WASHINGTON — The Truck Safety Coalition (TSC) is calling for immediate action to advance critical truck safety reforms following the recent release of the “Deadliest Truck Crash States” report by the National Highway Traffic Safety Administration (NHTSA).

The report ranks states on truck crash fatalities per 100,000 population for 2021, the most recent year for which data is available.

The “deadliest dozen” states, in order, are: New Mexico; Arkansas; Mississippi; Montana; Oklahoma; Wyoming; Alabama; Louisiana; Nebraska; Kentucky; South Carolina; and Texas.

The report data was generated by the National Center for Statistics and Analysis at NHTSA.

“The findings in this report are deeply concerning. New Mexico truckers and drivers should be able to travel our state without worry or fear,” said Senator Ben Ray Luján, a Democrat from New Mexico. “That is why I remain committed to pushing the Department of Transportation to take action to prevent needless deaths and keep our roadways safe. This is a moment of national crisis as we continue to lose tens and thousands of lives to traffic fatalities each year, and it is time for our leaders to step up and commit to putting an end to these preventable tragedies.”

The report provides insights into one of the worst years for truck crash deaths in modern history. NHTSA reports that large truck fatalities surged in 2021, passing 5,700 deaths.

In addition, there were more than 155,000 injuries. Since 2009, truck crash deaths have increased by 71%.

“Truck crash deaths have continued to rise over the last 10 years, demonstrating the need for safety reforms,” said Democratic Congresswoman Eleanor Holmes Norton of Washington, D.C., who sits on the Highways and Transit Subcommittee and is its ranking member. “Safety was my first priority when working on the Infrastructure Investment and Jobs Act, including mandating automatic emergency braking, stronger standards for rear underride guards, and increased funding for safety programs, among other provisions. We can and must do more to reverse the rise in truck-related injuries and fatalities.”

TSC officials contend that more action is needed to combat this deadly rise in crashes.

“Unfortunately, some lawmakers representing constituents in the deadliest states are endorsing unsafe policies that will lead to even more deadly crashes,” a TSC news release stated. “One such example is banning the use of speed limiters in Commercial Motor Vehicles (CMVs), a measure that the Federal Motor Carrier Safety (FMCSA)  estimates can help prevent or reduce the severity of 20% of all fatal crashes.”

Linda Wilburn, Oklahoma resident and TSC Board member, laments the current situation, saying, “My son was incinerated when he was struck by a speeding semi that failed to stop traveling 75 miles an hour. My husband, Gary was a firefighter and did not even recognize his own son’s vehicle as he put out the blaze. It is a slap in the face to see Okies in Congress support speeding semis over human life.”

The TSC is calling on Congress and the U.S. Department of Transportation (DOT) “to aggressively pursue commonsense solutions” to reduce truck crash violence on the nation’s roads by:

Expeditiously finalizing Automatic Emergency Braking rule for all classes of CMVs.
Expeditiously completing the speed limiter rule for CMVs.
Requiring DOT/NHTSA to conduct side underride guard impact testing.
Funding DOT to conduct its work without unsafe riders that prohibit FMCSA from implementing specific safety provisions for teen truckers in the Safe Driver Apprenticeship Program.
Expeditiously requiring new motor carriers to pass a knowledge exam proving that they know and can implement Federal Motor Carrier Safety Regulations required to safely operate a motor carrier business, including those hauling hazardous materials. Currently, DOT allows anyone to operate in interstate commerce who files appropriate paperwork without requiring any evidence they know the rules to keep truck drivers and all roadway users safe.

Zach Cahalan, TSC executive director, said decision-makers must act now.

“People can and should expect their government to keep them safe from the carnage large trucks cause on our roads and highways,” he said. “It is time for Congress and DOT to fulfill this expectation without reservation.”

Born in Pine Bluff, Arkansas, and raised in East Texas, John Worthen returned to his home state to attend college in 1998 and decided to make his life in The Natural State. Worthen is a 20-year veteran of the journalism industry and has covered just about every topic there is. He has a passion for writing and telling stories. He has worked as a beat reporter and bureau chief for a statewide newspaper and as managing editor of a regional newspaper in Arkansas. Additionally, Worthen has been a prolific freelance journalist for two decades, and has been published in several travel magazines and on travel websites.

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For the eighth consecutive month, U.S. sales of new Class 8 trucks topped 20,000 in September, according to data received from Wards Intelligence. Manufacturers reported sales of 22,231 trucks, down 4.8% from sales in August and down 3.2% from September 2022.

For 2023 to date, Class 8 sales of 202,437 have outpaced the 2022 total of 179,422. Sales in 2022 were, however, stronger in the second half of the year. At the mid-point of the year on June 30, 2023, sales were running nearly 21% ahead of the 2022 pace. During the third quarter, sales in 2023 have fallen a little behind the same period in 2022 — and they’re expected to fall further by the end of the year.

