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WASHINGTON — President Joe Biden is quickly moving forward to fulfill his administration’s promise to develop the nation’s electric vehicle (EV) charging infrastructure, as well as infrastructure for other alternative energy sources. The U.S. Department of Transportation (USDOT) just opened applications for a new multi-billion-dollar program to fund EV charging and alternative-fueling infrastructure in communities across the country and along designated highways, interstates and major roadways. According to a news release from the Federal Highway Administration (FHWA), “This is a key step towards the president’s goals of building a national network of 500,000 public EV charging stations and reducing national greenhouse gas emissions by 50–52% by 2030.” This news comes on the heels of the finalization of national minimum standards and requirements for EV charging stations set forth by the FHWA; however, these rules do not include electric big rigs — at least for now. FHWA officials said they “decided not to broaden the applicability of this final rule to include minimum standards for MD/HD (medium duty and heavy duty) EV charging infrastructure primarily so as not to preempt the pace of the technological innovation.” According to the American Trucking Associations, there are currently 1,215 medium-and heavy-duty electric trucks in operation, with 140,000 on order. That’s compared to 1.45 million battery-electric light-duty vehicles registered in the U.S. Despite acknowledging the unique needs of MD/HD EVs, several commenters on the Federal Register listing identified that the MD/HD EV sector “is less evolved than the light-duty EV charging sector and that, because this portion of the industry is still in its infancy, there may be a need to continue to monitor technological developments before solidifying certain requirements specific to MD/HD EV needs.” In fact, commenters pointed out that MD/HD EV charging technologies are evolving and will be used in a number of ways. While many medium-duty vehicles will likely charge at fleet depots and operate under hub-and-spoke business models where they would not venture significant distances from their base locations, a growing sector of MD/HD vehicles will require on-corridor charging. Some commenters suggested that these requirements be designed so as to consider the future accommodation of power demands and site use/circulation needs of long-haul trucking. Yet other commenters requested that requirements address MD/HD EV charging needs immediately, with some suggesting that a certain number of federally-funded EV charging parking spaces be designed to accommodate MD/HD needs. Many commenters identified an opportunity to coordinate MD/HD charging with required off-duty breaks for long-haul truckers. One commenter noted that the regulation should consider dwell time needs for MD/HD charging and ensure that dwell time fees not penalize MD/HDs for their longer dwell times for charging. A handful of commenters identified a need to modify EV charging signage so as to help longhaul truckers identify MD/HD charging opportunities that can best align with their federal hours of service requirements. As for funding the infrastructure needed to support EVs, the USDOT’s new Charging and Fueling Infrastructure (CFI) Discretionary Grant Program, established by the Bipartisan Infrastructure Law, will provide $2.5 billion over five years to a wide range of applicants, including cities, counties, local governments, and tribes. This round of funding makes up to $700 million from fiscal years 2022 and 2023 funding available to deploy EV charging and other alternative vehicle-fueling infrastructure projects in publicly accessible locations in urban and rural communities, as well as along designated Alternative Fuel Corridors (AFCs). “By helping bring EV charging to communities across the country, this Administration is modernizing our infrastructure and creating good jobs in the process,” U.S. Transportation Secretary Pete Buttigieg said. “With today’s announcement, we are taking another big step forward in creating an EV future that is convenient, affordable, reliable, and accessible to all Americans.” The CFI Discretionary Grant Program builds on the $5 billion National Electric Vehicle Infrastructure (NEVI) Formula Program. EV chargers constructed with CFI funds must adhere to those same standards, a requirement that supports a consistent charging experience for users and ensures that our national charging network is convenient, reliable and Made in America. “Extending EV charging infrastructure into traditionally underserved areas will ensure that equitable and widespread EV adoption takes hold,” said U.S. Secretary of Energy Jennifer M. Granholm. “Ensuring that charging stations are more visible and accessible in our communities addresses the concerns many American drivers have when considering making the switch to electric.” While the NEVI Formula Program sends money to states, Puerto Rico and D.C. to build EV charging infrastructure along designated Interstates, U.S. routes and state highways, the CFI Discretionary Grant Program awards competitive grants to projects serving a range of applicants to fill gaps in the national charging and alternative-fueling network and build out charging in communities. A priority of the CFI program is bringing EV charging into urban and rural communities, downtown areas and local neighborhoods, particularly in underserved and disadvantaged communities, as well as to designated alternative fuel corridors. “Both the NEVI and CFI programs will create good-paying jobs across the country as more workers are needed to install and maintain EV charging stations, and both programs will help put the country on a path to a nationwide network of 500,000 EV chargers by 2030,” the news release noted. The Bipartisan Infrastructure Law divides the CFI program into two distinct grant funding categories and requires that 50% of the funding over five years is made available for each: The Community Program will provide $1.25 billion to deploy publicly accessible EV charging infrastructure, along with hydrogen, propane or natural gas fueling infrastructure in communities. Infrastructure may be located on any public road or in other publicly accessible locations, such as parking facilities at public buildings, public schools, and public parks, or in publicly accessible parking facilities owned or managed by a private entity. The Corridor Program will provide $1.25 billion to deploy publicly accessible EV charging infrastructure and hydrogen, propane and natural gas fueling infrastructure along designated alternative fuel corridors. “FHWA is committed to helping towns and cities, large and small, build modern, sustainable infrastructure that promotes equity and opportunity for their local economies and net-zero emissions for the nation by 2050,” FHWA Administrator Shailen Bhatt said. “By encouraging the adoption and expansion of EV charging and alternative fuels, CFI program investments have the potential to significantly address the transportation sector’s outsized contributions to climate change.” Eligible applicants and projects for both categories are outlined in a Notice of Funding Opportunity. Applications are due by May 30, 2023. “It’s critical that we build a national charging network that provides EV drivers with the right type of charging in the right location — whether that’s high-powered charging on highway corridors and in urban hubs … where EV drivers or riders live, work and play,” Joint Office Executive Director Gabe Klein said. “By working with cities and communities through the CFI program to get this mix right, we can ensure that everyone has convenient and affordable access to riding and driving electric.”  

WASHINGTON — Trucking industry organizations are opposing President Joe Biden’s nominee for U.S. secretary of labor after she helped pass California’s AB5 law during her tenure as secretary of the California Labor and Workforce Development Agency. On Wednesday, March 15, Biden called Julie Su a “real leader” who has supported unions, enforced worker safety and protected the victims of human trafficking. “Julie is the American dream,” the president said in remarks at the White House. “She’s committed to making sure that dream is in reach for every American.” American Trucking Associations (ATA) President and CEO Chris Spear and others in the trucking industry disagree. “AB5 is designed to strip independent drivers of their choice and right to operate as contractors for motor carriers, in essence forcing them to become company employee drivers,” Spear wrote in a letter to the Senate on the issue. “It is wreaking havoc on thousands of self-employed, small-business owners by forcing them into legal limbo and placing administrative, compliance, legal and other unsustainable costs on the industry. As a result, families are leaving California to preserve their businesses, incomes, way of life, and choice to earn on their own terms as part of the American dream.” In general terms, AB5 questions the legality of contracted/non-employee carriers, and it seeks to determine if independent contractors in California are employees or independent workers. Additionally, Spear asks the Senate to consider the impact Su’s appointment could have on the trucking industry. “Our trucking workforce is the supply chain’s most vital asset, and the Labor Secretary holds enormous influence over how it operates and to what effect,” Spear wrote. Todd Spencer, president and CEO of the Owner-Operator Independent Drivers Association, has also expressed his concern over Su’s nomination, saying the Senate should “reject her nomination in order to protect the livelihoods and careers of the hard-working truckers we represent.” More than 80% of U.S. communities rely entirely on trucking to meet their freight needs, and the industry moves 72.2% of the economy’s total tonnage each year, according to ATA statistics. Over the next decade, trucks will be tasked with moving 2.4 billion more tons of freight than they do today. “The moment that slows or stops, the American people — your constituents — will want answers,” Spear wrote in his letter. “We are concerned by Ms. Su’s public position on key issues, most notably her leading opposition to the right of drivers to operate as independent contractors — a cornerstone of trucking,” Spear wrote. “For 90 years, the economy and supply chain has benefited from the power of individuals to run their own trucking businesses. More than 90 percent of motor carriers operate six trucks or fewer, many of whom started as independent owner-operators and continue to operate in that capacity.” Spear also notes that the freight economy is highly cyclical with seasonal surges and variability in consumer demand. At the same time, he wrote, “we face chronic shortages of equipment and other resources. Our ability to successfully meet consumer expectations and the needs of families, businesses, and entire economic sectors is only made possible with the support of independent contractors.” “This destructive policy failure is weakening the supply chain and threatens systemic disruptions nationwide if the federal government chooses a similar policy,” Spear