Business Archives

MODE Global teams up with Trucker Tools to elevate freight tracking and visibility

Dana Guthrie - July 2, 2024

DALLAS, Texas — MODE Global, a leading third-party logistics (3PL) firm, has announced a strategic partnership with Trucker Tools, a top-tier provider of freight-tracking solutions. According to MODE, the alliance was created to redefine the standards of efficiency and visibility in Over The Road (OTR) ground freight tracking. “This partnership demonstrates MODE Global’s commitment to adopting the best solutions across all modes of transportation,” MODE said in a press release. “By partnering with Trucker Tools, MODE aims to streamline its vendor base and provide shippers with accurate, real-time tracking data, regardless of the platform used.” The strategic initiative is part of MODE’s mission to deliver a top-tier logistics ecosystem that consistently surpasses customer expectations. MODE believes that Trucker Tools’ tracking technology provides carriers with unparalleled ease of use, seamless document uploading and an intuitive user interface. “These features align perfectly with MODE Global’s high service standards and dedication to innovation,” the release said. “Trucker Tools’ dual tracking capability via Electronic Logging Devices (ELD) and mobile app ensures that MODE consistently meets and exceeds shipper visibility standards, offering unrivaled transparency and reliability in freight tracking.” Gene Welsh, Chief Transportation Officer of MODE Global, is enthusiastic about the partnership. “Our collaboration with Trucker Tools reinforces our commitment to providing our customers with the most advanced, user-friendly solutions on the market,” Welsh said. “This partnership will enhance our operational efficiencies and elevate our service offerings, ensuring we continue to lead the logistics industry.” Kary Jablonski, Chief Executive Officer of Trucker Tools, echoed Welsh. “We are excited to work with MODE Global, a company that shares our vision for innovation and excellence in the logistics industry,” Jablonski said. “Our partnership will enable MODE to offer even more accurate and reliable tracking services to their customers.” The partnership between MODE Global and Trucker Tools has been created to deliver substantial benefits to carriers and shippers alike. By leveraging Trucker Tools’ state-of-the-art tracking, MODE can streamline its operations, minimize inefficiencies and enhance the overall customer experience. Shippers will benefit from real-time visibility into their shipments, ensuring timely deliveries and increased satisfaction. The partnership also underscores both companies’ dedication to innovation and continuous improvement.

Florida logistics company continues government partnership

Bruce Guthrie - July 2, 2024

JACKSONVILLE, Fla. — A Florida logistics company announced its continued partnership with the U.S. Government. Crowley issued a recent press release that announced the award by U.S. Transportation Command (USTRANSCOM) of a $ 2.3 billion, seven-year contract to continue serving the military’s transportation and logistics needs under the Defense Freight Transportation Services program. The company was awarded the original Defense Freight Transportation Services (DFTS I) contract in 2017. One of the largest logistics contracts under the federal government, DFTS encompasses all forms of surface transportation throughout the continental U.S., Alaska and Canada, including less than truckload (LTL), full truckload (FTL), expedited, time definite and rail services as well as cross-docking and warehousing. “There is no greater honor than to serve the logistics needs of our nation’s military service members with the trust of the U.S. Department of Defense. The lasting partnership built with USTRANSCOM is a privilege that the people at Crowley never take lightly as we ensure an efficient and effective supply chain for the military and other agencies’ needs,” said Ray Fitzgerald, Cowley’s Chief Operating Officer. “We are humbled and immensely proud to continue delivering this critical transportation service for America’s defense safely and reliably.” During its ongoing DFTS services, Crowley has received multiple high-performance ratings from USTRANSCOM and praise from the Defense Logistics Agency, and the company put in place technology solutions to maximize freight transportation efficiency and value. As it enters the new contract (DFTS II), Crowley will also continue to utilize small businesses and diverse suppliers that help drive investment and resiliency in communities coast to coast, exceeding $600 million in diverse small business contracting. Crowley grew its network of carriers and suppliers by over 500%, tripling the minimum capacity needed to effectively service 300,000 movements annually of critical equipment and supplies.

Erb Transport celebrates 65 years in the cold chain industry

Dana Guthrie - July 2, 2024

New Hamburg, Ont. — The Erb Group is celebrating 65 years in business in cold chain transportation and logistics solutions. Erb President and CEO, Wendell Erb, highlighted what he believes is the company’s greatest strength. “I think it’s driven by the exceptional quality of our people,” Erb said. “They’re not just committed and hardworking; they stay engaged and hands-on with every aspect of our operations. The synergy between our dedicated employees, reliable suppliers, and loyal clients has created a fantastic team that fuels our continued excellence, and we’re just getting started.” Founded in 1959 by Vernon Erb, the Canadian-operated company has created an impact in an essential industry for over six decades. In June 2011, Vernon passed the reins to his son, Wendell, carrying the family legacy and passion for trucking with him. Under Wendell’s leadership, Erb Transport has embraced modern best practices, evolving into a full-service, one-stop solution for refrigerated logistics across North America. After 65 years, The Erb Group said it is focused on keeping a strong family culture with a genuine and supportive bond that spreads across their terminal network, just as the Erb family intended. As trailblazers in cold chain trucking during the 1950s in Canada, The Erb Group flourished with crucial support from local farmers and businesses requiring reliable cold chain solutions. “Our commitment to supporting our community mirrors the support they’ve given us,” Erb said. The company was based on a commitment to prioritize customer service and satisfaction by consistently delivering exceptional service that not only meets customers’ needs but also uplifts and strengthens the communities they serve while giving back to those who supported them when they were just getting started on their journey. According to the company, Erb is steadfastly committed to safety and compliance, consistently achieving numerous awards for setting industry standards. The company stated that its commitment safeguards the well-being of employees and clients and solidifies Erb’s reputation as a trusted leader in the transportation industry. Beyond safety, Erb said it has prioritized creating an inclusive work environment over its 65-year journey, fostering an atmosphere where every employee can flourish. This dedication has been recognized by Trucking HR Canada, the Best Fleets to Drive For program, and the Women in Trucking Association. Erb recently received the 2024 Purpose Award from the Transportation, Marketing and Sales Association (TMSA).

New York motor carrier owner found guilty of conspiracy and fraud

Dana Guthrie - July 2, 2024

ROCHESTER, NY. — Tony Kirik, aka Anatoliy Kirik, owner of Orange Transportation Services, Inc. (OTS), and Dallas Logistics, Inc. (DLI) has been found guilty of making false statements to the Federal Motor Commission Safety Administration (FMCSA), U.S. Department of Transportation and conspiring to do the same, according to U.S. Attorney Trini E. Ross. Kirik was convicted on June 21 after a three-week jury trial in the U.S. District Court for the Western District of New York. Sentencing is scheduled for October 28, 2024, before U.S. District Judge Charles J. Siragusa who presided over the trial. Kirik conspired with others to devise a scheme to defraud the Federal Motor Carrier Safety Administration (FMCSA). Specifically, the co-conspirators attempted to conceal from FMCSA that Kirik owned and managed DLI. They also concealed that DLI was affiliated with the other corporate entities Kirik used, including OTS, which had received a “conditional” FMCSA safety rating. A conditional rating means that a trucking company did not have adequate safety management controls in place to meet the safety fitness standard. By obtaining a more favorable safety rating and concealing these affiliations, DLI lowered its insurance premium expenses and increased its revenue from customers, some of whom were unwilling to use a motor carrier with a conditional safety rating. To further the scheme, Kirik also submitted forms to FMCSA which falsely represented that DLI’s principal address was in Dallas, Texas, amongst other false addresses.