ACT Research has lowered its sales expectations for both new Class 8 tractors and trailers, due to the extended recovery time of freight markets.

“Within the broader Class 8 and trailer markets, U.S. Class 8 tractors and van trailers bore the brunt of the markdowns as freight metrics have failed to gain traction,” said Kenny Vieth president and senior analyst at ACT.

The same labor issues that are plaguing the service industry are also impacting the manufacture of new tractors, and builders have had difficulty filling the orders already on the books.

In the meantime, U.S. orders for new, Class 8 trucks shot upward in September to an estimated 36,800 units. While that’s welcome news to manufacturers, much of the increase was simply because of timing. OEMs didn’t start taking orders for 2024 models until August of this year, so many carriers held their orders until those order boards opened up.

CRISIS ON THE HORIZON

There is a crisis looming on the horizon for both truck builders and those who buy them — the expected pre-buy. As the Environmental Protection Agency’s (EPA) Clean Trucks regulation goes live in 2027, truck prices are expected to rise by 12% to 14%. Part of that increase is attributable to longer manufacturer warranties required by the new rules, but like every other year that EPA-mandated regulations have gone into effect, buyers are wary of the reliability of the new technology, in addition to the increased cost. In preparation, they’ll buy extra 2024-2026 models.

The problem is that manufacturers may not be able to meet this increased demand. The same labor issues that are plaguing the service industry are impacting the manufacture of new tractors, and builders have had difficulty filling the orders already on the books.

The recent strike of the automotive industry spread to trucking in September when nearly 4,000 workers at Mack manufacturing facilities in three states walked out in support. Before hitting the picket lines, Mack workers overwhelmingly voted down a contract that offered a 10% wage increase with 19% over the five years of the contract, along with a guarantee that health care premiums would not rise. The union is calling for 40% hourly wage increases over five years, restoration of pension plans instead of 401(k) plans, reduced working hours and more paid time off, among other concessions.

Mack Truck represents about 6.5% of new Class 8 truck sales in the U.S., with many going to the vocational market. If other manufacturers join the strikers, truck production will suffer, and supply chains could eventually be disrupted.

On the used truck market, sales increased by 12% in August over July numbers and 3% over August 2022. Compared with August 2022, the price of the average used truck on the U.S. market fell 26% while both the average age and the average miles fell by 4%. September numbers had not been released at the time of this writing.

As often happens in the used truck market, falling prices are, at least in part, the result of poor freight rates. Existing businesses that need to replace trucks in their fleet can find good used equipment at reasonable prices — but if they finance the purchase, they’ll pay more in interest charges. New entrants to the trucking business may find the reduced equipment prices don’t make up for higher interest rates and low freight rates.

One area that potential truck buyers might have an eye on is the Yellow Freight bankruptcy. The company owned an estimated 12,000 tractors, with a large percentage of them purchased in the past two years. Since most of them are day cabs, hitting the market won’t make much of a dent in the sleeper-equipped over the road segment.

BREAKDOWN OF OEM SALES

The company responsible for liquidating Yellow Freight’s assets has been seeking buyers for the trucks rather than dumping them on the market. Less-than truckload (LTL) carriers are likely to buy these trucks, along with trailers and even terminal locations, to support the business they gained with Yellow’s demise.

Freightliner led all manufacturers with U.S. sales of 7,869 Class 8 trucks, down 3.5% from August and down 6.3% from September 2022 sales. Freightliner accounts for 37.8% of all Class 8 truck sales among major OEMs this year.

Peterbilt is next on the market share list at 14.3% of the market. The company sold 3,458 tractors in September, down just a tenth of a percent (two trucks) from August sales but up 4.2% from September 2022.

Kenworth’s market share is at 14% after sales of 2,998 trucks in September. That number represents a downward slide of 18.7% from a strong month of August and is down 4.7% from September 2022 sales.

Navistar continues to take up market share and reached 14.3% in September, almost even with Peterbilt. Compared with 2022, however, Navistar has gained 1.9% of the market while Peterbilt has lost 0.8%. The company sold 3,202 trucks in September, down 10.7% from August sales and down 16.8% from last September.

Volvo’s 2,393 trucks sold in September was 1.6% lower than August sales but 1.5% ahead of September 2022. Mack gained in both categories with September sales of 1,622 units, up 1.5% from August and 12.6% better than September 2022.

Tiny Western Star sold 691 tractors in September, down 4.3% from August but up a whopping 73.6% from September 2022.

The U.S. Class 8 sales market is still strong — at least for now. Only time will tell what the future holds for the manufacturers of diesel-engine tractors.

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.

