Latest Industry News Briefs Courtesy of PMTA

September 2023

ATA Truck Tonnage Index Increased 2.1% in June

Washington, DC… American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index rose 2.1% in June after increasing 1.2% in May. In June, the index equaled 116.5 (2015=100) compared with 114.1 in May.

 “While the tonnage index increased in both May and June, it remains in recession territory,” said ATA Chief Economist Bob Costello. “The index continues to fall from a year earlier and is off 1.9% from its recent peak in September 2022. A multitude of factors have caused a recession in freight, including stagnant consumer spending on goods, lower home construction, falling factory output, and shippers consolidating freight into fewer shipments compared with the frenzy during the goods buying spree at the height of the pandemic. However, the magnitude of the year-over-year declines is improving, perhaps pointing to a bottom in the freight market.” 

May’s increase was revised lower from our June 20 press release.

Compared with June 2022, the SA index decreased 0.8%, which was the fourth straight year-over-year decrease. In May, the index was down 2.4% from a year earlier. 

The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 120.8 in June, 1.8% above the May level (118.7). 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 72.6% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 11.46 billion tons of freight in 2022. Motor carriers collected $940.8 billion, or 80.7% 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. 

American Trucking Associations is the largest national trade association for the trucking industry. Through a federation of 50 affiliated state trucking associations and industry-related conferences and councils, ATA is the voice of the industry America depends on most to move our nation’s freight. Follow ATA on Twitter or Facebook. Trucking Moves America Forward.

Parts and Labor Costs Stabilize in First Quarter of 2023

Washington, DC… American Trucking Associations’ Technology & Maintenance Council and Decisiv Inc., said that parts and labor expenses stabilized during the first quarter of 2023, according to data released in the latest Decisiv/TMC North American Service Event Benchmark Report.

“Fleets are weathering the impact of aging trucks and higher parts prices, and are addressing the need for technicians,” said Decisiv President and CEO Dick Hyatt “The data that Decisiv collects and analyzes for the TMC Benchmark Report on Vehicle Maintenance Reporting Standard system level codes clearly indicates that service costs are more stable.”

While high prices for parts and higher wages for labor during the past year are unlikely to return to earlier levels, the latest Decisiv/TMC Benchmark Report — organized by Vehicle Maintenance Reporting Standard system level codes — shows a marked slowing of cost increases. Compared to the fourth quarter of last year those costs rose only 0.7 percent, a sizable drop when viewed against the more than 8 percent increase from one year earlier.

This recent report has been expanded to incorporate service activity reporting on the parts and labor costs for the top 25 VMRS system codes which account for more than 97 percent of the total service activity during the first quarter of 2023.

“The expansion from 10 VMRS systems to 25 will provide greater granularity in this important benchmarking report,” said TMC Executive Director Robert Braswell. “The Council’s fleet membership will benefit from this deeper dive into parts and labor cost analysis going forward.”

Between the fourth quarter of 2022 and the first quarter of this year, parts costs dropped by 0.4 percent and labor costs increased 2.3 percent, reflecting that new vehicles backordered for historically long periods are finally reaching end users. There is also a general decrease in mileage across all trucking segments, driven down by a reduction in freight volumes. According to data released monthly by ATA, on-highway truck tonnage continues to fall annually, and on a month-to-month basis.

“This expansion in VMRS cost reporting enabled by Decisiv SRM, for more than seven million assets and over 300,000 monthly maintenance and repair events, enables fleets to zero in on areas where they can continue to drive down service expenses with effective management practices,” Hyatt said.

The Decisiv/TMC North American Service Event Benchmark Reports are generated using data from the Decisiv SRM platform on service and repair events for more than 7 million commercial assets operating across the U.S. and Canada. The industry’s largest asset service management system is being used to manage a weekly average of 70,000 service events at nearly 5,000 locations.

ATA’s Technology & Maintenance Council issues the reports to its fleet members. The reports are organized based on the Council’s Vehicle Maintenance Reporting Standards sorted by VMRS-coded vehicle systems and geographic location.