Independent contractor classification still murky under new DOL rule

Cliff Abbott - July 2, 2024

When California Gov. Gavin Newsom signed the state’s Assembly Bill 5 (AB5) into law September 18, 2019, the trucking industry was quick to voice its objections to the legislation’s criteria for classifying workers as employees versus independent contractors (ICs). The conversation quickly moved to the question of what such guidelines might mean if applied on a national level. An industry that depends on IC relationships, with some carriers using ICs for their entire driver base, is certain to be wary when the government attempts to force costly and confusing changes. That’s why the final rule on the Employee or Independent Contractor Classification Under the Fair Labor Standards Act, issued by the U.S. Department of Labor (DOL) in January 2024, brought a sigh of relief to many. The ruling instituted an “Economic Reality Test” similar to one outlined in a 2021 Trump administration rule rather than following California’s “ABC” test to determine whether a worker should be classified as an employee or an IC. That relief, however, may be temporary. Bill Webb, executive director for the Coalition for Independent Truckers, is skeptical. “To me, it’s just another one of those deaths by 1000 cuts for the independent contractor model,” he said. He believes this year’s November election will be crucial in retaining the current model. “(The DOL rule) does clearly change from a true AB5 model to something a little muddier, but I truly believe that we’re not going to see much until the presidential election is over,” he continued. “If Biden is reelected, then they will double down and probably begin to aggressively go after carriers based on this new rule.” According to Webb, the industry is in a “wait-and-see” mode, at least for now. “That doesn’t impact what’s going on at the state level,” he noted. “AB5 was a direct assault on the independent contractor model. Most state legislatures are doing it indirectly.” Jon Coca, president of Diamond Transportation, a 100% owner-operator carrier, also sees politics as a factor. “(Democrats) pick up the pressure and they try to reclassify Independent Contractors and employees, just like every time the red guys get in office,” Coca said. “Just part of the game, I guess.” When Truckload Authority visited with Coca, he had just returned from a lobbying trip to Washington. By the end of 2019 — the year California passed AB5— nine other states introduced similar legislation. A December 2023 article published by personnel management firm Wrapbook claims that 36 states are now using AB5’s “ABC Test” (or parts of it) to determine worker classification. But the issue goes beyond legislatures, Webb says. “When I ran the Texas Trucking Association, the Attorney General’s Office passed a rule — not even a law — that said if a truck driver is an independent contractor and is in default on a child support agreement, you have to withhold pay from him just like you do an employee,” he shared. “That’s just another line that’s cracking.” As Webb pointed out, any state or federal agency that has the authority can issue rules blurring the line between employee and IC status. “Sometimes they realize they’re doing it; sometimes they don’t,” he said. Whatever direction current classification rules are shifted after this year’s national elections, a carrier’s best protection is in the Independent Contractor Operating Agreement (ICOA). “As long as companies like us have valid Independent Contractor agreements in place, it’s the best bet to buoy their role in how we work together as business partners,” Coca explained. “I feel safe — but not safe.” For Coca, part of feeling “safe” is making sure the company’s ICOA is up to date with any new developments. “We get our Independent Contractor agreement fine-tuned every two years at a minimum, three years at maximum at the Scopelitis (Scopelitis, Garvin, Light, Hanson & Feary) firm,” he explained. “We feel pretty sound that they do a good job making sure that all of the issues are addressed.” Webb, on the other hand, maintains that the way carriers treat ICs has much to do with how drivers are classified. “It’s a little bit of a stretch, but I used to ask carriers, ‘Who does your lawn service? Do you make them put your logos on their mowers? Do you tell them what time they have to be there to do the lawn?’” he shared. Exclusivity is an issue often mentioned in classification cases. In both the ABC test and the Economic Reality test, the nature and degree of control of the IC is listed. If the ICOA specifies the IC is not allowed to haul loads from another carrier or a broker, a ruling might lean towards the status of employee. “Work that is continuous, does not have a fixed ending date or may be the worker’s only work relationship indicates employee status,” says an Employee Relationship Under the Fair Labor Standards Act fact sheet issue May 20, 2024. “The problem is, the rules now are being articulated in a way that is almost impossible for a motor carrier to operate and comply with,” Webb said. “You’ve got to do as many of the things right as you can.” Forced dispatch — or even the appearance of it — can indicate control leading to an employee classification. “Motor carriers have got to be smarter and get away from forced dispatch,” Webb said. “Many of them will tell you they’re not forced dispatch, but in practice, to some extent they wind up being so.” Coca says Diamond Transportation has a simple way to avoid this conundrum. “We just don’t do forced dispatch,” he said. “Our fleet managers are reaching out to just say, ‘Hey, this load game comes up after you’re done. What do you think?’” ICs make their own decisions about which loads they want to accept, Coca says. While ICs may not enjoy forced dispatch, they often chose to lease their equipment to a carrier because of the stability that comes from receiving regular loads from one source. “If you want to choose loads from different sources, just be truly independent and go through a broker,” Coca suggested. Doing so, however, requires the IC to obtain their own authority. “That’s basically what they’re leasing us for.” Unfortunately, the wishes of the IC is often lost in the classification dispute. “They lease on to a company because they want that company to be able to provide great for them,” Coca said. David Heller, senior vice president of safety and government affairs for the Truckload Carriers Association, agrees. “Independent contractors are independent contractors because they want to be,” he noted. “And they’ve chosen this business model because it’s successful and works for them.” As the debate continues, the question of how much longer the IC business model will be around remains a prime concern. “I think we can all agree that this business model is under threat and that we as an industry need to try to preserve it,” Heller said. “There’s no doubt it’s a valuable model.”

FTR reports numbers slightly up

Bruce Guthrie - July 1, 2024

BLOOMINGTON, Ind. — FTR reported some improved numbers recently. FTR’s Shippers Conditions Index for April improved from March to a reading of 3.0 as all index components were at least slightly favorable. Freight rates were the principal factor in better market conditions for shippers. Although market conditions might remain strong for a few more months, FTR forecasts some deterioration soon with the SCI falling to more neutral readings in the months ahead. “Freight rates in April were as favorable for shippers as they have been over the past year, but that climate likely will deteriorate modestly soon as capacity utilization has already begun to tighten a bit,” said Avery Vise, FTR’s vice president of trucking. “However, aside from unpredictable swings in fuel costs, we do not forecast negative SCI readings over the next couple of years that come close to matching the scope of positive readings recorded from mid-2022 through the end of 2023. Much can happen to change the situation, of course, but the freight market is shaping up to be much more balanced between shippers and carriers in 2025.” The June FTR’s Shippers Update, published June 7, provides a detailed analysis of the factors affecting the April Shippers Conditions Index and provides the forecast for this index through April 2025. Additional commentary in the June issue analyzes the lingering excess trucking capacity among both small and larger carriers. The Shippers Conditions Index tracks the changes representing four major conditions in the U.S. full-load freight market. These conditions are: freight demand, freight rates, fleet capacity, and fuel price. The individual metrics are combined into a single index that tracks the market conditions that influence the shippers’ freight transport environment. A positive score represents good, optimistic conditions. A negative score represents bad, pessimistic conditions. The index tells you the industry’s health at a glance.

