11. On Wednesday, Rep. Kevin Kiley, R-Calif., and Sen. Bill Cassidy, R-La., introduced the CRA joint resolution of disapproval. The CRA provides Congress with special procedures, in the form of a joint resolution of disapproval, under which to consider legislation to overturn rules. The American Trucking Associations is among national transportation organizations speaking out in favor of the CRA. “More than 350,000 truckers choose to work as independent contractors because of the economic opportunity it creates and the flexibility it provides, enabling them to run their own business and choose their own hours and routes,” said ATA President and CEO Chris Spear. “The Biden administration’s IC (independent contractor) rule eliminates this freedom and intentionally undermines the livelihoods of truckers and their families across the country by replacing a clear, straight-forward standard with a tangled mess that will weaken our supply chain.” The trucking industry has relied on independent contractors since the inception of interstate trucking, and court decisions over the last nine decades have continually reaffirmed the legitimate role independent contractors play in the economy, Spear said. “That freedom of choice has been an enormous source of empowerment for women, minorities and immigrants pursuing the American Dream,” he noted. In 2021, the Department of Labor issued a rule supported by ATA clarifying the definition of employee under the Fair Labor Standards Act as it relates to independent contractors. The department’s new rule, which ATA has sharply criticized, replaces the 2021 standard with an opaque and deliberately confusing standard designed to fuel frivolous litigation and deny self-employed individuals the freedom of choice to work as independent contractors. This week, ATA joined a broad coalition of organizations in filing a lawsuit challenging the rule. “The rule was crafted under the leadership of Acting Secretary of Labor Julie Su, who has repeatedly failed to recognize the importance of independent contractors and implemented California’s disastrous AB5 as the head of the state’s labor and workforce development agency,” Spear said. “The ATA remains staunchly opposed to Su’s nomination to serve as secretary of labor.” Spear said that “Had Julie Su actually spoken with drivers — not just big labor bosses — she would know this firsthand. The ATA stands firmly behind Representative Kiley and Senator Cassidy’s effort to defeat this ill-advised rule, and we will continue to work alongside them and other Members of Congress to protect Americans’ right to earn a living in the way that they choose.” The Labor Department rule, which the administration proposed 15 months ago, replaces a Trump-era standard that narrowed the criteria for classifying employees as contractors. Such workers are not guaranteed minimum wages or benefits, such as health coverage and paid sick days. Labor advocates have supported the rule, saying employers have exploited lax rules to misclassify workers and avoid properly compensating them. In a report, the left-leaning Economic Policy Institute said construction workers, truck drivers, cleaners, landscapers, security guards and call center workers are among the most commonly misclassified workers. It estimated that misclassified construction workers lose between $10,177 and $16,729 per year. The rule directs employers to consider six criteria for determining whether a worker is an employee or a contractor, without predetermining whether one outweighs the other. That’s a change from the Trump-era rule, which prioritized two criteria: how much control a company has over its workers and how much “entrepreneurial opportunity” the work provides. Advocates say the new rule offers a more comprehensive approach to determining whether workers are truly in business for themselves. In a briefing with reporters earlier this year, Su said misclassified workers “sometimes work side by side with individuals who are properly classified, doing the same work.” “But misclassified employees don’t get paid for all of their hours,” Su said. “They’ve seen their economic security eroded because of misclassification.” Jessica Looman, administrator of the Department of Labor’s Wage and Hour Division, said that the final rule isn’t intended to apply specifically to certain industries or type of work. Asked about enforcement, Looman said the department will focus on the “most vulnerable workers,” particularly those who are being unfairly deprived of minimum wages and overtime pay. The rule does not carry the same weight as laws passed by Congress or state legislatures. Instead, it offers an interpretation of who should qualify for protections under the 1938 Fair Labor Standards Act. Financial markets appeared to shrug off news of the new rule Tuesday. Shares of Uber gained 2.2%, while Lyft slipped about 0.5%. When the administration unveiled the proposed rules in October 2022, they dropped 10% and 12% respectively. Like the ATA, the Intermodal Association of North America (IANA) expressed its support for the CRA resolution, saying in a news release that it threatens the livelihood of millions of independent contractors, including the vast majority of intermodal truck drivers, who could be involuntarily reclassified as employees. “The intermodal industry serves as an important pillar of our nation’s economy, ensuring the safe and efficient transportation of cargo, ranging from industrial materials and agricultural products to consumer goods,” said IANA President and CEO Joni Casey. “For decades, more than 80% of intermodal drivers have chosen to carry out this important work as independent contractors. DOL’s recent rulemaking threatens to eliminate their freedom of choice and the opportunity to invest in and operate their own businesses. Without Congressional action, the DOL’s new regulations will negatively impact the nation’s supply chain by deterring qualified drivers from the industry and worsening existing driver shortages, which will ultimately slow the movement of goods and increase costs for consumers.”