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WALTHAM, Mass. and BROOKLYN, N.Y. — Energy company National Grid has kicked off a study to support the electrification of commercial fleets, mapping out large truck charging needs across nearly 3,000 miles of major highways in the Northeastern U.S.

Funded by a $1.2 million grant awarded by the U.S. Department of Energy (DOE), the two-year effort to build a Northeast Freight Corridors Charging Plan will focus on the highways with a lot of heavy trucking traffic, which includes Interstate 95 and Interstate 90, along with areas with commercial transportation activity, such as the ports of New York and New Jersey, according to a news release.

The study will develop 20-year demand forecasts for more than 100 sites across New York, New Jersey, Pennsylvania and all New England states.

“This analysis could guide the investment and policy decisions while also providing a clear path for states, utilities, businesses and local communities to plan and build a charging network that supports large-scale electrification of the largest emitting sector of the Northeast’s economy,” according to the news release.

A similar study, also funded by the DOE, is being conducted by clean transportation technology group CALSTART.

The Northeast Freight Corridors Charging Plan will expand upon National Grid’s 2022 first-in-the-nation Electric Highways Study. The study found that large highway fast-charging sites could possibly require more power than a small town by the year 2045.

As more electric trucks enter roadways, grid and charging infrastructure must keep up with the pace of the growth. Larger electric vehicles require frequent recharging on long-haul routes, but charging options for electric trucks still remain limited as most charging stations are only equipped to serve smaller passenger vehicles.

“Readying our grid infrastructure for electric trucks will require careful planning and close collaboration across state lines,” said Bart Franey, vice president of clean energy development for National Grid in New York. “This DOE grant award brings the right stakeholders into the same room to chart a clear course for electric truck charging across the Northeast. This roadmap will inform efforts by states, utilities, communities, and industry leaders to create a seamless truck charging network across the region.”

National Grid is engaging with industry partners to drive transportation electrification in the Northeast and help communities keep pace with the policy and market-driven demand now and what’s coming in the future.

The company is leading this groundbreaking study effort in partnership with RMI, the Northeast States for Coordinated Air Use Management (NESCAUM), Clean Communities of Central New York, and DOE’s National Renewable Energy Laboratory (NREL).

National Grid will also closely coordinate with CALSTART, the recipient of a similar DOE grant, to map out truck charging needs south of National Grid’s study area.

The two studies are set to cover a combined 3,700 miles of highways and freight corridors, including 1,300 miles of I-95 from Georgia all the way to the Canadian border — plotting out what could be one of the longest truck charging corridors in the country. When integrated together, this broader analysis will span 15 states, supporting more than 300 million tons of freight moving through ports on the East Coast each year, as well as several of the largest cities in the U.S.

John Boesel, president and CEO of CALSTART, said, “The I-95 Corridor project, once completed, will put into practice the integration of zero-emission vehicles, infrastructure, and addressing climate-change issues that has been carried out in other areas of the country. The successful implementation of this project will put to rest the unfounded concerns of zero-emission opponents by demonstrating that this technology is both economically feasible and a benefit to all.”

David Sandbank, vice president of Distributed Energy Resources for the New York State Energy Research and Development Authority, said the study “will help deepen the understanding of electrification needs and help New York State and the region strategically put more medium and heavy-duty electric trucks on the road. Growing the number of charging locations throughout key travel corridors will lower emissions and pollution while ensuring goods and services are delivered in a cleaner, more sustainable way.”

Paul Miller, executive director of NESCAUM, a regional association of air quality agencies in eight northeast states that will help engage state governments in the Northeast Freight Corridors Charging Plan, said zero-emission freight transportation is a vital need.

The nation, added, must “slash greenhouse gas emissions and to improve air quality and public health in the communities along freight routes that have long borne inequitable impacts from diesel-powered trucking. This foundational study will help to expedite a charging network that can scale quickly and cost-effectively as more zero-emission trucks take to the road.”

The Trucker News Staff produces engaging content for not only TheTrucker.com, but also The Trucker Newspaper, which has been serving the trucking industry for more than 30 years. With a focus on drivers, the Trucker News Staff aims to provide relevant, objective content pertaining to the trucking segment of the transportation industry. The Trucker News Staff is based in Little Rock, Arkansas.

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GREENSBORO, N.C. — Executives at Mack Trucks said on Friday, Oct. 20, that the United Auto Workers Union (UAW) is ignoring three months of good faith bargaining by submitting unreasonable economic demands for their workers.

Union workers at Mack Trucks went on strike Monday, Oct. 9, after voting down a tentative five-year contract agreement that negotiators had reached with the company.

According to a news release issued by Mack Trucks, the company “advised the union that (it) looks forward to returning to the bargaining table on Monday, Oct. 23, and hopes the UAW leadership makes more realistic proposals.”

