Latest Industry News Briefs Courtesy of PMTA
Update and Final Opportunities to Comment on Bridge Tolling
PennDOT is continuing to move forward with its proposal to toll nine interstate bridges through its Major Bridge P3 Initiative despite pushback in local communities, the state legislature, and the courts.
Though they haven’t specified the exact toll for trucks crossing these bridges (or even how they plan to define “truck”), it's anticipated that a toll on a single bridge will add $5000 per year to the cost of each truck crossing twice a day.
PMTA has fought the bridge tolling initiative ever since it was first proposed in late 2020, arguing that the disproportionate impact on the trucks will hurt the trucking industry, local businesses, and Pennsylvania’s economic competitiveness (see details of PMTA’s activities ).
Over the past few months, several events have occurred on which PMTA wishes to update its members.
* On November 16, the state House of Representatives voted to approve Sen. Langerholc’s SB 382, which requires public-private partnerships to through a more thorough public deliberation, including approval by the legislature when there are tolls involved. (See how your representative voted.) SB 382 already passed the state Senate, but because it was amended in the House, it must be approved by the Senate again. It has not yet been brought up for a vote. There's still time to contact your senator.
* On February 15, PMTA filed an amicus brief in the lawsuit South Fayette Township et. al v. PennDOT, a challenge by several municipalities near the I-79 Bridgeville bridge arguing that PennDOT did not follow the requirements of the law in its P3 process. An oral argument has been scheduled in the case on May 18 before a panel of Commonwealth Court judges. In the meantime, a similar case has been filed by a group of county and municipal officials in Cumberland County.
* On March 9, PennDOT announced that Bridging Pennsylvania Partners (BPP) was selected as the Apparent Best Value Proposer to administer the bridge tolling projects.
* Also in March, the Federal Highway Administration (FHWA) said it will require PennDOT to through the National Environmental Policy Act (NEPA) process for each bridge it is considering tolling. The NEPA process evaluates the environmental and related social and economic effects of proposed action and, importantly, includes citizen involvement. As a result, for each bridge project, PennDOT is scheduling a public comment period and an in-person public meeting, at which members of the public are invited to testify.
PMTA strongly encourages its members to take part in this public comment process. Now is the time to convey the impact of bridge tolling on your business, on Pennsylvania’s trucking industry, and on economy! You may do so in one of three ways:
* Provide in-person testimony at a public hearing.
* Submit comments on proposed tolling project(s) at the email address provided.
* Mail comments to the address provided.
Please see the below list of bridge projects, along with public meetings scheduled, comment periods, and other information. Click on the project name link to see the project information page.
It is very important during this process to state clearly the impact you believe tolling these bridges at an estimated $10-12 per crossing will have on your business. Please state the cost increases you will be forced to deal with, how this will affect your competitiveness with other companies, and how you think tolling will affect your local community. Specific comments are always more effective than general comments.
If you’d like some ideas about how to frame your comments or testimony please see the information on PMTA’s website, including several previous testimonies provided by the association. You may also contact PMTA for assistance.
Only One Year Left To Get ID Required For Air Travel
Starting May 3, 2023, you will need more than a standard Oregon driver license or ID card at airport security checkpoints to board a flight within the U.S. You will need a Real ID-compliant driver license or ID card, or a passport or other federally acceptable ID.
The Transportation Security Administration has a full list of identity documents it will accept for air travel at TSA.gov).
If there is even a tiny chance you will need to travel by air in the future, don’t wait until 2023 to make sure your ID is ready to fly. What if you get a sudden wedding invitation? Or the sad news of a funeral?
“A year may sound like a long time, but it isn’t when it comes to issuing secure identification such as driver licenses, ID cards and passports,” DMV Administrator Amy Joyce said. “It can take weeks to gather the documents you need to qualify for a type of ID that the TSA will accept at airports.”