Pursuit of a Dream: Fleet operators striving for lower costs, lower emissions now and in the future

The pursuit of a zero-emissions fleet of transport vehicles is relentless. Hardly a day goes by without another government push to further reduce greenhouse gas (GHG) and other pollutants from the exhaust of commercial motor vehicles (CMVs). The “solution” most commonly referenced is electric vehicles (EVs) — but, if truth be told, the technology is a long way from being viable for long-haul trucking operations. With that said, the Truckload Carriers Association (TCA) recognizes the nation’s need for zero-emissions vehicles in general but believes multiple solutions should be explored. “It’s not a question of IF we get to zero emissions, but more so WHEN we get to zero emissions,” explained David Heller, TCA’s senior vice president of safety and government affairs, during a January 10 webinar. “I think our history demonstrates that we are more than willing to do our part in terms of zero-emission vehicles,” he said. “However, it can’t be rolled out tomorrow because of three magical words: Achievability in terms of the rules and technology; Affordability in terms of the equipment; and Reliability of the equipment and the infrastructure.” Allen Schaeffer, executive director of the Engine Technology Forum, believes too little credit is given to the trucking industry for the progress it has made thus far in reducing emissions. What’s more, he thinks it’s possible to achieve even more reductions in harmful emissions through the industry’s current internal combustion engine (ICE) than through moving to an all-electric fleet. “When you look at the level of reduction (compared to pre-2010 models), we’re talking over 98% reduction in allowable levels of particulate from heavy duty truck engines,” Schaeffer said. “And now, in 2010 and later model years, a similar amount of reduction from NOx emissions.” In fact, the forum refers to current models “near-zero emissions vehicles.” Today, the focus is more on reduction of GHG emissions than NOx or particulates. “There are tremendous opportunities for reducing carbon emissions from the existing fleet of internal combustion engines, diesel vehicles,” Schaeffer said. “One way you can do that is to start using biodiesel or renewable diesel fuel that has anywhere from 50% to 85% less carbon emissions than traditional petroleum diesel. And that’s something that any diesel engine can start using today.” Another way carriers can quickly reduce GHG emissions is to accelerate the removal of pre-2007 trucks from their fleets. “The opportunity to accelerate the turnover of the existing fleet and get more new vehicles out there will go a long way,” Schaeffer said. “For owners of old equipment, (investing in newer equipment) is going to make their lives easier in terms of maintenance and safety features.” According to information on the Engine Technology Forum’s website, it would take more than 60 of today’s modern diesel-powered heavy trucks to equal the emissions of one 1988 model. However, only 57% of registered CMVs today are 2010 model-year or newer. “There’s about 65% or so on the road today that have at least a particulate filter on them,” Schaeffer explained. “That means that there’s probably 30% of the commercial trucks out there that are pre-2007.” The Engine Technology Forum performed a study encompassing trucking in the U.S.’s 10 Northeastern states comparing the benefits of changing to an all-electric fleet of trucks to the benefits of removing pre-2007 diesel powered trucks and changing the fleet to biodiesel over a 10-year period. Schaeffer explained the results. “The highlight simply is that (this) study showed we could reduce three times more carbon emissions at 25% of the cost by accelerating the turnover of the fleet and using the low carbon renewable biodiesel fuels as compared to electrification,” he said. Ann Rundle, vice president of electrification and autonomy for ACT Research, isn’t convinced that diesel engines can be viewed as a long-term solution. “There is more renewable diesel sourcing coming into play but the question is, where are all these sources for ‘renewable’ diesel?” she asked. Rundle pointed to the 2027 round of EPA mandated emissions standards that will add additional technology, and cost, to commercial vehicles “It’s in the neighborhood of $25,000 to $30,000, especially on a Class 8 truck, to add after treatment,” she explained. “And, by the way, it will still happen if you’re burning biodiesel.” Rundle thinks ICEs may still be part of the solution — but not diesel. “If you look at renewable natural gas, you’ve even got a better story, because with renewable natural gas you’re eliminating emissions of methane and it doesn’t have to have the same extensive after treatment that biodiesel or diesel or even a hydrogen internal combustion engine would require,” she said. “So, you start to eliminate those costs.” Improved emissions from ICEs, however, may only be a temporary solution. “You’ve got technology for batteries still improving, and energy density is getting better,” she said. “Battery prices are dropping.” There may come a point when battery power is cleaner, cheaper and more reliable than ICEs, but it isn’t here yet. OEMs, however, aren’t betting on diesel for the future. “OEMs have basically said, ‘This is the last diesel engine we’re developing,’” Rundle said. “Traton has the universal, I think, 13-liter, and said that they are not going to do another ground up engine development. Daimler came out last year and said, ‘We’re not doing this either.’” Regardless of equipment age, improving a vehicle’s fuel efficiency still reduces emissions of all types while lowering fuels costs. There are also products on the market that can be used to reduce the aerodynamic drag forces against a tractor-trailer. Jeff Hunter, executive vice president of sales and marketing for FlowBelow, explained how these products can help a fleet’s bottom line. “Paramount would be the improved fuel economy. We do a really good job of controlling costs, so the ROI is pretty rapid,” he said, adding that FlowBelow products are standard on OEM tractor builds, and the company is looking to do the same for trailers. While there are many alternatives in the works for achieving zero emissions in the trucking industry, the final solution remains to be seen. This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Be prepared: Is your fleet ready for International Roadcheck?