“Unfortunately, the new UAW economic demands are completely unrealistic,” said Mack President Stephen Roy. “We’ve already shown that we’re prepared to provide our employees with significantly improved wages, but we are not prepared to jeopardize the company.”

Union President Shawn Fain said in a letter to Mack parent company Volvo Trucks that 73% of workers voted against the deal in results counted on on Oct. 8.

The UAW represents Mack workers in Pennsylvania, Maryland and Florida. Union leaders had reached a tentative agreement on the deal on Oct. 1.

UAW Locals 171, 677, 1247, 2301, and 2420 in UAW Region 8 and Region 9 represent workers at Mack Trucks in Macungie and Middletown, Pennsylvania; Hagerstown and Baltimore, Maryland; and Jacksonville, Florida.

The deal negotiators had reached with Mack two weeks ago included a 19% pay raise over the life of the contract with 10% upon ratification. There also was a $3,500 ratification bonus, no increase in weekly health care contributions, increased annual lump sum payments for retirees and a $1,000 annual 401(k) lump sum to offset health care costs for employees who don’t get health insurance after retirement.

Fain said in his letter to Volvo Trucks’ head of labor relations that employees working early on Oct. 9 would exit the factories after performing tasks needed to prevent damage to company equipment.

Fain wrote that UAW members and workers across the country are seeking their fair share in wages and benefits.

The company and union are still apart on work schedules, health and safety, pensions, health care, prescription drug coverage, overtime and other issues, he wrote.

The contract may have been sunk by high expectations Fain has set in bargaining with Detroit’s three automakers. In those talks, the UAW has asked for 36% raises over four years, while Ford has offered 23% and the other two firms are at 20%.

“I’m inspired to see UAW members at Mack Trucks holding out for a better deal, and ready to stand up and walk off the job to win it,” Fain said in a prepared statement. “The members have the final say, and it’s their solidarity and organization that will win a fair contract at Mack.”

Mack Trucks President Stephen Roy said in an Oct. 8 statement that the company is “surprised and disappointed” that the union chose to strike. The union, he wrote, called the tentative agreement a record for the heavy truck industry. “We trust that other stakeholders also appreciate that our market, business and competitive set are very different from those of the passenger car makers,” the statement said.

Mack, he wrote, is part of the only heavy truck manufacturing group that assembles all of its vehicles and engines for North America in the U.S., competing against trucks built in lower-cost countries.

The company is committed to collective bargaining and is confident both sides will reach a deal that delivers competitive wages and benefits while safeguarding the company’s future, the statement said.

The Associated Press contributed to this report.

Born in Pine Bluff, Arkansas, and raised in East Texas, John Worthen returned to his home state to attend college in 1998 and decided to make his life in The Natural State. Worthen is a 20-year veteran of the journalism industry and has covered just about every topic there is. He has a passion for writing and telling stories. He has worked as a beat reporter and bureau chief for a statewide newspaper and as managing editor of a regional newspaper in Arkansas. Additionally, Worthen has been a prolific freelance journalist for two decades, and has been published in several travel magazines and on travel websites.

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AUSTIN, Texas — Volvo Trucks North America announced its continued commitment for the 22nd consecutive year as the exclusive sponsor of the America’s Road Team public outreach program in 2024. Peter Voorhoeve, president of Volvo Trucks North America, made the announcement Oct. 17 at the American Trucking Associations’ (ATA) Management Conference & Exhibition (MC&E) in Austin, Texas.

Created by the ATA in 1986, America’s Road Team has been on a remarkable journey, navigating across the nation annually to embody the dedication, teamwork, and paramount role of America’s 3.6 million professional truck drivers in propelling the nation’s economy forward while enhancing the quality of life for all. Volvo Trucks has stood as the exclusive sponsor since 2002. 

Every two years, a select group of outstanding professional drivers is nominated to lead America’s Road Team as captains. This exclusive group is recognized for their exceptional driving skills, commitment to safety advocacy, and superior driving records, collectively accounting for millions of accident-free miles. This team undertakes a pivotal role in educating students, community groups, lawmakers, and government officials on the importance of road safety, as well as the essentiality and sustainability of the trucking industry. 

“The professional drivers who make up America’s Road Team are the elite of their profession, and I am proud to honor them on behalf of Volvo Trucks North America,” said Voorhoeve. “As captains, these men and women represent the movers of our nation’s economy, and as we look forward to our 22nd consecutive year as the exclusive sponsor, we salute their dedication to the values of safety and sustainability that are also at the heart of Volvo Trucks’ vision.” 

