WASHINGTON — The trucking industry is applauding steps to overturn California EV mandates.

“The American Trucking Associations (ATA) commends the House of Representatives for passing two key resolutions that will undo damaging emissions regulations set by California and prevent the Golden State from setting de facto national emissions policies in the future,” ATA said. “Earlier this month, ATA sent a letter urging Republican congressional leaders in the House and Senate to put these measures on the floor.”

Advanced Clean Trucks (ACT) Regulations

H.J. Res. 87, which was introduced by Rep. John James (R-Michigan) and approved by a vote of 231-191, would revoke the waiver allowing California and other states to enforce its Advanced Clean Trucks (ACT) regulation if also passed by the Senate and signed into law. ACT, which has been adopted by 11 states, requires medium- and heavy-duty truck manufacturers to sell increasing percentages of zero-emission vehicles from 2024-2035. H.J.Res. 89, introduced by Rep. Jay Obernolte (R-California) and approved by a vote of 225-196, would revoke the waiver allowing California and other states to enforce its Low NOx Omnibus rule. This rule, which has been adopted by 10 states, imposes stringent emissions standards on new truck sales. Both mandates are untethered from reality and would be extraordinarily costly to fully implement.

“This is not the United States of California,” said Chris Spear, ATA president, CEO. “California should never be given the keys to set policies that impact our interstate supply chains. The trucking industry is grateful to our Congressional leaders who are removing Sacramento from the driver’s seat and restoring common sense to our nation’s environmental policies. We look forward to working with Congress and the Trump Administration to develop realistic, technology-neutral federal emissions standards that will benefit our environment, preserve and create jobs, and set our industry up for success.”

Emissions Today are not the Same

Trucks today produce 99% fewer nitrogen oxide and particulate matter emissions than those on the road decades ago, and new trucks cut carbon emissions by over 40 percent compared to a truck manufactured in 2010. As a result, 60 of today’s trucks emit what just one truck did in 1988, according to the ATA.

The release noted that this progress was made possible through a collaborative relationship between the Environmental Protection Agency and the trucking industry. In recent years, however, unrealistic emissions regulations and truck sales requirements set by a patchwork of states have risked massive supply chain disruptions and increased costs for consumers. As the primary mover of more than three quarters of the nation’s freight, trucking depends on uniform standards to facilitate interstate commerce and deliver for American businesses and families.

Owner-Operator Independent Driver Association (OOIDA)

“Setting national policy is the responsibility of Congress, not California,” said Todd Spencer, OOIDA president. “It’s no wonder small-business truckers have left the state in droves to find better opportunities elsewhere. For OOIDA members, vehicle reliability and affordability are critical. So far, there is no convincing evidence that electric commercial motor vehicles are a viable option for small-business truckers given the high costs and inadequate charging infrastructure. Additionally, CARB’s overreaching Omnibus NOx rules have already raised prices on new vehicles and increased maintenance costs for trucks currently on the road. OOIDA and our 150,000 members applaud the efforts of Representative John James and Representative Jay Obernolte to protect small-business truckers nationwide from California’s regulatory encroachments.”

Small Business in Transportation Coalition (SBTC)

“The SBTC applauds the Wednesday House vote to rescind the Environmental Protection Agency’s 2023 approval of California’s plans to require a rising number of zero-emission heavy-duty trucks,” the SBTC said. “We agree with Representative John James, who said the rules would increase vehicle prices for consumers and automakers, and would ‘force costly transitions to electric trucks, driving up prices for goods and disproportionately burdening working families and truckers across the country.’ We look forward to today’s vote to bar California’s woke plan to end the sale of gasoline-only vehicles by 2035, which simply defies reality.”

Dana Guthrie is an award-winning journalist who has been featured in multiple newspapers, books and magazines across the globe. She is currently based in the Atlanta, Georgia, area.

Credits

While the public is concerned about instability in the stock market due to the Trump administration’s policy on tariffs, the trucking industry is focused on another area — freight.

As pointed out in an April 22 report from ACT Research, 20% to 25% of U.S. surface freight is involved — one way or another — in international trade.

Tariffs, and the threat of adding or increasing them, can bring growth American manufacturing and create more jobs domestically. However, those results aren’t guaranteed, and they can take months or years to happen … if they happen at all.

In the meantime, nations who trade with the U.S. introduce retaliatory tariffs or take other actions to protect their own industries.

Freight industry ‘in the crosshairs’

There’s an immediate impact, too.

“As Q2 begins, retail sales are still brisk as consumers snap up pre-tariff prices, but freight demand fundamentals face major self-inflicted tariff headwinds,” said Tim Denoyer, vice president and senior analyst at ACT.

“We expect a few more months of brisk demand for pre-tariff goods followed by a tariff adjustment period with lower goods demand,” he continued. “Freight is very much in the crosshairs of the trade war.”

If retail sales are “brisk,” it should result in freight increases as retailers restock their inventories.

If that’s happening, the numbers for March didn’t show it.

Tonnage down

The Cass Freight Index for Shipments indicated a 3.5% decline from the March 2024 index and no change from February numbers. When seasonally adjusted, meaning that March numbers are typically better than February’s, shipment numbers declined 2.1%.

The Cass Index for Expenditures showed better results, with total expenditures declining 2% from last March but increasing 2.8% from February. Cass results, compiled from billing information from Cass customers, include shipping by truck, rail, pipeline, ship, air and other modes of transportation.

“We expect a few more months of brisk demand for pre-tariff goods, followed by a tariff adjustment period with lower goods demand,” said Denoyer, who writes for the Cass Freight report.

As other nations make deals in response to Trump tariff demands, the impact on freight levels could be reduced or eliminated, but the end result is uncertain for now.

For-hire tonnage

The American Trucking Associations (ATA) reported that its For-Hire Truck Tonnage Index fell by 1.5% in March compared to February. ATA compiles its index based on reports from its members, who primarily haul contract freight.

Bob Costello, ATA’s chief economist, credited robust auto production for keeping the index from falling even further.

“Overall in the first quarter, tonnage increased marginally from both the fourth and first quarters of 2024,” Costello said. “While the gains were not strong at half a percent and less, it was the first time that the quarterly average increased both sequentially and from a year earlier in two years.”

His conclusion?

“That tells me that the freight market did in fact turn around in the first three months of the year despite an uncertain outlook,” he said.

Spot market

The news wasn’t any better in the spot market, according to DAT Freight & Analytics.

In March, dry van spot loads increased by 10.9% over February and were 22.2% higher than March 2024. Unfortunately, the additional loads didn’t help rates much. Average spot rates for dry van fell 2.6% from February and were just 0.5% higher than March 2024 rates.