Even though the Commercial Vehicle Safety Alliance’s (CVSA) International Roadcheck inspection and enforcement initiative is still a couple of months away, it’s not too early to make sure your fleet is prepared to pass. The areas being highlighted for this year’s event are Driver Substance Abuse and Alcohol Possession and Vehicle Tractor Protection and Anti-Bleed Back Systems. During the CVSA’s 2023 Roadcheck, 59,429 commercial motor vehicles (CMVs) were inspected in the U.S., Canada, and Mexico. Vehicles included trucks of all sizes as well as motorcoaches. A total of 116,669 driver or vehicle violations were identified during the 72-hour event. That’s an average of nearly two violations for each vehicle inspected. Inspectors discovered 17,479 out-of-service (OOS) violations in inspected vehicles, removing 11,270 from service until violations were corrected. Nineteen percent of the CMVs inspected had at least one OOS violation; many had multiple violations. Another 5,280 driver OOS violations were discovered, and 3,256 drivers (5.5%) were placed OOS. Hours-of-service violations accounted for 41.1% of driver OOS violations in the 2023 event. Now could be a good time for a refresher course to prevent drivers in your fleet being placed OOS this year. During this year’s Roadcheck, scheduled for May 14-16, drivers will be observed for signs of alcohol or controlled substance use and/or impairment, according to the CVSA. Vehicles will also be examined for evidence of alcohol or controlled substance possession. Additionally, for inspections conducted in the U.S., a query will be made of the driver’s record in the Federal Motor Carrier Safety Administration’s Drug and Alcohol Clearinghouse. Carriers will want to make sure their driver records are accurate and up-to-date, and that current alcohol and controlled substance testing adheres to regulatory requirements. Since CDLs and medical certifications will also be checked, completion of the annual CDL certification process prior to the Roadcheck event might help identify issues that might be violations. On the vehicle side, 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. Driver communications in the two weeks prior to the Roadcheck might include a refresher on how to fully test brakes, or vehicles might be brought in for inspection by a maintenance technician. Since gladhand seals are a focus area, drivers might carry extra seals in for a quick repair if a leak is found prior to or during the inspection, especially if they frequently pick up dropped trailers. Brake systems were responsible for more than 25% of OOS vehicle violations during the 2023 event, with defective service brakes adding another 14%. Tires accounted for another 19.3% of vehicle OOS violations. An important note is that one incident of brakes that are out of adjustment can count for two violations, both of which can impact CSA scores. In addition to a brake being out of adjustment, a violation of an airbrake adjustment system that fails to compensate for wear can be assessed. During the 2023 Roadcheck, 60.6% of the inspections performed (36,021 of 59,429) were Level I, checking the driver’s operating credentials as well as the condition of the vehicle. Another 21.4% (12,741 of 59,429) were Level II inspections that included a walk-around vehicle inspection. Level III inspections, where driver credentials, HOS and DACH records are checked, comprised 15.7% of inspections performed. About 2.2% were vehicle-only Level V inspections. A goal for those who were inspected is receiving the CVSA decals indicating a passed inspection. Vehicles bearing such decals are generally overlooked for further inspections for a period of three months, unless a violation is detected or a special inspection is mandated. Last year, only 1,748 decals were awarded for tractors and another 1,133 for trailers. More information about Roadcheck 2024, including the North American Standard Roadside Inspection Vehicle Cheat Sheet, is available here. Also available is the North American Standard Inspection Program procedures that explains what is checked at each level of inspection, OOS requirements and more. Even though Roadcheck is an international program, each jurisdiction allocates its inspection resources to fit its own agenda. In some states, selection of vehicles might be completely random while other states might choose vehicles based on observation or a particular condition, such as Hazmat placards. Some jurisdictions might concentrate on specific geographic regions or a particular industry. Carriers that keep equipment clean and well maintained and that educate drivers on what to expect can increase their chances of coming through Roadcheck 2024 with fewer violations — and more CVSA decals. This article originally appeared in the March/April 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Drone video shows miles of stalled big rigs as massive snowstorm closes parts of I-80

