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Arkansas DOT’s call for trucking holiday during 2024 eclipse draws ire

Arkansas DOT’s call for trucking holiday during 2024 eclipse draws ire

John Worthen -

BENTON, Ark. — On a recent afternoon at a Pilot truck stop along Interstate 30 in central Arkansas, professional truck driver James “T-Bone” Jackson nearly choked on a bite of his Subway ham sandwich when asked if he’d shut down his rig during the 2024 eclipse. “What are you talking about?” he said, gulping soda to wash down that chunk of sandwich. “That’s the craziest shit I’ve ever heard of.” Jackson said he didn’t know about the Arkansas Department of Transportation’s (ARDOT) suggestion that truck drivers take a holiday on April 8, 2024, when much of the Natural State will be in line to see a full solar eclipse. After being told about ARDOT’s plan, he said he’s against it. “Total crap,” he said of the plan before diving his left hand into a bag of potato chips. ARDOT proposes a trucking holiday in its 2024 eclipse traffic management plan (TMP) as one of many suggestions to help ease traffic around the state during the eclipse. “We expect a heavy influx of visitors to our state to view this rare phenomenon, and we’re preparing accordingly,” said ARDOT Director Lorie Tudor. “Our goal is to get everyone where they need to go as safely and efficiently as possible.” The 2024 eclipse TMP includes traffic forecasting data, traffic reduction strategies and traffic flow enhancements, as well as information about ARDOT’s Traffic Management Center and Communications Division. ARDOT officials said in a news release they used data from states in the path of the 2017 total solar eclipse, along with state park reservation data for the upcoming eclipse, to help anticipate travel patterns and peak travel dates and times. “With this data, ARDOT was able to identify locations where high or extreme traffic volumes are expected immediately following the eclipse,” the news release said. “The TMP includes traffic reduction strategies such as: stay a while, work from home, school closings, reduce oversize loads and a communication effort with truckers so they can make an informed decision on their travel plans. The TMP also includes traffic flow enhancements such as: reduced construction activity, identify and mitigate potential bottlenecks, and suggest alternate routes to avoid traffic chokepoints.” ARDOT says it will coordinate with other agencies and officials at the state, county and local levels before, during and after the eclipse “to ensure consistent messaging and communication is provided to citizens and visitors.” In the TMP plan specific to truck drivers, ARDOT officials wrote: “Severe congestion is expected on the entire Arkansas state highway system during the eclipse, to such an extent that the day may be mostly unproductive for freight vehicles. “ARDOT will engage the Arkansas Trucking Association in an effort to encourage truckers to adjust their travel schedule, so they are not trapped on the roadways with eclipse related traffic,” the statement continued. “Like other strategies discussed, this will be a voluntary decision on the part of the commercial drivers with no penalty for those who decide to operate during the eclipse.” Arkansas Trucking Association President Shannon Newton, like Jackson, isn’t warm to the idea of a trucking holiday. “I don’t think that it’s a realistic expectation that we’re going to stop interstate commerce for 24 hours,” she said in a statement. “I think there is value in informing members of the industry just so that we can appropriately set expectations.” Newton says she doesn’t expect any trucking company in the state to have its plans made until closer to the event. What about independent truck drivers? Jackson says he doesn’t think many truckers will heed ARDOT’s advice. “You can’t just park your rig for a tourist event,” he said. “We have bills to pay and products to deliver. That doesn’t stop for anything.” Two tables over from Jackson, at the truck stop’s Subway restaurant, professional truck driver Susan Sanders said she’s read ARDOT’s eclipse plan. Between bites of a turkey sub, she spoke freely about her opinion of the TMP. First, she laughed, then she batted her eyes several times before holding out her well-manicured hands. “Honey, if I park my rig, you won’t be getting my load of chicken for dinner,” she said. “That’s what happens when you park big trucks. You don’t eat. You see what I’ve got in my hands here? Nothing. And that’s just what happens when you try to park my truck.” Click here to view the full ARDOT traffic plan for the total eclipse. ECLIPSE INFORMATION On April 8, 2024, the moon will cast its shadow across a stretch of the U.S., Mexico and Canada, plunging millions of people into midday darkness. It’s been less than six years since a total solar eclipse cut across the U.S. from coast to coast. That was on Aug. 21, 2017. If you miss next year’s spectacle, you’ll have to wait 20 years until the next one hits the U.S. But that total eclipse will only be visible in Montana and the Dakotas. WHERE CAN I SEE IT? The predicted 2024 eclipse will slice a diagonal line across North America Monday, April 8. It will start in the Pacific Ocean and first reach land over Mexico around 11:07 a.m. local time, NASA predicts. Then, it’ll cross over into Texas and move across parts of the Midwest and Northeast in the afternoon. All in all, the 2024 eclipse will cross portions of 13 U.S. states — Texas, Oklahoma, Arkansas, Missouri, Illinois, Kentucky, Indiana, Ohio, Pennsylvania, New York, Vermont, New Hampshire and Maine. Cities in the path of the eclipse path include Dallas; Little Rock, Arkansas; Indianapolis; Cleveland; and Buffalo, New York. Parts of Canada, including Quebec and Newfoundland, will also get a glimpse before the eclipse heads out to sea in the early evening. The total eclipse will be visible within a 115-mile wide swath (the path of totality). Outside that path, watchers can still see a partial solar eclipse, where the moon takes a “bite” out of the sun, creating a crescent shape. Total eclipses happen about every 18 months, but many times they cross over remote areas and are seen by few people. WHAT HAPPENS DURING AN ECLIPSE? Solar eclipses occur when the moon passes in between the Earth and the sun, blocking the sun’s light from reaching the planet. Even though the moon is about 400 times smaller than the sun, it’s also about 400 times closer to Earth, explains University of Colorado astronomer Doug Duncan. So, when the orbits line up just right, that little moon can block out the whole sun. Those standing in the right spots will experience totality, when the moon casts its shadow over the landscape. “In just seconds, you go from bright, bright daylight to like the middle of the night,” said Dr. Debby Brown, who saw her first total eclipse in 2017 with Duncan in Grand Teton National Park in Wyoming. “The stars are out. All of a sudden, all the animals are quiet,” recalled Brown, of Arlington, Virginia. During the 2024 eclipse, totality will stretch to around four and a half minutes — almost twice as long as in 2017. WHAT’S THE BEST SPOT? To catch the full eclipse experience, planning ahead is key, Duncan said. Weather could be a big factor because the eclipse is in the spring, when conditions are unpredictable. Duncan says that’s why he selected Texas for his eclipse tour next year, where there are better odds of clear skies. The best location also depends on what kind of experience you’re looking for, said Bob Baer, who’s coordinating eclipse plans at Southern Illinois University in Carbondale. Carbondale, which is in the crossroads of both the 2017 and 2024 eclipse paths, will hold a viewing event at the school’s stadium. It’s a big group experience, Baer said, noting that during “the last 20 minutes before totality, the stadium gets as loud as a football game.” But you can find eclipse events of all different flavors planned along the eclipse path — luxury cruises in Mexico, music festivals in Texas, farm camping in Arkansas, planetarium visits in upstate New York, and more. “The goal, at the end of the day, is to get as many people outside as possible, looking up during totality,” said Dan Schneiderman, who is helping the Rochester Museum and Science Center plan events. “Hopefully with their close friends and loved ones.” You’ll want to grab eclipse glasses to see the partial phases before and after totality, Schneiderman added. Looking at the partially covered sun without protection can cause serious eye damage. Brown and her husband are planning to join Duncan’s eclipse tour in Austin. Her first eclipse experience flew by. “I’m looking forward to being able to enjoy this even longer,” Brown said. “To be able to just lean into the moment.” The Associated Press contributed to this report.

Used Class 8 values see November decline

Used Class 8 values see November decline

John Worthen -

COLUMBUS, Ind. — According to the latest State of the Industry: U.S. Classes 3-8 Used Trucks by ACT Research, the used Class 8 average retail sale price fell 6% month-over-month to $59,300 in November, marking the first month of a sub-$60,000 price since April 2021. “Less-than-expected declines in August, September, and October may have been an early Christmas present. Our expectations are unchanged, with lower prices through the end of 2023 and a return to month-over-month growth toward the end of 2024,” said Steve Tam, vice president at ACT. Regarding volumes, Tam explained, “Combined, the total market same dealer sales volume expanded 19% month-over-month in November. With only one more month remaining in the year, the overall market has improved 35% year-to-date compared to the first eleven months of 2022.”

Average US diesel prices see slight spike on Christmas

Average US diesel prices see slight spike on Christmas

John Worthen -

LITTLE ROCK, Ark. — The average price for a gallon of diesel fuel is up across the nation. According to the Energy Information Administration’s Dec. 25 numbers, diesel fuel rose from $3.894 on Dec. 18 to $3.914 per gallon. Prices are mixed around the nation. Along the East Coast, prices from a week ago are up to above $4 at $4.022. The price on Dec. 18 was $3.969. Prices have also risen along the Gulf Coast, where the average gallon sat at $3.608 as of Dec. 25. That’s up from $3.569 on Dec. 18.  

Truck carrying gas hits railroad bridge, explodes as a train passes overhead

Truck carrying gas hits railroad bridge, explodes as a train passes overhead

The Associated Press -

GLENVILLE, N.Y. — A tractor-trailer loaded with what authorities believe were gas containers slammed into the bottom of an overhead railroad bridge in upstate New York and exploded on Dec. 22 as a freight train was traveling on the tracks above. The crash seriously injured the truck driver and briefly knocked out power to local homes and businesses. At about 6:30 p.m., the truck hit the bridge in Glenville, about 30 miles (48 kilometers) northwest of Albany. Police said the driver apparently failed to heed signs warning that the height clearance was 10 feet. Video and news photos from the scene showed flames shooting into the sky as the wrecked truck was stuck under the bridge and nearly tipped over. Officials believe it was carrying containers of compressed natural gas. Authorities said there was no major damage reported to the train, which did not stop. “The first thought was ‘god forbid if there is a fatality here,’” Christopher Koetzle, the Glenville town supervisor, told reporters at the scene. “This is something we feared for years. This is obviously the most significant hit we’ve had to our bridges.” “It should invoke more discussion on this absolutely,” he continued. The same bridge was struck by vehicles five times earlier this year, The Daily Gazette reported. Police said multiple homes near the crash site were evacuated as a precaution, and most homes and businesses on the east side of town lost power for about two hours. Crews were still trying to remove the truck from under the bridge Friday. After that, engineers were expected to inspect it to determine the damage, officials said. The driver was identified as a 60-year-old man from Texas. Authorities said he was flown to Westchester Medical Center to be treated for third-degree burns. Police also said a local fire chief who was responding to the truck crash got into an accident on the way there. Thomas Corners Chief Dan Vlainich had his lights and siren on when a vehicle he was trying to pass made a left turn. Three people were brought to a hospital with unknown injuries, police said.