Schneider named PepsiCo’s Asset Sustainability Carrier of the Year for third consecutive year

Dana Guthrie - July 1, 2024

GREEN BAY, Wis. — Schneider National Inc., has once again been selected as the PepsiCo Asset Sustainability Carrier of the Year for the third consecutive year, according to a press release. “We are honored to be recognized by PepsiCo for our continued commitment to sustainability,” said Erin Van Zeeland, chief commercial officer, group senior vice president and general manager of logistics for Schneider. “As we continue to drive our industry forward, we are privileged to collaborate with other leaders like PepsiCo who share our vision for a greener future. Together, we’re not just reducing emissions; we’re crafting a legacy of responsibility and innovation for a healthier planet.” For over two decades, Schneider has worked closely with PepsiCo, achieving significant milestones in sustainable transportation. Notably, Schneider became the first third-party carrier to transport zero emission shipments for PepsiCo globally last year. Since then, the company has successfully completed nearly 800 shipments for PepsiCo’s Frito-Lay North America division using its battery electric vehicle (BEV) fleet in Southern California. Last year, Schneider debuted its fleet of nearly 100 BEVs, including 92 Freightliner eCascadias and two Lonestar S22 terminal electric tractors. Since then, the company has surpassed 4 million zero emission miles of customer freight hauled. The company also opened a large-scale charging depot at its South El Monte Operations Center in California, which features 16 350 kW dual-corded dispensers, allowing 32 trucks to be charged simultaneously. Growing its BEV fleet is a key aspect of Schneider’s long-term commitment to move goods as efficiently as possible and emit less CO2. The company is proudly already 90% of the way to its 2025 goal of reducing CO2 emissions by 7.5% per mile and aims to reduce CO2 emissions per mile by 60% by 2035.

Drivewyze and Diesel Tech Industries partner to bring weigh station bypass and in-cab alerts to Guardian ELOG customers

Dana Guthrie - July 1, 2024

PLANO, TEXAS, – Drivewyze, the North American leader in connected truck services and the largest public-private weigh station bypass network operator, has announced it has partnered with Diesel Tech Industries to provide its Guardian ELOG customers with integrated access to Drivewyze PreClear weigh station bypass and Drivewyze Safety+ services. “Diesel Tech Industries continues to grow and expand its suite of fleet management products for its customers,” said VP of Business Development and Channel Management for Drivewyze, Frances Kilgour. “We’re excited to partner with Diesel Tech Industries and provide its Guardian ELOG customers integrated access to our weigh station bypass and in-cab safety notifications services.” Diesel Tech Industries offers several key fleet management technologies for trucking companies and owner operators that operate in Canada and in the U.S. Since no transponders are required, activation of Drivewyze PreClear on the Guardian ELOG platform can be done in minutes. Drivewyze transmits safety scores, registration and tax compliance information to the weigh station, which then calculates the information against the bypass criteria established by its state or province. If the carrier and vehicle pass the criteria, at one mile out, the driver receives permission to bypass the site. The better the fleet’s safety score, the more bypasses typically granted. Through Drivewyze PreClear, Guardian ELOG customers have the ability to receive bypass opportunities at more than 900 locations in 48 states and provinces. “Drivewyze’s PreClear combined with the Guardian ELOG has been a game-changer for our trucking operations,” said Blake Richardson from B. Richardson Transportation who beta-tested the Guardian ELOG and Drivewyze integrated offering. “Using the Guardian ELOG with Drivewyze, we seamlessly navigate past busy trucking scales, saving us up to 10 minutes each day, if not more, while maintaining compliance. Together, they’ve streamlined our trips, boosting efficiency and peace of mind on the road. We highly recommend Drivewyze to any fleet looking to optimize their operations.” In addition to Drivewyze PreClear, Guardian ELOG customers can access Drivewyze Safety+, which provides drivers with real-time weather alerts, as well as in-cab safety alerts for upcoming dangerous curves, low bridges, and high speeding citation areas, and more. Drivewyze’s back-office tools also allow fleets to create their own customized driver alerts, plus our safety analytics allow fleets to monitor driver behavior and help in driver coaching. According to Rebecca Goldsack, Diesel Tech Industries COO, adding integrated access to Drivewyze’s PreClear and Safety+ services is expected to be a welcomed new offering for its customer base. “Bypassing weigh stations is a tremendous opportunity for fleets and owner operators to save time and operating costs associated with spending time at weigh stations waiting for an inspection,” said Goldsack. “We’re pleased to partner with the leading provider of this service in Drivewyze. Drivewyze PreClear and its in-cab safety notifications service, Safety+, can help our customers operate more efficiently and safe.”

Supreme Court rules that North Dakota truck stop can sue over debit card fees

The Associated Press - July 1, 2024

WASHINGTON — The Supreme Court opened the door Monday, July 1, to new, broad challenges to regulations long after they take effect, the third blow in a week to federal agencies. The justices ruled 6-3 in favor of a truck stop in North Dakota that wants to sue over a regulation on debit card swipe fees that the federal appeals court in Washington upheld 10 years ago. Federal law sets a six-year deadline for broad challenges to regulations. In this case, the regulation from the Federal Reserve governing the fees merchants must pay banks whenever customers use a debit card took effect in 2011. The deadline for lawsuits over the regulation was in 2017. Corner Post, a truck stop in Watford City in western North Dakota, didn’t open its doors until 2018. Still, a federal appeals court dismissed the challenge as too late. The company appealed to the Supreme Court. The Biden administration had urged the court to uphold the dismissal because otherwise, governmental agencies would be subject to endless challenges. The decision could take on new significance in the wake of last week’s ruling that overturned the 1984 Chevron decision that made it easier to uphold regulations across a wide swath of American life. The court also stripped the Securities and Exchange Commission of a major tool to fight securities fraud. Chief Justice John Roberts captured the dilemma facing the court when the Corner Post case was argued in February. Agencies could face repeated challenges “10 years later, 20 years later” and “sort of have to create the universe, you know, repeatedly.” On the other hand, Roberts said, “You have an individual or an entity that is harmed by something the government is doing, and you’re saying, well, that’s just too bad, you can’t do anything about it because other people had six years to do something about it.” The legal principle that everybody is entitled to their day in court, Roberts said, “doesn’t say unless somebody else had a day in court.”

Forward Air provides update on first quarter 2024 non-GAAP financial measures

Dana Guthrie - July 1, 2024

GREENEVILLE, Tenn. — Forward Air Corporation (FAC) has announced updates to certain previously released non-GAAP financial measures for the twelve-month period that ended March 31, to include adjustments to the previously released non-GAAP financial measures. “We wanted to provide this adjustment to our first quarter reporting as part of the new leadership’s commitment to increased transparency,” said Chief Executive Officer Shawn Stewart. When FAC released first quarter 2024 earnings on May 8, FAC made available to investors a conference call presentation to provide information intended to provide visibility into the FAC’s calculation of “Consolidated EBITDA” under its existing credit agreement for the last twelve months which ended March 31. In the presentation, FAC calculated Consolidated EBITDA of $300 million, which included several one-time costs and pro forma adjustments related to the acquisition of Omni Logistics (Omni). After performing a thorough assessment of all available addbacks permitted under the credit agreement, FAC has revised its calculation of Consolidated EBITDA for that period approximately $324 million. As a result, FAC’s revised Consolidated First Lien Net Leverage Ratio would have been 5.1x for the quarter ending March 31, compared to 5.5x as reported on May 8. Beginning with the fiscal quarter ending June 30, FAC is required to comply with a financial performance covenant under the credit agreement that sets a maximum Consolidated First Lien Net Leverage Ratio of 6.0x. In addition, it has taken further cost reduction actions that it believes will add approximately $20 million of incremental Consolidated EBITDA to FAC’s second quarter results. “We are aggressively taking action to improve profitability, maximize synergy capture and drive our leadership in global supply chain and domestic transportation services so that we can create value for our customers, employees and shareholders,” said Stewart. “We are focused on execution and continue to be optimistic about the opportunities ahead and our long-term growth trajectory. We look forward to sharing more details on our progress on our second quarter earnings conference call.”