TRUCKEE, Calif. — A powerful blizzard that closed highways and wreaked other havoc had mostly moved through the Sierra Nevada by early Monday but forecasters warned that more snow was on the way for Northern California mountains. Sections of Interstate 80 to the west and north of Lake Tahoe that had shut down late Sunday were slowly reopening by Monday night, the California Highway Patrol (CHP) said. The CHP office in South Lake Tahoe warned motorists that tire chains for improved traction are required on routes through the mountains, where more than 7 feet of snow fell over the weekend. Blizzard warnings had mostly expired but scattered thunderstorms were likely and another 2 feet (60 centimeters) of snow was possible at higher elevations, the National Weather Service office in Sacramento said. The multiday storm caused traffic backups and closures on I-80 and many other roadways, shut down ski resorts for two days, and left thousands of homes and businesses without power. By Sunday night, Pacific Gas & Electric had restored electricity to all but about 4,400 Northern California customers, while NV Energy had reduced its outages to roughly 1,000 homes and businesses across the state line in Nevada. Palisades Tahoe, the largest resort on the north end of the lake, was among several ski mountains that closed most or all chairlifts for a second straight day Sunday because of snow, wind and low visibility. Palisades reported a three-day snow total of 6 feet (1.8 meters), with more falling. “We will be digging out for the foreseeable future,” officials said on the resort’s blog. Kevin Dupui, who lives in Truckee, just northwest of Lake Tahoe, said his snow blower broke, but it doesn’t really matter because there’s nowhere to put all the snow anyway. “We just move it around,” he said Sunday. Dupui said residents and tourists seem to be mostly heeding warnings to stay home. “The roads haven’t been that safe, so we don’t really want people driving around,” he said. Another Truckee resident, Jenelle Potvin, said at first some cynical locals thought “there was a little too much hype” made about the approaching storm. But then the unrelenting snow began Friday night. “It was definitely a blizzard. And we woke up to a lot of snow yesterday and it never let up,” Potvin said Sunday. Her neighbors were snowmobiling and cross-country skiing in the streets. In the eastern Sierra, the Mammoth Mountain Ski Area was closed Sunday as winds of up to 70 mph made it too difficult for ski patrol to complete avalanche mitigation, the resort said. More than 3 feet of snow fell over three days, and more was on the way. Weather service meteorologist William Churchill on Saturday called the storm an “extreme blizzard” for the Sierra Nevada but said he didn’t expect records to be broken. The storm began barreling into the region Thursday. A widespread blizzard warning through Sunday morning covered a 300-mile stretch of the mountains. A second, weaker storm was forecast to bring additional rain and snow between Monday and Wednesday, forecasters said. California authorities on Friday shut down 100 miles of I-80, the main route between Reno and Sacramento, because of “spin outs, high winds, and low visibility.” There was no estimate when the freeway would reopen from the California-Nevada border west of Reno to near Emigrant Gap, California. Rudy Islas spent about 40 minutes shoveling his car out before heading to work at a coffee shop in Truckee on Sunday morning. Neither he nor his customers were fazed by the snow, he said. “To be honest, if you’re a local, it’s not a big deal,” he said. “I think a lot of people are used to the snow and they prepare for it.”

A massive blizzard howls in the Sierra Nevada

TRUCKEE, Calif. — A powerful blizzard that a meteorologist termed “as bad as it gets” howled in the Sierra Nevada mountains, closing a long stretch of Interstate 80 in Northern California, forcing ski resorts to shut down, and leaving thousands of homes without power. More than 10 feet of snow was expected at higher elevations, National Weather Service meteorologist William Churchill said Saturday, creating a “life-threatening concern” for residents near Lake Tahoe and blocking travel on the key east-west freeway. “It’s a blizzard,” said Dubravka Tomasin, a resident of Truckee, California, for more than a decade. “It’s pretty harrowing.” Kyle Frankland, a veteran snow-plow driver, said several parts of his rig broke as he cleared wet snow underneath piles of powder. “I’ve been in Truckee 44 years. This is a pretty good storm,” Frankland said. “It’s not record-breaking by any means, but it’s a good storm.” Churchill said snow totals by late Sunday would range from 5 to 12 feet, with the highest accumulations at elevations above 5,000 feet. Lower elevations were inundated with heavy rain. He called the storm an “extreme blizzard for the Sierra Nevada, in particular, as well as other portions of Nevada and even extending into Utah and portions of western Colorado.” But he said he didn’t expect records to be broken. “It’s certainly just about as bad as it gets in terms of the snow totals and the winds,” Churchill said. “It doesn’t get much worse than that.” A second, weaker storm was forecast to bring an additional 1 to 2 feet of snow in the region between Monday and Wednesday next week, according to the National Weather Service office in Sacramento. Near Lake Tahoe, Thomas Petkanas, a bartender at Alibi Ale Works in Incline Village, Nevada, said about 3 feet of snow had fallen by midday Saturday. He said patrons shook off snow as they arrived at the brewpub and restaurant. “It’s snowing pretty hard out there, really windy, and power is out to about half the town,” Petkanas said by telephone. “We’re one of the few spots open today.” Adele Attix said her husband spent the morning clearing their driveway while she worried about whether she would be able to open her consignment clothing store in Truckee. She said Saturdays are usually the busiest day of the week. “I’d say more than anything, just knowing if we’re going to open or not has probably caused the most amount of stress,” Attix said. “I figured I’d come down here and check out the shop.” Earlier, the weather service warned that blowing snow was creating “extremely dangerous to impossible” driving conditions, with wind gusts in the high mountains at more than 100 mph. Avalanche danger was “high to extreme” in backcountry areas through Sunday evening throughout the central Sierra and greater Lake Tahoe area, the weather service said. California authorities on Friday shut down 100 miles of I-80, the main route between Reno and Sacramento, because of “spin outs, high winds, and low visibility.” There was no estimate when the freeway would reopen from the California-Nevada border west of Reno to near Emigrant Gap, California. Travel was treacherous east of the Sierra, where CalTrans also cited “multiple spin outs and collisions” and “whiteout conditions,” as it closed 90 miles of U.S. 395 from near Bishop in the Owens Valley to Bridgeport, north of Mono Lake. Pacific Gas & Electric reported about 7,468 California homes and businesses without power at 5:56 p.m. NV Energy reported power outages for about 1,500 customers in parts of northern Nevada, including Incline Village and Reno. In southern Nevada the weather service issued a warning Saturday for high winds gusting to 70 mph. NV Energy reported almost 29,000 customers without power in and around Las Vegas on Saturday, but by that evening the number had been reduced to about 16,000. A tornado Friday afternoon in Madera County, California, damaged an elementary school, said Andy Bollenbacher, a meteorologist with the National Weather Service in Hanford. The storm began barreling into the region Thursday. A blizzard warning through Sunday morning covers a 300-mile stretch of the mountains. Some ski lovers raced up to the mountains ahead of the storm. Daniel Lavely, an avid skier who works at a Reno-area home/construction supply store, was not one of them. He said Friday that he wouldn’t have considered making the hour-drive to ski on his season pass at a Tahoe resort because of the gale-force winds. But most of his customers Friday seemed to think the storm wouldn’t be as bad as predicted, he said. “I had one person ask me for a shovel,” Lavely said. “Nobody asked me about a snowblower, which we sold out the last storm about two weeks ago.” Meteorologists predicted as much as 10 feet of snow was possible in the mountains around Lake Tahoe by the weekend, with 3 to 6 feet in the communities on the lake’s shores and more than a foot possible in the valleys on the Sierra’s eastern front, including Reno. Yosemite National Park closed Friday. Officials said it would remain closed through at least noon Sunday.