DMV offices in Oregon and across the country are busy, and the U.S. Department of State has a backlog for passport applications and renewals. As the Real ID deadline approaches, DMVs and the State Department will get busier. So beat the rush – get the Oregon Real ID option or a passport now.
Is your license or ID card expiring in the next 12 months?
You can renew your Oregon license or ID card up to 12 months before your expiration date. If you need to renew in the next 12 months anyway, why not do it early and add the Real ID option? That would save you a second trip to DMV or the wait for a passport.
Real ID is optional in Oregon because you may already have a passport, passport card, military ID or other credential for air travel. But if you want the Real ID option on your Oregon driver license or ID card, don’t wait until you book a flight.
How do I get the Real ID option in Oregon?
1. Make sure you have the documents you need to qualify for Real ID. Create your own checklist at Oregon.gov/Realid.
2. You must apply for Real ID in person. You can visit a DMV office or make an appointment at DMV2U.Oregon.gov.
3. Bring the documents on your checklist and your current license or ID card, and pay the $30 Real ID fee in addition to the regular issuance, renewal or replacement fee.
4. Then the process is the same as a standard Oregon card: signature, get your photo taken and receive a paper interim card until your Real ID plastic card arrives in the mail in 5-10 business days. You cannot use the interim card for air travel.
“You may already have the ID you need for air travel,” Joyce said. “But if you don’t, please act now – get or renew your passport, or add the Real ID option to your Oregon license or ID card. Oregon DMV offices are already very busy, but they will get busier in 2023 because of Real ID.”
PDA Releases 2022 First Quarter Driver Feedback Data: Equipment/Compensation Issues Remain Top Driver Concerns
Brentwood, TN… –PDA released data compiled from thousands of phone calls with professional truck drivers during the first quarter of 2022. The data was gathered as part of PDA’s efforts to help trucking companies curb turnover while providing accurate and actionable data to address their drivers’ concerns.
The first quarter of 2022 started off as 2021 ended with the two most mentioned concerns being equipment and compensation issues.
“As we saw at the end of 2021, the equipment supply chain issues continue to cause headaches for both carriers and drivers,” said Scott Dismuke, PDA’s vice president of operations. “The new tractor output, supply chain delays for parts and the diesel technician shortage are putting pressure on maintenance departments. Fleets will be aging; drivers will be keeping trucks longer which will likely mean an increase in breakdowns and mechanical issues.”
Dismuke noted that PDA data continues to show a correlation between equipment breakdowns and drivers complaining about pay.
“PDA data has shown that equipment issues often lead to compensation frustrations for drivers,” stated Dismuke. “Drivers that are logging miles while their truck is in the shop is the best way to keep today’s equipment problem from turning into next week’s compensation problem. Loaners are better than breakdown pay, so if carriers have available trucks, offer them to drivers who are stuck in the shop so they can continue to log miles.”
Overall compensation issues remained steady in Q1 at 21%, nearly matching 2021 Q4 totals; however, drivers complaining about their pay rate was up 6% quarter over quarter. Dismuke noted again that the rise in driver feedback regarding pay rate has coincided with the increase in equipment issues.
“Industry-wide pay raises continue, but as we’ve noted drivers are spending more time in the shop and they aren’t making what they’ve been promised,” said Dismuke. “If a driver isn’t making what was promised, they have multiple options to go elsewhere in this driver market.”
Operations issues were the third top issue for the seventh straight quarter, remaining steady at 13%, equal to where it was in Q4 of 2021. Driver feedback about operations continues to center on driver manager communication issues which rose 4% from 2021 Q4 to 53% in Q1.
“Communication issues accounted for more than half of the driver feedback regarding operations in Q1,” said Dismuke. “We’ve continued to see the communication issue on the rise the last several quarters.” said Dismuke. “Drivers view communication and respect as the same thing, and respect is about company culture. Proactive and timely communication and keeping drivers in the loop not only reduces communication issues, but it makes the drivers feel respected while relieving driver frustration.”