In support of the 2024 America’s Road Team campaign, Volvo Trucks will continue to provide a fully loaded Volvo VNL 760. Powered by Volvo Trucks’ enhanced D13 Turbo Compound engine with Dynamic Torque, the VNL 760 features a 13-speed Volvo I-Shift automated manual transmission that enables optimum fuel efficiency without impacting performance. Innovative safety and productivity technology features on the VNL 760 include the Volvo Dynamic Steering (VDS) system and Position Perfect™ steering configuration, in addition to Volvo Trucks Remote Diagnostics and Remote Programming services and the best-in-class Volvo Active Driver Assist (VADA) safety system. 

Early next year, Volvo Trucks will extend its appreciation to America’s Road Team captains by hosting them at the recently enhanced, cutting-edge Volvo Trucks Customer Center in Dublin, Virginia, where the company’s products and innovations are showcased. The event will be highlighted by the truck handover ceremony. 

“Volvo Trucks honors all the professional drivers who represent the hard work and values of the North American trucking industry, as well as America’s Road Team for its commitment to spreading our message of safety and sustainability,” Voorhoeve said. “These men and women deserve our respect and recognition for all they do to deliver essential goods and materials safely and securely, day after day.”

The Trucker News Staff produces engaging content for not only TheTrucker.com, but also The Trucker Newspaper, which has been serving the trucking industry for more than 30 years. With a focus on drivers, the Trucker News Staff aims to provide relevant, objective content pertaining to the trucking segment of the transportation industry. The Trucker News Staff is based in Little Rock, Arkansas.

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DETROIT — Union workers at Mack Trucks went on strike Monday, Oct. 9, after voting down a tentative five-year contract agreement that negotiators had reached with the company.

The United Auto Workers said 4,000 unionized workers walked out at 7 a.m., adding to labor turmoil in the industry that has ensnared all three big Detroit automakers.

With those workers joining picket lines, the total number of UAW members that are on strike now exceeds 30,000 across 22 states, the union said Monday.

Union President Shawn Fain said in a letter to Mack parent company Volvo Trucks that 73% of workers voted against the deal in results counted on Sunday.

The UAW represents Mack workers in Pennsylvania, Maryland and Florida. Union leaders had reached a tentative agreement on the deal on Oct. 1.

UAW Locals 171, 677, 1247, 2301, and 2420 in UAW Region 8 and Region 9 represent workers at Mack Trucks in Macungie and Middletown, Pennsylvania; Hagerstown and Baltimore, Maryland; and Jacksonville, Florida.

The deal negotiators had reached with Mack just over a week ago included a 19% pay raise over the life of the contract with 10% upon ratification. There also was a $3,500 ratification bonus, no increase in weekly health care contributions, increased annual lump sum payments for retirees and a $1,000 annual 401(k) lump sum to offset health care costs for employees who don’t get health insurance after retirement.

Fain said in his letter to Volvo Trucks’ head of labor relations that employees working early Monday would exit the factories after performing tasks needed to prevent damage to company equipment.

Fain wrote that UAW members and workers across the country are seeking their fair share in wages and benefits.

The company and union are still apart on work schedules, health and safety, pensions, health care, prescription drug coverage, overtime and other issues, he wrote.

The contract may have been sunk by high expectations Fain has set in bargaining with Detroit’s three automakers. In those talks, the UAW has asked for 36% raises over four years, while Ford has offered 23% and the other two firms are at 20%.

“I’m inspired to see UAW members at Mack Trucks holding out for a better deal, and ready to stand up and walk off the job to win it,” Fain said in a prepared statement. “The members have the final say, and it’s their solidarity and organization that will win a fair contract at Mack.”

Mack Trucks President Stephen Roy said in a statement Sunday night that the company is “surprised and disappointed” that the union chose to strike. The union, he wrote, called the tentative agreement a record for the heavy truck industry. “We trust that other stakeholders also appreciate that our market, business and competitive set are very different from those of the passenger car makers,” the statement said.

Mack, he wrote, is part of the only heavy truck manufacturing group that assembles all of its vehicles and engines for North America in the U.S., competing against trucks built in lower-cost countries.

The company is committed to collective bargaining and is confident both sides will reach a deal that delivers competitive wages and benefits while safeguarding the company’s future, the statement said.

The UAW went on strike at selected factories run by automakers General Motors, Ford and Jeep maker Stellantis on Sept. 15. It started with one assembly plant for each company, then spread to 38 GM and Stellantis parts warehouses. Two additional assembly plants at Ford and GM were added later.

On Friday, the union decided not to expand the strikes to any more plants for the time being after GM agreed to bring its electric vehicle battery factories into the UAW’s national contract, assuring that they’ll be unionized. The union also reported progress with all three automakers.

The Associated Press is an independent global news organization dedicated to factual reporting. Founded in 1846, AP today remains the most trusted source of fast, accurate, unbiased news in all formats and the essential provider of the technology and services vital to the news business. The Trucker Media Group is subscriber of The Associated Press has been granted the license to use this content on TheTrucker.com and The Trucker newspaper in accordance with its Content License Agreement with The Associated Press.