Refrigerated rates fell by 0.9% from February and by 1.7% compared with March 2024. Neither dry van or refrigerated rates have shown improvement so far in April.

Flatbed spot rates remained even both month over month and year over year for March, despite large gains in load numbers compared to posted trucks. As capacity leaves the marketplace, fewer trucks may be posted that are looking for loads, increasing the load to truck ratio without an increase in freight.

Truck capacity declines

Truck capacity — the “supply” side of the trucks/freight equation — continues to decline as fewer trucks are purchased monthly.

A large potential problem was to be the pre-buy, where carriers bought additional 2025 and 2026 model year trucks to head off expected price increases for the 2027 models.

Because of the Environmental Protection Agency’s announcement that emissions standards scheduled to go into effect in that year will be “revisited,” the expected pre-buy may have far less impact — if any at all. Without knowing the extent of EPA revisions, it’s impossible to predict, but orders for new trucks have been declining for months.

Volvo Truck recently announced a workforce reduction of 800 employees, citing fluctuating demands and the impact of tariffs imposed by the Trump administration. Other manufacturers will certainly follow suit if orders for new trucks continue to decline.

Tariffs imposed on parts manufactured in other countries could also drive up prices, further depressing the new truck market.

For freight rates to begin rising, and without a drastic increase in freight levels, the capacity of the trucking industry has to come down. Reduced production may not look good for truck manufacturers, but it’s necessary for the freight hauling-industry to return to a more profitable status.

In March, ACT’s For Hire Trucking Index: Fleet Capacity showed a capacity increase of 4.0 points, indicating that the capacity of the industry grew in that month after several months of decline. The ACT report noted, “Steel and aluminum tariffs, reciprocal tariffs and tariffs on China will directly add to the cost of tractors and trailers.” Fleets looking to avoid those cost increases may have added capacity in March before the increases.

Diesel prices falling

If there’s good news for the industry, it’s that diesel fuel prices have been falling. The national average price for a gallon of diesel for the last week of February was $3.69.7 compared with the last week of March ($3.59.2) for a decline of 10.5 cents.

The national average has fallen another 5.8 cents so far in April.

Whatever the end result of Trump tariffs, it will take months — perhaps years — before the full effect is known.

The wild fluctuations in the stock market show how investors are reacting, and it’s reasonable to conclude that trucking will react as well.

Cliff Abbott is an experienced commercial vehicle driver and owner-operator who still holds a CDL in his home state of Alabama. In nearly 40 years in trucking, he’s been an instructor and trainer and has managed safety and recruiting operations for several carriers. Having never lost his love of the road, Cliff has written a book and hundreds of songs and has been writing for The Trucker for more than a decade.

Credits

STUTTGART, Ger. / PORTLAND, Ore. – Daimler Truck North America has started delivering its latest flagship on-highway trucks to the autonomous testing fleet of Torc Robotics. 

“Delivering the latest iteration of our autonomous-ready vehicle platform, including production-intent autonomy hardware to Torc marks a significant milestone for Daimler Truck towards series maturity and scaling,” said Joanna Buttler, head of autonomous technology group at Daimler. 

The trucks are based on the recently unveiled Fifth Generation Freightliner Cascadia, which was introduced last year. The autonomous-ready version of the new Freightliner flagship is equipped with redundant safety features like braking and steering and is intended for series production. 

An Industry First 

According to the release Daimler was the first in the industry to develop a scalable, powertrain-agnostic, redundant autonomous vehicle platform. To enable SAE Level 4 autonomous driving, the company has purposefully designed and built redundancy into the Freightliner Cascadia platform for safety-critical systems for safe, driverless operations. With over 1,500 engineering requirements, all translated into features, and a second set of electronically controlled systems like an integrated power network, the autonomous-ready Cascadia sets an industry standard for autonomous systems integration. 

“The new generation of the industry’s best-selling Class 8 truck in the North American market redefines benchmarks in safety, efficiency, and profitability,” Daimler said. “In addition to key features for increased aerodynamics and more business efficiency, the new truck offers expanded capabilities for the Detroit Assurance Suite of Safety Systems, an all-new Intelligent Braking Control System as well as Dual Stage Intelligent LED Headlights. The newest version of the Freightliner’s on-highway truck also delivers a greater than 35 percent fuel economy improvement since the model’s first introduction in 2007. Daimler Truck North America installs all essential compute and sensor kits during the vehicle production process. This preparation allows Torc Robotics to seamlessly integrate their virtual driver upon delivery.” 

Deployed on one of America’s Busiest Freight Lanes between Laredo and Dallas  

In addition to existing test routes in New Mexico, Texas, and Arizona, these trucks will also be tested in autonomous mode on a new lane in Texas between Laredo and Dallas mainly on I-35. 

There is significant freight volume moving between Laredo and Dallas, connecting major cities like San Antonio and Austin. Torc recently announced that it has signed a leasing agreement for an autonomous hub in the Dallas-Fort Worth area. This hub will serve as the operational base for its autonomous testing efforts, customer freight pilots, and future commercialization. Torc is driving toward productization, positioning itself to scale and commercialize safe, robust autonomous trucking solutions on this busy freight corridor under real-world conditions. 

In 2024, Torc reached another milestone by successfully completing driver-out test runs on a multi-lane test track in Texas. As a next step, Daimler Truck and Torc will further develop autonomous trucks to safely achieve the driver-out capability on public roads. 

“Our strong collaboration with Daimler Truck represents six years of success in advancing the future of freight,” said Peter Vaughan Schmidt, CEO of Torc. “Fully integrating Torc’s autonomous driver with Daimler Truck’s Freightliner Cascadia platform creates an industry-first, scalable, physical-AI autonomous trucking solution. This will unlock tremendous value for our customers by addressing key industry pain points and presents a clear opportunity to generate revenue and drive meaningful transformation across the industry.” 

Market Entry Planned for 2027 

Daimler Truck and Torc aim to enter the U.S. market with SAE Level 4 autonomous trucks by 2027. In this application, the autonomous driving system takes over the entire dynamic driving task between two freight hubs. 

“Autonomous trucks can enhance business operations and manage increasing freight volumes, especially during driver shortages. They also have the potential to reduce accidents, as the system remains alert and never tires,” Daimler said. “Daimler Truck has highlighted the highly scalable and profitable market opportunities that autonomous driving is expected to offer.” 

Dana Guthrie is an award-winning journalist who has been featured in multiple newspapers, books and magazines across the globe. She is currently based in the Atlanta, Georgia, area.

Credits

COLUMBUS, Ohio, INDIANAPOLIS, Ind. —  A pair of tractor-trailers with automated truck platooning technology began traveling Interstate 70 between Columbus, Ohio, and Indianapolis, Ind. on Monday, delivering shipments for EASE Logistics.