Finally, in Q1 COVID-19 issues continued to be a concern for drivers, up 9% from totals in Q4 of 2021. Dismuke noted though that most of the COVID concerns came relatively early in Q1 and dropped off significantly near the end of the quarter.
“COVID-19 concerns dropped by 26% from January to March as the cases of the Omicron variant also began to drop nationwide,” said Dismuke.
Network of States Using Drivewyze e-Inspections to Expedite Roadside Inspections Continues to Grow
DALLAS, TX… The number of states participating in Drivewyze’s electronic inspections (e-Inspection) pilot program to expedite the inspection process at weigh stations continues to grow.
California and Nevada have joined Kansas, Maryland, Maine, New Hampshire, Vermont, Virginia, and Utah in allowing Drivewyze e-Inspection technology to automate time-consuming elements of traditional in-station inspections at select weigh stations. With participation from California and Nevada, plus the addition of new weigh stations now set up to receive e-Inspections in Vermont and New Hampshire, the number of weigh stations accepting electronic inspections has increased by more than 60 percent in the past month.
According to Brian Heath, President and CEO of Drivewyze, interest from state agencies and trucking companies wanting to participate in the modernization of roadside inspections continues to ramp up. Drivewyze is currently working with additional states to begin conducting e-Inspections.
“The technology we’re bringing to life with Drivewyze e-Inspections is going to transform the way roadside inspections are conducted and improve the efficiency of the process,” said Heath. “E-Inspection is a huge benefit to both carriers and enforcement officers and so far, we’ve received excellent feedback from participants in the program.”
The e-Inspection Expedited Inspection pilot program is currently operating in a phase one deployment that automates currently manual steps of CSA-crediting Level I-III inspections in station. Officers no longer need to collect all inspection information manually, nor do they need to manually enter the information into multiple screening and inspection systems.
“By automating critical elements of traditional time-intensive manual processes during roadside inspections, data entry errors are eliminated, and drivers and fleets can save up to 30 minutes or more when using e-Inspection technology compared to traditional in-station inspections,” said Heath. “For law enforcement, this technology helps streamline an officer’s workload by automatically entering, screening, and pre-populating inspections forms, allowing officers to focus on compliance, freeing up time to inspect trucks that truly do need inspecting.”
Any fleets subscribed to Drivewyze PreClear weigh station bypass service can request to participate in the e-Inspection pilot project. Drivewyze’s ELD partners are continuing with software updates so fleets can opt-in to this option. Currently, fleets using Platform Science and Geotab platforms can access and utilize e-Inspections, with Trimble in the process of integration. Other Drivewyze ELD partners will be coming on board shortly.
To learn more about e-Inspections and to participate with free open enrollment, contact Drivewyze at www.drivewyze.com or your telematics provider.
Montgomery Logistics Names Roehl Transport, Inc. As Carrier Of The Year
BIRMINGHAM, AL… Montgomery Logistics, a full-service logistics provider, has named Roehl Transport, Inc., Marshfield, WI, as its 2021 Carrier of the Year.
Montgomery Logistics established the Carrier of the Year awards in to recognize carriers for their value as long-term partners. Some of the criteria to be considered include safety, on-time pick up and delivery, volume of shipments, communication and customer service. These partners are an overall extension of the Montgomery Logistics team, providing consistent, safe and reliable capacity daily.
“When it comes to Carrier of the Year, having partners like Roehl Transport, Inc. makes the decision for 2021 Carrier of the Year a no-brainer,” said Montgomery Logistics Operations Manager Chase Thomas. “They are at the top of their game in all they do, from operations employees to professional drivers and equipment, which contributes to the mutually beneficial relationship we've been able to build with them. We look forward to working together for many years to come.”