Stories of kindness, generosity fill trucking world in 2023

Stories of kindness, generosity fill trucking world in 2023

Erica N. Guy -

WASHINGTON — Trucking Moves America Forward (TMAF) has shared inspirational stories about the trucking industry getting into the holiday season of giving. Apart from keeping the nation moving forward by delivering necessary goods, many trucking companies and organizations went the extra mile this holiday season.  “The trucking industry’s role extends far beyond the highways, delivering essential goods and connecting communities during the holiday season and year-round,” said Kevin Burch, co-chairman of TMAF and vice president of government affairs and sales at MTS. “From heartwarming donations to dedicated volunteer hours, truck drivers and their organizations embody the true spirit of giving, demonstrating that their commitment to service extends beyond the job at hand.” Following are stories about the trucking companies and organizations that gave back to their communities. Advantage Truck Group, based in Shrewsbury, Massachusetts, delivered 4,200 fresh holiday meals in December through their annual Haulin’ 4 Hunger initiative. The event provided meals to seven food pantry organizations in Central Massachusetts. Since 2012, Haulin’ 4 Hunger has provided more than 34,000 meals to food pantry organizations across three states. AMX Trucking, based in Savannah, Georgia, organized and hosted an Operation Secret Santa Delivery to assist employees with small children, including drivers and non-drivers, facing financial challenges due to the tough economy. Donations of toys and monetary assistance were wrapped and then Santa delivered the gifts to their homes. Baylor Trucking, based in Milan, Indiana, contributed to YES Home, a local residential group home for abused, neglected and abandoned children, to help make their holidays merrier. They also continued their 16-year commitment to Wreaths Across America by engaging local middle school students to help build them and teach them about the importance of the wreaths and WWA’s efforts. Baylor Trucking supported and helped deliver three truckloads of wreaths to cemeteries in Indiana, Kentucky, and Ohio. Conversion Interactive Agency, based in Brentwood, Tennessee, organized its annual canned food drive benefiting the Second Harvest Food Bank of Middle Tennessee. Conversion employees collectively donated and transported 588 food items to benefit families in need across Nashville and the surrounding areas. Excargo, based in Houston, Texas, donated to the Salvation Army’s Angel Tree program and provided gifts for 20 children in need this holiday season. The company also held a food drive to support the Houston Food Bank. It established the Excargo Cares Committee, which is dedicated to positively impacting the communities they serve. Jerr-Dan, based in Hagerstown, Maryland, donated $20,000 to the International Towing and Recovery Hall of Fame and Museum’s Survivor Fund, which supports towing and recovery professionals and their families during challenging times. SH 130 Concession Company, based in Central Texas, hosted a toy drive and provided more than 250 toys to the Caldwell County Sheriff’s Department’s Brown Santa and the San Antonio Police Department’s Blue Santa in collaboration with the San Antonio Transportation Association. The company also donated wreaths to the Texas Trucking Association’s Wreaths Across America drive to honor fallen veterans. Williams Dedicated, based in Michigan City, Indiana, partnered with the Salvation Army of Michigan City for the sixth year. Employees helped stuff more than 800 bags for the Salvation Army’s annual Stuff-A-Sleigh event to benefit its food pantry, as well as supporting the event day with volunteers and trucks and trailers, with their trucks serving as the “sleigh.” The company also functioned as a donation site for the Salvation Army’s Angel Tree program and employees donated toys and volunteered at the Toy Shop event, where local families in need come to select gifts for their children. To learn more about TMAF and the movement’s work, visit http://www.truckingmovesamerica.com/.  

‘Haul-iday’ spirit: Capitol Christmas Tree drivers share the experience of a lifetime

‘Haul-iday’ spirit: Capitol Christmas Tree drivers share the experience of a lifetime

Dwain Hebda -

Tim Dean, a native flatland Nebraskan, could be forgiven for having thought he’d seen everything in his trucking career. After all, he’s logged 35 years and racked up 5 million accident-free miles — all of it for Omaha, Nebraska-based Werner Enterprises in Omaha. But when he and three other drivers joined a Zoom call at the company’s request, Dean discovered one of the few things he hadn’t done: Haul the U.S. Capitol Christmas tree. Well, that was about to change. Working together with fellow Werner driver Jesus Davila, Dean hauled the 2023 U.S. Capitol Christmas Tree, popularly known as “The People’s Tree,” from the Monongahela National Forest in West Virgina to the lawn of the U.S. Capitol building in Washington, D.C. The experience was an adventure of a lifetime, where each day brought its own kind of holiday magic for the team. “You can’t prepare yourself for the emotions you feel,” Dean told The Trucker. “In Morgantown (West Virginia) we pulled up behind this marching band that led us into an area on campus. We’ve got the windows down, and to hear the band play Christmas tunes it’s pretty incredible.” The two-week trip, which started Nov. 4, included planned stops to give people a chance to get up close and personal with the 63-foot Norway spruce. Dean says an atmosphere of pride and excitement surrounded the duo as they spent two weeks piloting a Kenworth T680 Signature Edition along the tree’s journey. “You can’t prepare yourself for the emotions you feel when arriving to a ceremony and there are thousands of people there,” Dean said. “What you don’t anticipate is how many schools along the path were tracking us. When we came through their little town, which was not a stop, all the kids were outside along the route, waving.” Davila agrees. An honorably discharged U.S. Marine, who during his 12 years in the Corps saw multiple foreign assignments and earned a chestful of medals, Davila doesn’t have as many years behind the wheel as Dean. “Being able to have that experience so young in my career is something I’m going to always carry with me,” he said. “It was a humbling experience.” Davila says the experience of driving with Dean was particularly meaningful, given the latter’s experience. During the trek, Davila says, he learned a lot about handling an oversize rig in difficult circumstances. “We had a good time, “Davila said. “It was good to learn from a different perspective. There were things Tim showed me about how to handle a vehicle that I was like, ‘Naw, there’s no way that can happen.’ He was like, ‘Just listen to what I’m telling you, and you’ll see how it works.’ I learned a lot.” For Dean, the trip presented multiple technical challenges, from bringing the tree down a mountain in falling snow to navigating the winding roads of West Virginia. He says he even learned some new tips from Davila who was more used to driving an automatic tractor. “As the tenured driver, I made sure we took turns driving,” Dean said with a laugh. “When I said ‘took turns,’ I mean it! Left, right, left, right, up, down, left, right — we both were constantly taking turns, all right.” Davila says the encounters with ordinary citizens, whether at scheduled stops or just while the truck was rolling down the highway, showed him a side of America that was heartwarming. “Small-town America still exists,” he said. “That was crazy to see. I spoke to a lot of kids in the area and said, ‘Be grateful you have this.’ You don’t see kids riding bicycles and playing outside like you used to. “Everybody’s a family in these small towns and just the reception and the smiles to see that tree was unexpected,” he continued. “I was expecting some turnout, but at almost every stop there was a huge turnout, which was pretty amazing.” The duo was joined in the adventure by fellow Werner drivers Steve and Gina Jones, who were tapped to pilot a second rig carrying 84 Christmas trees and thousands of ornaments to military personnel stationed in and around Washington D.C. The Arizona-based husband-and-wife driving team told The Trucker they found the honor particularly meaningful, given the military traditions in their family. “It means so much,” said Gina. “Steve is a veteran, and I have two sons — one is a Navy veteran, my oldest son, and my youngest son is Army. He’s still active duty, 12 and a half years. “It meant a lot for us being at Joint Base Andrews,” she continued. “I think that was my highlight of everything, because we understand the military and the families and what they go through. It’s hard for the spouses when their soldier is away.” The couple teased Dean and Davila, who enjoyed a state patrol escort practically every mile of the trip, about having to do the “heavy lifting” during the journey. After reaching the nation’s capital, the Joneses faced a daunting day whereby they made four deliveries in the heart of D.C. from a 75-foot truck and no escort. “It took us an hour and a half to get to our first stop — and we were only parked 19 miles away,” said Steve, who’s logged more than 1 million accident-free miles during his 14-year career. “Gina and I are not familiar with D.C., and those roads were not made for trucks,” he said. “You have to let people get mad at you, because otherwise, how much more mad are they going to be if you have an accident and clog it up worse? We just took it slow and careful.” The route presented various challenges. “We had some construction on one of the roads, a one-way road,” added Gina, also a member of the 1 million safe miles club and counting. “We could make the turn, but we wouldn’t be able to follow the trailer in. I ended up getting out, moving cones and adjusting, but we did it without any accidents, or issues,” she said. “Patience is the key, and safety is No. 1.” Despite such challenges, the couple said distributing the trees and ornaments to military families gave them a feeling they will never forget. The memories are some they will cherish at Christmastime for years to come. “Everybody was so welcoming,” Steve said. “The reception we got from everybody — you just can’t say how special it makes you feel. That, plus our truck having a military-themed wrap on it. I’m getting goosebumps now talking about it.” For these four Werner drivers, the journey was one of a lifetime. “Smiles everywhere, just glowing, people in the Christmas spirit. It was a joyful thing,” Gina said. “We both said we were in the ‘haul-iday’ spirit!” Video clips courtesy of the U.S. National Forest Service. Photos courtesy of the U.S. National Forest Service, James Edward Mills and the Kenworth Truck Co.