TMC fleet members will receive the report electronically via email.  For more information on joining TMC, call (703) 838-1763 or visit

July 24, 2023


The Honorable Robin Hutcheson                                The Honorable Ann Carlson

Administrator                                                             Acting Administrator

Federal Motor Carrier Safety Administration             National Highway Traffic Safety Administration

1200 New Jersey Avenue, SE                                     1200 New Jersey Avenue, SE     

Washington, D.C. 20590                                            Washington, D.C. 20590


Re: Heavy Vehicle Automatic Emergency Braking; AEB Test Devices [Docket No. NHTSA-2023-0023; Docket No. FMCSA-2022-0171]


Dear Administrator Hutcheson and Acting Administrator Carlson:

 The Owner-Operator Independent Drivers Association (OOIDA) is the largest trade association representing the views of small-business truckers and professional truck drivers. We are writing to express concerns about the Agencies’ Notice of Proposed Rulemaking (NPRM) to require automatic emergency braking (AEB) systems on heavy-duty trucks because the proposal will jeopardize our members’ safety. While OOIDA will be submitting full comments in response to the NPRM, we feel compelled to speak out now about the shortcomings of this proposal and the U.S. Department of Transportation’s (DOT) failure to meet Congressionally-mandated requirements to consult with truck drivers about the rulemaking, as required by the Infrastructure Investment and Jobs Act (IIJA).

 While there are many operational concerns about using an AEB system, truckers are especially worried about the potential for false activations. As you can imagine, drivers are concerned the 80,000-pound truck they are driving could unexpectedly brake to a complete stop for no reason. In the face of this threat, the best the Agencies offer in their NPRM is, “some assurance that an AEB system is capable of differentiating between an actual imminent collision and a non-threat.” For drivers who have years of experience and millions of accident-free driving, it is inconceivable that the government would require them to hand over control of their vehicle to a technology that may or may not be able to accurately detect a threat.

 The NPRM also includes significant caveats about the proposed reliability standards for AEB systems. Many of these warnings are notably absent from the corresponding AEB proposal for light vehicles, but as we have seen before, the federal government views truckers as an easy target for testing out new ideas and deploying unproven technology. Imagine for a moment if every American was told that their car must be equipped with, and use at all times, a technology that the government admitted they couldn’t quantify possible negative safety effects, or that the standards for the public, “are not comprehensive, nor sufficient to eliminate susceptibility to false activations [i.e., safety risks].” In other words, your Agencies are perfectly comfortable advancing a rulemaking that you admit will fail to comprehensively assess and address the safety risks to the regulated community. As representatives of the men and women who are being forced to use this technology, we find this careless and irresponsible.

 We understand that FMCSA and NHTSA are subject to a congressional mandate to issue this regulation, but Section 23010(b)(2) of IIJA also requires that DOT “consult with representatives of commercial motor vehicle drivers regarding the experiences of drivers with automatic emergency braking systems.” Given NHTSA/FMCSA's NPRM, it is clear drivers with AEB experience should have been consulted before issuing the proposal. We believe the "insufficient and not comprehensive" standards would have been better informed through these discussions, and its issuance is evidence that DOT has not met its obligation under law.

 The NPRM attempts to claim that work through Tech-Celerate Now and other NHTSA research studies satisfies the requirement to consult with drivers. Citing these initiatives seems to be a post hoc rationalization, and the timelines that NHTSA provides for its research suggest the studies will not be completed before the Agencies move forward with the rule, further calling into question your Agencies commitment to developing this regulation in a responsible, dependable and compliant manner.

 While FMCSA and NHTSA state the NPRM will satisfy IIJA’s driver consultation requirement, we believe this ignores Congress’ intent. By explicitly requiring your Agencies to consult with affected drivers, Congress clearly intended for DOT to go above and beyond the standard comment process. Lawmakers knew that truckers and their representatives would submit comments as part of any rulemaking; they regarded consultation with drivers as especially important and subject to its own standard.


IIJA also requires the Agencies to review AEB systems and, “address any identified deficiencies with respect to those automatic emergency braking systems in the rulemaking proceeding to prescribe the standard, if practicable.” It is hard to fathom how federal regulators whose objective is to promote safety could move forward with mandating a safety technology at a time when this very same technology is under investigation for safety defects. NHTSA has already identified potential deficiencies with AEB systems by launching an investigation (PE-23-010) into trucks manufactured by Daimler Trucks North America.

 At a bare minimum, the deficiencies found in this investigation must be thoroughly addressed before moving forward with a rulemaking. And if FMCSA and NHTSA determine that it isn’t practicable to address the findings of this safety investigation, it would be irresponsible to move forward with a rulemaking. 