The deployment is a collaboration between the Ohio Department of Transportation (ODOT)’s DriveOhio initiative and the Indiana Department of Transportation (INDOT) to advance the adoption of truck automation technologies in the logistics industry across the Midwest.

“Everything we do at ODOT is driven by safety. We’re committed to reducing deaths on our roadways and vehicle automation technologies can be part of the solution,” said Pam Boratyn, ODOT director. “Many vehicles on the road today have some degree of automated driving systems including adaptive cruise control, lane keep assist, and automatic braking. All of these features are designed to improve safety and reduce driver stress.”

Leaders in Logistics

For decades, Ohio and Indiana have leveraged their geography and world-class transportation system to become leaders in logistics, according to an ODOT press release. While the majority of automated vehicle testing to date has been done in regions with warmer and more predictable weather, it’s crucial to assess technology performance in adverse weather conditions to deliver the safety benefits of this technology to residents in the Midwest.

“Harnessing truck automation technology is one of many innovative safety efforts underway at INDOT,” said Lyndsday Quist, INDOT Commissioner. “In partnership with Ohio, our goal is to create a safer, lower-stress environment for all drivers.”

EASE Logistics Trucks Equipped with Kratos Defense Tech

The EASE Logistics trucks are equipped with platooning technology provided by Kratos Defense that electronically links the two vehicles and allows the driver of the lead vehicle to control the speed and direction of the second truck, enabling it to precisely follow the path of the leader. During portions of the I-70 trips, the follower truck will automatically steer, accelerate, and brake, supporting safe, efficient operation and consistent vehicle coordination. Professional drivers will be in the driver’s seat of both trucks throughout the deployment and can turn off the technology system and take over if needed.

“At Kratos, we have adapted advanced automated truck platooning technology —originally developed for the U.S. military—to address critical challenges facing commercial logistics, agriculture, energy, and mining sectors, all vital to national security.” said Maynard Factor, vice president of business development at Kratos. “This project offers a real-world opportunity to demonstrate how proven automated driving systems can increase safety, strengthen supply chain resilience, and ensure economic vitality.  Operating along the I-70 corridor between Ohio and Indiana enables us to showcase performance in complex, all-weather conditions essential to Midwest freight operations and accelerates readiness for broad adoption. This marks a significant step forward in bringing scalable, next-generation automation to the industries that keep the nation moving.”

Driving Innovation

“At EASE, we’re committed to driving innovation in logistics with safety at the core of everything we do,” said Peter Coratola Jr., founder, CEO, EASE. “Our work on the I-70 project is a clear example of that commitment—we implemented a Crawl/Walk/Run pre-deployment strategy and required our drivers to complete 260 hours of intensive training to ensure they were fully prepared. We’re focused on creating meaningful change in the industry, guided by a clear vision and a deep responsibility to lead. Through projects like this, we’re not only advancing innovation—we’re helping establish EASE and our region as national leaders in transportation.”

The trucks are also equipped with cameras and sensors for object detection that enable the following vehicle to automatically adjust its speed, or stop, if another vehicle or object moves in between the trucks.  Because the follower truck travels at a closer distance than is typical, the trucks will have a purple light on the cab that is illuminated when they’re in platooning mode to alert law enforcement that they are digitally connected.

Making Roads Safer

“This technology offers a complete safety system with redundancies that could make roadways safer. It is necessary that we continue to explore improving roadway safety,” said Chris Kinn Ohio State Highway Patrol Captain. “Unlike human drivers, automated vehicles do not drive impaired, text while driving, fall asleep at the wheel, or recklessly speed. The goal of this technology is to take the human error out of the safety equation.”

Funded in part by a grant from the U.S. Department of Transportation, this multi-year $8.8 million project aims to deploy varying levels of automation and integrate these technologies into truck fleets’ daily freight-hauling operations. Later this year, ODOT and INDOT will release a Request for Proposals for additional deployments of automated trucks in Ohio and Indiana. More information about how to get involved is available here.

Dana Guthrie is an award-winning journalist who has been featured in multiple newspapers, books and magazines across the globe. She is currently based in the Atlanta, Georgia, area.

Credits

February was a tough month for truck dealers, with U.S. sales of new Class 8 tractors hitting the lowest point (15,725 units) since February 2022. According to data received from Wards Intelligence.

Back in 2022, sales rose quickly the following month — and 2022 ended with total sales of 254,574. It’s doubtful we’ll see a repeat this year.

A classic story of supply and demand

For those who are anticipating increased freight rates, declining sales of new trucks is a good thing. When rates — and profits — skyrocketed in 2020, carriers bought all the trucks they could and ordered more so they could take advantage.

The resulting oversupply of trucks far exceeded the demands of shippers, driving rates downward and holding them there.

Major for-hire carriers started downsizing their fleets, but the private carriers — those that haul their own products — did the opposite. After paying record per-mile rates to move their products during the COVID-19 pandemic, and determined not to get caught short again, they increased the size of their fleets.

Some companies that had turned their shipping over to dedicated carriers in the years before COVID actually resurrected their own fleets. At a time when for-hire carriers were scrambling for freight to pay the bills, private fleets were offering fewer loads to the market, helping hold rates down.

Impending government mandates for better fuel efficiency and reduced emissions didn’t help. The new technology and the extended warranties expected to meet “useful life” mandates, were predicted to raise the price of 2027 model year trucks by $30,000 or more. Carriers planned to purchase more 2025 and 2026 models in an attempt to delay the pricing pain as long as possible.

At a time when freight rates dictated buying fewer trucks, the capacity glut continued.

And now, the good news

January sales of new Class 8 trucks lagged behind January 2024 by 13%. February sales declined year-over-year by another 10.7%. For the year to date, 11.9% fewer tractors were sold.

That’s good news for those who are longing for improved rates.

More good news is the announcement by EPA Administrator Lee Zelden and Secretary of Transportation Sean Duffy that mandates for increased fuel efficiency and reduced greenhouse gases (GHG) will be reviewed and either delayed or scrapped entirely.

The expected “pre-buy” of new trucks may not happen.

Tariff wars

Tariffs are getting lots of headlines these days, and for good reason.

President Donald Trump has announced 25% tariffs on vehicles and vehicle parts manufactured in Canada and Mexico, along with additional tariffs against China.

While implementation of these tariffs has been delayed twice, if the tariffs go into full effect, the cost of new trucks and automobiles are expected to skyrocket — at least on a temporary basis.

Eventually, other sources for parts can be found and manufacturers can move some assembly that is occurring in other countries to plants located in the U.S. In other cases, the governments of Canada and Mexico can lower their tariffs on U.S. goods or come to some compromise with the U.S. government.