Roehl’s Director of Customer Service Adam Binder shared his admiration of Montgomery Logistics. “Don't be misled by the word 'Logistics' in Montgomery Logistics. They are a true 3PL and partner of ours, as opposed to what a broker can be,” Binder said. “The ease of doing business with their team, drop trailer programs to reduce long wait times, and flexibility to act quickly to keep drivers moving inspires us to do more with their team!”
In order to be considered for Carrier of the Year, the carrier must have been nominated for Montgomery Logistics Carrier of the Quarter. Roehl was nominated every quarter and by delivering 1,087 claim-free loads and almost 700,000 safe miles in 2021.
Montgomery Logistics, based in Birmingham, Alabama is a nationwide, third-party logistics provider specializing in truckload and over-dimensional shipments.
Statement of ATA President and CEO Chris Spear on Passing of Norman Mineta
Arlington, VA… The American Trucking Associations issued the following statement from ATA President and CEO Chris Spear regarding the passing of former Transportation Secretary Norman Mineta:
"Secretary Mineta was a rare commodity in today's divisive, politically charged environment. He was the essence of civility and integrity; a true leader. I'm honored to have had the privilege to work with him during the past two decades, including during his tenure as Secretary of Transportation. The example he set is something many in Washington today can and should try to replicate.
"Secretary Mineta achieved the highest of heights in his extraordinary career, yet never forgot who he was and how he got from there to here. When he told his story, you understood what it means to be an American."
Statement by EPA Administrator Regan on the President’s Fiscal Year 2023 Budget
LENEXA, KS… The Biden-Harris Administration submitted to Congress the President’s Budget for fiscal year 2023. The President’s Budget details his vision to expand on the historic progress our country has made over the last year and deliver the agenda he laid out in his State of the Union address—to build a better America, reduce the deficit, reduce costs for families, and grow the economy from the bottom up and middle out.
The Budget makes historic investments to advance key priorities in the FY 2022-2026 EPA Strategic Plan, including tackling the climate crisis, advancing environmental justice, protecting air quality, upgrading the Nation’s aging water infrastructure, and rebuilding core functions at the Agency.
“The President’s budget request for EPA reflects this Administration’s unwavering commitment to protect people from pollution, especially those living in overburdened and underserved communities across America. It funds a broad suite of transformational programs enacted by the Bipartisan Infrastructure Law, and it will enable us to implement the President’s historic Justice40 commitment, among other key priorities,” said EPA Administrator Michael S. Regan. “Almost half of the Budget announced today, $5.7 billion, will support Tribes, states, and localities, reaffirming EPA’s commitment to work in concert with our partners and local communities to tackle the climate crisis and ensure that no American family has to worry about the air they breathe, the water they drink, or the environmental safety of their homes and workplaces.”
The Budget makes critical investments in the American people that will help lay a stronger foundation for shared growth and prosperity for generations to come. At the EPA, the Budget invests in:
* Upgrading Drinking Water and Wastewater Infrastructure Nationwide. The Budget provides approximately $4 billion to advance efforts to upgrade drinking water and wastewater infrastructure nationwide, with a focus on underserved communities. The Budget funds 20 new targeted water grant programs authorized in the Drinking Water and Wastewater Infrastructure Act (DWWIA). In total, more than $940 million in new resources are provided to implement DWWIA in FY 2023. The Budget also supports water infrastructure with an increase of $160 million in grants to reduce lead in drinking water and an increase of $240 million for the Sewer Overflow and Stormwater Reuse grant program. The Budget proposes a new $25 million water sector cybersecurity grant program. The Budget also maintains funding for the State Revolving Funds, which will complement the $23.4 billion provided for the traditional SRF programs over five years in the recently enacted Infrastructure Investment and Jobs Act.
* Ensuring Clean and Healthy Air for All Communities. The Budget allocates $1.1 billion to improve air quality and reduce localized pollution, reduce exposure to radiation, and improve indoor air for communities across the country. This includes $152 million to support the development and implementation of national emission standards to reduce air pollution from vehicles, engines and fuels. The Budget also supports $299 million to assist air pollution control agencies in the development, implementation, and evaluation of programs for the National Ambient Air Quality Standards (NAAQS) and to establish standards for reducing air toxics.