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WASHINGTON — Two safety organizations have written a letter of support to Congress regarding the Truck Parking Safety Improvement Act.

The Institute for Safer Trucking and Road Safe America sent a joint letter on Oct. 2 in favor of the proposed legislation.

“As organizations committed to promoting truck safety, we are writing to express our strong support for the Truck Parking Safety Improvement Act,” the letter states. “We believe that this legislation is an important step toward improving the safety and well-being of commercial truck drivers, as well as other road users.”

On Tuesday, May 23, the House Committee on Transportation and Infrastructure passed an amended version of the act by a vote of 60-4.

Known officially as HR2367, the parking act would provide $755 million over three years to expand truck parking capacity.

The next step will be markup hearings before a bill moves to the full House for a vote.

“The shortage of safe and accessible truck parking spaces is a significant problem that affects drivers across the country,” according to the letter. “The lack of available parking spaces can force drivers to park in unsafe and illegal locations, such as highway shoulders and off-ramps. This creates a dangerous situation for both the truck drivers themselves and other road users.”

The Truckload Carrier’s Association (TCA) said it applauds the proposed act.

“This positive outcome represents a significant step forward in enhancing driver safety, ensuring compliance with federal regulations and improving the operational efficiency of the trucking industry,” according to a TCA statement.

Currently, the trucking industry is facing a critical shortage of parking spaces, with a ratio of just one parking spot for every 11 drivers, according to the TCA.

“This legislation highlights the Committee’s dedication to resolving the persistent challenge of truck parking shortages, which have long posed safety risks and hindered the productivity of supply chains,” the TCA said in its statement. “Adequate truck parking facilities allow drivers to take necessary rest breaks, comply with federal Hours of Service regulations, and effectively manage their schedules, leading to increased efficiency and improved road safety for all.”

Independent Owner-Operator Independent Drivers Association President and CEO Todd Spencer also lauded the committee’s approval of the parking act.

“OOIDA and our 150,000 members thank lawmakers from both parties who came together to advance this critical bill through the committee, and we encourage the U.S. Senate to follow their lead by stepping up to address American truckers’ top safety concern,” Spencer said.

Over at the American Trucking Associations (ATA), President and CEO Chris Spear pointed to the parking act and several other pieces of legislation as positive measures for the trucking industry.

“The comprehensive and bipartisan bills that advanced today would address some of the root causes of ongoing supply chain challenges and improve the overall safety, efficiency and resiliency of freight transportation,” Spear said. “ATA has repeatedly engaged with Congress to discuss persistent challenges facing our industry, and we thank Chairman Graves for his attention to these issues and for his leadership of today’s markup. We also commend the bill sponsors who worked with us and other key stakeholders to craft solutions that would benefit our industry, the economy, and American consumers.”

The Institute for Safer Trucking and Road Safe America letter concluded by saying, “If we are truly going to improve safety throughout the trucking industry, it is essential to prioritize the safety and wellbeing of commercial truck drivers. By providing safe and accessible truck parking facilities, we can help ensure that drivers can rest and recharge. This will not only improve safety in the short term by reducing crashes, but it will also improve it in the long term. By improving truck drivers’ experiences on the road, the industry can improve retention of safe, experienced drivers.”

 

The Trucker News Staff produces engaging content for not only TheTrucker.com, but also The Trucker Newspaper, which has been serving the trucking industry for more than 30 years. With a focus on drivers, the Trucker News Staff aims to provide relevant, objective content pertaining to the trucking segment of the transportation industry. The Trucker News Staff is based in Little Rock, Arkansas.

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SPRINGFIELD, Ill. — The tanker truck crash in central Illinois that killed five people may have started when another vehicle tried to pass the chemical-laden truck, a federal transportation official said Sunday.

The tanker truck was carrying caustic anhydrous ammonia when it jackknifed Friday night, and hit a utility trailer parked just off the highway, according to Tom Chapman, a member of the National Transportation Safety Board. The tank carrying anhydrous ammonia hit the trailer hitch of the other vehicle, which punched a six-inch hole in the chemical container, Chapman said during news conference Sunday.

Chapman said the tanker truck’s driver pulled to the right and ran off the road as it traveled west on U.S. 40 in Teutopolis, a small community about 110 miles northeast of St. Louis.

“It happened in a relatively short period of time,” Chapman said. “This was a rapid sequence of events.”

The accident occurred about 8:40 p.m. local time, Chapman said, revising the 9:25 p.m. time authorities originally gave. The crash spilled roughly half the truck’s 7,500 gallon load. The rest was drained and moved to a “secure location” for the NTSB’s investigation, authorities said late Saturday, as area residents were allowed to return to their homes after being evacuated.