The uncertainty of pricing, potential tariffs and the economy is likely to suppress truck sales for at least several months.

Orders for new trucks on the North American market have also fallen, as reported by ACT Research. February orders for new Class 8 trucks totaled 17,900 in February, down 35% from February 2024.

Carter Vieth, a research analyst for ACT, reported that orders for vocational trucks have declined by 19% after strong ordering in prior months. Two trillion dollars in stimulus cash from Biden-administration infrastructure bills encouraged buyers — but expenditure freezes and uncertainty from the Trump administration have potential buyers putting on the brakes.

Used truck sales

Used truck sales are also impacted by current economic conditions, according to Steve Tam, vice president of ACT.

“To say the underlying fundamentals that drive used truck demand and pricing are in a state of flux right now would be a significant understatement,” Tam wrote in a recent release. “Starting with on-again, off-again tariffs, business owners, including truckers, are finding it particularly challenging to make decisions.”

ACT reported that used truck sales volumes are basically even with last February, while the price of the average used truck has declined 13%. The average age of used trucks on the market has declined by 3% since last February, while the average odometer reading climbed 2%.

Trailers still ‘in vogue’

Buyers are still ordering trailers, according to a report from FTR Transportation Intelligence. The firm reported February U.S. net trailer orders of 20,874 — down 18% from January but an increase of 3% over February 2024.

Dan Moyer, senior analyst at FTR says the same problems impacting truck purchases are hitting the trailer market.

“New and pending U.S. tariffs, along with retaliatory measure, pose significant risks,” he said. “These tariffs could drive up production costs, tighten margins and slow demand.”

OEM performance for February

In U.S. Class 8 sales, Freightliner led the way in February with sales of 5,564 trucks. That number was down 15% from January sales and down 7.7% from February 2024 sales.

Kenworth was the second highest, selling 2,562 trucks — an increase of 37.7% over January sales but 8.2% behind February 2024. PACCAR sibling Peterbilt was right behind, reporting sales of 2,537 for a 22.1% increase over January but a 13% decline from February 2024 sales.

International reported sales of 1,772 Class 8 trucks in the U.S., down 30.4% from an excellent January and down 2.9% from February 2024. For the year to date, however, International sales are up 16.4% and the company holds 13.5% of the new Class 8 market in the U.S., up 3.3% from the same point last year.

Volvo is facing some difficulty as they roll out improved models. The company reported sales of 1,268 for February, down nearly 41% from January sales and 33.1% from February 2024. Volvo currently holds 7.5% of the U.S. market, down from 2024’s year-end 9.8%.

Volvo-owned Mack Truck reported sales of 1,230, an increase of 11.4% over January and a nice 21.1% over February 2024. For the year, the Mack share of the market has grown from 5.4% last year to its current 7.4%.

Finally, Western Star reported sales of 784, down 3.7% from January and down 2.8% from February 2024.

Until the current economic uncertainty is resolved, it’s anyone’s guess where the truck market goes from here.

Cliff Abbott is an experienced commercial vehicle driver and owner-operator who still holds a CDL in his home state of Alabama. In nearly 40 years in trucking, he’s been an instructor and trainer and has managed safety and recruiting operations for several carriers. Having never lost his love of the road, Cliff has written a book and hundreds of songs and has been writing for The Trucker for more than a decade.

Credits

NEW YORK – The New York City Department of Transportation Commissioner Ydanis Rodriguez is announcing the launch of the agency’s Overnight Truck Parking Pilot, which introduces a new metered parking option in select industrial business zones (IBZ) for commercial vehicles, including large tractor trailers, in an effort to improve parking compliance and minimize overnight truck parking in residential areas.

“As the nation’s largest city and a global hub for commerce, New York City depends on the movement of goods to drive our economy forward, but we must also protect neighborhood livability and street safety,” said New York City Mayor Eric Adams. “This Overnight Truck Parking Pilot is a win-win that will add 45 spaces for tractor trailers to communities long burdened by unregulated truck parking — supporting our vital trucking industry, reducing illegal overnight parking in our residential communities, and providing truck drivers with the rest they need in a safe and regulated environment. We will continue to build a city where safety, commerce, and quality of life can all thrive together.”

One Year Trial

The pilot will run for one year encouraging businesses to ensure compliance with parking regulations while providing drivers with safe and convenient parking options during legally-mandated rest periods, according to a NYCDOT press release.

“We understand the importance of truck deliveries in New York City and our goals is to make them as safe, seamless, and environmentally-friendly as possible,” said Ydanis Rodriguez NYCDOT Commissioner. “Too often, residential areas and working-class communities bear the burden of illegal overnight truck parking. This pilot will address this inequity by offering legal spaces for truck drivers to park in select industrial business zones.”

Selected Zones

The three IBZs selected for the pilot cover areas in three outer boroughs that have been plagued by illegal overnight parking. The pilot will cover corridors within the following IBZs.

Flatlands/Fairfield IBZ in Brooklyn (Flatlands Avenue from Erskine Street to Fountain Avenue).
Hunts Point IBZ in The Bronx (Ryawa Avenue from Manida Street to Halleck Street).
Maspeth IBZ in Queens (56th Road from 43rd Street to 49th Street).

ParkNYC App

According to the release, truck operators will be able to use the ParkNYC app to pay for parking, which will be available 24 hours a day in eight-hour increments at $10 for each 8-hour session Monday through Saturday (there is no payment for parking citywide on Sundays).

“To facilitate seamless parking payments, businesses are encouraged to sign up for a Park NYC Business Account, which will allow for all employee parking transactions to be managed centrally by the business,” the release said. “This account allows companies to manage all employee parking transactions through a single Park NYC wallet, simplifying the payment process for fleet operations. Businesses can ensure compliance with parking regulations while providing drivers with safe and convenient parking options during their mandated rest periods. Truck operators may park for consecutive eight-hour periods, if they choose.”

Freight Managements Efforts

The pilot launch is the latest step in NYCDOT’s freight management efforts to address challenges presented by the increased ordering of goods online and subsequent truck deliveries, which account for nearly 90% of goods, according to the release.