* Tackling the Climate Crisis. The Budget prioritizes funding for tackling the climate crisis and invests an additional $100 million in grants to Tribes and states that will support on-the-ground efforts to reduce greenhouse gas emissions and increase resiliency in the Nation’s infrastructure. The Budget proposes an additional $35 million to implement the American Innovation in Manufacturing Act to continue phasing out potent greenhouse gases known as hydrofluorocarbons and invests an additional $13 million in wildfire prevention and readiness.
* Advancing Environmental Justice. The Administration is committed to increasing efforts to deliver environmental justice in communities across the Nation. The Budget supports the President’s Justice40 commitment to ensure at least 40 percent of the benefits of federal investments in climate and clean energy reach historically overburdened and underserved communities. The Budget invests more than $1.45 billion across the Agency’s programs that will help create good-paying jobs, clean up pollution, advance racial equity, and secure environmental justice for all communities. To elevate environmental justice as a top Agency priority, EPA has proposed a new national environmental justice program office, to coordinate and maximize the benefits of the Agency’s programs and activities for underserved communities.
* Protecting Communities from Hazardous Waste and Environmental Damage. Preventing and cleaning up environmental damage that harms communities and poses a risk to public health and safety continues to be a top priority for the Administration. The Budget provides $1.15 billion for EPA’s Superfund programs to continue cleaning up some of the Nation’s most contaminated land and respond to environmental emergencies. The Budget also includes $215 million for EPA’s Brownfields programs to provide technical assistance and grants to communities, including overburdened and underserved communities, so they can safely clean up and reuse once contaminated properties. The Budget supports additional Community Development Specialists to manage land revitalization projects and works with Tribal, rural, and overburdened and underserved communities to address brownfields.
* Strengthening Our Commitment and Ability to Successfully Implement Toxic Substances and Control Act (TSCA). The Budget provides $124 million and 449 FTE for TSCA efforts to deliver on the promises made to the American people by the bipartisan Lautenberg Act. These resources will support EPA-initiated chemical risk evaluations and protective regulations in accordance with statutory timelines.
* Tackling Per- and Polyfluoroalkyl Substances (PFAS) Pollution. PFAS are a group of man-made chemicals that threaten the health and safety of communities across the Nation. As part of the President’s commitment to tackling PFAS pollution, the Budget provides approximately $126 million in FY 2023 for EPA to increase its understanding of human health and ecological effects of PFAS, restrict uses to prevent PFAS from entering the air, land, and water, and remediate PFAS that have been released into the environment. EPA will continue to act on the Agency’s PFAS Strategic Roadmap to safeguard communities from PFAS contamination.
* Enforcing and Assuring Compliance with the Nation’s Environmental Laws. The Budget provides $213 million for civil enforcement efforts, which includes increasing enforcement efforts in communities with high pollution exposure and to prevent the illegal importations and use of hydrofluorocarbons in the U. S. The Budget also includes $7 million to operate a coal combustion residuals compliance program, $148 million for compliance monitoring efforts, and $69 million for criminal enforcement efforts, including the development of a specialized criminal enforcement task force to address environmental justice issues in partnership with the Department of Justice.
* Restoring Critical Capacity to Carry Out EPA’s Core Mission. The Budget includes more than 1,900 new Full Time Equivalents (FTEs) relative to current levels, for a total of more than 16,200 FTEs, to help rebuild the Agency’s capacity. Restoring staffing capacity across the Agency will facilitate and expedite EPA’s work to reduce air, water, and climate pollution and advance environmental justice. The Budget continues to strengthen the Agency’s ability to recruit, hire, develop, promote, and retain top talent and remove barriers to equal opportunity at the management and staff levels in order to strengthen and advance diversity, equity, inclusion, and accessibility.