Weathering the storm: Capacity slowly eroding but not fast enough to change the freight market

Cliff Abbott - July 1, 2024

Beginning in 2020, the COVID-19 pandemic brought global economic conditions that had not been seen for generations. Four years later, the disease that started it has abated somewhat, but the impact of government efforts to stimulate a stalled economy, combat supply chain issues and modernize the nation’s infrastructure are still felt worldwide. For the trucking industry, the impact was a brief slowdown followed by a sharp increase in rates, followed by the longest-known freight recession in history — one that continues today. For 2023, public carriers mostly reported lower operating income or losses, higher operating ratios, and higher expenses. First quarter financial reports for 2024 showed little (if any) improvement. Spot freight rates remained stubbornly low, and contract rates continued their downward spiral. The trucking industry wants to know: When will the freight market turn upward?” According to most analysts, the answer is: Not soon enough. “The typical U.S. three freight recessions were in the 17- to 23-month range. We’re at 24 to 25 months already,” noted Dean Croke, principal analyst at DAT IQ. “And there’s a sense that this could go on for quite a few months more.” Avery Vise, vice president of trucking for FTR Transportation Intelligence, concurs. “We think that it’s going to be next year before anyone really perceives a definite change in the market,” he said. Jason Miller, PhD, professor of supply chain management at the Eli Broad College of Business at Michigan State University (MSU), says he’s not optimistic. “It could improve a little bit, but I’m not going to get my hopes up too much,” he said. “We still have too much capacity relative to demand.” It’s the same old story: Capacity remains the biggest driver of freight rates. “We still have way too many trucks on the road as a result of the massive influx during the pandemic. That’s keeping a lid on for higher spot rates,” Croke explained. To be sure, trucks are leaving the freight market, but the process has been slower than expected. “We think U.S. tractor replacement is around 11,500 units to 12,000 units (monthly production of new trucks),” said Kenny Vieth, president and senior analyst at ACT Research. “In two months, we’ve done 14,600 and 14,400. A year ago in March and April we did 19,800 and 18,300, so we are making progress,” he continued. “But we think the Class 8 US tractor population is going to continue to grow on strong sales before slowing production down.” Vise believes the turnaround is on the horizon. “Are we going to continue to lose enough capacity where that by the end of the year, things will have turned around? Our expectation is that we will basically be back to a sort of a normal balance between shippers and carriers,” he said. “You hear people talking about the capacity over balance. The big question is: Why has that not corrected?” Vise said. Croke echoes this question. “When does capacity get to a point where we get to equilibrium? Because large truckload carriers on the contract market are still reducing truck capacity,” he said. Analysts gave a couple of reasons for the delay in reducing capacity. The top culprit could be private fleets, according to Croke. “If you’re a private carrier or a big manufacturer who saw double-digit rate increases during the pandemic that probably wiped out years of profitability on the transport spend side, you’d say, ‘What if we got more freight on our own trucks over a five year period?’” he noted. During the COVID-19 pandemic, it wasn’t as easy to find available trucks to haul loads. “You can recall back in 2021 and early 2022, (manufacturers) could not find someone to haul their freight, and it was $4 a mile on the spot market,” Vieth said. “And the Wall Street Journal would have a story where yet another CEO was explaining why their transportation costs exploded and that’s the reason why they missed their earnings goal.” Any time corporations increase the size of their private fleets as a hedge against future freight rate increases, there is an impact on current rates. Some of these private fleets may be picking up loads from the spot market to keep their trucks running, but the bigger impact could be the product that manufacturers are no longer tendering to the freight market. Another reason for the slowness of capacity removal may be the perception that “better days must be coming soon”; a hope that keeps some carriers hanging on. “I think the reason that they we haven’t seen more attrition is that same expectation that we’re going to have a rebound,” Vise said. “They have that ‘any day now’ philosophy, which didn’t used to matter all that much.” Of course, the other side of the supply/demand equation is freight availability — and that largely depends on the economy. Most analysts are calling for slow but steady economic growth for at least the rest of 2024. Miller, however, isn’t so sure. While some analysts point to data compiled from banking operations, billing services or organizational members, MSU’s College of Business team compiles a Ton-Mile Index using data from the U.S. Census Bureau and other agencies. “We have data that we pull for literally 41 North American Industrial Classification System (NAICS) codes,” he explained. “The Census Bureau has identified 700,000 locations in the U.S. that shipped something, that are not farms. So basically, we’re capturing 700,000 shipper locations.” Miller looks at the NAICS responsible for the largest shares of shipping ton-miles, such as food manufacturing — the largest share at 14.5%. “Food manufacturing is down a couple percent from where it was in 2023 and certainly 2022,” he said, adding, “That’s tens of thousands of fewer loads getting moved.” Chemical manufacturing, mining (except oil and gas) and non-metallic mineral product manufacturing (cement and aggregate) round out the sectors responsible for the largest numbers of ton-miles, and all of them are down, according to MSU’s index. “The big story is just that the demand side right now is quite weak for those key industries,” Miller explained. “And there’s not the type of encouraging economic news that would make me think there’s gonna be a spike in freight demand.” If there’s good news, it’s that there’s no news that would indicate a collapse. “I just see so many headwinds right now through the rest of this year, and the Feds not cutting rates anytime soon, so to me, I’m pretty much writing off this year,” Miller concluded. While economic growth may continue at a slow and steady pace, production will not produce enough freight to overcome the excess capacity in the freight market. There’s another factor, however, that could disrupt the market. The National Oceanic and Atmospheric Administration (NOAA) is predicting an “above average” hurricane season with 17 to 25 named storms and four to seven hurricanes rated at Category 3 or higher. The agency cites warm ocean temperatures, reduced trade winds due to La Niña conditions, and other factors in its prediction. Hurricanes can cause major disruption to the supply chain and can cause fuel price spikes due to refinery damage or shutdown. As it stands, the trucking industry may be looking to weather the storm, both economically and literally.