Home for Christmas: Former trucker shares tale of holiday journey

Home for Christmas: Former trucker shares tale of holiday journey

Erica N. Guy -

Christmas Eve is a time when families traditionally gather and share plenty of laughter, joy, love, fun and food. However, the holiday season can be very different for the nation’s essential workers — especially over-the-road truck drivers. In fact, I’ll bet the only thing on many truck drivers’ Christmas list is to be home for the holidays, celebrating with their family and friends. Most of us are familiar with the phrase, “Not all heroes wear capes.” In truth, many modern-day heroes wear ball caps and spend their days (and nights) behind the wheel of a big rig. One of those heroes is Rock Haynes, a former truck driver. During his time on the road, he says, one Christmas season in particular stands out in his memory. This is his story, as shared with The Trucker. The year was 2006, and Haynes was driving for Lester Coggins Transportation (LCT), a refrigerated carrier based in Okahumpka, Florida. Less than two weeks before Christmas, on Dec. 15, he was dispatched to pick up a load from Omaha, Nebraska, and deliver it to a terminal in Salt Lake City — a 20-hour drive. Haynes easily made the trip out to Omaha, was loaded and conducted his pre-trip inspections before heading out for Salt Lake City around 8:30 a.m. Three hours into the drive, Haynes stopped at a rest area near Maxwell, Nebraska, before hitting the road in earnest. The following day, Dec. 16, he ran into trouble. “I was making progress until I ran into bad weather — a blizzard around Laramie, Wyoming,” Haynes said. “Snow was falling rapidly, and within minutes, interstate 80 was completely submerged in snow. Visibility was reduced to nothing. Total darkness. Traveling was reduced to a crawl.” As many of you drivers out there know all too well, driving a tractor-trailer with a load can be tricky. When you factor in hauling that load through a zero-visibility blizzard, the task becomes even more complicated. In addition to their own vehicles, truck drivers must also take responsibility for the safety of other motorists — who don’t always take safety into consideration when traveling in bad weather. “What made it more dangerous was the motorists driving too fast past me. I knew my only option was to get to a safe haven as soon as possible. I remembered my training and took my time, driving at a slow speed I could handle,” Haynes said, describing what it was like driving in the first blizzard of his trucking career. “The whole time, I was praying to God to guide me and keep me safe, and he did.” Haynes was able to make it to a rest area just west of Laramie at 1:15 a.m. Great minds obviously think alike, because vehicles were packed into that rest area tighter than sardines in a can! “I remember the rest area was full of trucks and four-wheelers — it was packed! There was a small building that was packed with travelers just trying to keep warm,” Haynes said, still shaking his head in disbelief at how packed it was. “I was stuck there for 11 hours. I just stayed in my truck and kept myself and the truck warm so the pipes wouldn’t freeze.” The next day, Dec. 17, he was able to head back out on the road, and he made it safely to Salt Lake City. However, at the terminal, he was greeted with complaints about the load arriving behind schedule. “I thought to myself, ‘Better that I be late delivering due to bad weather rather than take chances and risking my life needlessly,’” Haynes said. “I meant that. Being on time for a delivery is never worth my life.” That was Haynes’ first experience with a Wyoming blizzard — but it certainly wouldn’t be his last. When sharing his story with The Trucker, he noted that, interestingly, becoming a truck driver wasn’t his original career choice. Then again, it seems that often the paths you never thought about following become a vital part of your life’s passion. “Becoming a truck driver was not on my to-do list when I was younger. What got me into trucking was this: I was in my 30s and had just moved to Jacksonville, Florida, from Columbus, Georgia, on a suggestion from a friend living there,” Haynes said. “I was struggling. I was working multiple part-time jobs to make ends meet.” There had to be more to life than working and struggling, he thought. As part of his journey to improving his way of life, Haynes enrolled at Roadmaster Drivers School in Jacksonville to earn his CDL. Speed bumps continued to pop up as Haynes started on his path to becoming a professional driver, but he persevered. “When I enrolled in Roadmaster, I was unprepared and had to pay for school out of pocket,” Haynes shared. “I ended up having to drop two classes due to schedule conflicts and tuition costs.” These setbacks didn’t stop him from succeeding. He studied and worked hard to earn his CDL, taking care to learn the correct information about trucking. Jumping forward from those days in school to December 2006, Haynes realized just how much his training had prepared him for this very moment. Upon successfully (and safely) delivering his load to Salt Lake City, on Dec. 18 he was dispatched to deliver a load of potatoes from Idaho Falls, Idaho, to Zebulon, North Carolina. Christmas was still a week away, he thought to himself, so this might not be a problem. It just might be possible to deliver this load and make it home in time for Christmas — if he could arrange for the time off. “LCT contacted me and informed me that I could have Christmas off to spend time with my family. I got to the shipper in Idaho around 11:15 p.m. on Dec. 18th and stayed the night before heading out later that afternoon. I left at 1:30 p.m. and drove past midnight,” he recalled. With only six days until Christmas, Haynes hatched a travel plan. Although the odds were not in his favor, he still hoped to make it home in time. He drove three hours to Idaho Falls, arriving at the terminal at 11:15 p.m. Dec. 19.  He stayed the night in Idaho Falls to catch up on his rest and hit the road again around 1:30 p.m. the next day, driving most of the night to reach Fort Bridger, Wyoming. “My plan was to get to Columbus, Georgia, to spend the holiday with my parents and my aunt and uncle,” he said. “But, with Christmas only six days away, I knew I had to make some headway on the journey.” But the state of Wyoming — or at least its weather — was not an ally. Mother Nature sure does have a sense of humor. As soon as Haynes reached Cheyenne, Wyoming, on the evening of Dec. 20, a second blizzard forced the closure of all surrounding interstates and roads … and, of course, every truck stop was filled to capacity. “Fortunately, I found a rest area. They usually didn’t allow trucks to park there, but they made an exception (because of the weather),” said Haynes. “So, I stayed in Cheyenne. I was stuck there for 35 hours. I finally departed at 5:30 a.m. on Dec. 22.” By now, Christmas was just three days away — and Haynes faced many hours of driving to reach his goal of spending the holiday with his family. His hopes were dwindling. However, even though the odds were not in his favor, Haynes says he knew that faith can bring miracles. “I admit, I was worried about not making it to Columbus in time. So, I planned an alternate route by taking Nebraska Highway 2 east from Lincoln, Nebraska, crossing into Missouri, and taking Interstate 29 south to Kansas City, Missouri,” he said. “Then I took Interstate 70 east to St Louis, Missouri, where I took Interstate 55 south to West Memphis, Arkansas.” Haynes arrived in West Memphis on Christmas Eve — almost home, but still not quite there. “On Christmas day, I left West Memphis and crossed the Mississippi River into Memphis, Tennessee, where I took U.S. 72 into Mississippi, all the way to Birmingham, Alabama,” Haynes recalled, as he flipped through an old log to refresh his memory. “From there, I took U.S. 280 to Opelika, Alabama, and eventually to Columbus.” He arrived in Columbus shortly before 6 p.m. on Christmas Day. He might have arrived earlier, he says, but the Alabama Department of Transportation pulled him over for an inspection (which he passed, by the way). “That trip took most of the day. I got a hotel for the night; then my parents picked me up and we spent the rest of Christmas at my aunt and uncle’s house,” Haynes said. “I told them I would have made it sooner, but Mother Nature had to have her way.” That year, against all odds, Haynes made it home just in time to celebrate Christmas with his family before hitting the road again the following morning. “But I made that Christmas Day the best. I was glad to be home for Christmas,” he said. “I hope there are truckers who can relate to my story,” he added. “The best reward for being a trucker is being home for the holidays.” These days, Haynes is living life off the road. Just two years after that fateful Christmas journey of 2006, he had to temporarily retire from trucking because of health issues. Unfortunately, after all his hard work, he also gave up his CDL. Nearly two decades later, Haynes says he’s not going to let his health (or age) get in the way of returning to the road. “For now, I’m working part-time and looking to take on another job. I’m also working on getting my health to a reasonable level and maintaining it because I want to get back out there,” he said. “I want to get my CDL again and get back on the road. In my experience as a truck driver, I had times I could not make it for the holidays, especially Christmas,” he continued. “It’s the best time of the year — and the busiest time, for there are a lot of truckers out on the road, just making a living and hoping to make it home for Christmas to be with their families and friends.”

Holiday rush to highways is underway

Holiday rush to highways is underway

John Worthen -

DALLAS — Professional truck driver Dale Hankins can’t remember the last time he was home for Christmas. He’s been an independent driver for the past 10 years and most always spends the holidays inside the cab of his Kenworth. “I don’t have a wife or kids, I am just sort of a loner here on the road,” Hankins said. “Some people ask me if I get lonely. I don’t. But the thing that gets me the most is the clogged roads during the holiday season.” Travel over Christmas and New Year’s tends to spread out over many days, so the peaks in the U.S. are likely to be lower than they were during the Thanksgiving holiday. The busiest days on the road will be Saturday, Dec. 24 and Thursday, Dec. 28, according to transportation data provider INRIX. Hankins said he remembers a holiday season several years ago when he was stuck in traffic for more than five hours in the Atlanta area. “I try to plan a little better these days,” he said. “It’s not that bad if you plan. I just grin and bear it. That’s all you can do.” Drivers traveling through Tennessee will see some relief as the state has announced it is suspending road construction during the Christmas and New Year’s holidays. The Tennessee Department of Transportation (TDOT) is once again halting all lane closure activity on interstates and state highways in anticipation of higher traffic volumes across the state. No temporary lane closures will be allowed for construction on Tennessee roadways beginning at 6 a.m. Friday, Dec. 22, 2023, through 6 a.m. on Tuesday, Jan. 2, 2024. AAA expects an estimated 2.7 million Tennesseans to travel between December 23 and January 1 with most of them driving. Between now and Jan. 2, the travel company says more than 115 million people across the country will be traveling by car or plane. “Safety is our top priority and with so many people expected to travel Tennessee roadways during the holidays, we want to keep traffic moving and get everyone to their destinations,” said Deputy Governor and TDOT Commissioner Butch Eley. “As always, please wear your seatbelt, reduce your speed, avoid distractions, and move over for emergency vehicles.” Except for a few long-term closures that must remain for safety, all construction-related closures will be suspended during the holiday period. Workers may still be on-site in some construction zones. Drivers should obey all posted speed limits, particularly in construction areas.  Slower speeds are necessary in work zones due to the temporary layout of the roadway and will be enforced. Drivers convicted of speeding through work zones where workers are present face a fine of $250 to $500, plus court fees and possibly increased insurance premiums.  

Closure of rail crossings into Mexico could have significant impact on freight

Closure of rail crossings into Mexico could have significant impact on freight

The Associated Press -

McALLEN, Texas — The federal government has closed railroad crossings in two Texas border towns, raising concerns about the potential impact on cross-border trade and American consumers. Customs and Border Protection (CBP) announced Sunday, Dec. 17, 2023, that it would temporarily stop railroad operations in Eagle Pass and El Paso starting Monday, Dec. 18. CPB did not say how long rail operations would be paused. The railroads and politicians have decried the move that closes two of the six available railroad systems between Mexico and the U.S. “This train doesn’t just stop at Eagle Pass. This train doesn’t just impact Texas,” Rep. Tony Gonzalez, a Republican congressman who represents the affected region, said Tuesday during a news conference. “This train impacts all of America, goods that are going all over America.” Officials in Mexico have also spoken out against the closure. The Mexican Employers’ Association said on Wednesday, Dec. 20, that the U.S. decision to temporarily close two railway border crossings into Texas is costing $100 million per day in delayed shipments. The group called on the U.S. to end the closure of rail crossings into Eagle Pass and El Paso, Texas. The business group called the closures a sign “of the failure of migration policy.” Illegal crossings at the U.S. southwestern border topped 10,000 some days across the border in December, an abnormally high level. “We energetically but respectfully call on the governments of Mexico and the U.S. to address the migration crisis which is affecting the flow of goods, given that this measure only damages the economies of both nations,” the association wrote in a statement. Why is it happening? CBP reported as many as 10,000 people entering the country illegally every day through the southwest border this month. Closing the railroad would free up customs officers to assist overwhelmed U.S. Border Patrol agents who need to take migrants into custody. Thousands of asylum-seekers who have crossed are sleeping outside along the border as they wait for federal agents to process them. Most are released with notices to appear in immigration courts, which are backlogged with more than 3 million cases. Operations were changed for similar reasons when CBP closed a port of entry in Lukeville, Arizona, a pedestrian crosswalk in San Diego and an international bridge in Eagle Pass, Texas. What is the economic impact? Union Pacific and BNSF are the two railroads directly affected by the rail closures in Texas. Between them, 24 trains typically use the railroads daily to move agricultural products, automotive parts, finished vehicles, chemicals and other consumer goods, according to the Association of American Railroads. Union Pacific estimated its losses — in goods, wages and transportation costs — will exceed $200 million a day if the crossings in both cities remain closed. The railroad giant said the two crossings make up 45% of its cross-border business and that it cannot shift trains to other gateways. BNSF did not provide a dollar estimate of losses but said it anticipates an impact on employees and a significant “downstream effect across our system, since those trains then travel throughout our 32,500-mile network,” according to a statement shared with the Associated Press. What goods could be affected? Nearly 10,000 Union Pacific rail cars are currently halted on both sides of the border. Some of those cars contain automotive parts and completed vehicles. Automakers Ford, GM and Toyota told AP that they would not be immediately affected by the border shutdowns, but Stellantis, an automaker of 14 car brands including Dodge, Jeep and Chrysler, expressed concern. “The suspension of rail operations at the international crossings between Texas and Mexico has the potential to significantly impact production at Stellantis’ North American facilities that will quickly ripple out to our U.S. supply base,” spokesperson Jodi Stinson said in a statement. Union Pacific said it has more than 60 trains — carrying automotive cars, food and beverages, industrial commodities, and agriculture products such as grain — waiting at the border. The National Grain and Feed Association and the North America Export Grain Association raised fears that stalled grain and oilseed shipments could have an impact on their customers in Mexico, which is among the groups’ most important export markets. “NGFA and NAEGA have become aware this afternoon of critical tightness in feeding supplies for several livestock feeders in Mexico,” the organizations said in a statement. “We have also learned of grain trains in multiple states being held for shipment due to CBP’s embargo. The critical nature of this issue is growing by the hour, particularly for those livestock feeders that may run short of feed.” NGFA President Michael Seyfert said livestock feeders in Mexico could start to run out of grain to feed their animals if the crossings don’t reopen within a week because they don’t keep a big supply on hand. “You can maybe stretch rations for a bit, but you can only do that so long,” he said. “And then it’s not like you shut the factory down for two days. You start making some real difficult decisions related to animals from a human standpoint.” Are there alternatives? Trucks are a potential alternative to trains, although moving goods at such volume via road would be logistically problematic. It would take roughly 550 trucks to deliver the grain that one 110-car train hauls. Union Pacific said it moves about 450,000 rail shipments through Eagle Pass and El Paso each year and estimates it would take one million trucks to move the same volume, or 2,800 trucks daily. Are freight trains used by migrants to enter the U.S. illegally? Migrants often board the trains as they travel through Mexico, but this does not guarantee entry to the U.S. Union Pacific and BNSF use police, partnerships with federal agencies and technology to deter and detect contraband and people entering the country illegally. Union Pacific has a system that uses gamma-ray imaging to spot unwanted passengers. Union Pacific said it has found only five migrants trying to enter the U.S. illegally on its trains in the last five weeks. “Through our efforts, we have experienced very few people attempting to cross the border on trains at both ports of entry,” BNSF said via a statement.