Trucking industry workers point to ‘people’ as most important factor in business

CHATTANOOGA, Tenn. — People, whether they’re good workers or bad ones, directly affect any company’s success rate. So, when officials at Workhound — a web-based employee engagement platform that allows trucking companies to collect feedback from employees — compiled their 2024 Trends in Trucking Report, it came as no surprise that “People” was the most-talked about theme. The year-long survey of truck drivers, warehouse workers, logistics personnel and others who make up the industry is based on almost 100,000 anonymous worker comments across 100-plus logistics and trucking companies. The survey was conducted in 2023. “2023 was a year with significant challenges in the trucking sector,” said Max Farrell, co-founder and CEO of WorkHound. “Despite facing a freight recession and new NLRB (National Labor Relations Board) guidance, the industry demonstrated remarkable resilience. Federal initiatives began addressing the truck parking shortage, and the sector saw considerable mergers and acquisitions activity. Our latest workforce trend report leverages real-world feedback to illuminate the current state of the transportation industry, enabling employers to enhance the worker experience through a deeper understanding of their needs and concerns.” The report categorizes comments into themes to simplify the data before measuring sentiment. According to the report, “People” being the top theme underscores the crucial role of interpersonal connections in enhancing the work experience, particularly in roles where day-to-day interactions are not guaranteed. A majority of those polled (41%) said they have a negative sentiment regarding the people who make up their companies. A total of 37% had positive sentiments and 22% were neutral. “Many employees express gratitude and satisfaction with their colleagues and managers,” the report notes. “These commenters often say they feel supported and listened to, and appreciate the attentiveness of their superiors. The presence of effective communication and the willingness of management to address concerns and provide solutions are frequently mentioned.” However, operational issues, such as poor planning, inefficient load assignments and issues with maintenance and equipment, can drive a wedge between the workforce and management, according to the report. Workers often feel these inefficiencies impact their ability to work effectively and safely. “WorkHound’s sentiment analysis reveals positive relationships significantly boost morale and operational resilience,” Farrell said. “However, the breakdown of these connections leads to a ripple effect of dissatisfaction and challenges, emphasizing the profound impact of interpersonal dynamics on worker experiences.” Logistics saw a resurgence of priority in 2023, coming in as the second most popular theme. “In many cases, frontline workers end up at the mercy of efficiency,” the report notes. “When logistics run as intended, so can employees. When they don’t, it completely undermines the worker experience, disrupting even small tasks.” A majority of those surveyed (61%) said they have a negative feeling regarding logistics. A total of 13% had positive sentiments, while 26% were neutral. “Simply put, poor logistics cost workers time, money and morale,” according to the report. “In these cases, worker feedback highlights problems with load management, scheduling, technology issues, equipment and compensation concerns due to unnecessary wait times and poorly planned travel. Conversely, when things are managed well, problems are solved quickly, and work runs efficiently, workers share gratitude and praise for consistency, supportive dispatch, and effective management teams, often making an explicit connection between good logistics and their financial stability.” Equipment ranks as the No. 3 overall theme. “Feedback about equipment in 2023 reflects growing concerns from workers about the physical tools, technology and machinery essential for efficient workplace operations,” according to the report. “From manufacturing to transportation to logistics and even in-office administration, every workplace relies on well-maintained equipment.” A majority of those surveyed (56%) had a negative sentiment regarding equipment, while 32% were neutral and 12% were positive. “In this theme, we once again see demonstrated consistency from worker feedback on what they appreciate versus what creates frustration,” according to the report. “Positive feedback often centered on the quality and reliability of equipment, acknowledging the company’s investment in maintaining high standards. But when equipment problems developed, so did negative feedback, which pointed to reliability problems, maintenance challenges and the impact these issues have on work and morale.” One of the survey’s respondents noted that he felt like “a caveman on the highway,” referring to his truck as a “dinosaur.” “Driving the oldest trucks I’ve ever seen, my daily truck has racked up 1,500,000 miles, desperately needing various replacements,” the respondent wrote. “Lacking an inverter refrigerator/can’t plug things in, means relying on fast food, a struggle for anyone unfamiliar with long-haul trucking. Always getting the hand-me-downs makes it challenging for us. Driving in windy conditions with outdated equipment is no longer suitable for me. I’ll start exploring other job options ASAP.” Pay ranks as the No. 4 theme, with 65% of those surveyed saying they held negative sentiments about their compensation. A total of 25% reported neutral sentiments, while just 9% were positive. “Pay is a complicated theme in that it overlaps many of the other top themes, heavily prevalent as a sub-theme throughout feedback,” the report notes. “This also demonstrates that the conversation around compensation is not exclusively on a paycheck. Feedback about pay is often intertwined with company culture, both positively and negatively, where employees tie value and respect to their role in the company. Pay is a reflection not only of a job well done, but also how much the company values the employee.” The report also notes that pay can be confusing, especially in frontline work like trucking, where it can change based on mileage, route and other factors. Many of the raised issues centered on lack of transparency and clarity, with workers confused about payment amounts, frequency and more. Praise came in as the fifth-ranked theme, with everyone surveyed saying they had positive sentiments regarding praise in the workplace. “Employees appreciate the team dynamics and the sense of belonging and unity within their teams,” the report notes. “Collaborative and inclusive work environments make people happier at work, and they repeatedly say so in positive feedback. Many comments point out that their company is not just focused on work output but also cares about the well-being of its employees.” Farrell said WorkHound remains dedicated to empowering companies to actively listen to their employees. “Listening and communication are the keys to fostering better workplace environments and driving frontline industries toward a more inclusive, proactive and positive future,” he said. “The findings serve as a roadmap for industry leaders to build a culture of trust and improvement, offering a clear view of the workforce’s evolving needs and priorities in real time.”