Addressing the issues with TCA’s John Culp

Linda Garner-Bunch - July 1, 2024

As Truckload Carriers Association (TCA) Chairman John Culp enters the second quarter of his term, motor carriers continue to face challenges posed by rising costs in and an economy that might best be described as “stagnant.” Recently we had a chance to sit down and visit with Culp about a few of the issues driving the overall cost of trucking upward, from zero-emissions regulations and alternate fuel sources to the prevalence of high-dollar awards to plaintiffs against motor carriers and truck drivers, the continuing debate about classifying works as independent contractors or company employees, and more. Settle in for an in-depth discussion! Linda: Good morning, Mr. Chairman. As you begin the second quarter of your tenure as TCA chairman, what issues stand out in your mind as the highest priority for the truckload segment of the freight industry? John: I would say the biggest issue for the industry is dealing with increasing costs in a very challenging rate environment. Contract rates are hurting, and spot rates are unsustainable. The market will shift, but it will be a battle until it does. The rising cost of liability insurance is one cost that is particularly bad. Unfortunately, it is going to take litigation reform to reign it in — and that is not something that will happen quickly. It will take a concerted effort at both the national and state levels. TCA is working to help keep this issue at the forefront of stakeholders’ attention at both levels. Linda: The push for zero-emission commercial vehicles continues, and it seems many groups are focusing on battery electric trucks as an “immediate” solution. What other options should the industry consider? John: Another big issue we are working on is educating the public on the cost of both battery electric vehicles (BEVs) and the electric infrastructure needed to power them. Our country is enamored with battery electric vehicles as THE solution to protecting the environment, and while it will be part of the solution, the cost and targeted time frame for our industry to implement is simply unrealistic. BEVs can be part of a long-term comprehensive solution, but it is imperative that we also utilize other options available that have more immediate impact, especially for the trucking industry. The focus on “zero tailpipe emissions” ignores the massive carbon generation that occurs on the BEV mining and production side. These issues are clearly articulated in new research from the American Transportation Research Institute (ATRI), which released a report just this spring on Renewable Diesel. The report identifies and highlights substantial environmental and cost benefits that internal combustion renewable diesel (ICE RD) engines have in truck life-cycle CO2 over the truck life-cycle CO2 of BEVs. According to the report, an ICE RD provides a 67.3% decrease in per truck life-cycle CO2 compared to an ICE diesel, with no operational changes. A BEV using today’s technology, on the other hand, offers only a 30%-39.5% decrease in per truck life-cycle CO2 — with a limited range and cargo capacity on top of substantial operational challenges. The projected cost to reach a 22.6% CO2 decrease over a 15-year period is $203 billion for ICE RD, as opposed to $1,190 billion for BEV. That’s a cost of $8.982 billion per percentage point for ICE RDs compared to $52.654 billion for BEVs. Linda: That’s a pretty significant cost difference. Why isn’t the entire nation jumping on the idea of converting to ICEs fueled by RD? John: While these numbers might look like a no-brainer, the adoption of RD does face political headwinds, particularly because of the zero-tailpipe emissions aspect. That will take time to resolve because of a few factors. Feedstocks are needed to produce RD. While current production has kept up with growing demand, second- and third-generation feedstocks will have to be developed to meet the demand of the future. While the full impact of subsidies on the RD market is not known, they are clearly encouraging production. Should subsidies be removed from the market too early, supply may decrease. Sustainable Aviation Fuel (SAF). Interest is growing in SAF, which uses similar feedstocks and processes for production. It is possible that public policy could shape the SAF market and divert RD from the trucking industry, thus working against industry efforts to decarbonize. Linda: What other possible solutions can be explored? John: Converting to RD is not the only other option for consideration in our comprehensive long-term solution for environmental sustainability. Hydrogen fuel cells or other alternative fuels can play a role — but one thing we can do in the immediate/short-term horizon is to promote and incentivize replacement of pre-2010 engines, which represent approximately 45% of the nation’s heavy-duty trucks with modern engines. Replacing those trucks with modern engines would reduce truck emissions by over 80%. That would be a massive reduction! Another idea is to incentivize truckers to upgrade their older vehicles. Both TCA and the American Trucking Associations (ATA) are advocating the repeal of the Federal Excise Tax (FET) of 12% that is charged on the purchase of new tractors. The 12% equates to almost $17,000 on a truck that costs $140,000. The FET is an outdated, regressive tax that increases every year with inflation and needs to be repealed. It would be good for both our industry and the environment. Linda: Lawsuits resulting in exorbitant penalties against trucking companies continue to plague the industry. In fact, numerous states have considered bills to address the problem, with varying degrees of success. In your opinion, what is the biggest hurdle that is preventing the passage of such legislation? John: Exorbitant jury awards and settlements, aka “nuclear verdicts,” are a tremendous problem for the entire trucking industry. Unfortunately, accidents happen, and sometimes people are seriously or fatally injured. When this happens, our legal system allows the injured party to seek recovery and/or damages from the party that was responsible for the accident. This is a good thing, and that is what insurance is for. Trucking companies are required to carry a minimum of $750,000 of insurance coverage. That figure was set in 1980 and has not been updated since. It is well below what is needed to cover the cost of serious accidents today. If adjusted for inflation using CPI and medical cost inflation numbers, it is fair to say that today’s minimum liability limits would reasonably fall within the range of $3-$5 million. But that’s an issue for discussion at another time. To answer your question about the biggest hurdle preventing passage of legislation: It’s opposition from plaintiff attorneys and their massive lobbying dollars. Have you noticed the TV commercials and billboard advertisements from personal injury attorneys targeting “big truck accidents”? You can’t miss them; they’re everywhere! It’s big business and has become a specialty industry. The plaintiffs’ bar is highly organized and very good at what they do. I’m not saying personal injury attorneys are bad people, but the big boys who are driving the problem are specialists who focus on big cases involving trucking companies who have lots of insurance and/or assets. They game the legal system, disparaging our industry and convincing juries that truckers are bad actors that need to be punished. Some might be, but not even that justifies the lottery jackpot verdicts and settlements that have gone ballistic over the last 10 years or so. The awards are so big that they have investors who will finance the cost of multi-year litigation for big returns on their investment. They venue-shop for states that have favorable judicial procedures, precedents and big-verdict judgements and that do not have noneconomic damage limits. Educational opportunities promote litigation. These parties also provide educational opportunities to teach other attorneys how to maximize their jury awards and settlements in big truck accidents. I recently saw an advertisement for an upcoming seminar, the “2024 Big Truck and Auto Summit,” for plaintiffs’ attorneys. The event has 24 expert speakers, three of which boast a combined total of $2.1 billion in awards and settlements. I would agree that they are experts indeed. I don’t know what they will be teaching, but a common method used for obtaining big verdicts and judgements since 2009 has been known as the Reptile Theory. An article from Courtroom Sciences, Inc., titled “Reptile Theory at Deposition: Extinct or Evolved?” examines the misunderstanding of Reptile Theory and exposes the psychological principles plaintiff attorneys use to achieve disproportionately high dollar settlement and trial verdicts. Reptile Theory has been around a long time and has now been rebranded as the “Edge,” brought to you by the Keenan Trial Institute (KTI) and directed by original Reptile co-founder Don Keenan. Litigation reform is desperately needed. We need litigation reform in the worst way. Runaway “jackpot justice” has to be throttled back. It is unfair to the hundreds of thousands of trucking companies that move America’s freight and have to pay higher insurance premiums because of it. Airlines and railroads have protections that limit awards, but transportation litigation is like the Wild West. Progress is being made in several states, but we have a long way to go. If we are going to be able to overcome the plaintiffs’ bar and their war chest of money, we need the public to support our efforts by talking to legislators and voting on litigation reform initiatives. We need to educate them on what is happening and how they are impacted. The truckload industry moves 73% of freight in the U.S., and these lottery award verdicts and settlements have and will continue to raise the cost of transportation that ultimately is passed on to consumers. Linda: Is there hope for a solution at the federal level for the issue of nuclear verdicts? John: I think there is some hope. It may be a pipe dream, but the trucking industry is critical to our nation’s supply chain. It is regulated by the federal government and should be adjudicated in the federal court system. In my opinion, this would be a huge step in the addressing litigation abuse. The federal government could also apply some type of noneconomic damage protection as it has done for airlines and railroads. Linda: It’s no secret that times are tough in trucking, and most analysts predict that recovery will be excruciatingly slow. In your opinion, what are the key factors slowing this recovery? John: Inflation and interest rates. Our economy is consumer-driven and continued inflation, especially for groceries, is hurting families. While the high interest rates impact businesses also, it has a much harder impact on consumers with credit card debt. Home sales for new and existing homes are at the lowest levels we have seen since prior to COVID. In my opinion, higher mortgage rates are the biggest reason. Linda: On another topic, the independent contractor vs. employee classification debate continues across the country and impacts numerous industries. From a business perspective, how would reclassifying current independent contractors as an employee impact a company’s bottom line? John: I’m not sure how to answer that because I think it would depend somewhat on the mix of independent contractors vs. company drivers for individual companies. The big issue is that independent contractors and employment do not fit together. The independent contractor model is a very important part of our industry, and it will go away if this happens. Nobody wins. Linda: Looking forward to association events, TCA is holding the annual Refrigerated Meeting in Stowe, Vermont, in July. What topics will be addressed, and what benefits can carriers gain from this event? John: At the TCA Refrigerated Meeting we’ll tackle key industry issues affecting those hauling temperature-controlled freight. Educational sessions range from panels focusing on current and future supply chain challenges and opportunities to perspectives on the economic outlook of the segment, several interactive discussions on innovative technology with real-world carrier case studies, building successful customer-carrier relationships, and driver retention. Many of the sessions will encourage audience interaction and discussion so it’s a great way to learn from the experts as well as connect with peers. There is also a golf tournament in the beautiful Green Mountains of Stowe, Vermont, and unique networking receptions and dinners. It’s a great chance to learn, connect, and stay ahead in the industry. Linda: Thank you, Mr. Chairman, for your time and your insights. I look forward to our next visit.