ATA’s Truck Tonnage Index decreases 1% in November

ATA’s Truck Tonnage Index decreases 1% in November

John Worthen -

WASHINGTON — American Trucking Associations’ (ATA) advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index decreased 1% in November after increasing 0.8% in October. In November, the index equaled 113.7 (2015=100) compared with 114.9 in October. “We continued to see a choppy 2023 for truck tonnage into November,” said ATA Chief Economist Bob Costello. “It seems like every time freight improves, it takes a step back the following month. While year-over-year comparisons are improving, unfortunately, the freight market remains in a recession. Looking ahead, with retail inventories falling, we should see less of a headwind for retail freight, but I’m also not expecting a surge in freight levels in the coming months.” October’s gain was revised down slightly from our Nov. 21 news release. Compared with November 2022, the SA index fell 1.2%, which was the ninth straight year-over-year decrease. In October, the index was down 2.4% from a year earlier. The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 113.2 in November, 5.1% below the October level (119.3). In calculating the index, 100 represents 2015. ATA’s For-Hire Truck Tonnage Index is dominated by contract freight as opposed to spot market freight. Trucking serves as a barometer of the U.S. economy, representing 72.6% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 11.46 billion tons of freight in 2022. Motor carriers collected $940.8 billion, or 80.7% of total revenue earned by all transport modes. ATA calculates the tonnage index based on surveys from its membership and has been doing so since the 1970s. This is a preliminary figure and subject to change in the final report issued around the 5th day of each month. The report includes month-to-month and year-over-year results, relevant economic comparisons, and key financial indicators.

Nearly $10 billion in federal funds available to modernize bridges across US

Nearly $10 billion in federal funds available to modernize bridges across US

John Worthen -

WASHINGTON — The Federal Highway Administration (FHWA) announced Wednesday, Dec. 20, 2023, that it has opened applications for $9.7 billion in multi-year funding. The federal funds, which were initially announced in September, are designed to improve the nation’s bridges through the competitive Bridge Investment Program’s “Planning” and “Bridge Project” categories, which fund bridge planning, repair and replacement projects under $100 million. The Biden administration’s Bipartisan Infrastructure Law (BIL), which established the Bridge Investment Program, invests a total of $40 billion over five years to help ensure that some of the nation’s most important bridges remain safe and operational, meet current and future traveler needs, support local economies, strengthen supply chains and create good-paying jobs across the country. “When a bridge closes, it costs Americans time and money, disrupts supply chains across the region and sometimes cuts off entire communities from vital resources,” said U.S. Transportation Secretary Pete Buttigieg. “Thanks to President Biden, we are making the largest investment in America’s bridges since the construction of the Interstate system, and these grants will help repair bridges in communities of all sizes, so we can get people and goods safely to where they need to be.” According to a Dec. 20 statement from the FHWA, the BIL has already funded more than 7,000 bridge projects. The Bridge Investment Program Notice of Funding Opportunity (NOFO) is soliciting applications for the following categories of projects: “Planning” grants for planning, feasibility analyses, and revenue forecasting associated with the development of a project; and, “Bridge Project” grants for bridge replacement, rehabilitation, preservation, and protection projects with total eligible costs of $100 million or less. In accordance with the BIL, a grant application for a project located in a state that has not received one large bridge project grant or two bridge project grants from previous rounds of awards will be given priority over grant recipients that have already received funding. “With the funding we’re announcing today from President Biden’s Investing in America agenda, communities can plan and implement bridge projects that will improve safety and mobility for people in rural regions, urban areas and places in between,” said Federal Highway Administrator Shailen Bhatt. “The Bridge Investment Program has already funded nearly 40 bridge projects nationwide and this funding will help communities continue to plan and advance important bridge projects in the years ahead.” The Dec. 20 announcement builds on other Bridge Investment Program funding opportunities made possible under the Bipartisan Infrastructure Law, including one for large bridge projects (greater than $100 million) announced in September. In fiscal year 2022, the Bridge Investment Program invested $2.4 billion in the planning and construction of 37 bridges in 29 states across the U.S. The NOFO provides available funding for fiscal years 2023-2026. It also includes updated merit criteria to provide more direction for bridge project applicants, in addition to updated application templates for applicants to use in providing project information. The FHWA plans to conduct outreach regarding the Bridge Investment Program Planning and Bridge Project grants via a recorded webinar that will be available on the FHWA website. Technical assistance is also available to recipients who receive Bridge Investment Program grants. This NOFO is available on the FHWA’s Bridge Investment program web page.

Long bottom to persist as industry buckles up for harsh winter

Long bottom to persist as industry buckles up for harsh winter

John Worthen -

COLUMBUS, Ind. — The economic strength seen in 2023, which surprised some economists, could provide less ballast for freight in 2024. However,  supply contraction should propel the cycle forward in 2024, even if the broad economy slows, according to the latest release of ACT Research’s Freight Forecast, U.S. Rate and Volume OUTLOOK report. “Capacity expansion continues to pressure the for-hire market, as the industry still collectively ignores the first rule of getting out of a hole: to stop digging,” shared Tim Denoyer, ACT Research’s vice president and senior analyst. “In addition to falling pent-up capital spending, low freight rates are driving net revocations of operating authorities to a record pace, so we expect this to shift next year.” As freight volumes remain broadly soft, despite a few signs of recovery, the spot market remains loose. Even with a robust economy, spot dynamics remain soft as the owner-operators who returned to the road after Thanksgiving are likely running maximum miles and private fleets keep adding equipment, according to ACT. As capacity rebalancing and a freight volume recovery gain momentum in 2024, spot dynamics should turn, but not before at least a few more months of rough sledding. “Consumer purchasing power is improving with significant disinflation and solid wage growth driving improving retail sales trends, which will push the inventory cycle forward,” Denoyer said. “And as the industry right-sizes, tighter capacity should eventually start to push truckload spot rates higher. In an early sign of better cyclical demand in 2024, container imports and intermodal volumes have returned to growth, with global ocean constraints at both the Panama Canal and the Suez Canal pushing freight to west coast ports.”