Effingham County Coroner Kim Rhodes said the five dead included three from the same family: one adult and two children under 12. The other two were adult motorists from out of state, Rhodes said.

Additionally, five people were airlifted to hospitals, their conditions unknown.

Names of the victims were not released, nor would authorities discuss causes of death.

About 500 residents within a 1-mile  radius of the crash site were evacuated after the accident, including northeastern parts of Teutopolis.

Emergency crews worked overnight after the accident on Friday trying to control the plume from the leak and struggled to get near the crash site. Private and federal environmental contractors were summoned to recommend a cleanup procedure in Teutopolis, a town of 1,600 people.

The accident caused “a large plume, cloud of anhydrous ammonia on the roadway that caused terribly dangerous air conditions in the northeast area of Teutopolis,” Effiningham County Sheriff Paul Kuhns said. “Because of these conditions, the emergency responders had to wait. They had to mitigate the conditions before they could really get to work on it, and it was a fairly large area.”

Although not strong, crews working overnight struggled against shifting wind.

“The wind changed three or four different times on us,” said Tim McMahon, chief of the Teutopolis Fire Protection District. “That’s another reason we got crews out in different places, reporting back on which way the wind’s going.”

Traffic, including the tanker, was pushed onto U.S. 40, which bisects Teutopolis, earlier Friday because of another truck crash on Interstate 70.

Phillip Hartke, 75, who lives in Teutopolis but farms with his son outside of town, said U.S. 40 was jammed after the I-70 closure. Hartke finished harvesting corn about 9:30 p.m. Driving home, as he neared the center of town, he could smell anhydrous ammonia. When he reached U.S. 40, emergency vehicles swarmed the area.

“Firefighters advised us right there: ‘Evacuate to the west,'” Hartke said.

Hartke estimated 85% of Teutopolis was subject to the evacuation. He and his wife were staying with his son. Such familial ties should serve most evacuees well.

“‘T-Town’ is a tight-knit community,” Hartke said. “Many people have sons and daughters, aunts and uncles within five or six miles of town.”

Anhydrous ammonia is used by farmers to add nitrogen fertilizer to the soil and as a refrigerant in the cooling systems of large buildings such as warehouses and factories. According to the American Chemical Society, it is carried around the United States by pipeline, trucks and trains.

In 2019, dozens of people were sickened in suburban Chicago after the valves were left open on tanks of anhydrous ammonia being transported from a farm in Wisconsin to one in Illinois, creating a toxic gas cloud. Seven people were initially hospitalized in critical condition after a leaking anhydrous ammonia tank pulled by a tractor released the plume over Beach Park.

And in 2002, a train derailment released anhydrous ammonia in Minot, North Dakota, killing one man, and hundreds of other people reported injuries including burns and breathing problems.

“It’s terrible. It’s bad stuff if you are involved in breathing it, especially because it gets in your airways, in your lungs, and it burns,” Kuhns said.

In addition to having a commercial driver’s license, the person behind the wheel of a toxic-substance tanker must study further and successfully complete a test for a hazardous material endorsement, said Don Schaefer, CEO of the Mid-West Truckers Association.

“Once you get that endorsement, there are no restrictions — unless otherwise posted — on hauling hazardous materials on a public highway,” Schaefer said. “But you’re subject to higher scrutiny.”

The Associated Press is an independent global news organization dedicated to factual reporting. Founded in 1846, AP today remains the most trusted source of fast, accurate, unbiased news in all formats and the essential provider of the technology and services vital to the news business. The Trucker Media Group is subscriber of The Associated Press has been granted the license to use this content on TheTrucker.com and The Trucker newspaper in accordance with its Content License Agreement with The Associated Press.

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MOUNTAIN VIEW, Calif. — BP Pulse (BPP) and OK Produce (OK) announced they have completed phase one of OK Produce’s fleet electrification project.

The two companies teamed up last year for the project, a news release stated.

BPP delivered the EV charging solution for OK’s mixed fleet of 10 Freightliner EV trucks, three orange EV yard tractors and three Heliox DC fast chargers, which allows for the service of up to 10 EV tractors. Along with BPP’s chargers operating with Omega, BPP’s charge management software optimizes charging times for the lowest cost energy and streamlines charging operations, according to the news release.

“To ensure optimal fleet performance, our omega charge management software is being used to plan, measure and increase operational efficiency and will help OK quickly introduce additional vehicles and chargers into their operations as the project expands,” said the President of BPP Pulse Fleet, Vic Shao.

OK Produce’s CEO, Brady Matoian, who said he was driven by a commitment to sustainability and reducing the carbon intensity of operations, decided to partner with BPP for the electrification site design, construction, utility engagement and overall stakeholder management in 2022.