wrote. “We are thus gravely concerned by the notice of proposed rulemaking published by USDOL’s (U.S. Department of Labor) Wage and Hour Division in October because it is very likely to have a similar effect to California’s AB5 if the proposal stands. Without the hundreds of thousands of independent owner-operators in our industry today, the supply chain would grind to an immediate halt, and a way of life of hundreds of thousands of small business men and women could be eradicated.” In a statement, the Truckload Carriers Association has also expressed concern over Su’s nomination “due to her public opposition to the independent contractor business model — which is fundamental to the entrepreneurial DNA of the truckload industry.” “Having served as the former Secretary of the California Labor and Workforce Development Agency, she helped pass AB5, forcing thousands of self-employed, owner-operators to weigh leaving the state or industry all-together, or giving up their hard-earned small businesses to become employee drivers,” the statement read. “If Ms. Su is confirmed as Labor Secretary, she will have considerable control over the agency’s enactment of a similar policy at the federal level. With this in mind, TCA asks that Ms. Su provide complete clarity over her intentions as the prospective agency chief regarding classification during the forthcoming nomination process.” WHO IS SU? The daughter of an immigrant mother who arrived on a cargo ship, Su said she believes “in the transformative power of America.” She noted that a union job gave her parents a path to the middle class, one that eventually led her to college at Stanford University and law school at Harvard University. “To all workers who are toiling in the shadows, know that we see you, we stand with you, and we will fight for you,” Su said. Su, the current deputy labor secretary, would replace the departing incumbent, former Boston Mayor Marty Walsh, whom Biden hailed by saying, “If I ever want anybody in the foxhole with me, I want Marty Walsh.” A civil rights attorney and former head of California’s labor department, Su was central to negotiations between labor and freight rail companies late last year, working to avert an economically debilitating strike. She also has worked to broaden employee training programs and crack down on wage theft. If confirmed by the Senate, Su would also be the first Asian American in the Biden administration to serve in the Cabinet at the secretary level. Su was considered to lead the department when Biden won the White House but instead became the department’s deputy. Walsh announced his intention to leave the administration earlier this month to lead the National Hockey League Players’ Association. Su will serve as the acting secretary until the Senate acts on her nomination. Biden had been under pressure from the Congressional Asian Pacific American Caucus and other Asian American and Pacific Islander advocates to select Su to head the department. This administration was the first in more than two decades to not have a Cabinet secretary of AAPI descent, despite its regular declarations that it was the most diverse in history. Vice President Kamala Harris and U.S. Trade Representative Katherine Tai are of AAPI descent but don’t lead a Cabinet department. Acknowledging twice the push by Sen. Tammy Duckworth, D-Ill., to have an AAPI Cabinet secretary, Biden joked Wednesday that if he didn’t pick Su, he would be “run out of town.” Su, if confirmed, would also expand the majority of women serving in the president’s Cabinet. She was confirmed by the Senate to her current role in 2021 by a 50–47 vote. Su’s nomination drew swift support from Democrats on Capitol Hill, with Senate Majority Leader Chuck Schumer saying Tuesday that she would be “phenomenal” in the job. “The president couldn’t have picked a better nominee,” he told reporters. “I’m really excited about her, and we’re going to move to consider her nomination very, very quickly.” But Louisiana Sen. Bill Cassidy, the top Republican on the Senate health, education and labor committee who opposed Su when she was selected for deputy secretary, called her work overseeing the department “troubling” and “anti-worker.” The committee should “have a full and thorough hearing process,” Cassidy said. In California, Gov. Gavin Newsom appointed Su to lead the state Labor and Workforce Development Agency, which included the department responsible for paying unemployment benefits during the pandemic. The state had massive amount of fraud, estimated at $20 billion. Nearly all of that fraud was part of a hastily approved expansion of unemployment benefits by Congress that state officials said lacked key safeguards. But a state audit also blamed Newsom’s administration for “significant missteps and inaction.” Rep. Judy Chu, D-Calif., who chairs the Congressional Asian Pacific American Caucus, said she was “overjoyed” by the selection, thanking Biden in a tweet for “nominating your first AAPI Cabinet Secretary!” “It certainly is better late than never,” Chu said in a brief interview, citing CAPAC support for Su two years ago for the top Labor post and praising Su’s credentials as a leader and enforcer of labor laws including minimum wage and occupational safety standards. She said GOP criticism about Su had been fully vetted two years ago and that the coming confirmation process will show their charges “have no basis.” Su’s nomination also comes at a key moment for labor unions, which have been facing a decline in membership for decades. Unions gained some momentum as workers at major employers such as Amazon and Starbucks pushed to unionize. But Biden — an avowed pro-union president — had to work with Congress to impose a contract on rail workers last year to avoid a possible strike. The Labor Department said just 10.1% of workers last year were union members. That figure has been cut nearly in half since 1983 and could fall further, as younger workers are less likely to belong to unions. The Associated Press contributed to this story.

LITTLE ROCK, Ark. — Although average diesel prices around the country continue trickling down, they are still more than a dollar higher than this time last year. According to statistics from the Energy Information Administration, the average price for a gallon of diesel as of March 13 is $4.247, that’s up from $3.191 from March 13 2022. The price, however, is down from last week’s national average of $4.282 per gallon. In fact, diesel prices have been falling for several weeks in a row due to easing demand and increasing supply. Patrick De Haan, head of petroleum analysis at GasBuddy, said, “While oil prices edged slightly lower on weaker outlooks for economic growth, continued refinery maintenance and the higher cost of seasonal blends of fuel are offsetting oil’s decline. The price of diesel, however, continues to slowly decline as we see consumption for diesel lighten up. The best news for both gasoline and diesel prices is how significant a drop we’ve seen from year-ago levels, with more disinflation to come in the weeks ahead, even as gas prices are likely to inch up.” The highest prices for diesel, on average, can be found in California and in other West Coast states. In California, the average price sat at $5.312 as of March 13. That’s down from $5.316 on March 6 and $5.357 on Feb. 27. Average West Coast prices were slightly higher this week over last at $4.898 per gallon on average, up from $4.895 on March 6. Not considering California in the formula, West Coast prices still rose from $4.528 on March 6 to $4.538 on March 13. Prices are typically higher in California and along the Gulf Coast due to stricter environmental regulations. The nation’s lowest average price for a gallon of diesel is along the Gulf Coast at $3.998 per gallon on average. Along the East Coast, the average price sat at $4.360 as of March 13, with the lowest East Coast prices being found in the lower Atlantic states at $4.196 per gallon.

DALLAS — The shortage of parking for truck drivers has been a recurring issue in the trucking industry for decades, but the problem has reached crisis proportions in recent years. According to the Owner-Operator Independent Drivers Association, there is only one parking spot available for every 11 trucks on the road, and a nationwide shortage of more than 40,000 parking spaces. The lack of parking can easily lead to safety issues. When truck drivers near their driving maximums, they can get drowsy while searching for parking or be forced to park along the side of the road or near exit ramps. As driver advocacy organizations lobby in Washington, D.C., for new legislation to tackle the parking issue, trucking technology company CloudTrucks sought to learn the current state of public awareness of the parking shortage and how Americans feel about solving the crisis. “Last month (February), we conducted our 2023 Truck Parking Shortage Survey,” a news release stated. “We surveyed 1,000 U.S. adults about their general perceptions of truck drivers and whether they had heard of the truck parking shortage. We then informed respondents about the truck driving shortage and asked about their opinions on possible solutions.” KEY FINDINGS Americans generally have positive perceptions of truck drivers, making them more likely to sympathize with the the challenges they face on the road. Most respondents did not know about the parking shortage or its effects on truck drivers and their quality of life. When presented with information on the parking shortage, most respondents concluded that it is a serious problem. Americans with awareness of the parking shortage said the federal government should address the crisis with increased funding and other government-led initiatives. Despite their acknowledgment of the urgent need for more parking spaces, most respondents offered a “not in my backyard” response when asked where new facilities should be located. The research shows most Americans don’t know there is a nationwide truck parking crisis. Most Americans are in favor of more truck parking and want government to act now to address the shortage — as long as the new parking is not in their backyard. Americans generally have positive perceptions of truck drivers, making them more likely to sympathize with truck drivers’ challenges on the road. While some commentators have expressed the concern that negative perceptions of truck drivers might influence public opinion on truck parking and other industry issues, the survey showed that Americans hold an overwhelmingly favorable view of truck drivers, saying they are safe drivers who are both overworked and underpaid. A total of 82% of respondents said truck drivers are “overworked,” compared to just 4% who answered, “underworked,” the study notes. The remaining respondents (14%) answered, “neither overworked nor underworked.” When asked whether truck drivers are overpaid or underpaid, 58% of respondents answered underpaid compared to just 13% who answered, “overpaid.” The remaining respondents (39%) answered, “neither overpaid nor underpaid.” A total of 50% of respondents said truckers are “safer drivers than the general public,” and 36% said they are “neither safer nor less safe as drivers than the general public.” Only 14% said that truckers are “less-safe drivers than the general public.” When asked why they think people choose to become truck drivers, respondents ascribed largely positive motivations, with 56% of respondents saying it was because they enjoy “the freedom of the open road” or “traveling to new places.” Another 31% said it was to “earn a high salary compared to other jobs available.” Most respondents did not know about the parking shortage or its effects on truck drivers and their quality of life. While having positive sentiments toward truck drivers, most Americans — as represented in this survey — are simply unaware of the challenges truck drivers face in finding parking facilities. When asked, “Were you aware that there is a nationwide shortage of parking for long-haul truck drivers?” 