Overtime for truckers: A behind-the-scenes look at proposed legislation

Overtime for truckers: A behind-the-scenes look at proposed legislation

Cliff Abbott -

This story was updated Dec. 20, 2023, to specify that only industries regulated by the FMCSA would be impacted by the proposed legislation. WASHINGTON — U.S. Senate bill 3273 (S 32273), introduced on Nov. 9, 2023, by Sen. Alex Padilla (D-CA) was a notable exception to the bills containing hundreds, even thousands, of pages that often reach the ears of the nation’s legislators. Instead, S 3273, known as the Guaranteed Overtime for Truckers (GOT) Act, consists of just a single page. On that single page, Padilla’s proposal was summed up in in a single, succinct sentence: “Section 13(b)(1) of the Fair Labor Standards Act (FLSA) of 1938 (29 U.S.C. 213(b)(1)) is repealed.” This particular section of the FLSA excludes truck drivers from qualifying for overtime pay. Its repeal would, as the bill’s name suggests, guarantee overtime compensation for commercial drivers. Also on Nov. 9, a similar resolution, HR 6359, was introduced in the U.S. House of Representatives. “America’s truck drivers are on the front lines of keeping goods and our economy moving. More than 70% of goods across the United States are shipped by truck,” Padilla stated when introducing the bill on the Senate floor. In addition, he noted that the COVID-19 pandemic and resulting supply chain crisis “exacerbated longstanding challenges for truckers, including long hours away from home and time spent waiting — often unpaid — to load and unload at congested ports, warehouses, and distribution centers.” In addition to improving the nation’s ports and supply chain infrastructure through the bipartisan infrastructure law, he said, it is important to “improve wages and working conditions for essential workers and ensure they are paid for all of the hours they work.” Industry response Speaking out in support of the bills, Teamsters General President Sean O’Brien said, “Truck drivers have been denied overtime protections for nearly 100 years. The Guaranteeing Overtime for Truckers Act rights this wrong and would end this inexcusable abuse to hundreds of thousands of drivers across the country.” The Owner-Operator Independent Driver Association (OOIDA) also supports the legislation. “It’s hard to think of many professions where employees must be on the clock but not fully compensated for their time,” said Todd Spencer, president of OOIDA. “But this is the reality that many truckers face because of the FLSA overtime exemption. Shippers, receivers, carriers and others throughout the supply chain hardly have to think twice when they push truckers to work 60, 70 or 80 hours in a week — because they know they won’t have to pay overtime.” American Trucking Associations President and CEO Chris Spear does not agree. “This proposal is nothing more than a thinly veiled attempt to boost trial attorneys’ fees,” Spear said. “It would reduce drivers’ paychecks and decimate trucking jobs by upending the pay models that for 85 years have provided family-sustaining wages while growing the U.S. supply chain.” Dave Williams, chairman of the Truckload Carriers Association and senior vice president of equipment and government affairs for Knight-Swift Transportation, calls the legislation a case of “good intentions with unintended consequences.” “The proposed overtime bill would force additional costs on the carrier and hope the carrier finds a way to pass on those costs to the shipper,” Williams said. In a recent interview with The Trucker, Padilla described his reason for sponsoring the bill, saying, “I think it is pretty simple and straightforward … a lot of other workers and a lot of other industries get paid overtime for their time and their work. Truckers deserve the same, but for reasons I don’t understand, the Fair Labor Standards Act of 1938 exempted many truckers from overtime protections, including overtime compensation.” The logistics of trucker overtime While the premise of the bill might be simple and straightforward, the implementation would be anything but. One of the first hurdles to clear will be figuring out how — and even if — current Federal Motor Carrier Safety Administration (FMCSA) regulations permitting 11 hours of driving during a 14-hour work period and 60 hours of work in a seven-day period (or 70 in an eight-day period) would mesh with eight-hour workdays and 40-hour work weeks. There are many questions to be considered, the most obvious being: If this legislation becomes law, would carriers adjust drivers’ hours to avoid payment of overtime? Doing so would drastically increase the number of trucks and drivers needed to haul the same amount of freight — in a market where company drivers are already hard to come by. Over-the-road drivers regularly work 60 or more hours every week rather than 40. It’s likely that paying the generally accepted time-and-a-half overtime rate for 20-plus hours per driver per week would result in drastic changes to the rates carriers charge their customers. How would customers be billed for additional time spent in traffic or shut down due to weather conditions when rates are agreed to before loads are picked up? Potential overtime costs would need to be built into the rates. Padilla indicated that the sponsors of the GOT Act would leave those questions to the industry. “We’re not being prescriptive in how the large carriers, or any carrier, frankly, will comply with ensuring overtime pay,” he said. “For those (carriers) that are already compensating idle time — or any type of overtime — good for them. That should be the standard, not the privilege of just the drivers who work for them. It should be the standard across the industry, and it’s in everybody’s interest.” Padilla says he understands that motor carriers are not always responsible for hours-long delays experienced by their drivers. “You have issues of idle time, for example, at ports when trucks are being loaded and unloaded. You do have issues of traffic. I come from the state of California — specifically the city of Los Angeles — where I see truckers having to battle through traffic many times during the day,” he said. “So, time worked is not always equivalent with vehicle miles traveled. “Those are just two examples of the inefficiencies in the supply chain that workers are victims of because they’re not being fairly compensated for the time and the work that they’re putting in,” he continued. “Ensuring that truckers can earn overtime pay for their overtime work is only right.” Shifting to the perspective of motor carriers, the pay structure itself would need to be changed if these bills become law. Overtime pay is based on an hourly wage, while most over-the-road truckers are paid on either a cents-per-mile basis or receive a certain percentage of the profit from each load. At a minimum, carriers would need to adopt a combination of strategies, adding overtime hourly pay to the current system — or even change their pay systems entirely. There’s also the question of how owner-operators and independent contractors might be compensated. Because these drivers are self-employed, they are not bound by overtime rules. However, the implementation of overtime compensation could benefit these drivers. If carriers are required to pay overtime to company drivers, the result, as noted earlier, would likely be increased rates for their customers. These increased rates might create a competitive advantage for owner-operators and independent contractors. Another factor would occur if carriers reduce drivers’ hours to contain overtime costs, resulting in reduced capacity in the market, further driving rates up. Then, if more drivers purchase trucks and become owner-operators to take advantage of higher rates, the FMCSA’s task of monitoring carriers becomes more difficult. The safety factor Industry safety groups have come out in favor of the bill, claiming that it would increase safety. Certainly, a case can be made that reducing driving hours to avoid overtime pay could ensure that drivers get more rest, enhancing safety efforts. “When (carriers are) looking at their bottom line versus what’s in the best interest of truckers — or frankly, safety on the road when truckers have to put in more time to get the work done — that’s not always good for road safety,” Padilla said. “There may be a concern about either increased costs or … shifting costs. What I believe will happen is incentives will appear to (create) more efficiency throughout the supply chain. “Let’s tackle the idle time and the inefficiencies when trucks are being loaded or unloaded at ports or at warehouses,” he continued. “Because right now, there’s no intent to cut down on that time that keeps truckers idle.” There’s yet another side to the issue: Carriers that reduce their drivers’ hours to avoid paying overtime will need to put more trucks on already congested roads to meet customers’ deadlines and demands. Because of this, parking, which is already a driver’s nightmare in some areas of the U.S., will become an even bigger problem. None of these enhance industry safety. Undoubtedly, drivers would benefit from the increased pay resulting from the passage of the GOT Act. Some argue that it’s only fair that drivers receive the same wage protections as workers in other industries. Higher pay could attract more drivers to the industry, helping alleviate the driver shortage complained about by large carriers and trucking associations. At the same time, the aforementioned increased freight rates would undoubtedly result would add to inflationary pressures on the economy, increasing the cost of everything that moves by truck. Although the FLSA exempts numerous employees in a variety of industries over which the Department of Transportation has jurisdiction, the provisions of S 32273 and HR 6359 apply only to those regulated by the FMCSA. A bipartisan issue Padilla says support for the bill is bipartisan, although at the time of this writing no Republican senators have officially thrown support behind the Senate version. Cosponsors include Sens. Edward Markey (D-MA), Bernard Sanders (I-VT), Elizabeth Warren (D-MA), Richard Blumenthal (D-CT) and Ron Wyden (D-OR). However, the House version of the bill is sponsored by Rep. Jefferson Van Drew, a New Jersey Republican, and cosponsored by Rep. Mark Takana, a Democrat from California. “Every community is served by truckers — it’s red states, it’s blue states. It’s red towns, it’s blue towns. This is not a partisan issue,” Padilla said. Regardless of where one stands on the issue, there are a million questions that must be answered before the GOT Act becomes effective in the trucking industry. While the bill guarantees overtime pay for truckers, it also guarantees something else — a watershed moment for the trucking industry.

American unity on display at Wreaths Across America Day

American unity on display at Wreaths Across America Day

John Worthen -

  COLUMBIA FALLS, Maine and ARLINGTON, Va. — National Wreaths Across America Day took place on Dec. 16 at more than 4,225 participating locations across the country, including Arlington National Cemetery. Volunteers remembered the nation’s heroes as they said their names aloud, honoring more than 3 million veterans this year. Communities, volunteers, big rig drivers and sponsors all came together in unity to support those who have protected the nation’s freedom. “What I love most about this day, and this mission, is that it is so much more than just the placement of a wreath. The wreath is the catalyst, it brings together communities — families and strangers — to learn about those who have served and sacrificed,” said Karen Worcester, executive director Wreaths Across America. “We have more than three million volunteers across the country and a third of them are children. This mission and the events happening today provide the opportunity to teach kids about what freedom is.” For centuries, fresh evergreens have been used to symbolize honor and a living tribute renewed annually. “Wreaths Across America believes the tradition represents a living memorial that honors veterans, active-duty military and their families, a news release stated. “When volunteers say the name of a veteran aloud while placing a wreath, it ensures they live on in our hearts and memories and are always remembered.” National Wreaths Across America Day 2024 will be held on Saturday, Dec. 14.

Feds investing millions to improve highway safety

Feds investing millions to improve highway safety

John Worthen -

WASHINGTON — The U.S. Department of Transportation (DOT) has announced $817 million from President Biden’s Bipartisan Infrastructure Law for 385 Safe Streets and Roads for All (SS4A) grants. The SS4A program grants go directly to regional, local and tribal communities for implementation, planning and demonstration projects driven at the local level to improve safety and help prevent deaths and serious injuries on the nation’s roadways, according to a news release. “The funding helps communities address roadway safety through a comprehensive approach that uses all types of interventions, which aligns with DOT’s National Roadway Safety Strategy,” the news release noted. “These funds will help tackle the preventable crisis of deaths on the nation’s roads through safer people, roads, and vehicles, appropriate vehicle speeds, and improved post-crash care. This first-of-its-kind program was created by the President’s infrastructure law and is a part of the more than $14 billion in the law dedicated to roadway safety.” This announcement includes 48 implementation grants focused on safety projects and strategies, and 337 grants for planning and demonstration activities. Through three announcements in 2023, including this one, SS4A grants have provided $1.7 billion in direct funding to over 1,000 local communities. Combined, these will improve roadway safety planning for around 70% of the nation’s population. “Through the Safe Streets and Roads for All program, we have now announced safety funding going directly to communities representing seventy percent of the people living in this country,” said U.S. Transportation Secretary Pete Buttigieg. “We are acting to confront the crisis of safety on our nation’s roads, helping communities work to reduce traffic deaths to the only acceptable number: zero.” These funds will help communities in the development of road safety action plans and improve unsafe roadway corridors by implementing effective interventions, DOT officials said. Additionally, these funds can be utilized to test out safety features such as separated bicycle lanes or curb extensions at intersections. “USDOT is excited to support communities all across the country as they design and deliver safer roadways,” said U.S. Deputy Transportation Secretary Polly Trottenberg. “USDOT is committed to making our nation’s roadways safer and more livable for all who drive, walk, bike, and roll.” A few of the communities and projects being funded by the awards announced today include: The City of Detroit, Michigan was awarded $24,800,000 to improve safety and bus stop accessibility at 56 high-crash intersections served by the Detroit Department of Transportation bus service. Webster County, Iowa was awarded $8,456,908 in funding to improve the safety of 32.5 miles of rural county roads that have been identified as high-risk locations for crashes and fatalities. The City of Billings, Montana received $3,557,923 in funding to implement safety countermeasures at 11 intersections and 6 corridors, including high-visibility crosswalks, improved lighting and signing, sidewalks and shared-use paths and more, in support of a Safe Routes to School initiative. The Regional Transportation Commission of Washoe County, which covers the Reno, Nevada, Metropolitan Area, was awarded $8,963,112 in funds to implement multiple improvements along East Sixth Street, including a road diet and the addition of bicycle lanes. The City of El Paso, Texas, received $9,900,065 in funding to transform the North Yarbrough Drive corridor to improve intersection safety, launch a Safe Routes to School program, and expand its education and encouragement efforts. The Metropolitan Government of Nashville-Davidson County was awarded $13,049,572 in funding to implement improvements along Nolensville Pike, a major State route that connects downtown Nashville to residential neighborhoods in Davidson County. Thirteen of the 48 Implementation Grant award recipients are a part of the Thriving Communities Network, showing the Department’s commitment to supporting places to successfully apply for Federal funding through technical assistance and better coordination across federal agencies.  