Averting nuclear disaster: Trucking industry fights back against company-killing lawsuits

Dwain Hebda - July 1, 2024

We’ve all seen them: the screaming billboards along America’s highways promising justice — and a big check — following a traffic accident involving a big rig, or the sleazy late-night commercial asking, “Have you been injured by a trucking company’s carelessness?” Such advertising efforts by the lawsuit industry have become so common, not to mention lucrative, that it has almost become passé — even though any of those massive settlement checks could be the death-knell of all but the very largest trucking companies coast to coast. Dr. Alix Miller, president and CEO of the Florida Trucking Association (FTA), is well-versed in the ways of the personal injury world. Florida has long been considered ground zero for such litigation. “Take any drive down an interstate in Florida, or any other side road, and you will see billboard after billboard after billboard, usually with a giant truck on them,” she said. “We are the industry that personal injury attorneys, especially the nefarious ones, have been targeting for many, many years.” Given this, it seems fitting that the latest win in the continuing battle for meaningful tort reform took place in the Sunshine State. Last year, the FTA saw its sweeping bill, HB837, signed into law by Gov. Ron DeSantis, ushering in major changes to the state’s civil litigation statutes. Adoption of the new state law represented the end of a long campaign, and the thrill of the win still rings in Miller’s voice. “Most people say, ‘Look, the trucking association got comprehensive tort reform in three weeks.’ And I always respond that it took 20 years and three weeks,” she said. “We came up with a formal strategy three years ago,” she explained. “We knew the time was not right in 2020. It wasn’t right in 2021. It wasn’t right in 2022. But that didn’t stop us from preparing for 2023, when we thought the stars might align with leadership and support from the governor.” Some of the more notable changes the bill brought into law include protecting small businesses from paying massive damages when they are not primarily at fault. Under the old law, companies could be pressured to settle even if evidence showed the plaintiff was 99% to blame for the event. Another change is the elimination of one-way attorney fee shifting, which allowed plaintiffs’ lawyers to recover attorneys’ fees without paying defendants’ costs after filing abusive lawsuits. Signage of the bill was a victory felt both inside and outside of the trucking industry. In fact, the U.S. Chamber of Commerce called it “the biggest legal reform bill in decades” in a 2024 report detailing legal reform measures passed in the previous year. “Obviously, this is a significant problem,” Miller said. “There are significant problems in many states — some worse than others. Before 2023, Florida was one of the worst.” Tort reform is a state-by-state issue, but all tend to have the same goals in common, such as eliminating spurious lawsuits and limiting so-called nuclear verdicts, a term applied to judgements $10 million and up. Such reforms are often difficult to pass on emotional grounds since the level of damage resulting from an accident involving a semi accident tends to be prejudicial to lawmakers over determining who was actually at fault. Miller says that, while huge awards tend to attract the most headlines, a runaway system that allows multiple smaller awards is just as damaging to the financial health of the industry. “It’s about the settlement mills, that’s what we call them,” she said. “People talk about a nuclear verdict putting a trucking company out of business, and of course many will, but when you have most trucking companies at 20 trucks or less, just a couple of settlements are going put a trucking company out of business.” Rob Moseley, founding partner of South Carolina-based law firm Moseley Marcinak Group, says there’s another concern to consider, regardless of judgement size. “I think that it’s more likely to put somebody out of business, not because they get hit with a verdict as much as they can’t afford the insurance because of where the market is,” he said. “The odds of you getting hit with some sort of huge award are not that great, but the odds of having to pay a lot for your insurance are 100%,” he continued. “I think that’s a bigger issue than anything else. The verdicts are driving insurance costs up so much that we’re seeing those types of issues.” Moseley, who’s handled cases for transportation industry stakeholders for more than 30 years, says variances in legal statutes from place to place will continue to make tort reform a matter for the states, although there are federal measures that could also help. He believes broadening federal jurisdiction to allow cases involved in interstate motor carriers to be brought in federal court would be a good start. Until that happens, the issue lies in state legislatures’ hands. On this front, Moseley says he’s seen good progress in many areas of the country. “West Virginia’s legislature passed a cap on damages. Wisconsin’s legislature passed a cap on damages, even though the governor vetoed it,” he said. “We have had some significant changes in Iowa and Florida and Texas in the last few years. Those have been some good things. “We absolutely need to continue this state-by-state tort reform to put the brakes on these big judgements — no pun intended,” he noted. “Something’s gotta give whether it means your products in the store costing double because it costs that much to get them there or something else. Interstate commerce can’t withstand this continuing barrage of large verdicts.”