56% answered, “no.” “Perhaps because of this knowledge gap, most respondents did not associate safety issues such as drowsy driving with the parking shortage,” the study notes. When asked, “What are the reasons you think long-haul truckers sometimes drive even though they are drowsy?” 78% blamed the “pressure to meet delivery deadlines” compared to just 21% who said, “they have difficulty finding a safe place to park overnight.” Many respondents underestimated how many hours a trucker is permitted to drive in a day, with 34% saying “a trucker cannot drive more than 8 consecutive hours,” when federal regulations allow truckers to drive up to 11 hours of daily drive time and be “on duty” for up to 14 hours. When asked where truckers typically sleep while on the job, more than one in five respondents (21%) did not know that drivers sleep in a berth in their trucks. When presented with information on the parking shortage, most respondents concluded that it was a serious problem. A little more than halfway through the survey, respondents were brought up to speed with the following description of the parking shortage: There is currently a shortage of parking for long-haul truck drivers in the United States. This is due to several factors, including an increase in the number of trucks on the road, limited space for parking, and restrictive regulations on where trucks can park overnight. The shortage has led to safety concerns as truck drivers are often forced to park in unsafe or illegal locations, leading to accidents and fines. Additionally, the lack of parking has led to increased stress and fatigue for truck drivers, which can negatively impact their performance and safety on the road. According to a report by the American Transportation Research Institute (ATRI), the shortage of truck parking is a top concern for the industry. ATRI’s survey found that nearly 63% of truck drivers reported having difficulty finding safe and legal parking, with over 90% saying that the shortage of parking had a negative impact on their quality of life on the road. The Federal Highway Administration (FHWA) estimates that there is a nationwide shortage of more than 40,000 truck parking spaces. We then asked, “How serious a problem do you think the lack of trucker parking is for the transportation industry?” 86% said it is a “critical” (48%) or “significant” (38%) problem, compared to just 10% who said it was a “minor” (8%) problem or “not a problem” (2%). A total of 4% said they were not sure. Respondents then connected a number of safety issues to the shortage. When asked, “What, if any, safety issues have you personally encountered that might have been caused by a lack of trucker parking?” a total of 41% said they had experienced “trucks parked on the side of the road in a way that made it unsafe to pass,” and 38% said they had seen “trucks with truck drivers who appear to be drowsy or falling asleep at the wheel.” Those surveyed also expressed a desire for more Americans to learn about the parking shortage. A total of 90% of respondents said that increased public awareness of the crisis is needed. Americans with awareness of the parking shortage said the federal government should take the lead role in addressing the crisis. Once made aware of the shortage, respondents showed overwhelming support for government action to address the issue. 90% of those surveyed said that federal, state, and/or local governments should devote more funding to the problem, with most (57%) recommending that the federal government serve as a source of funds. Among specific solutions presented, an increase in government-financed infrastructure was the most popular. When asked, “What steps should federal, state and/or local governments take to solve the trucker parking shortage?” a total of 67% said that the government should “increase funding for truck parking infrastructure, such as rest areas and truck stops,” compared to 43% who favored “relaxed zoning and land use regulations” and 40% who supported “tax incentives for truck stop chains, trucking companies and other private companies.” Despite their acknowledgment of the urgent need for more parking spaces, most respondents offered a “not in my backyard” response when asked where new facilities should be located. Even with knowledge of the parking shortage and their positive sentiments toward truck drivers, many respondents still pushed back on having trucking facilities too close to their homes. When asked, “How close to your home would you support the construction of new overnight parking facilities for long-haul truckers?” the majority (80%) only support facilities that are at least three miles from their homes, and 5% said they did not support new construction at all. Only 15% said they are comfortable with facilities being within 2 miles of their homes. Tobenna Arodiogbu, co-founder and CEO of CloudTrucks, said the survey’s results showed overall that increased public awareness can be a game-changer for solving the parking crisis. “America’s truck parking shortage is dangerous for drivers and the public and costly for the broader transportation and logistics industry. As these survey results indicate, when Americans are educated about the gravity of the problem, they want to see action,” he said. “We all can play a part in ensuring that the resources provided to truck drivers are proportional to how much we value their service in our economy.” To view the original survey, click here.

ALBANY, N.Y. — With a winter storm bearing down on the northeast, multiple states have issued travel bans and alerts for commercial vehicles. The storm’s path included parts of New England, upstate New York, northeastern Pennsylvania and northern New Jersey. Snow totals by the time it winds up on Wednesday, March 15, were expected to range from a few inches to a few feet, depending on the area. Following is a state-by-state breakdown on tractor-trailer travel bans. CONNECTICUT Connecticut Gov. Ned Lamont is banning all tandem tractor-trailers and empty tractor-trailers from traveling on Interstate 84 statewide effective at 6 a.m. on Tuesday, March 14, until further notice. The governor said that he is implementing this travel ban due to the heavy wet snow and high winds that are expected to impact this specific area of Connecticut throughout the day on Tuesday. “During peak periods of this storm, we are expecting to see very strong wind gusts and heavy wet snow in the northern region of the state, particularly along the I-84 corridor,” Lamont said. “This storm is unique for our small state in that some areas are expected to receive a significant impact and in other regions it may be less severe. I encourage everyone to stay alert for weather updates and take caution if you need to travel.” To check travel conditions in Connecticut, visit ctroads.org/  NEW JERSEY New Jersey Department of Transportation (NJDOT) Commissioner Diane Gutierrez-Scaccetti has issued a commercial vehicle travel restriction on multiple interstate highways until further notice. Winter weather could make driving conditions treacherous, particularly in North Jersey, the commissioner noted in a news release. The travel restrictions are being coordinated with neighboring states. In addition to the commercial restrictions, all motorists are encouraged to avoid unnecessary travel through Tuesday, March 14. The commercial vehicle travel restrictions began at 8 p.m. Monday, March 13, and will be in place until further notice for the following highways in both directions: I-78, entire length from the Pennsylvania border to I-95 (New Jersey Turnpike). I-80, entire length from the Pennsylvania border to I-95 (New Jersey Turnpike). I-280, entire length from I-80 to I-95 (New Jersey Turnpike). I-287, entire length from NJ Route 440 to the New York State border. NJ Route 440, from the Outerbridge Crossing to I-287. The commercial vehicle travel restriction applies to: All tractor trailers (exceptions as listed in the Administrative Order). Empty straight CDL-weighted trucks. Passenger vehicles pulling trailers. Recreational vehicles. Motorcycles. This restriction does not apply to: The New Jersey Turnpike. The Garden State Parkway. The Atlantic City Expressway. Public safety vehicles, sworn and civilian public safety personnel; as well as other personnel directly supporting healthcare facilities or critical infrastructure such as providing fuel or food. For a complete list of operations or personnel that are exempt from the travel ban, see the Administrative Order. Trucks that are already in New Jersey when the travel restrictions go into place are encouraged to pull off in truck stops to wait out the storm. NJDOT warns that parking on shoulders will not be allowed. NJDOT is coordinating with all state and regional transportation agencies to ensure the most effective response to the storm. To learn more about New Jersey road conditions, visit 511nj.org. NEW YORK Beginning at 8 p.m. Monday, March 13, the Thruway — interstates 87 and 90 — will ban all tandem and empty tractor-trailers from I-87 exit 17 (Newburgh-Scranton, Interstate 84 to Interstate 90 exit 36 (Watertown-Binghamton-Interstate 81). The length of the Berkshire Spur (I-87 exit 21B to the Massachusetts border) until further notice. New York State Governor Kathy Hochul has also issued the following truck travel restrictions: Interstate 84: Full length. 8 p.m. start; No tandem or empty tractor-trailers. Interstate 88: Full Length. 8 p.m. start; No tandem or empty tractor-trailers. Interstate 87 (Northway): Albany to Plattsburgh. 8 p.m. start; No tandem or empty tractor-trailers. Interstate 90: I-87 to Berkshire Spur. 8 p.m. start; No tandem or empty tractor-trailers Interstate 81: Pennsylvania state line to Syracuse. 8 p.m. start; “Trucks Use Right Lane” advisory. Route 17: Middletown to Binghamton. 8 p.m. start; “Trucks Use Right Lane” advisory. For travel conditions in New York, visit www.thruway.ny.gov/index.shtml. PENNSYLVANIA Effective at 12 a.m. on Tuesday, March 14, PennDOT will implement the following vehicle travel restrictions: Tier 1: Empty tractor trailers Interstate 80 from Interstate 81 to the New Jersey state line and I-81 from I-80 to the New York state line. Tier 3: All commercial vehicles without chains or ATD onboard  Interstate 84 and Interstate 380. The following vehicles are restricted in all tiers: Oversized loads, tractors without trailers, empty box trucks, motorcycles, tow-behind trailers, RVs/campers, buses without ATD. For travel conditions in Pennsylvania, visit 511pa.com.    