Freight volumes see strong November closing, DAT reports

Freight volumes see strong November closing, DAT reports

John Worthen -

BEAVERTON, Ore. — A post-Thanksgiving surge in truckload freight volumes made for a solid November overall compared to previous years, reported DAT Freight & Analytics, which operates the DAT One online freight marketplace and DAT iQ data analytics service. The DAT Truckload Volume Index (TVI), an indicator of loads moved in a month, fell for all three equipment types: Van TVI: 232, down 9.0% compared to October. Refrigerated TVI: 191, down 3.5%. Flatbed TVI: 232, down 11.1%. “Thanksgiving and Black Friday were early in the month, which meant there was almost a full week of shipment activity after the holiday,” said Ken Adamo, DAT chief of analytics. “Businesses running leaner inventories compared to the last couple of years are taking advantage of lower transportation rates as they position goods ahead of peak retail shopping.” Market remained flush with capacity Shippers continued to benefit from ample truckload capacity. “For every 10 carriers that left the market in November, eight new ones came in,” Adamo said. “There’s been an acceleration of capacity out of the long-haul freight sector, where carriers are subject to spot-rate volatility and high diesel costs, and a shift back to other parts of the economy, like regional dedicated operations.” Load-to-truck ratios, which measure the number of loads posted to the DAT One marketplace relative to the number of trucks, were at their lowest point for November since 2015: Van ratio: 2.1, unchanged from October. Reefer ratio: 3.2, up from 2.9. Flatbed ratio: 5.5, down from 6.3. Low ratios signal weak negotiating power for truckload carriers. Changes in the ratio usually anticipate changes in the pricing environment. Van, reefer line-haul rates trended higher National average broker-to-carrier spot rates showed little movement in November. The van rate was $2.07 per mile, 2 cents less than in October, while the reefer rate increased 3 cents to $2.49 per mile. The flatbed rate rose 5 cents to $2.43 a mile. Year over year, average spot rates were down 16 cents for vans, 30 cents for reefers and 19 cents for flatbeds, accounting for lower fuel costs compared to November 2022. Line-haul rates, which subtract an amount equal to an average fuel surcharge, strengthened after five months of declines: Line-haul van rate: $1.57 per mile, up 2 cents compared to October. Line-haul reefer rate: $1.94 a mile, up 7 cents. Line-haul flatbed rate: $1.83, unchanged. Last month’s rates were higher than in November 2019, before the supply chain disruptions of the pandemic. At that time, the benchmark van line-haul rate was $1.52 per mile, the reefer rate was $1.85 and the flatbed rate was $1.74. Rates for contracted van and reefer freight declined for the third straight month as pricing power continued to swing toward shippers. DAT’s benchmark contract van rate fell 3 cents to $2.53 per mile in November, while the reefer rate fell 3 cents to $2.94. The flatbed rate rose 4 cents to $3.17. At 46 cents, the gap between spot and contract van rates was the lowest since March 2022, when the average broker-to-carrier spot rate was $3.05 and the contract rate was $3.26.

ACT Research: Freight markets ‘still flatlining’

ACT Research: Freight markets ‘still flatlining’

John Worthen -

COLUMBUS, Ind. — ACT Research is cautioning in its latest North American Commercial Vehicle OUTLOOK that freight markets affecting the largest single Class 8 market, U.S. for-hire truckload, are still flatlining. “Freight markets have not improved as we have trekked through the second half of 2023, with no demand-side relief to date, even as strong Class 8 tractor sales have continued to add to the supply side of the equation,” said Kenny Vieth, ACT’s president and senior analyst. “In the short term, one of the things staying our hand from deeper forecast cuts in the face of weak freight fundamentals and falling carrier revenues and profitability has been a solid industry-wide start to ‘order season.’” Starting around the last trimester of the year, this is the period in which the OEMs open their out-year order books, leading to a period of outsized orders that typically extends into March. This elevated seasonality is one reason why we typically emphasize seasonally adjusted figures in our analysis of month-to-month data. “Looking to 2024, we note that ‘order season’ typically stretches through Q1,” Vieth said. “While orders have been strong season to date, weak freight fundamentals are expected to limit the duration of this year’s peak order season. Looking forward, we would note that December is typically the strongest month of the year for Class 8 and nearly the strongest for trailers: Seasonality alone suggests a big number to end the year. Q1 is historically weaker for orders than Q4.”

Bankruptcy judge: Yellow OK to sell shipping centers, other property

Bankruptcy judge: Yellow OK to sell shipping centers, other property

John Worthen -

NEW YORK — U.S. Bankruptcy Judge Craig Goldblatt on Dec. 12 gave the green light for Yellow Corp. to sell a majority of its shipping centers and property for $1.88 billion. Goldblatt said the purchase price was a “tremendous outcome” for the trucking company and its creditors, according to a Reuters report. The sale means that the company’s 130 shipping centers will go to multiple buyers and pay off Yellow’s $1.2 billion debt. That includes $700 million that’s owed to the U.S. Treasury Department for a COVID-19 pandemic relief loan. Reuters reports that Yellow is still seeking buyers for its remaining owned and leased real estate, including 46 shipping terminals, as well as its fleet of trucks. In early December, XPO won a bid to purchase 28 of Yellow’s service centers for $870 million. Meanwhile, Jack Cooper Transport’s executive chair Sarah Riggs Amico said she hasn’t given up on restoring thousands of jobs that were lost after Yellow shuttered operations on July 30. Yellow filed for bankruptcy protection in August after several weeks of heated negotiations with the Teamsters Union. In November, Yellow’s lawyers contended that Amico’s bid was “not viable,” saying “they had not gotten any indication that the bid had the support of the company’s creditors, including the Treasury Department, which had made an emergency loan to the company during the pandemic.” According to Reuters, Amico said on Dec. 12 that “she remained interested in bidding on Yellow’s remaining terminals and trucks, which would allow her to re-hire 12,000 to 15,000 of the workers who lost their jobs when Yellow shut down.” “We look forward to working with the debtor to save thousands of jobs that don’t need to be permanently lost,” Amico said, according to Reuters.

Van spot rates show declines, keeping with seasonal expectations

Van spot rates show declines, keeping with seasonal expectations

John Worthen -

BLOOMINGTON, Ind. — Broker-posted spot rates in the Truckstop system during the week ended Dec. 8 (week 49) fell by the most since early October, but rate decreases during the second week following Thanksgiving usually are even sharper. According to a news release, dry van and refrigerated equipment saw notable spot rate decreases during the week while flatbed spot rates held steady. Total spot rates usually are relatively weak during the first couple of weeks of December before spiking during the holidays due to lack of capacity. Total loads Total load activity fell 15.6% after more than doubling during the week following Thanksgiving. Volume, which was essentially the same as the week before Thanksgiving, was down nearly 9% year-over and about 28% from the five-year average. The year-over-year comparison was the least negative since late September. Truck postings ticked up 1.8%, and the total Market Demand Index – the ratio of loads to trucks – fell but was the highest since early November aside from week 48. Total rates The total broker-posted rate declined 3.4 cents, which is the largest decrease since one of the same degree during early October. In most years, the second week following Thanksgiving sees a larger rate decrease. Rates were less than 9% below the same 2022 week – the least negative year-over-year comparison since August 2022 – and about 4% below the five-year average. Dry van rates Dry van spot rates declined 8 cents after rising by essentially the same amount during the previous week. Dry van rates invariably fall during the second week following Thanksgiving, and this year’s decrease was not especially large for the week historically. Rates were nearly 9% below the same 2022 week and nearly 10% below the five-year average. Dry van loads fell more than 21% after spiking more than 126% during the week following the holiday. Volume, which was the highest since September aside from week 48, was nearly 16% below the same 2022 week and about 26% below the five-year average for the week. Refrigerated rates Refrigerated spot rates fell about 12 cents following an increase of less than 2 cents during the previous week. Spot rates for refrigerated equipment usually fall substantially during the second week following Thanksgiving; the most recent year that saw a smaller decrease was 2019. Rates were nearly 10% below both the same 2022 week and about 11% below the five-year average. Refrigerated loads declined 16% after jumping nearly 64% during the week following the holiday. Volume was 16% below the same week last year and about 30% below the five-year average for the week. Flatbed rates Flatbed spot rates were essentially unchanged week over week, ticking up just a tenth of a cent. While the uptick was basically meaningless, it technically resulted in a fourth straight increase in flatbed rates, which had not occurred since April 2022. Rates were slightly more than 9% below the same 2022 week – the least negative year-over-year comparison since the final week of 2022 – and 0.5% above the five-year average. Flatbed spot rates had not been above the five-year average since early June. Flatbed loads declined nearly 11% after surging about 128% during the week following the holiday. Volume was about 5% above the same 2022 week but more than 36% below the five-year average for the week.