The Budget makes these smart investments while also reducing deficits and improving our country’s long-term fiscal outlook.
Bendix Tech Tips: Trailer Stability Systems
How Drivers And Technicians Can Ensure Safe And Reliable Operation
Whether your fleet is large, small, or a single tractor-trailer, nobody wants to deal with a rollover: They’re dangerous, expensive, and can be damaging to your reputation. This installment of the Bendix Tech Tips series provides drivers and technicians with insights on the operation and maintenance of trailer roll stability systems that are designed to help prevent rollovers.
“Full-stability systems for tractors – like the Bendix® ESP® system – have been mandatory on new tractors since 2017 and were standard on many makes and models even before then,” said TJ Thomas, director of marketing and customer solutions – Controls Group at Bendix. “Trailer roll stability technology provides additional protection against rollovers, whether or not the attached tractor is equipped with a stability system – which is important in situations where a fleet might not know all the specs of every tractor that hooks up to its trailers.”
The Basics of Trailer Stability
A trailer roll stability program (TRSP), like the Bendix® family of TABS (Trailer Antilock Braking Systems) solutions, uses sensors and wheel-end controls to detect conditions that may lead to a rollover and then intervene through brake applications, typically before the driver realizes an intervention is needed. There are two basic types of trailer TRSPs: single-channel and multichannel.
Single-channel configurations are typically built on an antilock braking system (ABS) configuration of two sensors and one modulator (2S/1M). This is a simple and popular solution that adds less weight without sacrificing performance and allows for easy installation and maintenance. It’s also a good choice for fleets looking to add trailer stability to an existing ABS system.
Multichannel TRSPs address different demands: They’ll be easier to install on vehicles with ABS systems that are already built with multiple sensor-and-modulator configurations, such as 2S/2M or 4S/2M. Additionally, tandem axle trailers are better served by a multichannel option, since each axle is sensed and controlled. Most key components of a multichannel TRSP are efficiently housed in a single, environmentally protected modular unit.
What Drivers Should Know About Trailer Stability
“The first thing any driver should know is what sort of stability system – if any – is on the trailer they’re pulling,” said David Dennis, supervisor – Bendix Tech Team. “This is pretty easy to spot: You should be able to tell by looking at the information sticker on the trailer if it’s equipped with an ABS or roll stability. And just to be clear – if it’s got stability, it’s built on ABS. You can’t have stability without the ABS controls.”
Safety technologies like trailer stability complement safe driving practices, Thomas stressed. No commercial vehicle safety technology replaces a skilled, alert driver exercising safe driving techniques and proactive, comprehensive driver training. Responsibility for the safe operation of the vehicle remains with the driver at all times, which is why it’s important for the person behind the wheel to be aware of any system’s capabilities and possible interventions.
Monitoring a trailer stability system from the cab just requires a watchful eye: There’s an amber warning lamp located on the left rear side of a trailer, in view of a driver’s side mirror. If it’s illuminated, there’s an active Diagnostic Trouble Code (DTC), and it needs to be checked out as soon as possible. Additionally, on all tractors built after 2001, the trailer will communicate issues to the tractor through the power line carrier, which enables dashboard warning lights. It’s important to note that a stability warning lamp does not mean the trailer has no brakes: It just indicates that the ABS/stability system is not functioning – the brakes will operate normally.
Drivers may also catch on to trailer stability issues by listening to the “chuff test” that the system runs at startup. When the tractor is keyed on, the air brake system runs through the process of firing the individual modulators to make sure they’re working – creating a series of clicks and “chuffs.” A system or modulator that has faulted will not produce the “chuff” sound.