US Class 8 truck sales are slowing, but not enough to impact freight rates

LITTLE ROCK, Ark. — As expected, sales of new, Class 8 trucks on the U.S. market declined sharply in January, according to data received from Wards Intelligence. January’s reported 18,594 trucks sold represented a decline of 20.5% from December’s 23,390 — a decline that happens every year. Carriers tend to buy more trucks at the end of each calendar quarter and especially at the end of the year. Of more importance was the year-over-year comparison. January sales fell 6.7% from January 2023 numbers as carriers prepared for more months of near-bottom freight rates. While actual sales fell, orders for new trucks went in the opposite direction. According to industry analyst and forecaster ACT Research, 16,765 new Class 8 trucks were ordered in January, representing a whopping 44% increase over January 2023 order numbers. “Given the state of for-hire truckload rates, we continue to suspect private fleets as the primary driver behind US tractor demand,” explained Kenny Vieth, president and senior analyst at ACT Research. According to information received from FTR Intel, Class 8 orders for North America topped 26,400 units. Orders for the past three months are equal to an annualized rate of 354,000 units. “Fleets continue to be willing to order new equipment despite uncertainty in the freight market. Order levels were above the historical average and above seasonal trends, although we still expect 2024 activity to reflect replacement demand,” remarked Eric Starks, FTR’s chairman of the board. On the used truck side, sales were surprisingly strong. The number of units reported sold in January was up 17% compared with December and up 34% compared with January 2023, according to a news release from ACT Research. At the same time, the average price for a used tractor fell by 21% compared with January a year ago. Average miles dropped 12% and the average age 6%. According to ACT Vice President Steve Tam, “The retail sales gain is uncharacteristic, as sales typically slow in the new year.” He continued, “Robust used truck demand suggests the opportunity for sales to improve moderately in February, as freight is showing nascent signs of growth.” Another indicator of carrier confidence is the number of new trailers ordered each month. In January, indications are that they’re worried about over-investing in equipment for use in a stagnant market. According to ACT, 13,700 new trailers were ordered in January, down 43% from January 2023. In addition, order cancellations climbed to 3.2% as buyers backed out of deals. Jennifer McNealy, director of commercial vehicle market research and publications at ACT, explained, “Healthy economic performance is increasingly favoring freight, but we are roughly balanced between the tail of an 18-month freight recession and the beginning of the next freight cycle.” At the Feb. 21-22 Market Vitals conference hosted by ACT Research in Columbus, Indiana, Kenny Vieth repeated a common phrase: “When truckers are making money, they buy trucks.” Citing information compiled from public carrier quarterly financial statements, Vieth explained that 2023 represented the worst financial performance for those carriers since the great recession of 2008-2009. Vieth predicted that 2024 will see continue rough freight rates for at least the first half of the year, in part due to the excess of trucks available to haul freight. More factors that could impact new Class 8 sales are government mandates for increased mileage and reduced emissions. California standards that go into effect in 2024 could start curtailing sales, and the new Environmental Protection Agency requirements that take effect for the 2027 model year loom large. Frequently, carriers engage in pre-buying, or buying more trucks in the years before new standards go into effect. Doing so reduces the risks of replacing trucks with untested and questionable technology, allowing maintenance and other issues time to get sorted out before investing. Vieth’s message for truckers is that better days are coming with the beginning of a new freight cycle, but it will take longer than most would hope for. It won’t be until 2025 when growth in freight availability overtakes capacity and rates begin to rise significantly. He looks to 2026 for carriers to reach peak revenue levels before the downward cycle begins again. As for sales at the individual OEMs, Freightliner was the only one to report a gain in sales for January. The company reported sales of 8,335 in the month, compared to 7,718 for December, a gain of 8.0%. Sibling Western Star sold 901 trucks, just 8 fewer than December for a decline of 0.9%. The Volvo offerings declined the farthest month over month. Volvo’s 1,423 sold in January was down 1,055 from December sales of 2,478, a decline of 42.6%. Mack reported sales of 856 for January, down 986 or 53.5% from December’s 1,843 sold. The PACCAR brands together declined about a third from December sales. Kenworth dropped from 4,105 in December by 39.4% to January’s 2,486 sold. Peterbilt fell 30.6% from December’s 3,881 to January’s 2,694. International reported sales of 1,884 in January, down 22.9% from December sales of 2,442. Market share is difficult to predict on one month of data, because delivery dates, production rates and other factors can easily influence the numbers. For example, Freightliner took 44.8% of new Class 8 trucks sold on the US market for January. That’s down from 47.2% in January 2023. However, Freightliner’s share of the market for the full year 2023 was 36.3%. International was responsible for 10.1% of the January market but finished 2023 at 14.0%. Factors that could impact truck sales for the remainder of 2024 include the upcoming presidential election, wars in Europe and the Middle East, the Panama Canal and weather occurrences. The Middle East conflict can threaten shipping in the Suez Canal and the Panama Canal, plagued by not enough water to operate locks, has slowed operation considerably. If shipping is impacted, or if conflicts result in fuel price increases, freight could be impacted and, in turn, truck sales. Cost control and good load selection are still hallmarks of a successful 2024 for truckers.  