WASHINGTON — New numbers from the Bureau of Labor Statistics (BLS) show that the trucking industry lost 8,500 jobs in February. In total, there were 1,599,900 trucking jobs in the U.S. as of February. The numbers are seasonally adjusted. That’s a stark contrast from January’s gain of 1,000 jobs and December’s 2,000-job increase. Some industry analysts say that carriers are simply following the signals given to them by the market, which is seeing shippers lowering volume expectations. February’s numbers represent the largest loss in trucking jobs since COVD-19 first hit in early 2020. Overall, the transportation sector saw an increase of more than 16,000 jobs in January. However, transportation jobs are down by more than 5,000 jobs year-to-date. Around the nation, employers added a hefty 311,000 jobs last month, the government reported on March 10, easily surpassing the 208,000 gain that forecasters had expected. The latest evidence that businesses’ demand for workers is still robust complicates things for the inflation fighters at the Federal Reserve: They want to see clear signs that the economy and the job market are cooling off before they would consider easing up on their interest rate hikes. That’s because the stronger the job market is, the more likely employers are to ratchet up wages and the more likely they are to pass on those higher costs to customers by raising prices. “The labor market remains incredibly tight and given the recent strength in hiring activity, we are unlikely to see much more slowing in the months ahead,” said Thomas Feltmate, senior economist at TD Economics. Still, the unemployment rate ticked up in February, and hourly wages rose only modestly from January. Those trends, if sustained, could help reassure the Fed that inflation will ease. Here are five takeaways from the February jobs report: THE JOB MARKET REMAINS ROCK-SOLID In terms of sheer jobs created, 2021 and 2022 were the best years for hiring in government records going back to 1940, reflecting an explosive recovery from the COVID-19 recession of 2020. As the Fed jacked up its benchmark interest rate to combat resurgent inflation – eight times over the past year — the labor market had been expected to weaken. It hasn’t. In January, employers added 504,000 jobs and then 300,000-plus last month, powerful gains that pointed to high demand for labor. Caught short of workers when the economy started to bounce back, many companies are reluctant to let them go now, even in the face of higher borrowing costs and anxiety about whether the economy might be headed for a recession. An increase in business startups has also helped drive up payrolls. Earlier this week, the government reported that employers posted 10.8 million job openings in January. Though that figure was down from 11.2 million in December, it marked the 20th straight month that vacancies have topped 10 million – a level not reached even once before 2021 in government data dating to 2000. “The economy is still adding jobs at a rapid pace,” said Stephen Stanley, chief U.S. economist at Santander U.S. Capital Markets. “The labor market may be gradually cooling, but it is still red-hot.’’ MODEST WAGE GAINS Average hourly earnings rose just 0.2% in February, the smallest month-over-month increase in a year. Compared with a year earlier, however, hourly pay was up 4.6%. That exceeded a 4.4% year-over-year gain in January. Rising wages tend to fan inflationary pressures through a self-perpetuating cycle that triggers higher prices, which can lead to still-higher wages. “Annual wage growth remains well above the roughly 3.5% the Fed likely sees as consistent with its 2% inflation target,” said Nancy Vanden Houten, lead U.S. economist at Oxford Economics. And rank-and-file workers – production and nonsupervisory employees, in Labor Department parlance – enjoyed bigger hourly pay gains: A 0.5% increase from January to February, up from 0.3% from December to January. UNEMPLOYMENT TICKED HIGHER The unemployment rose to a still-low 3.6% last month from 3.4% in January, which was the lowest rate since 1969. But the jobless rate edged higher in February for an encouraging reason: More Americans started looking for work, and some of them didn’t find it right away. As a result, these new job seekers were counted as unemployed. The Labor Department’s unemployment rate includes only people who are actively seeking a job. All told, 419,000 people began looking for a job last month. Over the past three months, 1.7 million have done so. The proportion of adults who either have a job or are looking for one — the so-called labor force participation rate — rose last month to 62.5%, the highest level since March 2020. Oxford Economics’ Vanden Houten called the uptick “a welcome development from the Fed’s perspective as it looks for a better balance between the supply and demand for labor.” The share of prime-age Americans — 25 to 54 years old — in the labor force rose to 83.1%, the first time in three years that it’s cracked the pre-pandemic level of 83% in February 2020. The Associated Press contributed to this report.

NEW YORK — Daylight Saving Time, which began on Sunday, March 12, as clocks moved forward one hour, brings an increased risk of drowsy driving, recognized by traffic safety experts as a significant factor in crashes nationwide. The only parts of the U.S. that do not have Daylight Saving Time are Hawaii, most of Arizona, Puerto Rico, the US Virgin Islands, Northern Mariana Islands, Guam and American Samoa. The National Road Safety Foundation (NRSF), a non-profit organization that produces and distributes free driver safety education materials, cautions drivers to be especially aware of driver fatigue as the time change begins. It can disrupt normal sleep patterns, increasing the possibility of drowsiness behind the wheel, according to the NRSF. “Drowsy driving can be as dangerous as drinking and driving,” said Michelle Anderson of the NRSF. Drowsy driving is a factor in more than 300,000 crashes every year, causing more than 5,000 deaths, 109,000 injuries and more than $30 billion in losses, according to the National Highway Traffic Safety Administration. Studies show nearly two-thirds of motorists have driven while fatigued and more than a third admit to having fallen asleep at the wheel. The Governors Highway Safety Association estimates more than 83 million sleep-deprived Americans were driving on a typical day. Sleep experts say the brain may compensate for fatigue by taking micro-sleeps for a few seconds or longer. “During a three- or four-second micro-sleep, a person’s eyes may remain open, but the brain is not processing the eyes’ vision signal,” according to the NRSF. “A vehicle at highway speed can travel the length of a football field during those few seconds, veering out of its lane and into oncoming traffic or off the road. Sleep-induced crashes often cause very serious injuries, since a dozing driver may not take evasive or corrective action as the vehicle leaves its lane.” Drivers should recognize the signs of drowsiness: Difficulty focusing. Frequent blinking. Not remembering the last few miles driven. Head nodding. Repeated yawning or rubbing eyes. Drifting out of lane, tailgating or going over rumble strips. “Some commonly-held reliefs for drowsiness, like rolling down the windows or blasting the radio, simply don’t work if you are sleep-deprived,” Anderson said.  “The best thing is to find a safe spot to pull over and take a break and, if possible, take a 20-minute nap.  Have a cup or two of coffee or a caffeinated snack and allow 30 minutes for the caffeine to enter the bloodstream. Don’t drink alcohol or take medications, which can bring on drowsiness.” Information about drowsy driving, including a personal “Sleep Diary,” is available at no charge by clicking here.  

WASHINGTON — The U.S. Department of Transportation’s (USDOT) Maritime Administration (MARAD) has made $12,423,000 available through the United States Marine Highway Program (USMHP), previously named America’s Marine Highway Program, to help improve the nation’s supply chain. “America’s waterways serve as critical links in our nation’s supply chains,” U.S. Transportation Secretary Pete Buttigieg said. “These investments in our marine highways will help to strengthen our supply chains, reduce emissions and create jobs across the country.” The USMHP seeks to increase the use of America’s navigable waterways, especially where water-based transport is the most efficient, effective and sustainable option, a USDOT news release stated. “Since the establishment of the marine highways program, MARAD has awarded more than $91.6 million in competitive grants to eligible organizations for marine highway services,” Maritime Administrator Ann Phillips said. “These grants have supported the development and expansion of marine highways, vessels, and landside ports and infrastructure, which are critical to building supply chain resilience.” The USDOT will evaluate projects using criteria including the effect on movement of goods, level of non-federal funding investment, use of domestic preference, consideration of equity and environmental justice, according to the news release. The USDOT will also consider geographic diversity when selecting grant recipients, as well as how the project addresses challenges faced by rural areas. Meanwhile, Kentucky Gov. Andy Beshear has launched a supply chain initiative aimed at creating a more interconnected Kentucky economy by matching the state’s manufacturers and suppliers. The goal of “Supply Kentucky” is to bolster job growth, reduce manufacturing costs and create more secure supply chains, the Democratic governor said. Manufacturing is a crucial segment of the Bluegrass State’s economy, accounting for 12.5% of its workforce, compared to 8.1% nationally. “We believe that this is the future,” Beshear said as he released the new business tool. “It’s from company after company saying, ‘we need our supply chain base as close as possible.’ And our response being, ‘OK, let’s bring some of them to Kentucky, but are you willing to look at other Kentucky companies that are here right now?’ And the answer has been, ‘absolutely.’” Frank Jemley, president and CEO of the Kentucky Association of Manufacturers, said the initiative will provide companies with “access to one of the best tools in the marketplace” to help grow revenues, secure necessary supplies and enhance job security for their workers. A new online platform provides a free searchable database of manufacturers and suppliers in the state, the governor said. Kentucky companies can register and search for other companies to do business with. “This is a tool where they’re going to be able to get online and say, ‘I need need x or I need y. We’ve been having challenges with it,’” Beshear said at a news conference. “Here are all the Kentucky suppliers. And in a short drive, be able to be in their facility. To talk about what they need. To talk about their specifications.” Supply Kentucky also will coordinate marketing efforts, provide workforce-related resources, foster growth of minority- and female-owned businesses and connect Kentucky companies to suppliers throughout the country when their supply needs can’t be met from within the state, Beshear’s office said in a news release. In a statement, state Republican Party spokesman Sean Southard referred to the governor’s initiative as “window dressing” that “sounds like the bare minimum of what his administration should have already been doing.” Southard said the program comes “two years too late” — referring to the pandemic-related supply chain crisis that plagued the nation’s economy. A dozen Republicans are competing in the May primary for a shot at trying to unseat Beshear. He and his lieutenant governor are the only Democrats holding statewide office in Kentucky, and his economic stewardship is a key part of his pitch for a second term. The governor announced Monday that Kentucky’s annual unemployment rate sank to 3.9% for 2022, the state’s lowest rate since the U.S. Bureau of Labor Statistics began reporting state jobless rates in 1976. Kentucky also has set record highs for job creation and private-sector investment during Beshear’s tenure. The Associated Press contributed to this report.