Transflo celebrates 10 years of Transflo Mobile+

Dana Guthrie - June 30, 2024

TAMPA, Fla. — Transflo is celebrating the 10-year anniversary of its flagship app, Transflo Mobile+. “Transflo’s roots started with addressing key pain points for drivers and fleets, establishing an exclusive service network to enable document scanning in truck stops nationwide,” said Frank Adelman, Transflo’s CEO and president from 2013 to 2022,. “Transflo’s passion to simplify the day in the life of a driver led us to pioneer mobile scanning, allowing drivers to be paid faster. The app continued to evolve into what it is today, a super app for drivers.” According to Transflo, since launching on June 20, 2014, Transflo Mobile+ has become the “everything” app drivers can rely on to complete their day and focus on the road. With over 3.2 million downloads, Translo Mobile+ processes nearly 1 billion scanned documents, 65 million+ loads and well over $100 billion in freight spend. In addition to industry-leading document scanning capabilities, load workflow and mobile communications, the platform also offers hours of service, navigation, weigh station bypass, safety alerts and more. Before the mobile app was launched, Transflo was primarily known for its truck stop scanning machines where drivers could scan paperwork, including load documents, invoices, and receipts directly to their company’s back office. Moving Transflo’s focus from truck stop scanning to a mobile app represented a significant shift. Mobile+ was created to streamline the driver’s day to day activities as a core purpose – and that mission continues to this day. Transflo Mobile+ was also created to address inefficiencies in driver workflows and load management. According to Transflo, a decade ago, communication between a driver and carrier was often done through traditional dispatch methods or via in-cab computers that cost upwards of $2,000 per truck. By including two-way communication and load information in Transflo Mobile+, the app tackled multiple pain points for transportation industry. “It was more than just scanning, and we knew from the start that it wasn’t simply a tool where we were going to scan documents, it was a tool where we were going to drive significant benefit for driver and carrier, reduce costs, and provide lexibility to fleets,” said Adelman. From 2016 to 2018, Transflo Mobile+ introduced several widely adopted integrations that today make it a one-stop shop for a driver’s day at work, including Geotab, Drivewyze, and CoPilot. In 2019, Transflo unveiled a redesigned Mobile+ app, and continues to innovate and update the app on a continuous basis. Today, Transflo is making a record investment in Mobile+, with a strong vision and robust roadmap for further innovation and automation. “I’m proud of our obsessive focus on solving real-world problems through innovative user experience, and Transflo Mobile+ is a perfect example of exactly that,” said CEO of Transflo, Renee Krug. “As a trusted partner to our driver and fleet customers, Transflo is focused on driving their success through constant innovation. We’re solving challenges that exist today and ensuring they are prepared for the changing landscape ahead.”

DAT: Load board numbers lowest since January 2022

Dana Guthrie - June 28, 2024

BEAVERTON, Ore. —According to the latest numbers from the DAT Truckload Volume Index, the number of trucks posted on the load board for June 16-23 was the lowest non-holiday week posting since week four in 2022. Data from DAT One and DAT RateView also noted that the number of available flatbed loads was 47% lower than the pre/post-pandemic average for Week 25 (1.16 million loads). Spot load and truck-posting numbers are expected to jump this week ahead of the July 4 holiday. The number of load posts on DAT One increased 2.3% to 2.16 million last week. That’s 3% higher year over year. The total number of trucks on DAT One decreased by 7.3% to 317,550. That’s 27% lower year over year and 20% lower than the same week in 2019. Dry Vans ▲ Van loads: 1,055,574, up 9.3% week over week. 12% higher year over year ▼ Van equipment: 210,579, down 7.2% ▲ Load-to-truck ratio: 5.0, up from 4.3 ▲ Linehaul rate: $1.68 net fuel, up 2 cents week over week Reefers ▲ Reefer loads: 483,108, up 11.9% week over week. 6% higher year over year ▼ Reefer equipment: 61,590, down 10.4% ▲ Load-to-truck ratio: 7.8, up from 6.3 ▲ Linehaul rate: $2.00 net fuel, up 2 cents Flatbeds ▼ Flatbed loads: 624,143, down 12.8% week over week. 12% lower year over year ▼ Flatbed equipment: 45,381, down 3.5% ▼ Load-to-truck ratio: 13.7, down from 15.6 ▼ Linehaul rate: $2.06 net fuel, down 2 cents “We’re entering an unusual stage in the freight market as the market bounces along the bottom of a trough—and we may be here for some time, said DAT Principal Analyst Dean Croke. “Truckload carriers are aggressively calibrating their fleet size to match softening demand, but they’re also ordering more new trucks ahead of the 2027 EPA Clean Trucks Plan, which could add as much as $30,000 to the cost of new trucks.” “More used trucks are hitting the market and use-truck prices are falling, making it attractive for new capacity to enter an already oversupplied industry,” Croke said. “The 2027 pre-buy cannot be ignored, as it’s one of the main reasons we think capacity will keep a lid on any meaningful improvement in spot and contract rates this year.”

Trucking across borders continues to increase

Bruce Guthrie - June 28, 2024

WASHINGTON — Both northern and southern ports of the U.S. are seeing a marked increase in truck traffic over the last 12 months according to statistics provided by the U.S. Department of Transportation (DOT). From April 2023 until April ’24, North American Transborder freight is up 9% overall with approximately $138 billion worth of freight crossing the Canadian and Mexican borders. More than $90.5 billion of that is via truck. Of the total number of freight dollars moved, $65.5 billion went to Canada while $72.2 billion crossed into Mexico. Truck freight’s impact is up 11.5 percent from the previous year according to the DOT. Rail is a very distant second in total freight dollars at $18.2 billion. In freight going both directions across both borders, $37.4 billion crossed Canada while $53.1 billion were going in and out of Mexico. According to the DOT media release, Detroit, Port Huron and Buffalo are the top truck ports for U.S. freight flows with Canada, while Laredo, El Paso, and Otay Mesa are the top truck ports with Mexico. The top commodities being hauled across borders aren’t much different. The top freight going to Canada includes computers and parts ($6.1 billion), vehicles and parts ($5.6 billion) and electrical machinery $2.6 billion.) The same commodities are the most popular in Mexico, but not in the same volume. Electrical machinery is tops in Mexico ($11.9 billion), while computers and parts are a close second ($11.5 billion). Vehicle and parts are third ($7.4 billion).

Real-time traffic slowdown alerts set to aid Texas truck drivers

Dana Guthrie - June 28, 2024

PLANO, Texas— Drivewyze has announced a new Smart Roadways service with the Texas Department of Transportation (TxDOT) to improve highway safety using Drivewyze’s connected truck network and INRIX real-time traffic data. Through Drivewyze Smart Roadways, 285 miles of I-45 between Dallas and Galveston are currently being monitored, providing truck drivers with in-cab alerts on sudden and unexpected slowdowns of traffic and other hazards. By the end of July, over 3,000 interstate miles in Texas will be monitored. Texas joins nine other states that have partnered with Drivewyze and INRIX in rolling out traffic slowdown alerts as part of their connected truck safety programs. “We must explore innovative strategies to mitigate crashes within our state,” said TxDOT’s Director of Strategy and Innovation Darran Anderson. The integration of Drivewyze Smart Roadways with INRIX alerts has the potential to significantly enhance safety for truckers, aiding them in avoiding collisions. Given that large trucks traveling at highway speeds necessitate twice the stopping distance compared to passenger vehicles, it is prudent to provide targeted alerts tailored to truck drivers. These alerts empower them to anticipate road hazards that may not always be visible ahead. Our collaboration with Drivewyze is an exciting step toward making these alerts accessible to truckers across our state.” The in-cab alerts, using visual messages such as “sudden slowdown ahead” along with an audible chime, are configured to allow ample time for trucks to slow down or stop, as necessary. In 2022, there were nearly 4,500 motor vehicle traffic fatalities and nearly 19,000 serious injuries in Texas, which equates to a traffic death every 1 hour and 57 minutes. The latest National Highway Traffic Safety Administration report (2021) showed Texas had the most fatalities involving commercial trucks of any state, with 806. Traffic slowdown alerts are offered to the entire trucking industry at no cost. Any commercial truck driver or fleet can access the alerts free of charge through a recently introduced service called Drivewyze Free. This allows fleets and drivers — using telematics devices, smartphones, or tablets — to receive an essential set of in-cab safety alerts and advisories in advance of potentially risky areas on the roadway. Drivewyze Free includes access to agency sponsored real-time traffic slowdown alerts and other alerts and advisories generated in partnership with select state transportation and enforcement agencies. In addition, core message sets include Drivewyze sponsored alerts and advisories for High-Rollover risk areas, Low Bridges, and Mountain alerts (steep grade ahead; chain-up/brake check stations; and runaway ramps). “Over the last decade, Drivewyze has invested in the in-cab-infrastructure and partnerships that allow state transportation agencies to communicate directly with drivers,” said CEO of Drivewyze, Brian Heath. “Our Smart Roadways services, which include alerts for upcoming traffic slowdowns, active work zones, and parked service vehicles, amongst others, allow these agencies, for the first time, to extend their transportation safety programs into commercial motor vehicles.”