Load posts dip below 600K for 1st time since April 2020, DAT reports

BEAVORTON, Ore. — The number of weekly load posts on DAT One fell 8.6% to 598,674 for the week ended Feb. 23 and dropped below 600,000 for the first time since the pandemic lockdowns of April 2020. The total number of load posts was down 59% year over year, and the number of reefer load posts was the lowest for any full week since at least 2017, according to a news release from DAT. ▼  Van loads were at 226,887, down 15.0% compared to the previous week and 63% lower year over year. ▼  Reefer loads were at 97,696, down 16.6% week over week and 64% lower year over year. ▼  Flatbed loads were at 274,091, up 1.1% week over week and 53% lower year over year. Truck posts fell by 3%; down 18% year over year The total number of trucks on the network fell 3.3% to 323,274. That’s 18% lower year over year and down 20% compared to the same week in 2020. The pre-pandemic Week 8 average was 388,154. ▼  Van equipment was at 222,669, down 3.2% and 16% lower year over year. ▼  Reefer equipment was at 60,051, down 3.7% and 26% lower year over year. ▼  Flatbed equipment was at 40,554, down 3.4% and 13% lower year over year. Van load-to-truck ratio was 1:1 last week; flatbed ratio rose modestly ▼  Vans were 1.0, down from 1.2 the previous week. The four-week average was 1.4. ▼  Reefers were 1.6, down from 1.9 the previous week. The four-week average was 2.2. ▲  Flatbeds were 6.8, up from 6.5 the previous week. The four-week average was 6.9. Line-haul reefer rate fell 9 cents a mile; down 20 cents since the end of January ▼  The national benchmark van rate was $1.56 net fuel, down 4 cents week over week and 13 cents lower than four weeks ago. Broker-to-carrier rate: $2.04 (fuel: 48 cents). Contract rate: $1.97 net fuel ▼  The reefer rate was $1.84 net fuel, down 9 cents and 20 cents lower than four weeks ago. The broker-to-carrier rate was $2.36 (fuel: 52 cents). The contract rate was $2.33 net fuel ▼  The flatbed rate was $1.92 net fuel, down 2 cents and 4 cents lower than four weeks ago. The broker-to-carrier rate was $2.49 (fuel: 57 cents). The contract rate was $2.56 net fuel.