LITTLE ROCK, Ark. — The average price for a gallon of diesel fuel continues to trickle down. According to the Energy Information Administration (EIA), as of March 6, the price sits at $4.282 per gallon nationally. That’s down from $4.294 per gallon on average on Feb. 27 and $4.376 on Feb. 20, according to EIA statistics. A rise in diesel reserves is the chief reason behind the falling prices, according to industry analysts. Meanwhile, benchmark U.S. crude oil for April delivery fell $2.88 to $77.58 a barrel on March 7. Brent crude for May delivery fell $2.89 to $83.29 a barrel. According to GasBuddy, diesel prices have declined nearly $1.50 per gallon since reaching record-levels last spring and now stand at an average of $4.35 per gallon, the lowest level since the days immediately after the Russian invasion of Ukraine. “Diesel’s decline has been astounding — we’ve seen improvements in fundamentals over the last few months with diesel prices down nearly $1 per gallon in the last 100 days, thanks in part due to the Fed raising interest rates, throttling back the economy, as well as Mother Nature reducing consumption through a mild winter and curbing consumption of diesel’s cousin, heating oil,” said Patrick De Haan, head of petroleum analysis at GasBuddy. “Coming out of winter, we’ll continue to see diesel prices decline. Barring an unexpected disruption or escalation in global events, diesel prices this summer could be $2 per gallon lower than last summer, which is certainly good news for the economy and transportation sectors stung by the previous high costs of diesel fuel.” Diesel by the numbers Seven states where diesel prices average below $4 per gallon — Oklahoma, Texas, Kansas, Wisconsin, Missouri, Iowa and Arkansas. Most common diesel prices in the U.S., in order — $3.99, $4.09, $3.89, $4.29, $4.19. $3.62/gal — The average of the lowest priced 10% of stations in the U.S. $5.82/gal — The peak in the national average price of diesel hit in 2022. 78 cents — the amount of decline to average diesel prices in the last 90 days. According to GasBuddy, retail diesel prices are likely to continue falling as demand continues to ease and winter heating oil consumption declines. “As long as central banks continue to raise interest rates to cool off previously overheated economies, there will be continued downward pressure through most of the spring and summer, even as gasoline prices are likely to rise during that timeframe,” a GasBuddy news release stated.  

ORLANDO, Fla. — Federal Motor Carrier Safety Administration (FMCSA) Administrator Robin Hutcheson didn’t mince words about her agency’s backing of the trucking industry when she addressed members of the Truckload Carriers Association on March 6 at their annual conference in the heart of Florida. “What drivers are doing for the American public is extraordinary; they are essential workers. They are keeping America moving every day,” Hutcheson said, noting that vital industry issues, such as a lack of safe parking, are at the forefront of FMCSA concerns. On truck parking, Hutcheson pointed to the Bipartisan Infrastructure Plan, which has made millions of dollars in grant funds available to states such as Tennessee and Florida to help build more safe truck parking sites. “We are pushing hard to progress on this issue,” she said. “We care deeply about truck parking.” According to the American Trucking Associations, more than 98% percent of drivers report problems finding safe parking, burning more than 56 minutes of available drive-time every day to find it. That wasted time amounts to a $5,500 loss in annual compensation — or a 12% pay cut. Hutcheson noted that her boss, Transportation Secretary Pete Buttigieg, has also pledged to make truck parking a priority. Last year, Buttigieg acknowledged during a hearing of the Senate’s Environment and Public Works Senate Committee that a lack of safe truck parking is a serious issue that must be addressed. “If you talk with any truck driver, it’s not only an issue of convenience, it’s an issue of safety,” Buttigieg said. “And, I might add, with the idling that goes on, it’s even an issue of emissions.” Switching topics, Hutcheson outlined some of what President Biden’s Trucking Action Plan will entail for the trucking industry. For example, more than $44 million in grants that will enhance road safety and make the process to obtain a Commercial Driver’s License (CDL) more efficient have been made available thanks to the plan, Hutcheson said. Hutcheson added that safety improvements move forward another chief FMCSA goal: Zero highway fatalities. “We made a list of actions that we need to take, and we called you, our partners, into action,” she said. “A safer commercial motor vehicle makes everyone safer. Our work is rooted in safer people and safer speeds and vehicles.” Some of those actions include proposals to require speed limiters and automatic braking technologies in big rigs. The two issues will be addressed later this year. A total of 4,965 people died in large-truck crashes in 2020, according to the National Safety Council. The number of deaths decreased 1% from 2019 but is still up 31% since 2011. The majority of deaths in large-truck crashes are occupants of other vehicles (71%), followed by truck occupants (17%) and non-occupants, primarily pedestrians and bicyclists (12%). “I can’t think of another place in modern world where we would accept people dying in work place,” Hutcheson said. “Our work toward fulfilling our mission begins with understanding root cause of unsafe driving. This leads us to the driver.” TCA President Jim Ward, in comments on the speed limiter issue filed on the Federal Register, wrote that “views the decision to mandate speed limiters as a sensible next step in the ongoing effort to reduce accidents on our roadways and improve safety in the industry.” In addition, “all Class 8 and 7 trucks manufactured after 1992 should utilize secure and reliable devices that limit the maximum speed to 65 miles per hour, or 70 miles per hour if the vehicles are also equipped with adaptive cruise control and automatic emergency braking,” Ward wrote. “The current technology allows motor carriers considerable flexibility when deploying speed limiting devices to accommodate speed differentials among vehicles,” he continued. “In fact, some carriers have established implementation models that tailor flexibility based on job performance and safe driving.” Hutcheson said that while the majority of drivers are safe, it’s time to look at those who cause accidents due to unsafe practices, such as driving while tired, intoxicated or distracted. “We are asking deeper questions about why do drivers become unsafe in the first place,” she said. “It’s about going to the headwaters of a problem. We can say it’s because they are speeding, but why were they speeding? Was it because of the hours they have to wait sitting at the loading dock and not being paid? Were they hurrying to get to their destination? We can say they are tired, but why are they tired? Did they drive around for hours to find a place to park? Or did they take on extra loads because their carrier doesn’t have enough drivers? If they are distracted, are they not taking breaks so they can catch up with their families, friends and children? Do they feel unsafe? Have they been harassed, robbed or attacked?” In her speech, Hutcheson also thanked women drivers, who make up only 7% of those piloting big rigs up and down America’s highways. She called women “trailblazers,” adding that “It’s not easy. We have to make space and opportunity for women to enter and grow in this industry.” Tying her speech back to the TCA, Hutcheson said that the organization shares “a lot of the same goals” with the FMCSA, noting that “people are so much more acutely aware where their goods come from (today).” “In everyday conversations, when I describe my work, my friends and family are conversing at a level that is right out of trade magazines that we all read everyday,” she said, joking that her mom understands spot rates. “There is such a consciousness about the work that you all do. Let’s take a moment to seize this opportunity. We are in the midst of change.”