To date, these efforts include:

Loading Zones: Using its web platform and public feedback, NYCDOT continues to build upon its success in installing loading zones, with over 3,000 loading zones since December 2021 and 500 new ones added last year to combat double parking and blocked bike/bus lanes.
Blue Highways: This initiative encompasses NYCDOT’s efforts with New York City Economic Development Corporation (NYCEDC) to promote the use of NYC’s waterways to complement roadways, to transport goods in and around the city. By adding marine facilities to the freight effort, the city can reduce its over-reliance on trucks, reduce traffic congestion and improve air quality.
 Microhubs: NYCDOT proposed rules last month allowing for a three-year microhubs pilot program to offer safe, dedicated spaces for truck operators to transfer deliveries onto safer and more sustainable modes of transportation for the last leg of delivery, including e-cargo bikes, handcarts, and smaller electric sprinter vans. The rules allow for dedicated on-street spaces for delivery vehicles to transfer goods to safer and more sustainable delivery modes. On-street microhub zones will be about 80-100 feet in length and NYC DOT expects to launch 20 microhubs over the next year.
 Off-Hour Deliveries: NYC DOT’s Off-Hour Deliveries (OHD) program encourages goods delivery during the off-peak hours of 7 p.m. and 6 a.m. in efforts to decrease congestion, double parking, and truck emissions. NYC DOT recently launched its OHD incentives program, offering one-time monetary reimbursements to help businesses make the switch to off-peak deliveries. For more information visit nyc.gov/ohd.
Commercial Cargo Bikes: Another initiative to address last-mile deliveries in NYC is NYC DOT’s Commercial Cargo Bicycle Program, which encourages companies to use cargo bicycles to make local deliveries by allowing participants to load and unload in commercial vehicle loading zones and at designated cargo bicycle corrals.
LockerNYC: NYC DOT launched the LockerNYC year-long pilot program last April to give New Yorkers a safe and secure option for package deliveries and returns to cut down on package thefts and reduce the number of delivery truck trips.
Automatic Camera Enforcement: The city is also enhancing double parking enforcement through its Automated Camera Enforcement (ACE) program. In partnership with the MTA, over 1,000 buses across dozens of routes are equipped with cameras that automatically capture double parking violations and bus lane obstructions. Once captured by the cameras, video, images, license plate, location and time stamp information are then transmitted to NYC DOT for review and processing.

Illegal Parking

“Illegally parked trucks have long been a nuisance in Maspeth and many other parts of Queens, so I am happy the DOT is taking steps to address this problem,” said Donovan Richards Jr., Queens Borough president.  “This new pilot program will hopefully encourage truck drivers to take advantage of legal parking options in Maspeth and elsewhere and keep trucks from parking overnight in residential neighborhoods. Thank you to Commissioner Rodriguez and his entire team at DOT for being responsive to the public’s concerns about this issue.”

State Senator Roxanne Persuad noted that the program “takes a thoughtful approach to addressing the challenges of illegal overnight truck parking in our neighborhoods.” She also said she was please with the pilot program because it ensures that commercial operations can efficiently manage their fleets while minimizing disruptions to our local communities, calling it “crucial step in the broader efforts to modernize our city’s freight management, reduce congestion, and enhance the quality of life for all New Yorkers.”

Support from other Politicians

“The Overnight Truck Parking Pilot is an important step to bringing much-needed relief to residents who have endured congestion and disruption, as well as to truck operators who have not been given clear guidance on how and where to park their vehicles,” said Claire Valdez, assembly member. “I thank NYC DOT Commissioner Ydanis Rodriguez for prioritizing the needs of neighbors, all while enhancing safety for workers and ensuring companies are accountable for a more orderly and better-managed parking system for their employees.”

Council member Chris Banks said the pilot is a step forward in addressing the persistent issue of illegal overnight truck parking in District 42.

“Our residential areas should not be overly congested with commercial vehicles,” Banks said. “This pilot provides businesses with a clear, safe parking option for their drivers, and helps maintain the safety and character of our neighborhoods. I look forward to seeing the launch of this pilot program and other initiatives begin to improve the movement of goods while minimizing the impact it has on our communities. It is important to balance economic needs with quality of life for our residents, and we must keep making strides to make our city safer, more livable, more clean, and more efficient. These efforts will benefit not only businesses and truck drivers but also ensure that our neighborhoods remain vibrant and accessible for everyone.”

Deliveries Increase Truck Traffic

“Deliveries constantly go in and out of the Maspeth IBZ, meaning increased truck traffic and double parking while drivers stop to make deliveries,” said Julie Won, council member. “DOT’s Overnight Truck Parking Pilot will give truck drivers sanctioned spaces to park their trucks while resting, making the streets a safer place for pedestrians, bike riders, and other drivers. Constituents across our district have voiced safety concerns about illegal truck parking and the street safety risks they pose. We look forward to seeing improvements to street congestion and safety as this program progresses.”

Lack of Truck Parking

Dana Guthrie is an award-winning journalist who has been featured in multiple newspapers, books and magazines across the globe. She is currently based in the Atlanta, Georgia, area.

Credits

PHOENIX — Three professional truck drivers — Jason Corino, Michael Dorsey and Daljit Sohi — have been honored by the Truckload Carriers Association (TCA) as TCA Highway Angels of the Year for 2024.

Since TCA’s Highway Angels program began in 1997, nearly 1,400 professional truck drivers have been recognized as Highway Angels because of the exemplary kindness, courtesy, and courage they have displayed while on the job. To nominate a driver or read more about these and other Highway Angel award recipients, click here.

The drivers were honored Monday, March 17, at a special awards luncheon during TCA’s annual convention in Phoenix. In addition to a standing ovation, each driver will receive a complimentary EpicVue satellite TV package, which includes a 24-inch flatscreen TV, a DVR, and a one-year subscription to over 100 channels of DIRECTV programming.

Here are their stories.

Jason Corino, Melton Truck Lines

Jason Corino of Deltona, Florida, was honored as a TCA Highway Angel because of his actions during a roadside shooting that prevented other motorists from being injured.

On Nov. 29, 2023, at about 11:30 a.m., Corino was traveling on US 491 in Cortez, Colorado, when he noticed a car being driven abnormally, preventing him from merging.

The car passed Corino, along with three pickup trucks; then a police car passed, evidently in pursuit of the car. Corino later discovered the vehicle was involved in a “road rage” incident with the three trucks, and that police had been called for assistance.

A few miles down the road, law enforcement pulled the car over right in front of Corino. There was not a proper shoulder on which to park, so the stopped cars partially blocked the right line. Corino slowed and attempted to pass in the left lane.

“It’s just me, and the officer’s car in front of me and the suspect’s car in front of him, and I’ve got traffic behind me,” Corino said. “I got about 100 feet away and the kid got out of the car; then I heard the first two rounds (of gunfire). I slammed on my brakes right there to stop traffic behind me.”

Within seconds, Jason witnessed a deadly shoot-out erupt between the suspect, Jason Campbell, and the law enforcement officer, Cortez Police Department Sergeant Michael Moran. Fortunately, Corino was able to turn on his truck’s dash camera and capture the entire incident in a recording, which was later submitted to the police.