Driver detention: FMCSA seeks input from carriers, owner-ops

WASHINGTON — Detention time, a topic that regularly appears in the American Transportation Research Institute’s annual “Top Industry Issues” report is receiving attention at the federal level. The Federal Motor Carrier Safety Administration (FMCSA) is requesting public comment on the issue of driver retention time. Ultimately, the information collected will be published in an FMCSA report, “Impact of Driver Detention Time on Safety and Operations.” Comments are due March 18, 2024. According to the Information Collection Request (ICR) posted in the Federal Register on Feb. 16, data through collected through the ICR will relate to the safety and operational impact of detention time, why detention time occurs and potential mitigation strategies that can be used to reduce detention time. The FMCSA defines detention time as “the extra time CMV operators wait at shipping and receiving facilities due to delays not associated with the loading and unloading of cargo.” It is noted that drivers are often not paid for this extra time. Sometimes called “dwell time,” detention time typically occurs after a driver has spent more than two hours at a facility. Drivers have long ranked detention time among the top problems in the CMV industry. According to reports from drivers and motor carriers, detention time occurs frequently, resulting in lost revenue for both drivers and trucking companies. If detention time can be reduced, the FMCSA says, it believes costs for carriers will be cut, pay for drivers will be increased and ability to make deliveries on time will be improved. Likewise, drivers experiencing reduced detention time may drive more safely to reach their destinations while complying with hours-of-service regulations. In 2014, the FMCSA completed a study on the impact of detention time on CMV safety. Although this study provided valuable initial insights, it had several limitations, according to the Agency. Data collected in the new study will be used to “fill the gaps” left by the 2024 report and will reflect a broader sample of carriers. The new study will evaluate the impact of driver detention time on safety and CMV operations and will address three primary objectives: (1) assess the frequency and severity of driver detention time using data that represent the major segments of the motor carrier industry; (2) assess the utility of existing ITS solutions to measure detention time; and (3) prepare a final report that summarizes the findings, answers the research questions, and offers strategies to reduce detention time. In addition to shedding light on safety, the data collected may contribute to private sector decisions that will lead to reduced detention time and improvement in safety and efficiency in the CMV industry. The FMCSA is seeking public comment on any aspect of this information collection, including: Whether the proposed collection is necessary for the performance of FMCSA’s functions; The accuracy of the estimated burden; ways for FMCSA to enhance the quality, usefulness and clarity of the collected information; and Ways that the burden could be minimized without reducing the quality of the collected information. Comments and recommendations on the current ICR can be posted here or emailed to www.reginfo.gov/​public/​do/​PRAMain. The deadline for comment submission is March 18, 2024. At the time of this writing, six comments had been posted on the Federal Register ICR, including the following messages. Arctic King Express describes detention time as a “significant challenge” for drivers, noting that it impacts drivers’ compensation, safety and overall well-being. “We believe that addressing this issue requires a multifaceted approach, including changes to compensation structures, enforcement of regulations, and measures to improve safety,” the comment reads. “We advocate for a fair compensation system for drivers, based on an hourly rate. … Yet, even if this regulation is ultimately enforced, it will mean nothing if the FMCSA doesn’t strictly prohibit brokers from including clauses in carrier-broker contracts that encourage carriers to disregard the detention rule…. Small carriers, lacking leverage in the current market, are almost forced to sign such contracts. … Addressing detention time requires a comprehensive approach that includes fair compensation practices, strict enforcement of regulations, and accurate data collection. By prioritizing driver safety and well-being, we can improve the efficiency and sustainability of the trucking industry for all parties involved.” View the full comment here. Connor Spies wrote, “Long ‘detention time’ is not the biggest issue facing drivers today. There is little that can be done to prevent delays when hundreds of trucks per day arrive to certain delivery facilities. However, not having a law that allows owner-operators and other small carriers the right to easily collect a payment for excessive waiting after 2 hours, IS. As an owner-operator, I typically waited 4-6 hours to have the truck unloaded, and often the wait took upwards of 12-18 hours, impacted my ability to conduct the part of my job where I’m paid: driving. I would like to suggest that a law be created to ensure drivers and small owner-operators are guaranteed to be paid a fair wage for waiting. As a suggestion, $20/hour per driver, and $50/hour per truck. Not only would this guarantee rights to America’s largest group of under-represented workers, it would also ensure timely delivery of goods for the average American citizen, as warehouses take necessary steps to optimize the loading and unloading of trucks. Without this being written into law, truck driving will continue to become more about ‘sitting around and waiting,’ than ‘covering miles,’ and fewer qualified persons will be conducting the work.” FMCSA posted a preliminary request for comment on detention time on Aug. 24, 2023; this request garnered 171 comments.

Van spot rates continue steady decline

BLOOMINGTON, Ind. — As was the case in the previous week, total broker-posted spot rates in the Truckstop system rose during the week ended Feb. 23 (week 8) because higher flatbed rates more than offset lower dry van and refrigerated rates. Spot rates for van equipment have declined for five straight weeks while flatbed rates have risen in all but two weeks this year. Flatbed rates are tracking close to their five-year average while van rates are still seeing greater divergence to the downside. Total loads Total load activity eased 2.1% after rising about 6% in the previous week. Total volume was only about 0.5% below the same 2023 week but nearly 40% below the five-year average. Truck postings increased 1.5%, and the total Market Demand Index — the ratio of loads to trucks — declined. However, the MDI for flatbed equipment was the highest since May. Total rates The total broker-posted rate increased nearly 2 cents after rising nearly 4 cents in the prior week. Rates were about 5% below the same 2023 week and almost 5% below the five-year average. The increase in flatbed rates bolstered total market rates because flatbed rates are higher than van rates, and flatbed volume was more resilient than dry van and refrigerated loads. Comparisons of dry van and refrigerated rates to the five-year average are still skewed by the extraordinary market strength in both 2021 and early 2022. Dry van rates Dry van spot rates fell about 5 cents after easing during the previous week. Rates were nearly 7% below the same week last year and almost 15% below the five-year average. Dry van rates were the lowest since May of last year. If rates fall 7 cents more, they will be lowest since June 2020. Dry van loads decreased 4.3%. Volume was 14% below the same 2023 week and almost 49% below the five-year average for the week. Refrigerated rates Refrigerated spot rates declined about 2 cents after falling 4.5 cents during the prior week. Rates were about 5% below the same 2023 week and about 12% below the five-year average. Refrigerated rates were lowest since the week before Christmas, but if they fall 8 cents more, they will be lowest since May 2020. Refrigerated loads decreased 5.8%. As was the case with dry van, volume was 14% below the same week last year. Load postings were about 48% below the five-year average. Flatbed rates Flatbed spot rates increased more than 3 cents after rising more than 5 cents in the previous week. Rates, which were at their highest level since July, were 6.5% below the same week last year and more than 2% below the five-year average. Flatbed loads eased 1.5%. Volume was more than 12% above the same 2023 week but more than 28% below the five-year average for the week.