LOUISVILLE, Ky. — Trucker Tim Chelette has been making the same twice-daily drive for 16 years hauling empty whiskey barrels from Louisville, Kentucky, to the Jack Daniels distillery in Tennessee, yet his workday keeps getting longer due to time lost in Nashville traffic. Although trucks wouldn’t be eligible for the pay-to-use express lanes Republican Gov. Bill Lee is advocating for some of Tennessee’s most-congested highways, Chelette supports them because he thinks enough drivers in the fast-growing state capital would take advantage to benefit everyone. “They’re going to have to do something,” said Chelette, of Murfreesboro, Tennessee, who gets paid by distance, not time — even when his 245-mile return trip to the Lynchburg distillery spikes by an hour or more during afternoon rush. “When I get stuck in traffic, I lose money.” Unlike traditional toll plazas where every vehicle that passes through pays a standard fee, price-managed lanes allow some drivers to pay up to circumvent congestion — and the fee usually increases as the traffic does. According to the International Bridge, Tunnel and Turnpike Association (IBTTA), which lobbies on behalf of the projects, 54 of the 89 tolling facilities that opened in the U.S. in the past decade were for price-managed lanes. They can be found across the South in Texas, Florida, Georgia, North Carolina and Virginia, as well as such other places as California, Colorado, Washington and Minnesota. Opponents call them “Lexus lanes,” implying that only drivers of expensive cars can afford to use them, but Lee prefers another name: “choice lanes.” “I think (the name) is brilliant. I wish I had invented it,” said Robert Poole, director of transportation policy at the libertarian Reason Foundation and a vocal advocate for price-managed lanes. The marketing pitch is important, particularly in the conservative South where voters have long resisted anything resembling a tax hike. But with fuel tax revenues and federal infrastructure payments failing to keep up with the need to repair aging roads or add capacity to reduce congestion, the projects are winning favor — even, and perhaps especially, in Republican-led states where “toll” has been considered a four-letter word in more ways than one. “All you’re doing is allowing those wealthy enough to use those lanes a quicker ride to work,” said Terri Hall, founder and director of Texans for Toll-free Highways. “It’s like a scapegoat for state legislatures to say, ‘We solved the problem.’ No, you kicked the can down the road.” Supporters counter that the lanes are a way to pay for roads without raising taxes, though they acknowledge they’re sometimes a tricky sell — particularly the public-private partnerships that have funded many of the projects. “If you have somebody who is anti-tax and pro-free market, they might say it’s a great idea,” said Pat Jones, IBTTA’s executive director and CEO. “Then, if you tell them the company is from Spain or Australia, they’ll say, ‘I don’t want there to be foreigners owning highways.’ You often see opposition to toll facilities before people use them, but once they’re open and people realize they’re getting value … the resistance tends to go down.” California’s experience with tolling — both traditional plazas and price-managed lanes — has provided fodder for advocates on both sides of the heated debate. A grand jury in Orange County examined a state agency that was created to build three traditional toll roads. Its report, issued in 2021, found that on one hand, California produced “excellent roads with minimal tax dollars.” But on the other, the jurors found ballooning debt and the need to change the initial plans amid financial downturns meant that drivers are on pace to shell out $28 billion by 2053 for roads that cost a tenth of that to build. The nation’s first price-managed lane opened in 1995 in Orange County, using a public-private partnership to fund it. Poole, who advised on the project and still calls it a model for others, said officials agreed not to add free lanes on the corridor for 35 years. Surging growth ultimately made that impossible, so the county terminated the contract and paid the company for its lost revenue. New bonds were issued, and the tolls had to stay in place to pay for them. “These agencies often become self-fulfilling entities,” said Jay Beeber, director of public policy for the National Motorists Association, which advocates for drivers’ rights. “They have huge organizations with lots of staff members, lots of salaries, huge pensions from the government, and they want to stay in business forever. Nobody wants to legislate themselves out of a job.” Lee is seeking legislative support to authorize a public-private partnership for the project in Tennessee — one of 14 states that don’t have tolls on any roads. Republican state Sen. Frank Niceley said he expects Lee will get enough votes to pass the plan, but he strongly opposes it — even pointing out that fascist Italian dictator Benito Mussolini liked public-private partnerships, too. “We’re not really giving these things to the private sector,” Niceley said. “We’re kind of co-signing the note. And most people who co-sign the note end up paying the note.” The governor’s administration brushes off such criticism. Will Reid, chief engineer and deputy commissioner at the Tennessee Department of Transportation, said the state is uniquely positioned to establish a partnership that avoids the financial pitfalls seen in California and elsewhere. “We’re one of six no-debt states,” Reid said. “We own every piece of pavement. We own every bridge. We have a strong belief in paying as we go, and paying for the things we decide to build.” Mark Burris, professor of civil and environmental engineering at Texas A&M University, researched public sentiment for price-managed lanes in four metro areas: Los Angeles, Dallas, Miami and the Virginia suburbs of Washington, D.C. His review found widespread support from drivers in those areas, with more than three-quarters of those surveyed saying they wanted to see more price-managed lanes open. Some of the paid express lanes in Texas have allowed speed limits as much as 10 mph higher than general-purpose lanes, and Hall, with Texans for Toll-free Highways, said the fee can rise to $3 a mile when traffic is busiest. She argues that’s a regressive double-tax that doesn’t alleviate congestion nearly as much as building additional free lanes would — something she contends the state can afford. Texas also proves how fleeting the support for these projects can be — even with the same party in control. Former Gov. Rick Perry advocated for price-managed lanes, but his successor, fellow Republican Greg Abbott, has backed a moratorium on new tolls. “Fifteen years ago it was all the rage,” Mark Muriello, IBTTA’s director of public policy and government affairs, said of the appetite for the projects in Texas. “The politics tend to change. Nothing stays still.” It typically takes 15 years in the U.S. for a road project to open after winning approval, though Tennessee officials are determined to cut that in half. Considering a recent study showing a $34 billion need, Reid — the state transportation official — acknowledges the clock is ticking. “As far as whether it works 10, 20, 30 years from now, the proof will be in the pudding,” Reid said. “But one thing is certain — in order to keep pace with the demands on our infrastructure in Tennessee, we’re going to have to find a different way to generate revenue.”

CHICAGO — Some automakers and drivers fear lower battery range in the cold could limit acceptance of electric cars, trucks and buses, at a time when emissions from transportation must go down sharply to address climate change. There is hope. Scientists are racing to perfect new battery chemistries that don’t lose as much energy in cold weather as today’s lithium-ion systems. “It is a problem to have batteries in cold weather, and we have a pretty cold climate, one of the coldest in North America,” said Stretch Blackard, owner of Tok Transportation, which contracts with the schools in Tok, Alaska. When the temperature hits zero, his cost to run Tok’s electric bus doubles. Tok has among the highest electricity prices in the nation. In the coldest weather, 0 down to minus 10 F, the electric bus costs roughly $1.15 per mile, versus 40 cents per mile for a diesel bus, Blackard said. The cost of the electric bus drops to about 90 cents a mile when it’s warm, but he says the costs make it unworkable and he wouldn’t buy another one. Many owners of personal electric vehicles (EVs) also are finding that long-distance wintertime travel can be hard. EVs can lose anywhere from 10% to 36% of their range as cold spells come at least a few times each winter in many U.S. states. Mark Gendregske of Alger, Michigan, said it starts to get serious when temperatures drop to the 10-20 F range. “I see typically more than 20% degradation in range as well as charging time,” he said while recharging his Kia EV6 in a shopping center parking lot near Ypsilanti, Michigan. “I go from about 250 miles of range to about 200.” Gendregske, an engineer for an auto parts maker, knew the range would drop, so he said with planning, the Kia EV still gets him where he needs to go, even with a long commute. Some owners, though, didn’t anticipate such a big decline in the winter. Rushit Bhimani, who lives in a northern suburb of Detroit, said he sees about 30% lower range in his Tesla Model Y when the weather gets cold, from what’s supposed to be 330 miles per charge to as low as 230. “They should clarify that one,” he said while charging just south of Ann Arbor on a trip to Chicago. Around three-quarters of this EV range loss is due to keeping occupants warm, but speed and even freeway driving are factors. Some drivers go to great lengths not to use much heat so they can travel farther, wearing gloves or sitting on heated seats to save energy. And to be sure, gasoline engines also can lose around 15% of their range in the cold. The range loss has not slowed EV adoption in Norway, where nearly 80% of new vehicle sales were electric last year. Recent tests by the Norwegian Automobile Federation found models really vary. The relatively affordable Maxus Euniq6 came the closest to its advertised range and was named the winner. It finished only about 10% short of its advertised 220-mile range. The Tesla S was about 16% percent under its advertised range. At the bottom: Toyota’s BZ4X, which topped out at only 200 miles, nearly 36% below its advertised range. Nils Soedal, from the Automobile Federation, calls the issue “unproblematic” as long as drivers take it into account when planning a trip. “The big issue really is to get enough charging stations along the road,” and better information on whether they’re working properly, he said. Temperatures ranged from just freezing to minus 2.2 F during the test, over mountains and along snow-covered roads. The cars were driven until they ran out of juice and stopped. Recurrent, a U.S. company that measures battery life in used EVs, said it has run studies monitoring 7,000 vehicles remotely, and reached findings similar to the Norwegian test. CEO Scott Case said many EVs use resistance heating for the interior. The ones that do better are using heat pumps. Heat pumps draw heat from the outside air even in cold temperatures, and have been around for decades, but only recently have been developed for automobiles, Case said. “That is definitely what needs to be in all of these cars,” he said. Inside batteries, lithium ions flow through a liquid electrolyte, producing electricity. But they travel more slowly through the electrolyte when it gets cold and don’t release as much energy. The same happens in reverse, slowing down charging. Neil Dasgupta, associate professor of mechanical and materials science engineering at the University of Michigan, likens this to spreading cold butter on toast. “It just becomes more resistant at low temperatures,” Dasgupta said. General Motors is among those working on solutions. By testing, engineers can make battery and heat management changes in existing cars and learn for future models, said Lawrence Ziehr, project manager for energy recovery on GM’s electric vehicles. Last week, GM sent a squadron of EVs from the Detroit area to Michigan’s chilly Upper Peninsula to test the impact of cold weather on battery range. Despite stopping to charge twice on the way, a GMC Hummer pickup, with around 329 miles of range per charge, made the 315 mile trip to Sault Ste. Marie with only about 35 miles left, barely enough to reach GM’s test facility. After finding a charging station out of order at a grocery store, engineers went to a nearby hotel to get enough juice to finish the trip. At universities too, scientists are working on chemistry changes that could make cold weather loss a thing of the past. The University of Michigan’s Dasgupta says they’re developing new battery designs that allow ions to flow faster or enable fast charging in the cold. There also are battery chemistries such as solid state that don’t use liquid electrolytes. He expects improvements to find their way from labs into vehicles in the next two to five years. “There’s really a global race for increasing the performance of these batteries,” he said.