Transportation Insight, Nolan Transportation open new headquarters in Atlanta

Dana Guthrie - June 28, 2024

ATLANTA — Transportation Insight (TI) and Nolan Transportation Group (NTG) have announced the opening of a new headquarters in Atlanta. “We are incredibly excited about our new headquarters in Atlanta and the opportunities for the future of our business,” said CEO Ken Beyer. “We have complementary businesses that are well-positioned to deliver fully integrated port-to-porch logistics solutions to our customers. Atlanta’s vibrant business community and skilled workforce make it the perfect place to invest in our long-term growth.” This state-of-the-art facility at the newly reimagined Campus 244 will serve as the nexus for the companies’ operations to drive rapid growth and expand partnerships with customers and transportation providers. The decision to establish a new headquarters in Atlanta reflects TI and NTG’s commitment to the region and position as a leading logistics hub. This new headquarters consolidates five TI and NTG locations in the metro Atlanta area, including locations from previous acquisitions Platinum Circle Technologies, acquired in 2021; Spend Management Experts, acquired in 2020; and Transportation Specialist’s Group, acquired in 2019. It will allow the companies to attract Atlanta’s diverse talent pool and take advantage of the city’s strategic location, which provides excellent transportation connectivity and access to major markets. Georgia Gov. Brian Kemp, First Lady Marty Kemp, Mayor of Dunwoody Lynn Deutsch and over 300 customers, carriers, partners and employees attended the ribbon-cutting ceremony on June 26. “We’re proud that Transportation Insight and Nolan Transportation Group are investing further in Georgia and wish them many years of success in communities across the state,” Kemp said. “Our reliable infrastructure network connects companies and travelers with markets in every corner of Georgia and across the globe. We’ll keep working to maintain that strength and know partners like Transportation Insight and Nolan Transportation Group will play a valued role in that mission.” According to TI and NTG the companies have already made significant investments in expanding operations, hiring over 180 new employees since the start of the year. The new headquarters was designed to accommodate up to 1,250 employees, providing substantial career opportunities and contributing to the overall growth of the region. Along with the investment in people, TI and NTG continue to invest in Beon, the proprietary AI-enabled digital logistics platform that powers both brands and seamlessly connects shippers and carriers within the Beon ecosystem. The new headquarters in Dunwoody, Ga. marks an important milestone in the next phase of growth for TI and NTG. The building was developed by The Georgetown Company, RocaPoint Partners and Beacon Capital Partners. “Campus 244 exemplifies the mixed-use atmosphere companies desire in this new era of collaboration and innovation, and we welcome TI and NTG,” said RocaPoint Principal Patrick Leonard. “Once complete, all Campus 244 employees and visitors will be able to experience restaurants, a hotel and wellness features right outside their doors. The new headquarters will support the strategic objectives of TI and NTG while enhancing the economic vitality of the region.”

ARI-HETRA tabs DellAmore as Vice President

Bruce Guthrie - June 28, 2024

SHARONVILLE, Ohio — ARI-HETRA recently announced the appointment of Jean DellAmore as vice president in a recent media release. DellAmore, formerly with Stertil-Koni, brings over 20 years of industry experience and a proven track record of driving growth and innovation. “We are thrilled to welcome Jean to the ARI-HETRA family,” said Chris Jones, President & COO of ARI-HETRA. “His deep industry knowledge and leadership will be invaluable as we continue to strengthen our market position and drive our growth strategy.” During his tenure at Stertil-Koni, DellAmore served as the company’s first president since its U.S. launch in 1997. He was instrumental in establishing Stertil-Koni as a leader in the heavy-duty vehicle lift sector. In his new role at ARI-HETRA, DellAmore will oversee strategic initiatives and spearhead the development of innovative solutions to meet the evolving needs of the industry. His appointment underscores ARI-HETRA‘s commitment to quality, innovation, and customer satisfaction. “I am excited to join ARI-HETRA and contribute to its legacy of excellence,” said DellAmore. “The company’s commitment to providing top-notch products and services aligns perfectly with my own values, and I look forward to working with the talented team here to achieve new heights of success.”

ATA commends House committee on blocking of Biden’s IC rule

Bruce Guthrie - June 28, 2024

WASHINGTON — A national trucking association is counting a House subcommittee’s push of a funding bill as a win. According to a recent press release, the American Trucking Associations (ATA) commended the House Labor Appropriations Subcommittee, led by Chairman Robert Aderholt (R-Alabama), for voting to advance a funding bill that would prohibit the Department of Labor from implementing the Biden administration’s independent contractor rule. “When the U.S. Department of Labor replaced a straightforward definition for independent contractors with an opaque and deliberately confusing standard, it jeopardized the livelihoods of independent truckers nationwide who have spent years or even decades building their own small businesses,” said ATA President & CEO Chris Spear. “By halting the implementation of this destructive rule, the provision included in the House Labor Appropriations bill would respect the wishes of more than 350,000 truckers who select this employment path because of the economic opportunity it creates and the flexibility it provides. ATA stands firmly behind this effort spearheaded by Congressman Aderholt to defeat this ill-advised rule, and we will continue to work alongside other Members of Congress to protect Americans’ right to earn a living in the manner that they choose.” ATA has strongly opposed the independent contractor rule since its inception, joined a broad coalition of organizations filing a lawsuit against it, and backed a legislative effort led by Rep. Kevin Kiley (R-California) and Sen. Bill Cassidy (R-Louisiana) to overturn the rule. ATA also released a video featuring the personal stories of independent truckers who have been affected by this rule. In April, over a dozen members of ATA’s Women In Motion Council participated in a Call on Washington with top policymakers on Capitol Hill and in the White House to discuss key issues, including the importance of protecting independent contractors. During their meetings, they distributed a booklet with testimonials from women who work as independent truckers. The booklet was used at a subsequent hearing by Representative Kiley as the foundation of a powerful line of questioning of Acting Labor Secretary Julie Su. In addition to the provision blocking the independent contractor rule, the House funding bill contains other trucking industry priorities, such as a provision that would stop the National Labor Relations Board’s joint employer rule. The bill would also freeze the Department of Labor’s worker walk around regulation, which proposes allowing an unlimited number of third parties such as union representatives and trial attorneys to accompany OSHA inspectors on safety inspections. The legislation now heads to the full House Appropriations Committee for a hearing.