 It unfortunately appears that DOT is trying to meet the congressional deadline at the expense of satisfying the requirements for consultation and safety. As drivers have seen before, given a choice between listening to truckers and mandating alleged safety technology, NHTSA/FMCSA seems poised to ignore the operational experience and concerns of those who make their living behind the wheel. Instead, we hope DOT will listen to truckers and take all the time that is necessary to address the potential shortcomings of these systems. Truckers are not opposed to a technology that will help improve their safety and the safety of other motorists. But until the Agencies can offer assurance this mandate will improve safety for all highway users, it should not move forward.

 Thank you,

 Todd Spencer              

President & CEO 

Owner-Operator Independent Drivers Association, Inc.

OOIDA Backs Senate Bill to Prevent Dangerous FMCSA Mandate

Washington, DC…  The Owner-Operator Independent Drivers Association (OOIDA) announced its strong support for the Deregulating Restrictions on Interstate Vehicles and Eighteen-Wheelers (DRIVE) Act (S. 2671). The legislation was introduced by Senator Steve Daines (R-MT) to prohibit the Federal Motor Carrier Safety Administration (FMCSA) from promulgating any rule or regulation mandating speed limiters on large commercial motor vehicles (CMVs). A House version of the legislation (H.R. 3039) was introduced earlier this year.

Speed limiting devices on large trucks have been proven to create unnecessary congestion and dangerous speed differentials among vehicles. This results in higher rates of vehicle interaction and higher crash rates.

“Forcing trucks to speeds below the flow of traffic increases interactions between vehicles and leads to more crashes. It’ll be like an obstacle course for passenger vehicle drivers on our highways,” said OOIDA President Todd Spencer. “OOIDA and our 150,000 members in small business trucking across America thank Senator Daines for his leadership in working to keep our roadways safe for truckers and for all road users.”

“Montana truckers play an essential role in the Treasure State’s economy and ensuring they stay safe on the job is one of my top priorities,” Senator Daines said. “Overreaching, out-of-touch D.C. mandates oftentimes make truckers’ jobs harder and can even put their lives at risk—I’ll keep fighting for Montana truckers and against big government.” 

“The Montana Trucking Association would like to thank Senator Steve Daines for leading the efforts to inhibit FMCSA from implementing a requirement that trucks over 26,000 pounds have speed limiters. In rural states like Montana, a truck speed limiter will create additional speed differences between trucks and cars, which does not enhance the safety of our highways. Trucks should not be treated differently than cars by governing their speed. Thank you, Senator Daines, for promoting the decision to let the individual states (who know their roads best), establish the proper speed limit for cars and trucks.” – Duane Williams, CEO, Montana Trucking Association

 “A mandated speed limiter rule on trucks would cause rolling traffic jams on many interstate highways, where there’s varying terrain or when trying to pass two or more governed trucks. The resulting speed differentials between governed trucks and private vehicles will reduce highway safety. Thus, the National Association of Small Trucking Companies heartily supports the DRIVE Act. NASTC is very pleased to see this bill introduced in the Senate, and we thank Senator Daines for sponsoring the DRIVE Act,” said David Owen, President, National Association of Small Trucking Companies.

“Cattle producers have full faith in our highly trained livestock haulers. Adding another piece of government-mandated technology to their trucks will make them less prepared to adjust to road conditions while actually making the roads less safe. NCBA is a strong supporter of the DRIVE Act, and we appreciate Senator Daines supporting legislation that is backed by livestock haulers and makes the roads safer,” said National Cattlemen’s Beef Association President Todd Wilkinson.

“The Towing and Recovery Association of America, Inc. (TRAA) thanks Senator Daines for his support in opposition of speed limiting devices. We appreciate that he shares our concerns regarding responder and motorist safety. Any proposal that prevents operators from adhering to state Move Over Laws, limits their ability to react to roadway hazards, or has the potential to increase interactions and crashes is dangerous to responders and the motoring public,” said Cynthia J. Martineau, Executive Director of the Towing and Recovery Association of America.

The DRIVE Act was introduced in response to an FMCSA rulemaking proposal announced in April 2022. The agency has received more than 15,000 comments on the proposal, the majority from truck drivers expressing opposition.