“I could see the bullets bouncing off the ground,” Corino said. “I stopped right there to protect the people behind me.”

Reports show that Moran died as a result of injuries sustained during the incident. According to the Colorado Bureau of Investigation, Campbell, along with a passenger in the vehicle, were later contacted on private property at 7500 US Highway 160, where a member of the Montezuma County Sheriff’s Office and a member of the Cortez Police Department engaged him, resulting in an officer-involved fatal shooting of the fugitive.

Corino was a key witness regarding the roadside incident, and his camera footage was used in law enforcement’s investigation.

Michael Dorsey, Mercer Transportation

At about 10 a.m. on September 26, Michael Dorsey, a resident of Porter, Texas, was at an industrial park in Erwin, Tennessee, loading his flatbed trailer with piping, when he was told that floodwaters were rapidly approaching.

The town of Erwin was hit by flooding that devastated the region after Hurricane Helene made landfall, unleashing historic levels of rain.

The industrial park is just a few hundred feet from the Nolichucky River, which swelled with a rush of water comparable to nearly twice what cascades over Niagara Falls, according to USA Today.

As Dorsey finished loading up his flatbed, water was rising. A group of 10 people from a neighboring business approached Dorsey and asked if they could climb atop his truck to find refuge from the flood.

“I said, ‘Sure!’ So, I let everybody get on my trailer,” Dorsey said, adding that he also offered shelter to a frightened woman he calls “Miss Bertha,” allowing her to sit in his truck.

“She sat in the cab with me, and like 15 or 20 minutes later, we were overrun by water,” Dorsey said. “It flipped my truck. I ended up having to lift her out of my truck.”

As the water rose quickly, Dorsey and another man helped get Miss Bertha onto the flatbed trailer with the others.

The floodwaters were so strong that they separated the trailer from the truck and carried the 12 terrified hangers-on downstream. At one point, the trailer capsized, and Dorsey and the others floated in the water hanging onto the materials that had previously been strapped to the flatbed.

Just before the trailer capsized, Dorsey says, he was struck in the head by debris and lost consciousness.

“When I fell in the water, I guess it was so cold that it brought me back,” he said.

Dorsey and others rode the current until they were able to grab a bush in the flood and hang on. Eventually, a few members of the group were rescued by emergency personnel. Of the dozen people attempting to ride out the flood on his trailer, Dorsey, only six survived. Miss Bertha’s body has not been found, he noted sadly.

“The most terrifying part was just watching the water come, rise as we were just sitting, not knowing what to expect,” he said.

Dorsey, a former Marine, says he lost everything in the flood. In addition, he struggles with pain in his head, neck and numbness in his legs and feet.

“I can hardly sleep because I keep thinking about Miss Bertha and all of the people that died,” Dorsey said. “If I wouldn’t have been there, those people that survived wouldn’t have made it — it would have been impossible. God had me there for a reason.”

Daljit Sohi, Triple Eight Transport

Daljit Sohi’s story is one of showing kindness to a stranger.

On November 29, 2024, while traveling from Banff to Salmon Arm, Shailly James, from High River, Alberta, stopped at a rest area near Golden, British Columbia, to help her 4-year-old child. Unbeknownst to James, her purse fell out of the vehicle during the stop, landing on the ground. It contained $1,100, a gold chain, credit cards and her identification cards.

“I was not aware,” James said.

Sohi, a driver for Triple Eight Transport, witnessed the event and followed James in his truck in order to return the purse at her next stop.

“I followed the lady for three hours,” Sohi said.

James recalls that she noticed the truck following her, and that she was concerned. When she stopped to refuel at a gas station in Sicamous, Sohi approached James and informed her that he had found her lost purse. To her relief, everything in the handbag was accounted for and nothing was missing.

“I was so happy that, thank god, he found it,” James said. “Then I tried to give him $500 as a reward, but he didn’t take it.”

Linda Garner-Bunch has been in publishing for more than 30 years. You name it, Linda has written about it. She has served as an editor for a group of national do-it-yourself publications and has coordinated the real estate section of Arkansas’ only statewide newspaper, in addition to working on a variety of niche publications ranging from bridal magazines to high-school sports previews and everything in between. She is also an experienced photographer and copy editor who enjoys telling the stories of the “Knights of the Highway,” as she calls our nation’s truck drivers.

Credits

NASHVILLE, Tenn. — Mack Trucks is announcing its partnership with Allison Transmission, which includes action plans for Mack Trucks Integrated Uptime service.

“Mack’s goal is and always has been to offer solutions to make Mack easy to do business with,” said Jonathan Randall, president of Mack Trucks North America. “We continue to make advancements with GuardDog Connect, and we believe this partnership with Allison is just another example of Mack’s industry-leading uptime services and solutions.”

GuardDog Connect

According to a Mack press release, beginning late in the second quarter of 2025, Mack GuardDog Connect, Mack’s integrated telematics solution, will directly incorporate Allison Diagnostic Trouble Code (DTC) data and other parameters in its 24/7 monitoring service, leveraging the same processes and tools already used by Mack customers and dealers. This simplifies customer communications, allowing for one point of contact through Mack rather than receiving information from multiple sources.

Mack made the announcement during the American Trucking Associations (ATA) Technical & Maintenance Council (TMC) annual meeting.

Diagnostic Solutions

“Mack GuardDog Connect is a proactive diagnostic and repair planning solution that protects and maximizes customers’ uptime,” Mack said. “GuardDog Connect proactively monitors a truck’s critical fault codes, which could lead to unplanned downtime.”

Previously, customers would receive service alerts about their Allison transmission separately and then work with an Allison Authorized service provider directly to determine the severity and the next steps. Now, Mack OneCall agents at the Mack Uptime Center offer support to customers experiencing planned and unplanned service events, including scheduling service and repairs.

Mack and Allison Partnership

Mack works behind the scenes with Allison to collect instructions for how to handle yellow or red fault codes, according to the release. This allows the customer to get one communication rather than receiving instructions from multiple sources.

“This integration reflects the decades-long partnership between Allison and Mack and our unwavering commitment to serving the needs of our mutual customers,” said Rohan Barua, vice president of North America Sales, Global Channel, and Aftermarket at Allison Transmission. “By providing transmission insights directly through Mack’s integrated telematics solution, we ensure that our customers are directed to an Allison Authorized service provider who can offer the necessary service and support. This collaboration enhances the overall customer experience and underscores our commitment to greater uptime for our customers.”

Pilot Program

Mack piloted the program with several customers, all of whom responded favorably to the streamlined process, said Marty Foulks, Mack connected vehicle product manager.