In order for the project to be brought to life, SEAM was selected as the contractor for the engineering, procurement and construction portion of the project.

BPP worked closely with Pacific Gas & Electric (PG&E) to provide a new line of electric service for the project.

“Since 2001, when the company launched its sustainability program, OK Produce has made a comprehensive commitment to the environment, including the installation of 4.5 megawatts of solar power featuring over 12,000 PV panels. As we looked to electrify our fleet, we knew we needed a partner that would help us truly maximize the results of our efforts and simplify the process,” Matoian said. “Staying hands-on in the decision-making process was important, and being able to trust BP Pulse with more of the heavy lifting and technical pieces ensured this project moved forward promptly and efficiently.”

Matoian said that OK’s goal “is to deliver healthy and delicious fruits and vegetables in the healthiest way possible from field to store. We rely on Mother Nature to provide all the products we handle for our customers, so it’s very important to us to do business in a way that has a lower impact on the planet Earth. Although we have made great progress along the way towards this goal, our fleet remains our greatest opportunity for improvement in regard to environmental impact. We appreciate the partnership with BP Pulse in phase one and look forward with enthusiasm toward phase two and beyond.”

BPP anticipates the breaking ground on phase two to happen in early 2024.

This phase will further reduce the carbon intensity of OK’s fleet operations by introducing solar as a green electricity source. The phase will rely on critical partnerships that include Pacific Solar to install the solar panels and ABB to deliver 14 additional DC Fast Chargers, which will supply power to an additional 27 electric vehicles, bringing OK’s total electric fleet to 36.

The Trucker News Staff produces engaging content for not only TheTrucker.com, but also The Trucker Newspaper, which has been serving the trucking industry for more than 30 years. With a focus on drivers, the Trucker News Staff aims to provide relevant, objective content pertaining to the trucking segment of the transportation industry. The Trucker News Staff is based in Little Rock, Arkansas.

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SACRAMENTO, Calif.  — California Gov. Gavin Newsom has vetoed a bill to require human drivers on board self-driving trucks, a measure that union leaders and truck drivers said would save hundreds of thousands of jobs in the state.

The legislation vetoed on Sept. 22 would have banned self-driving trucks weighing more than 10,000 pounds — ranging from UPS delivery vans to massive big rigs — from operating on public roads unless a human driver is on board.

Lorena Gonzalez Fletcher, head of the California Labor Federation, said driverless trucks are dangerous and called Newsom’s veto shocking. She estimates that removing drivers would cost a quarter million jobs in the state.“We will not sit by as bureaucrats side with tech companies, trading our safety and jobs for increased corporate profits. We will continue to fight to make sure that robots do not replace human drivers and that technology is not used to destroy good jobs,” Fletcher said in a statement late Friday.

Newsom pointed to 2012 legislation that allows the state Department of Motor Vehicles to work with the California Highway Patrol, the National Highway Traffic Safety Administration “and others with relevant expertise to determine the regulations necessary for the safe operation of autonomous vehicles on public roads.”

Opponents of the bill argued self-driving cars that are already on the roads haven’t caused many serious accidents compared to cars driven by people. Businesses say self-driving trucks would help them transport products more efficiently.

Union leaders and drivers said the bill would have helped address concerns about safety and losing truck driving jobs to automation in the future.

The bill coasted through the Legislature with few lawmakers voting against it. It’s part of ongoing debates about the potential risks of self-driving vehicles and how workforces adapt to a new era as companies deploy technologies to do work traditionally done by humans.

Newsom, who typically enjoys strong support from labor, faced some pressure from within his administration not to sign it. His administration’s Office of Business and Economic Development says it would push companies making self-driving technologies to move out-of-state.

The veto comes as the debate over the future of autonomous vehicles heats up. In San Francisco, two robotaxi companies got approval last month from state regulators to operate in the city at all hours.

Last Tuesday in Sacramento, hundreds of truck drivers, union leaders and other supporters of the bill rallied at the state Capitol. Drivers chanted “sign that bill” as semi-trucks lined a street in front of the Capitol. There are about 200,000 commercial truck drivers in California, according to Teamsters officials.

Also Friday, Newsom vetoed a bill that would have required judges in custody cases to consider whether a parent affirms their child’s gender identity and another measure that would have barred state prison officials from sharing information about incarcerated immigrants with federal officials.

The Associated Press is an independent global news organization dedicated to factual reporting. Founded in 1846, AP today remains the most trusted source of fast, accurate, unbiased news in all formats and the essential provider of the technology and services vital to the news business. The Trucker Media Group is subscriber of The Associated Press has been granted the license to use this content on TheTrucker.com and The Trucker newspaper in accordance with its Content License Agreement with The Associated Press.

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