FREDERICK, Md. — A tanker truck hauling a flammable liquid crashed on a Maryland highway on March 4 and caught fire, killing the driver and damaging several homes and vehicles, authorities said. The truck crashed around noon on U.S. 15 in Frederick, about an hour’s drive west of Baltimore. Photos showed massive flames and billowing smoke. Fire crews arrived within minutes of receiving several emergency calls and found the truck completely engulfed in a fire that had also spread to three homes and automobiles, Frederick Fire Chief Tom Coe said at a news conference. One of those homes was extensively damaged, displacing the residents. The other two sustained minor damage, Coe said. The tanker driver, who was not immediately identified, died but no other injuries were reported, Coe said. Authorities said the exact chain of events that led to the crash is under investigation. Officials are also working to determine exactly what substance the tanker was hauling, though Coe said it was believed to be a commonly transported flammable liquid like gasoline or diesel fuel that poses no threat to the general public. Crews will be monitoring the air quality and isolating the area where the liquid saturated soil for cleanup, he said. Officials said there was no breach of the city’s sewer system or a nearby creek. The crash initially shut down U.S. 15, which runs through the city of about 80,000 people, in both directions, the State Highway Administration said.

WASHINGTON — The Commercial Vehicle Safety Alliance (CVSA) has announced May 16-18 as this year’s International Roadcheck. International Roadcheck is a high-visibility, high-volume 72-hour inspection and enforcement event where CVSA-certified inspectors in Canada, Mexico and the U.S. will conduct inspections of commercial motor vehicles and drivers at weigh/inspection stations, designated inspection areas and along roadways. This year, inspectors will focus on anti-lock braking systems (ABS) and cargo securement to highlight the importance of those aspects of vehicle safety, according to a news release. The CVSA notes that although ABS violations are not out-of-service violations, “ABS play a critical role in reducing the risk of collisions by preventing the wheels from locking up or skidding, allowing a driver to maintain control of the vehicle while braking. In addition, improper cargo securement poses a serious risk to drivers and other motorists by adversely affecting the vehicle’s maneuverability, or worse, causing unsecured loads to fall, resulting in traffic hazards and vehicle collisions.” During International Roadcheck, inspectors will conduct their usual roadside safety inspections of commercial motor vehicles and drivers. Data will be gathered from those three days and shared later this year, as a snapshot of the state of commercial motor vehicle and driver safety. International Roadcheck also provides an opportunity to educate the motor carrier industry and general public about the importance of safe commercial motor vehicle operations and the North American Standard Inspection Program. During a routine North American Standard Level I Inspection, inspectors focus on two areas – driver and vehicle safety compliance. Vehicle safety — Inspectors will ensure the vehicle’s brake systems, cargo securement, coupling devices, driveline/driveshaft components, driver’s seat, fuel and exhaust systems, frames, lighting devices, steering mechanisms, suspensions, tires, wheels, rims, hubs and windshield wipers are compliant with regulations. Inspections of motorcoaches, passenger vans and other passenger-carrying vehicles also include emergency exits, seating, and electrical cables and systems in the engine and battery compartments. Driver safety — Inspectors will check the driver’s operating credentials, hours-of-service documentation, status in the drug and alcohol clearinghouse, seat belt usage, and for alcohol and/or drug impairment. Vehicles that successfully pass a Level I or Level V Inspection without any critical vehicle inspection item violations may receive a CVSA decal, which is valid for three months. If the inspector does identify critical vehicle inspection item violations, as outlined in the North American Standard Out-of-Service Criteria, the vehicle will be restricted from operating until the identified out-of-service conditions have been corrected. Inspectors may also restrict the driver from operating if the driver is found to have driver out-of-service violations, such as not possessing a valid or necessary operating license or exhibiting signs of impairment.

WASHINGTON — The federal government’s multi-billion infrastructure improvement bill, formally known as the Bipartisan Infrastructure Law (BIL), has left many wondering just what’s in it for them since President Biden made it official with his signature in late 2021. To help answer those questions, the White House recently released new state-by-state fact sheets outlining the BIL’s progress. The Biden administration announced almost $200 billion in funding and more than 20,000 projects or awards. These awards and projects touch more than 4,500 communities, according to the White House. Following are some of the dollar amounts announced for projects affecting roads, bridges, roadway safety and major construction in some of America’s largest and most traveled states. FLORIDA To date, $8.1 billion in BIL funding has been announced and is headed to Florida, with more than 175 specific projects identified. Since the BIL passed, Florida will receive approximately $6.3 billion for transportation to invest in roads, bridges, public transit, ports and airports. In Florida, there are 408 bridges and more than  3,564 miles of highway in poor condition. Based on formula funding alone, Florida is expected to receive approximately $13.3 billion over five years in federal funding for highways and bridges. To date, $5.2 billion has been announced in Florida for roads, bridges, roadway safety and major projects. This includes: $5.1 billion in highway formula funding and $105.3 million in dedicated formula funding for bridges in 2022-23. $85.8 million through the RAISE program, $27 million through the INFRA program in 2022-23. A $15 million grant from the U.S. Department of Transportation (USDOT) will help build a new truck parking facility along Interstate 4 in west central Florida with about 120 spaces, EV charging stations and pedestrian infrastructure to access nearby amenities, according to the White House. “This corridor between Tampa and Orlando carries an average of 18,000 trucks daily, but currently lacks sufficient parking,” the fact sheets note. “The facility will be connected to Florida’s Department of Transportation Truck Parking Availability System in order to help drivers identify available parking locations more quickly. By providing reliable parking capacity, the project improves safety for tired drivers and makes supply chain movement more efficient.” CALIFORNIA To date, $18.1 billion in BIL funding has been announced and is headed to California, with more than 570 specific projects identified for funding, according to the White House fact sheets. California will receive approximately $14.5 billion for transportation to invest in roads, bridges, public transit, ports and airports. In California, there are 1,536 bridges and more than 14,220 miles of highway in poor condition. Based on formula funding alone, California is expected to receive approximately $28.2 billion over five years in federal funding for highways and bridges. To date, $11 billion has been announced in California for roads, bridges, roadway safety and major projects. This includes: $10.2 billion in highway formula funding and $1.1 billion in dedicated formula funding for bridges in 2022-23. $119.6 million through the RAISE program, $150 million through the INFRA program, and $25 million through the Rural Surface Transportation Grant Program in 2022-23. California has also been allocated $138.5 million in 2022-23 to build out a network of electric vehicle (EV) chargers across the state. Additionally, $400 million has been awarded the Golden Gate Bridge, Highway and Transportation District in California to replace, retrofit and install critical structural elements on the Golden Gate Bridge to increase resiliency against earthquakes. “The Golden Gate Bridge is vital to an estimated 37 million vehicles crossing the bridge per year, including 555,000 freight trucks, as well as waterborne commerce through the Golden Gate Strait connected to the Port of Oakland,” the White House fact sheets note. “The improvements will ensure the structural integrity of a vital transportation link between San Francisco and Marin County. This bridge allows for the movement of people and freight along the California Coast and is a critical link for bicyclist and pedestrian traffic in the region.” TEXAS To date, $14 billion in BIL funding has been announced and is headed to Texas, with more than 328 specific projects identified for funding. Texas will receive approximately $12.2 billion for transportation to invest in roads, bridges, public transit, ports and airports, according to the White House. In Texas, there are 818 bridges and more than 19,441 miles of highway in poor condition. Based on formula funding alone, Texas is expected to receive approximately $27.5 billion over five years in federal funding for highways and bridges. To date, $10.7 billion has been announced in Texas for roads, bridges, roadway safety and major projects. This includes: $10.4 billion in highway formula funding and $230.7 million in dedicated formula funding for bridges in 2022-23. $101.6 million through the RAISE program and $25 million through the INFRA program in 2022-23. Texas has also been allocated $147.2 million in 2022-23 to build out a network of EV chargers across the state. Among the major projects being funded by these dollars is the $125 million Interstate 10 Calcasieu River Bridge Replacement Project — a joint effort by Louisiana and Texas. “The funding will design and construct a new bridge over the Calcasieu River with three travel lanes and one auxiliary lane in each direction,” according to the White House. “This grant will generate new 16,120 jobs for Texas. This project will ensure that the segments of I-10 expand throughout the nation.” The White House notes that the the segment of I-10 from San Antonio connecting through Lake Charles, Louisiana, to New Orleans is one of the Top 25 Domestic Freight Corridors for commodity tonnage in the nation. The Louisiana Department of Transportation expects the value of truck freight moved in the region to grow from $13.5 billion in 2020 to $28.2 billion by 2050. “The project