“This is part of the Integrated Uptime subscription service, so there is no additional charge. The fleets with an existing Mack Integrated Uptime subscription and equipped with Allison transmissions will automatically be enrolled in the service and begin receiving the notifications,” Foulks said. “Both companies have developed a seamless vehicle analytics collaboration to make Mack GuardDog Connect applicable for Allison transmission data.”

Other Developments

This is just one of the most recent announcements Mack has made to enable customers to have an optimized and simplified experience. Recently, Mack introduced automated software deployment through AutoSend and Self-Service Parameter Updates so customers can keep their fleets fully optimized through Mack Over The Air.

Beginning in the first quarter of this year, Mack’s new automated software deployment strategy, AutoSend, will become standard for customers with trucks equipped with Driver-Display Activation – Mack’s in-cab digital interface that enables drivers to review and install software updates directly from their truck’s dashboard display. Available through Mack’s Integrated Uptime subscription service, AutoSend as part of the Mack Over The Air (OTA) service at no additional charge.

Driver Display Activation capability is standard on most Mack-powered trucks constructed after Nov. 30, 2020. This proactive approach allows updates to be completed in 30 minutes or less, ensuring fleets maintain optimal performance with minimal disruption to operations.

Mack also is introducing Self-Service Parameter Updates through its Mack Connect customer portal – the company’s comprehensive fleet management and uptime solutions platform – in the second quarter of this year. Fleet managers can create and deploy custom parameter profiles directly from Mack Connect. This feature enables customers to manage critical vehicle settings such as road speed limits and idle shutdown parameters without assistance from Mack’s Uptime Center – the company’s state-of-the-art command center that provides around-the-clock vehicle monitoring and support services.

Dana Guthrie is an award-winning journalist who has been featured in multiple newspapers, books and magazines across the globe. She is currently based in the Atlanta, Georgia, area.

Credits

U.S. sales of new, Class 8 trucks fell sharply in January, according to data received from Wards Intelligence. Manufacturers reported sales of 16,175 trucks, down 27.7% from December sales and down 13.0% from January 2024.

It’s not uncommon for January sales to lag behind December, since December is typically a strong month. The month ends the fiscal year and calendar fourth quarter for most companies, and truck purchases can help offset taxes. The year-over-year comparison comparing January results with the same month of the prior year, the sales decline indicates that the market has slowed. The entire year of 2024 saw U.S. Class 8 sales down 9.7% from 2023. January results show that the decline continues.

Overcapacity remains an issue for the trucking industry. While the supply of available trucks exceeds available freight, rates will remain low. There are, however, some positive signs

One such sign is the number of vocational trucks included in Class 8 sales. The Infrastructure Investment and Jobs Act, commonly known as the “Bipartisan Infrastructure Bill,” earmarks tons of government cash for building roads and bridges, improving water systems and more. Companies who expect to be involved in the building are purchasing dump, concrete and other vocational trucks in preparation.

Trucks that are sold for vocational needs won’t be hauling system freight. According to ACT Research, President and Senior Analyst Kenny Vieth, “Vocational build per day rose to a level not seen since 2006, at 513 units per day in November, and blew past that level to 537 units per day in December.”

Inventory of new Class 8 trucks is another issue that could impact the rate new ones are manufactured. Dealer lots are awash in new equipment and body manufacturing businesses are limited in how many dump, concrete and trash bodies they can produce.

There may be a slowdown on the regulatory side as well. Environmental Protection Agency’s Clean Truck regulations, scheduled to take effect with model year 2027, are expected to be challenged by the Trump administration and may be scrapped entirely. The same for 2028 Greenhouse Gas regulations (GH3) that push buyers to Zero Emissions Vehicles. The president’s Department of Government Efficiency (DOGE) has announced large staff reductions at the agency, predicting a 65% reduction in spending. It remains to be seen how deep cuts in budget and staff will ultimately be, and whether regulations currently on the books will be downsized or gutted completely.

While actual sales of Class 8 trucks slowed, so too did incoming orders for more. North American preliminary orders for new trucks totaled 24,000, according to FTR Transportation Intelligence. Senior Analyst for Commercial Vehicles Dan Moyer pointed out that tariffs imposed by the Trump administration could have a significant impact on pricing. “ With roughly 40% of U.S. Class 8 trucks built in Mexico and around 65% of Canada’s Class 8 trucks built in the U.S., tariffs and likely counter-tariffs threaten to disrupt supply chains and drive up vehicle prices,” he said in a recent press release.

Moyer pointed out that manufacturers and suppliers may shift some production to avoid crossing borders and incurring tariffs, but such moves “are complex and will take some time to implement.” In the meantime, negotiations with both nations continue. Tariffs and counter-tariffs with China threaten parts supply for both manufacturing of new and maintenance of existing trucks.

If the tariffs are fully implemented and truck costs rise appreciably, orders for new equipment could drop quickly. However, while fewer trucks hauling freight could push rates upward, tariffs could also reduce the amount of available loads, especially imports, which would have the opposite effect on rates.

Retail sales of used Class 8 trucks saw a strong January, increasing 16% over December sales, according to ACT Research. Typically, January used truck sales decline about 11% from December. Trucks sold by auction, however, declined by 59%. Auction sales often indicate dealers stocking up on inventory in preparation for the coming market, so a decline can indicate a lack of confidence in the coming market.

Compared with January of 2024, used truck sales rose a whopping 56%, with both the average age and average odometer reading declining. The cost of credit remains a sticking point, as does economic uncertainty.

Freight carriers need trailers to haul product, and January was a strong month for trailer orders, too. ACT reported preliminary trailer orders of 21,300, up more than 51% from January 2024 order numbers. The good times aren’t expected to last, however. Jennifer McNealy, director of commercial vehicle market research and publications at ACT Research, explained, “Notwithstanding the improvement thus far in the 2025 order cycle, ACT’s expectation for weak trailer demand relative to recent performance remain, as continuing weak for-hire truck market fundamentals, low used equipment valuations, relatively full dealer inventories, and high interest rates impede stronger activity in the near term.”

If the scheduled EPA regulations remain in effect, carriers may choose to invest in more tractors, pre-buying to avoid emissions and fuel efficiency mandates. Trailers generally require less maintenance and can be kept in service far longer. But a bill that would drastically reduce the requirements of EPA actions for both passenger vehicles and trucks of all sizes, the Transportation Freedom Act, was recently introduced in the U.S. Senate with support from trucking industry groups.

Like tractors, trailer sales could be impacted by tariffs, especially those on steel and aluminum products. FTR’s Dan Moyer said, “Tariffs will affect not only fully assembled trailers imported into the U.S. but also domestically produced trailers, which depend on imported materials and components. Expect market volatility as OEMs try to adapt to uncertainty over scope and timing of tariff impacts.”