Changing winds: Study analyzes ongoing evolution of freight industry

Changing winds: Study analyzes ongoing evolution of freight industry

John Worthen -

WASHINGTON — A national nonprofit organization that studies, among other things, freight movement in the U.S., has issued a new report showing how the industry is being transformed. Things like advances in vehicle autonomy, manufacturing, warehousing and supply chain automation, increasing e-commerce and the growing logistic networks being developed to accommodate consumer demand for faster delivery all play key roles, according to TRIP. TRIP’s report, America’s Rolling Warehouses: Opportunities and Challenges with the Nation’s Freight Delivery System, examines current and projected levels of freight movement in the U.S., large truck safety, and trends impacting freight movement. Freight delivery is expected to increase rapidly due to economic growth, increasing demand, changing business and retail models and a significantly increased reliance on e-commerce, according to TRIP. Additionally, TRIP’s report concludes with a series of recommendations to improve the nation’s freight transportation system. The report’s appendix includes data for all 50 states in the following categories: Amount of freight moved by weight and value (overall and by truck); Projected increase in weight and value of freight shipped from 2022 to 2050; Share of interstate travel by combination trucks; and The number of traffic fatalities involving large trucks. While the amount and value of goods being shipped have risen to unprecedented levels, traffic congestion is increasing the cost of moving freight and reducing the economic competitiveness and efficiency of businesses that require reliable, affordable freight transportation, according to the study. Traffic congestion resulted in $94.6 billion in additional operational costs to the trucking industry in 2022 as a result of commercial trucks being stuck in traffic for 1.3 billion hours. U.S. business logistics costs reached $2.3 trillion in 2022, representing 9.1% of U.S. GDP — the highest share ever. According to the TRIP report, from 2017 to 2021, the number of fatalities in crashes involving large trucks in the U.S. increased 18%, from 4,906 to 5,788. Approximately five out of six people killed in crashes involving a large truck were occupants of the other vehicle involved in the crash, pedestrians or bicyclists. While large trucks account for 5% of all registered vehicles and 10% of all vehicle miles of travel annually, 13% of traffic fatalities occur in traffic crashes in which a large truck was involved. The most frequent event prior to fatal crashes between large trucks and another vehicle is the entering or encroaching into a large truck’s lane by the other vehicle. “U.S. manufacturers have proven remarkable resilience following persistent supply chain disruptions that have impacted our operations, led to longer lead times on many things like components, and a left us with a tight labor market,” said Todd Stucke, incoming president of Kubota Tractor Corp. and executive officer of Kubota Corp., as well as chair of the Association of Equipment Manufacturers. “This unpredictability means that we must be laser focused on maintaining the health, safety, and efficiency of our freight transportation network. This is vital to making sure U.S. manufacturers can continue to adapt and meet the demand for our world-class products domestically and remain competitive globally,” he continued. Bill Sullivan, chief public affairs and advocacy officer for the American Trucking Associations, said the report “describes in stark detail the current and future challenges that the trucking industry must overcome to meet the nation’s supply chain needs. Increased public investment in highway capacity expansion, truck parking facilities and other critical highway infrastructure is essential to improving highway safety and freight efficiency. The report’s recommendations provide a great roadmap for lawmakers to address the highway system’s deficiencies.” Multiple technological advances will transform how freight is delivered in the future, according to TRIP. These include: The growing use of artificial intelligence, which is driving manufacturing and increasing the efficiency of logistics; Increased automation in warehousing and supply chains; Expanded growth and reliance on e-commerce; Changing global logistics patterns; advances in vehicle autonomy; and The transition to environmentally friendlier fuels to reduce transportation greenhouse gas emissions. A lack of adequate parking for large trucks and a shortage of available truck drivers, particularly for long-haul trips, challenge the safety and efficiency of the nation’s freight system, the report stresses. In the past decade, U.S. retail e-commerce sales increased nearly four and a half times, from $64 billion in the second quarter of 2013 to $278 billion in the second quarter of 2023. The COVID-19 pandemic rapidly accelerated the growth in retail e-commerce, with U.S. e-commerce sales increasing from $160 billion in the first quarter of 2020 to $278 billion in the second quarter of 2023 — a 73% increase. “As Congress prepares to consider major legislation reauthorizing our national highway system, TRIP’s report highlights the vital role the nation’s freight transportation plays in the lives of Americans and offers a set of practical and effective recommendations to generate the investment, innovation and collaboration to ensure the continued viability of our nation’s freight network and supply chain,” said John Drake, vice president for transportation, infrastructure and supply chain policy at the U.S. Chamber of Commerce. TRIP’s report concludes with a series of recommendations to improve freight transportation: Increase capacity on the nation’s freight transportation system, particularly at major bottlenecks; Improve the reliability and condition of intermodal connectors between major highways and rail, ports, and waterways; Continue development of vehicle autonomy and the further automation of warehousing; Improve roadway safety and providing additional truck parking spaces to ensure adequate and timely rest for drivers; Provide funding for freight transportation improvements that is substantial, continuing, multimodal, reliable and, in most cases, specifically dedicated to freight transportation projects; and Provide a permanent, adequate and reliable funding fix to the federal Highway Trust Fund as a critical step towards funding a 21st century freight transportation system. “As consumers demand faster deliveries and a more responsive supply chain, the nation’s freight transportation network is facing unprecedented roadblocks in the form of increasing congestion and a lack of transportation funding to improve the nation’s transportation system,” said David Kearby, executive director of TRIP.  “A long-term, sustainable source of revenue that supports needed transportation investment will be crucial to improving the efficiency and safety of America’s freight transportation system.” State-by-state breakdown (partial) Alabama In 2022, Alabama’s freight system moved 590 million tons of freight valued at $448 billion. From 2022 to 2050, freight moved annually in Alabama by trucks is expected to increase 93% in value (inflation-adjusted dollars) and 59% by weight. The TRIP report also found that 15% of travel on Alabama’s interstate highways and 20% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 130 people were killed each year in Alabama in collisions involving a large truck, approximately 26 annual fatalities per 100 million population. “Alabama has seen a marked CMV (commercial motor vehicle) fatal crash reduction in 2022 and 2023,” said Captain T. E. Pullin, motor carrier safety unit commander for the Alabama Law Enforcement Agency (ALEA). “A collaborative effort between ALEA, Alabama Trucking Association, and the Federal Motor Carrier Safety Administration has yielded an approximate 27% CMV fatal crash reduction improvement from the 2017 to 2021 CMV fatal crash rate averages.” Arkansas The TRIP report also found that 28% of travel on Arkansas’ interstate highways and 34% of travel on its rural interstate highways is by combination trucks — the third highest share in the nation. From 2017 to 2021, an average of 91 people were killed annually in Arkansas in collisions involving a large truck, approximately 30 annual fatalities per 100 million population, marking the fourth highest rate in the nation. In 2022 Arkansas’ freight system moved 322 million tons of freight, valued at $225 billion. From 2022 to 2050, freight moved annually in Arkansas by trucks is expected to increase 63% by weight and 96% by value (inflation-adjusted dollars) — the 19th highest increase in the U.S. California In 2022, California’s freight system moved 1.4 billion tons of freight valued at $2.8 trillion — the second largest value of freight moved of all states. From 2022 to 2050, freight moved annually in California by trucks is expected to increase 65% by weight and 100% by value (inflation-adjusted dollars), the eighth highest increase in the U.S. The TRIP report also found that 11% of travel on California’s interstate highways and 19% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 391 people were killed each year in California in collisions involving a large truck, approximately 10 annual fatalities per 100 million population. “The most recent TRIP report highlights the importance of California’s infrastructure in facilitating international commerce,” said Jennifer Barrera, president and CEO of CalChamber. “Our state must continue to make investments in infrastructure because it is critical to the success of our current and future economy.” Colorado In 2022, Colorado’s freight system moved 344 million tons of freight valued at $326 billion. From 2022 to 2050, freight moved annually in Colorado by trucks is expected to increase 104% by value (inflation-adjusted dollars) — the sixth highest projected increase in the U.S. — and 63% by weight. The TRIP report also found that 8% of travel on Colorado’s Interstate highways and 13 % of travel on its rural Interstate highways is by combination trucks. From 2017 to 2021, an average of 93 people were killed annually in Colorado in collisions involving a large truck, approximately 16 annual fatalities per 100 million population. “Colorado’s significant growth over the past 20 years has brought a substantial increase in freight movement. This growth, coupled with greater on-line sales and local delivery volumes, is adding further stress on a transportation network that has seen only marginal increases in highway capacity,” said Greg Fulton, president of the Colorado Motor Carriers Association. Florida In 2022, Florida’s freight system moved 839 million tons of freight valued at $1.1 trillion — the eighth largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Florida by trucks is expected to increase 94% by value (inflation-adjusted dollars) and 58% by weight. The TRIP report also found that 9% of travel on Florida’s interstate highways and 16% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 336 people were killed each year in Florida in collisions involving a large truck, approximately 15 annual fatalities per 100 million population. “The top priority of the trucking industry is to move freight safely and efficiently,” said Alix Miller, president and CEO of the Florida Trucking Association. “Florida is ranked the third worst in the country for congestion, costing the industry more than $7.1 billion a year. Congestion also has a negative effect on safety, increasing the rate of crashes, especially with trucks unable to maintain a safe distance from other motorists. An investment in infrastructure improves the movement of goods, thereby bolstering the economy, and keeps us all safer on our roads.” Georgia In 2022, Georgia’s freight system moved 629 million tons of freight valued at $986 billion — the tenth largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Georgia by trucks is expected to increase 67% by weight and 96% in value (inflation-adjusted dollars), the 18th highest increase in the U.S. The TRIP report also found that 15% of travel on Georgia’s interstate highways and 21% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 217 people were killed annually in Georgia in collisions involving a large truck, approximately 20 annual fatalities per 100 million population. “Georgia has been ranked the No. 1 state to do business for 10 years in a row by Site Selection magazine, and as such have seen significant growth over the decade,” said Russell McMurry, commissioner of the Georgia Department of Transportation. “The Georgia Department of Transportation has its hands full trying to plan for and deliver the infrastructure necessary that keeps Georgia competitive when it comes to the costs associated with unreliable trips, speed and costs to business. We estimate additional funding in the billions dollars of investment will be needed to start addressing this exceptional growth.” Iowa In 2022, Iowa’s freight system moved 638 million tons of freight valued at $377 billion. The TRIP report also found that 22% of travel on Iowa’s interstate highways and 27% of travel on its rural interstate highways is by combination trucks — the eighth highest share in the nation. From 2022 to 2050, freight moved annually in Iowa by trucks is expected to increase 52% by weight and 97% in value (inflation-adjusted dollars), the 16th highest increase in the U.S. From 2017 to 2021, an average of 67 people were killed annually in Iowa in collisions involving a large truck, approximately 21 annual fatalities per 100 million population and the 20th highest rate in the nation. Illinois In 2022, Illinois’ freight system moved 1.3 billion tons of freight valued at $1.6 trillion — the third largest value of freight moved of all states. The TRIP report also found that 17% of travel on Illinois’ interstate highways and 30% of travel on its rural interstate highways is by combination trucks — the fourth highest share in the nation. From 2022 to 2050, freight moved annually in Illinois by trucks is expected to increase 81% in value (inflation-adjusted dollars) and 48% by weight. From 2017 to 2021, an average of 163 people were killed annually in Illinois in collisions involving a large truck, approximately 13 annual fatalities per 100 million population. “This report from TRIP is another testament to the incredible value of Illinois’ vast transportation network and the work of our transportation industry across all modes,” said Andrew Cunningham, executive director of the Illinois Chamber of Commerce-Infrastructure Council. “The movement of $1.6 trillion of freight through our state isn’t possible without the tireless effort of those in the air, maritime, rail, and trucking industries. We are confident that with responsible public policy and continued investment, industry can tackle any challenge of the future.” Indiana The TRIP report found that 26% of travel on Indiana’s interstate highways and 38 % of travel on its rural interstate highways is by combination trucks — the highest share in the nation. In 2022 Indiana’s freight system moved 815 million tons of freight valued at $812 billion, the 12th largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Indiana by trucks is expected to increase 9 % in value (inflation-adjusted dollars) and 52 % by weight. From 2017 to 2021, an average of 149 people were killed annually in Indiana in collisions involving a large truck, approximately 22 annual fatalities per 100 million population — the 19th highest rate in the nation. Kentucky From 