will aim to relieve a national freight bottleneck and improve regional mobility challenges in the areas surrounding the 70-year-old Calcasieu River Bridge,” the White House fact sheets note. NEW YORK To date, $9.6 billion in BIL funding has been announced and is headed to New York, with more than 172 specific projects identified for funding. Since the BIL passed, New York will receive approximately $8.4 billion for transportation to invest in roads, bridges, public transit, ports and airports. In New York, there are 1702 bridges and more than 7,292 miles of highway in poor condition. Based on formula funding alone, New York is expected to receive approximately $13.6 billion over five years in federal funding for highways and bridges. To date, $5.3 billion has been announced in New York for roads, bridges, roadway safety and major projects. This includes: $4.5 billion in highway formula funding and $817.9 million in dedicated formula funding for bridges in 2022-23. $59.2 million through the RAISE program, $110 million through the INFRA program, and $959.3,000 through the Rural Surface Transportation Grant Program in 2022-23. One of the biggest projects being funded in New York is the redevelopment of the Hunts Point Terminal Produce Market intermodal facility with expanded refrigerated warehouse space and EV charging stations for trucks and cars. The new Produce Market will be an approximately 1 million square-foot, state-of-the-art intermodal facility with approximately 824,600 square feet of refrigerated warehouse space with solar panels or a green roof. According to the White House fact sheets, “the project will boost the economy by improving one of the largest food distribution centers in the country. It will make the operation safer by separating vehicular, truck, rail, and pedestrian circulation and expanding truck queuing and parking areas within the facility. With the new facility, diesel-powered truck refrigeration units will no longer idle on site, resulting in emissions reductions.” PENNSYLVANIA To date, $8.1 billion in BIL funding has been announced and is headed to Pennsylvania, with more than 168 specific projects identified for funding. Since the BIL passed, Pennsylvania will receive approximately $6.2 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $240 million for clean water. In Pennsylvania, there are 3,353 bridges and more than 7,540 miles of highway in poor condition. Based on formula funding alone, Pennsylvania is expected to receive approximately $13.2 billion over five years in federal funding for highways and bridges. To date, $5.1 billion has been announced in Pennsylvania for roads, bridges, roadway safety and major projects. This includes: $4.4 billion in highway formula funding and $706.8 million in dedicated formula funding for bridges in 2022-23. $36.3 million through the RAISE program, $20.3 million through the INFRA program, and $69 million through the Rural Surface Transportation Grant Program in 2022-23. The USDOT awarded $20.3 million to the Philadelphia Regional Port Authority to construct a 100,000 square-foot warehouse with rail access, employee parking and loading docks and modernize other features. This project with increase the port’s capacity, reduce truck congestion, facilitate the movement of goods and improve air quality in nearby underserved communities. ILLINOIS To date, $8.2 billion in BIL funding has been announced and is headed to Illinois, with more than 165 specific projects identified for funding. Since the BIL passed, Illinois will receive approximately $6.2 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $288 million for clean water. In Illinois, there are 2,374 bridges and more than 6,218 miles of highway in poor condition. Based on formula funding alone, Illinois is expected to receive approximately $11.3 billion over five years in federal funding for highways and bridges. To date, $4.4 billion has been announced in Illinois for roads, bridges, roadway safety and major projects. This includes: $3.9 billion in highway formula funding and $594.5 million in dedicated formula funding for bridges in 2020-23. $83.5 million through the RAISE program, $70 million through the INFRA program in 2022-23. The City of Chicago was awarded $144 million from the USDOT to rehabilitate four bridges over the Calumet River on the Southside of Chicago. The Calumet River connects Lake Michigan with the Lake Calumet Port District, which is further connected to the Illinois River providing access to the Gulf of Mexico. Each bridge lifts an average of 5,000 times per year, providing continuous access for marine traffic to and from the port and surrounding industry. “Rehabilitating these bridges ensures that communities on either side of the river remain connected and the bridges continue to function to allow barge and ship traffic to traverse to the Illinois International Port and beyond,” the White House fact sheets note. “The project will eliminate a load restriction and truck detours. It will also add dedicated bike lanes and improved sidewalks to support community connections.” OHIO To date, $6.6 billion in BIL funding has been announced and is headed to Ohio, with more than 158 specific projects identified for funding. Since the BIL passed, Ohio will receive approximately $5.8 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $241 million for clean water. In Ohio, there are 1,377 bridges and more than 4,925 miles of highway in poor condition. Based on formula funding alone, Ohio is expected to receive approximately $9.9 billion over five years in federal funding for highways and bridges. To date, $3.8 billion has been announced in Ohio for roads, bridges, roadway safety and major projects. This includes: $5 billion in highway formula funding and $208.6 million in dedicated formula funding for bridges in 2022-23. $52.9 million through the RAISE program and $127.1 million through the INFRA program in 2022-23. A total of $250 million was awarded through the Mega Grant Program for the Brent Spence Bridge connecting Kentucky and Ohio, part of a total investment of $1.6 billion from the infrastructure law to build a new companion bridge and rehabilitate an existing bridge along a major freight corridor on Interstate 75. “The bridge is very important economic connection that carries a large amount of commuter traffic and over $400 billion in freight movement annually this project will contribute to mobility, freight movement and supply chains nationwide,” the White House fact sheets note. GEORGIA To date, $4.9 billion in BIL funding has been announced and is headed to Georgia, with more than 154 specific projects identified for funding. Since the BIL passed, Georgia will receive approximately $4.2 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $159 million for clean water. In Georgia, there are 374 bridges and more than 2,260 miles of highway in poor condition. Based on formula funding alone, Georgia is expected to receive approximately $9.2 billion over five years in federal funding for highways and bridges. To date, $3.6 billion has been announced in Georgia for roads, bridges, roadway safety and major projects. This includes: $3.5 billion in highway formula funding and $90 million in dedicated formula funding for bridges in 2022-23. $50 million through the RAISE program in 2022-23. A total of $25 million will be used to complete street improvements along North Avenue in Athens. The route is a main connection between low income communities north of State Route 10 and resources in Downtown Athens, according to the White House fact sheets. MICHIGAN To date, $5.1 billion in BIL funding has been announced and is headed to Michigan, with more than 191 specific projects identified for funding. Since the BIL passed, Michigan will receive approximately $4.4 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $213 million for clean water. In Michigan, there are 1,219 bridges and more than 7,345 miles of highway in poor condition. Based on formula funding alone, Michigan is expected to receive approximately $7.9 billion over five years in federal funding for highways and bridges. To date, $3.1 billion has been announced in Michigan for roads, bridges, roadway safety and major projects. This includes: $2.8 billion in highway formula funding and $243.3 million in dedicated formula funding for bridges in 2022-23. $52.1 million through the RAISE program, $104.7 million through the INFRA program in 2022-23. A total of $104 million in funding will go toward project replacing the Interstate 375 freeway in Detroit from a sunken freeway with a new lower-speed boulevard with pedestrian walkways, according to the White House fact sheets. “Built in the 1960s, the I-375 displaced thousands of residents in the Black communities of Black Bottom and Paradise Valley,” the fact sheets note. Among other improvements, the project will realign the ramps and freeway near I-375, install calming traffic measures, remove old bridges and stormwater runoff pump stations and construct wider sidewalks and separated buffered cycle tracks with protected and signalized pedestrian crossings. “The project will reconnect neighborhoods, reduce costs, and improve safety,” according to the White House. NORTH CAROLINA To date, $4.3 billion in BIL funding has been announced and is headed to North Carolina, with more than 143 specific projects identified for funding. Since the BIL passed, North Carolina will receive approximately $3.5 billion for transportation to invest in roads, bridges, public transit, ports and airports and roughly $199 million for clean water. In North Carolina, there are 1,460 bridges and more than 3,116 miles of highway in poor condition. Based on formula funding alone, North Carolina is expected to receive approximately $7.8 billion over five years in federal funding for highways and bridges. To date, $3 billion has been announced in North Carolina for roads, bridges, roadway safety and major projects. This includes: $2.8 billion in highway formula funding and $197.4 million in dedicated formula funding for bridges in 2022-23. $60.2 million through the RAISE program, $100 million through the INFRA program, and $10.4 million through the Rural Surface Transportation Grant Program in 2022 and 2023. North Carolina has been allocated $39.4 million in 2022-23 to build out a network of EV chargers across the state. A total of $110 million has been allocated to the North Carolina Department of Transportation to replace the Alligator River Bridge on U.S. Highway 64 with a modern high-rise fixed span bridge along the primary east-west route in northeastern North Carolina between Interstate 95 and the Outer Banks, according to the White House fact sheets.