Analysts are predicting slow growth in freight rates and gradually improving trucking conditions for 2025, with many looking for better days in the second quarter or even the second half of the year. Uncertainties over tariffs, upcoming EPA mandates, reduced government spending and more will undoubtedly add difficulty to equipment investment decisions, especially if interest rates remain stubbornly high.

The road ahead could be bumpy.

Cliff Abbott is an experienced commercial vehicle driver and owner-operator who still holds a CDL in his home state of Alabama. In nearly 40 years in trucking, he’s been an instructor and trainer and has managed safety and recruiting operations for several carriers. Having never lost his love of the road, Cliff has written a book and hundreds of songs and has been writing for The Trucker for more than a decade.

Credits

U.S. sales of new Class 8 trucks finished 2024 right about where they’d been all year — lower that 2022 and 2023 totals but still about 3% higher than the average for the past decade.

For the month of December 2024, manufacturers reported sales of 22,383 new trucks, according to data received from Wards Intelligence. That number is up 13.9% from November sales but 4.3% lower (and nearly 1,000 trucks lower) than December 2023, when 23,390 trucks were reported sold.

Declines (mostly) across the board for 2024

During 2024, only Western Star and tiny Hino sold more Class 8 trucks than in 2023. All other major manufacturers saw declines in sales. As a whole, the industry reported sales of 240,349. That’s down 9.7% from the 2023 total of 266,271.

Pre-buys impacted December 2024 numbers

Buyers are ordering new trucks for future delivery, too.

A report from FTR Transportation Intelligence noted new Class 8 preliminary orders on the North American market at 31,900 for December, up 23% from December 2023 orders. For the full year of 2024, FTR reported truck orders were up 11% over the prior year.

“Most OEMs performed above seasonal expectations as net orders maintained relatively high levels for what is typically a softer order month,” said Dan Moyer, FTR’s senior analyst/commercial vehicles. “There also wasn’t any notable difference in vocational segment month-over-month order movement performance versus how on-highway performed this month.”

ACT Research’s final report on December orders was even stronger at 36,800 units, according to the firm’s monthly “State of the Industry, NA Classes 5-8” report.

Variances between analysts is partly due to which manufactures report sales numbers to the different agencies, as well as the timing of those reports.

“Despite generationally weak profits in for-hire, large fleets still need to replenish existing/aging equipment,” said Kenny Vieth, ACT’s president and senior analyst. “With the defensive assumption that EPA’s Clean Truck regulation will go ahead as is at the start of 2027, private fleets, who crucially have the budget, are likely continuing to focus on fleet age ahead of the large price increase expected for tractors.”

Vieth also commented on the large numbers of orders for vocational trucks — dump, trash, concrete, etc.

“We remain firm in our belief that 2025 will be the best year for vocational truck demand since 2006,” he said, citing late 2024 production and higher interest rates this year.

Used Class 8 market saw late surge

The used Class 8 market finished strong with a surge of 23% in units sold in December, according to ACT Research. The price of the average used Class 8 truck rose by 4% for the month of December, but for the full year 2024 prices declined 4%.

“Looking back on 2024, measured progress seems like an appropriate description,” said Steve Tam, ACT vice president. “The used market undoubtedly outperformed typical seasonality, which called for an increase of 8% month over month.”

Why the 23% sales increase instead of the expected 8%?

“One theory is that better-than-expected sales is (due to) buyers trying to time their purchases ahead of impending value increases,” Tam said, noting that used truck prices tend to follow new truck prices.

Anticipated price increases spur buying

Prices for new trucks are expected to rise by $30,000 per unit or more for the 2027 model year, when government mandates for longer warrantees and new fuel mileage and emissions requirements hit.

For now, President Donald Trump’s administration has called a halt to some of those mandates. Still, 2025 and 2026 models are more in demand by buyers who want to stock up on less expensive equipment. New truck deals will become increasingly hard to find, and many buyers will turn to the used market.

OEM reports

Individual manufacturers fared differently in comparison to the market in both December and for the full year 2024.

Freightliner, for example, saw a 9.3% decline in sales for December, while the total of all manufacturers rose 13.9%. For the year, Freightliner’s sales decline of 10.5% was a little worse than the industry average of 9.7%. Still, the company was far and away the biggest seller, reporting sales of 86,544, good for 36% of all new Class 8 trucks sold in the U.S. in 2024.

Western Star showed the largest percentage of sales growth for the year with sales of 1,391 in December bringing its 2024 total to 11,638. The annual number represents a 39.6% increase over 2023 sales, taking the company’s share of the market from 3.1% to 4.8% in 2024.

Two other truck builders that increased their market share in 2024 were PACCAR siblings Kenworth and Peterbilt. Both OEMs beat the industry average decline in 2024. Kenworth’s December sales of 3,308 brought the annual total to 36,621, good for 15.2% of sales among manufacturers. Peterbilt did even better, selling 3,469 in December to bring its 2024 total to 37,829. While down 4.8% from 2023 sales numbers, Peterbilt still increased its market share by 0.8% to 15.7% of new trucks sold in the U.S.

International (formerly Navistar) ended 2024 with 26,550 trucks sold in the U.S., a whopping 28.6% lower than the 2023 total. The company saw its share of the U.S. Class 8 market slide by 2.9% to just 11% of trucks sold.

Volvo, part of Daimler Trucks North America, picked up a tenth of a percent in market share with 24,399 sold for the year, good for 10.2% of the market. Daimler sibling Mack sold 16,567 — down 8.6% from 2023 but good for 6.8% of the market, up 0.1%.

Threat of increased tariffs

One issue looming large on the horizon is the possibility of tariffs proposed by Trump.

“Moyer commented, “We continue to watch the ongoing discussions and developments related to President Trump’s plans to impose immediate tariffs on imports from Mexico, Canada and China, as more than 40% of Class 8 trucks sold in the U.S. are built in Mexico,” said FTR’s Moyer. “Tariffs could significantly disrupt supply chains and raise production costs, compounding disruptions already anticipated due to EPA 2027 NOx regulations.”

Tariffs could also impact parts manufactured in China, driving up costs for both new trucks and repair parts for those already on the road.

As carriers welcome the possibility of moderately rising freight rates, they’re hoping the rising cost of equipment won’t erase any profitability.

Cliff Abbott is an experienced commercial vehicle driver and owner-operator who still holds a CDL in his home state of Alabama. In nearly 40 years in trucking, he’s been an instructor and trainer and has managed safety and recruiting operations for several carriers. Having never lost his love of the road, Cliff has written a book and hundreds of songs and has been writing for The Trucker for more than a decade.

Credits