Original Cosponsors

* Senator Mike Lee (R-UT) 

* Senator Roger Marshall (R-KS) 

* Senator Mike Rounds (R-ND)

* Senator John Thune (R-SD)

* Senator Roger Wicker (R-MS)

Supportive Organizations

* American Farm Bureau Federation

* Livestock Marketing Association

* Montana Trucking Association

* National Association of Small Trucking Companies

* National Cattlemen’s Beef Association (NCBA)

* Owner-Operator Independent Drivers Association (OOIDA)

* Towing and Recovery Association of America.

* Western States Trucking Association 

Nova Bus Ends Bus Production In The US

Nova Bus is exiting bus production in the US market. Consequently, the company has decided to close its Plattsburgh manufacturing and delivery facility by 2025. Production in North America will be focused to its Canadian facilities located in Saint-Eustache and Saint-François-du-Lac (Quebec) and Nova Bus will continue its successful Canadian business, where it is the market leader. A restructuring provision of SEK 1.3 billion will negatively impact the Volvo Group’s operating income in the second quarter of 2023.

Securing Nova Bus competitiveness  

“The strategic decision to end bus production in the US by 2025 was made after evaluating its profitability, which was experiencing continued financial losses over the years,” says Anna Westerberg, Chair of the Nova Bus Board of Directors.  

Nova Bus will work closely with employees, customers, and suppliers as bus operations in the Plattsburgh facility are planned to continue until the first quarter of 2025. Nova Bus will continue to support its US customers’ parts and service needs.  

“Although this strategic decision is a difficult one, by changing our business model with a focus on Canada, we will improve profitability and secure our long-term competitiveness,” adds Ralph Acs, President of Nova Bus.

Deploying efforts to provide alternatives for Nova Bus employees 

The decision to end bus production in the US and focus on Canada will gradually affect full time positions at Nova Bus, by 2025. 

“We will do the utmost to support our employees, many of whom have been employed for numerous years. We will work together with our sister Volvo companies, surrounding businesses, local authorities, and communities to support our people in finding new employment opportunities,” says Ralph Acs.

The extent of the impact this decision will have on the Canadian organizational structure remains under analysis by Nova Bus and will continue to be defined as the restructuring takes place over the next 24 months.

The restructuring will not have a material impact on Volvo Group revenues. When completed, the restructuring is expected to make the Nova Bus operation profitable. A restructuring provision of approximately SEK 1.3 billion will negatively impact Volvo Group’s operating income in the second quarter of 2023. The provision will be reported in the segment Group Functions & Other. The expected negative cash flow effect is estimated to approximately SEK 1.0 billion over the next two years. 

Intermodal Challenged in Second Quarter -  Anticipated Volume Growth Lifts 2023 Outlook

CALVERTON, MD… Total intermodal volumes fell 10.4 percent year-over-year in the second quarter of 2023, according to the Intermodal Association of North America. All segments showed declines: domestic containers, 6.3 percent; international containers, 13.2 percent; and trailers, 20.1 percent.

“Slower year-over-year demand for goods and a competitive freight environment have taken its toll for a second quarter,” said Joni Casey, president and CEO of IANA. “On the other hand, the numbers suggest a later peak this year and an improved picture for the second half of 2023.”

The seven highest-density trade corridors, which collectively handled more than 60 percent of total volume, were all down in the second quarter. The Southeast-Southwest dropped 18.3 percent, followed by the South Central-Southwest at 13.8 percent. The Midwest-Southwest declined 12.9 percent; Trans-Canada, 10.5 percent, and the Midwest-Northwest, 9.1 percent. The Northeast-Midwest came in 7.6 percent lower, while the Intra-Southeast corridor posted losses of 7.1 percent.

Total IMC volume fell 31.9 percent year-over-year in Q2, with intermodal traffic down 16.5 percent and highway loads down 39.7 percent.

Clean Freight Coalition Meets With DOE-DOT Joint Office On Heavy-Duty Charging Infrastructure

Washington, DC… Leaders from the Clean Freight Coalition (CFC) recently met with officials from the Joint Office of Energy and Transportation (Joint Office) to discuss the challenges and opportunities of transitioning the nation's commercial truck fleet to low- and zero-emission vehicles. The first meeting between CFC and the Joint Office comes as emerging state and federal regulations aim to push the transportation sector toward decarbonization.