In the Garage
When it comes to diagnosing an issue with a trailer stability system, details matter. If you’re the driver, try to provide as much information about the situation as you can: Do you notice, for example, that the trailer pulls during long right turns – such as on a cloverleaf – or that the warning light comes on when you go over railroad tracks? Anything you can let the techs know about driving situations, road conditions, or weather is helpful. Owner-operators can also examine some DTCs themselves, as the trailer sticker will include basic blink code information providing insight on the severity of the fault.
Wiring-related issues are among the most common causes of trailer stability system faults, since weather and exposure can easily contribute to wire problems. In fact, many times, the system’s Electronic Control Unit (ECU) isn’t the primary cause, which reinforces the importance of knowing as much information about the circumstances as possible.
Technicians should begin by using a diagnostic tool such as Bendix® ACom® PRO™ to identify the ABS or stability system installed on the trailer. From there, deeper dives into the issue may be required, highlighting the importance of using up-to-
“Safety and uptime depend on getting the right results quickly in the shop, so you need to make sure your diagnostics are equipped to recognize and support the newest ECUs and other connected components,” Dennis said. “Trailer stability maintenance is a three-step process: Identify the failure, address the failure, and clear the code. Making the right moves along the way is what will get your vehicles back on the road and rolling safely.”
Information in the Bendix Tech Tips series can be found in the Bendix multimedia center at knowledge-dock.com. Further instructional videos and interactive training on stability systems and other safety technologies are available at the Bendix On-Line Brake School, www.brake-school.com. For more information, contact the Bendix Tech Team at 1-800-AIR-BRAKE.
ATA Truck Tonnage Index Jumped 2.4% in March
Arlington, VA… American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index increased 2.4% in March after rising 0.7% in February. In March, the index equaled 118.8 (2015=100) versus 116.1 in February.
“It is important to note that ATA’s for-hire tonnage data is dominated by contract freight with minimal amounts of spot market loads,” said ATA Chief Economist Bob Costello. “And clearly contract freight was solid in March, witnessing the largest sequential gain since May 2020. March was also the eighth straight month-to-month improvement, with a total increase of 7.4% over that period.
“During the first quarter, the index rose 2.4% from the final quarter of 2021 and increased 2.6% from a year earlier. While there might be some recent softness in the spot market, for-hire contract freight tonnage remains solid and is only limited by lack of capacity, both drivers and equipment, at contract fleets.”
February’s increase was revised higher from our March 22 press release.
Compared with March 2021, the SA index increased 3.8%, which was the seventh straight year-over-year gain and the largest over that period. In February, the index was up 3.2% from a year earlier. In 2022, year-to-date and compared with same period in 2021, tonnage was up 2.6%.
The not seasonally adjusted index, which represents the change in tonnage actually hauled by fleets before any seasonal adjustment, equaled 123.9 in March, 17.9% above the February level (105.1). In calculating the index, 100 represents 2015. ATA’s For-Hire Truck Tonnage Index is dominated by contract freight as opposed to spot market freight.
Trucking serves as a barometer of the U.S. economy, representing 72.5% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 10.23 billion tons of freight in 2020. Motor carriers collected $732.3 billion, or 80.4% of total revenue earned by all transport modes.
ATA calculates the tonnage index based on surveys from its membership and has been doing so since the 1970s. This is a preliminary figure and subject to change in the final report issued around the 5th day of each month. The report includes month-to-month and year-over-year results, relevant economic comparisons, and key financial indicators.
ATA Statement on New Truck Speed Limiter Proposal
Arlington, VA… , American Trucking Associations President and CEO Chris Spear issued the following statement on the Federal Motor Carrier Safety Administration’s notice of intent for a rulemaking on speed limiters for commercial vehicles:
“ATA is pleased that the Federal Motor Carrier Safety Administration is pursuing a constructive, data-driven approach to the issue of truck speed limiters in its latest proposal.
“We intend to thoroughly review FMCSA’s proposal, and we look forward to working with the agency to shape a final rule that is consistent with our policy supporting the use of speed limiters in conjunction with numerous other safety technologies.”