2022 to 2050, freight moved annually in Kentucky by trucks is expected to increase 53% by weight and 99% in value (inflation-adjusted dollars), the 11th highest projected increase in the nation. In 2022 Kentucky’s freight system moved 502 million tons of freight valued at $605 billion — the 15th largest value of freight moved of all states. From 2017 to 2021, an average of 111 people were killed annually in Kentucky in collisions involving a large truck, approximately 25 annual fatalities per 100 million population and the 14th highest rate in the nation. The TRIP report also found that 16% of travel on Kentucky’s interstate highways and 20% of travel on its rural interstate highways is by combination trucks. “We are pleased to see the projected growth continue for Kentucky,” said Jennifer Kirchner, executive director of Kentuckians for Better Transportation. “We are a national leader in freight moment because we are at the crossroads of our nation’s logistic network. Being centrally located is an opportunity for us and investment in transportation infrastructure is foundational to our success, as we see with the advancement of the Brent Spence Bridge.” Louisiana In 2022 Louisiana’s freight system moved 1.4 billion tons of freight valued at $581 billion — the 16th largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Louisiana by trucks is expected to increase 75% by weight and 110% in value (inflation-adjusted dollars), the third largest projected increase in the nation. The TRIP report also found that 27% of travel on Louisiana’s interstate highways and 27% of travel on its rural interstate highways is by combination trucks — the ninth highest share in the nation. From 2017 to 2021, an average of 105 people were killed annually in Louisiana in collisions involving a large truck, approximately 23 annual fatalities per 100 million population, the 17th highest rate in the nation. “This report is the latest signal that we should all place at the forefront of our agendas to continuously invest in Louisiana’s hard infrastructure. As the report indicates, advancements in technology and safety measures will change some of the ‘how’ our infrastructure will be built, but what will remain constant is the need to move people, goods, and services from one point to another in a timely, safe, and efficient manner,” said Reldon Owens, executive director of the Louisiana AGC. Michigan In 2022 Michigan’s freight system moved 756 million tons of freight valued at $1.1 trillion — the sixth largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Michigan by trucks is expected to increase 80% in value (inflation-adjusted dollars) and 56% by weight. The TRIP report also found that 12% of travel on Michigan’s interstate highways and 17% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 96 people were killed annually in Michigan in collisions involving a large truck, approximately 10 annual fatalities per 100 million population. Mississippi In 2022 Mississippi’s freight system moved 486 million tons of freight valued at $329 billion. From 2022 to 2050, freight moved annually in Mississippi by trucks is expected to increase 61% by weight and 118% by value (inflation-adjusted dollars) — the largest projected increase in the U.S. From 2017 to 2021, an average of 98 people were killed annually in Mississippi in collisions involving a large truck, approximately 33 annual fatalities per 100 million population, the third highest rate in the U.S. The TRIP report also found that 17% of travel on Mississippi’s interstate highways and 22% of travel on its rural interstate highways is by combination trucks, the 16th highest share in the nation. Missouri In 2022 Missouri’s freight system moved 455 million tons of freight valued at $489 billion. From 2022 to 2050, freight moved annually in Missouri by trucks is expected to increase 61% by weight and 100% in value (inflation-adjusted dollars), the ninth highest increase in the U.S. The TRIP report also found that 18% of travel on Missouri’s interstate highways and 27% of travel on its rural interstate highways is by combination trucks — the seventh highest share in the nation. From 2017 to 2021, an average of 126 people were killed annually in Missouri in collisions involving a large truck, approximately 20 annual fatalities per 100 million population. Nebraska The TRIP report found that 25% of travel on Nebraska’s interstate highways and 35% of travel on its rural interstate highways is by combination trucks — the second highest share in the nation. In 2022 Nebraska’s freight system moved 384 million tons of freight valued at $217 billion. From 2022 to 2050, freight moved annually in Nebraska by trucks is expected to increase 58% by weight and 104% in value (inflation-adjusted dollars), the seventh highest increase in the U.S. From 2017 to 2021, an average of 53 people were killed annually in Nebraska in collisions involving a large truck, approximately 27 annual fatalities per 100 million population, the eighth highest rate in the nation. Nevada In 2022, Nevada’s freight system moved 150 million tons of freight valued at $164 billion. The TRIP report found that 22% of travel on Nevada’s interstate highways and 26% of travel on its rural interstate highways is by combination trucks — the 10th highest share in the nation. From 2022 to 2050, freight moved annually in Nevada by trucks is expected to increase 55% by weight and 97% by value (inflation-adjusted dollars), the 17th largest projected increase in the nation. From 2017 to 2021, an average of 39 people were killed annually in Nevada in collisions involving a large truck, approximately 12 annual fatalities per 100 million population. New Jersey In 2022 New Jersey’s freight system moved 514 million tons of freight valued at $996 billion — the ninth largest value of freight moved of all states. From 2022 to 2050, freight moved annually in New Jersey by trucks is expected to increase 62% by weight and 98% by value (inflation-adjusted dollars), the 12th largest projected increase in the U.S. From 2017 to 2021, an average of 72 people were killed annually in New Jersey in collisions involving a large truck, approximately eight annual fatalities per 100 million population. The TRIP report also found that 7% of travel on New Jersey’s interstate highways and 15% of travel on its rural interstate highways is by combination trucks. “The TRIP report indicates that New Jersey will experience substantial growth in freight volumes through 2050 that if not addressed with corresponding improvements in the state’s freight transportation system could result in increased traffic congestion and additional crashes between trucks and passenger vehicles,” said Dr. Lazar Spasovic, director of the Transportation Center in the John A. Reif, Jr. Department of Civil and Environmental Engineering at New Jersey Institute of Technology. “The report underscores the importance of further investment in the state’s freight transportation system to improve the reliability, sustainability, cost-effectiveness and safety of New Jersey’s supply chain.” New Mexico From 2017 to 2021, an average of 71 people were killed each year in New Mexico in collisions involving a large truck, approximately 34 annual fatalities per 100 million population — the second highest rate in the nation. The TRIP report also found that 21% of travel on New Mexico’s interstate highways and 22% of travel on its rural interstate highways is by combination trucks — the 17th highest share in the nation. In 2022 New Mexico’s freight system moved 234 million tons of freight, valued at $143 billion. From 2022 to 2050, freight moved annually in New Mexico by trucks is expected to increase 71% in value (inflation-adjusted dollars) and 52% by weight. New York In 2022, New York’s freight system moved 743 million tons of freight valued at $1.3 trillion — the fourth largest value of freight moved of all states. From 2022 to 2050, freight moved annually in New York by trucks is expected to increase 94% in value (inflation-adjusted dollars) and 66% by weight. The TRIP report also found that 10% of travel on New York’s interstate highways and 21% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 114 people were killed annually in New York in collisions involving a large truck, approximately six annual fatalities per 100 million population. “This report demonstrates the importance of investing in New York’s multimodal transportation system,” said Mike Elmendorf, president and CEO of Associated General Contractors NYS. “New York’s ports, freight rail, airports, roads and bridges connect us all and continue to transform our economy.” North Carolina In 2022, North Carolina’s freight system moved 478 million tons of freight valued at $741 billion — the 13th largest value of freight moved of all states. From 2022 to 2050, freight moved annually in North Carolina by trucks is expected to increase 64% by weight and 97% by value (inflation-adjusted dollars), the 15th largest projected increase in the U.S. The TRIP report also found that 8% of travel on North Carolina’s interstate highways and 13% of travel on its rural interstate highways is by combination trucks. From 2017 to 2021, an average of 169 people were killed annually in North Carolina in collisions involving a large truck, approximately 16 annual fatalities per 100 million population. “Freight movement in North Carolina is reliant on a transportation network of roads, rails and ports that must be well-maintained, efficient and safe,” said Jerry Cook, vice president of government and trade relations for Hanesbrands Inc. “With North Carolina’s already high rate of freight movement projected to increase even more in the future, it is critical that adequate investments in our transportation system are made today to support the state’s economic health now and in the years to come.” “The safety and efficiency with which people and goods move is critical to meeting the current and growing demands of a dynamic state economy and securing a prosperous and competitive future for North Carolina,” said Gary Salamido, president and CEO of the North Carolina Chamber. “While we have made great strides, TRIP’s latest report underscores the need for investment in North Carolina’s transportation network.” Ohio In 2022, Ohio’s freight system moved 980 million tons of freight valued at $1.1 trillion — the seventh largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Ohio by trucks is expected to increase 56% by weight and 99% by value (inflation-adjusted dollars), the 10th highest projected increase in the nation. The TRIP report also found that 15% of travel on Ohio’s interstate highways and 24% of travel on its rural interstate highways is by combination trucks — the 14th highest share in the nation. From 2017 to 2021, an average of 177 people were killed each year in Ohio in collisions involving a large truck, approximately 15 annual fatalities per 100 million population. Oklahoma From 2017 to 2021, an average of 115 people were killed annually in Oklahoma in collisions involving a large truck, approximately 29 annual fatalities per 100 million population — the fifth highest rate in the nation. The TRIP report also found that 1% of travel on Oklahoma’s interstate highways and 22% of travel on its rural interstate highways is by combination trucks — the 19th highest share in the nation. In 2022 Oklahoma’s freight system moved 431 million tons of freight valued at $295 billion. From 2022 to 2050, freight moved annually in Oklahoma by trucks is expected to increase 90% in value (inflation-adjusted dollars) and 53% by weight. Pennsylvania  In 2022, Pennsylvania’s freight system moved 897 million tons of freight valued at $1.1 trillion — the fifth largest value of freight moved of all states. The TRIP report also found that 14% of travel on Pennsylvania’s interstate highways and 24% of travel on its rural interstate highways is by combination trucks — the 13th highest share in the nation. From 2022 to 2050, freight moved annually in Pennsylvania by trucks is expected to increase 57% by weight and 98% by value (inflation-adjusted dollars), the 14th largest projected increase in the nation. From 2017 to 2021, an average of 148 people were killed annually in Pennsylvania in collisions involving a large truck, approximately 11 annual fatalities per 100 million population. South Dakota From 2017 to 2021, an average of 22 people were killed annually in South Dakota in collisions involving a large truck, approximately 25 annual fatalities per 100 million population, the 13th highest rate in the nation. In 2022 South Dakota’s freight system moved 182 million tons of freight, valued at $85 billion. From 2022 to 2050, freight moved annually in South Dakota by trucks is expected to increase 91% by value (inflation-adjusted dollars) and 49% by weight. The TRIP report also found that 16% of travel on South Dakota’s Interstate highways and 19% of travel on its rural Interstate highways is by combination trucks. Tennessee In 2022, Tennessee’s freight system moved 552 million tons of freight valued at $813 billion — the 11th largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Tennessee by trucks is expected to increase 59% by weight and 105% by value (inflation-adjusted dollars), the fifth largest projected increase in the nation. The TRIP report also found that 16% of travel on Tennessee’s interstate highways and 28% of travel on its rural interstate highways is by combination trucks — the sixth highest share in the nation. From 2017 to 2021, an average of 155 people were killed annually in Tennessee in collisions involving a large truck, approximately 22 annual fatalities per 100 million population, the 18th highest rate in the nation. “The safety and efficiency with which people and goods move is critical to meeting the current and growing demands of a dynamic state economy and securing a prosperous and competitive future for Tennessee,” said Bradley Jackson, president and CEO of the Tennessee Chamber of Commerce and Industry. “While we have made great strides, TRIP’s latest report underscores the need for continued investments in Tennessee’s transportation network.” Texas In 2022, Texas’ freight system moved 3.4 billion tons of freight valued at $3.1 trillion — the largest value of freight moved of all states. From 2022 to 2050, freight moved annually in Texas by trucks is expected to increase 92% in value (inflation-adjusted dollars) and 52% by weight. The TRIP report also found that 15% of travel on Texas’ interstate highways and 29% of travel on its rural interstate highways is by combination trucks — the fifth highest share in the nation. From 2017 to 2021, an average of 683 people were killed annually in Texas in collisions involving a large truck, approximately 23 annual fatalities per 100 million population, the 16th highest rate in the nation. “The numbers in this report continue to show that Texas has and will continue to grow as an economic engine putting more pressure on our transportation system statewide,” said Lauren Garduño, president and CEO of the Ports to Plains Trade Alliance. “These numbers are bolstered by the fact that population in Texas continues to grow at rates that outpace the nation. Fortunately, there is currently a historic investment in infrastructure funding, as evidenced by the $100 billion 10-year Unified Transportation Program. A total of $19 billion of this funding is targeting connectivity corridors in Texas which will allow for the upgrade of some of our key corridors to Interstate standards. This will be essential for reducing truck related fatalities.” To view a chart showing statistics for all 50 states plus the District of Columbia, click here.