The Joint Office was created through the Bipartisan Infrastructure Law to facilitate collaboration between the U.S. Department of Energy and the U.S. Department of Transportation on deploying a network of electric vehicle chargers and zero-emission fueling infrastructure. As an alliance of freight transportation stakeholders committed to a zero-emission future, the CFC launched in March to educate policymakers on these issues.

During the  meeting, the CFC urged the Joint Office to consider the heavy-duty sector when granting federal funds. CFC cites a massive infrastructure gap as one of the largest hurdles to a seamless transition away from carbon-based fuels—one that policymakers need to focus on now, says the CFC.

"One of the fatal flaws in California's electric-truck mandates is that the infrastructure buildout is lightyears behind the hyper-aggressive timelines set forth in regulation," said CFC Executive Director Jim Mullen.

"By trying to force the trucking industry to electrify without the charging infrastructure and power capacity that will be required, the state is setting trucking and the supply chain up for failure,” said Mullen. “That's why in our meeting with the Joint Office today we stressed why EPA should not propose ZEV-dependent rules prior to ensuring the necessary resources are actually in place."

In order to realize the scalable deployment of medium- and heavy-duty battery-electric trucks envisioned by EPA’s GHG3 rulemaking, 15,625 chargers would have to be installed every month between now and 2032, according to a Ricardo analysis. To date, no state has directed any National Electric Vehicle Infrastructure (NEVI) grant program funds to medium- and heavy-duty charging infrastructure. 

For charging to be compatible with complex truck driving schedules, charging will have to take place at existing truck parking locations along interstate routes, yet the industry already faces a chronic, nationwide shortage of commercial truck parking.

"We need to get this right, which frankly the consequences are too great," said Dan Van Alstine, Chairman of the American Trucking Associations and President and Chief Operating Officer at Ruan Transportation Management Systems. "It's critical that any regulatory framework is connected to the realities of trucking operations. That is the key to success, and that is why we are here in Washington having these conversations today.”

“The trucking industry needs adequate lead times across all market segments to ensure these vehicles are affordable and supported by the necessary infrastructure,” said Scott McCandless, Chairman of the American Truck Dealers. “It is troubling that government is pushing the regulation of zero-emission vehicles in a way that could slow down rather than accelerate the adoption by truck customers.”

“Policies shouldn’t ignore the lower-carbon fuels that are at our disposal today," said Andy Richard, Chief Executive Officer of Sapp Bros. "A market-driven, technology-neutral approach will advance the adoption of alternative fuels without picking winners and losers. Biodiesel and renewable diesel represent the best option that fleets have today to reduce their carbon emissions, and this will be the case for the foreseeable future. The right policies will encourage fuel retailers to make these investments without sacrificing efforts on electrification, hydrogen or other next-generation fuels."

“The ‘essentiality’ of trucking to the supply chain became quite obvious during the pandemic. and our members remain committed to keeping America moving,” said Truckload Carriers Association President Jim Ward. “To continue providing the quality of service the general public has come to expect, motor carriers must have reliable, affordable, and safe equipment available to them.”

“The entire transportation ecosystem is at risk,” stated Ryan Streblow, President & CEO of the National Tank Truck Carriers. “The tank truck industry envisions low and zero emission commercial trucks, but current timelines and goals must account for technology availability, affordability, infrastructure overall, and a scalable energy source.” 

“NMFTA stands with our industry peers to amplify our concerns and needs for more effective solutions," said Debbie Sparks, Executive Director of the National Motor Freight Traffic Association.

The CFC also met with the following lawmakers on Capitol Hill to discuss concerns over EPA’s GHG3 rulemaking and to urge repeal of the federal excise tax, which would provide dramatic and immediate emissions reductions by helping turnover the nations aging truck fleet with today’s cleaner and safer models:

* Senator Pete Ricketts (R-NE); Member of the Environment and Public Works Committee; ranking member of the Clean Air, Climate and Nuclear Safety Subcommittee

* Senator Deb Fischer (R-NE); Member of the Commerce, Science and Transportation Committee

* Congressman Earl Blumenauer (D-OR); Member of the Ways and Means Committee

* Congressman Jeff Duncan (R-SC); Member of the Energy and Commerce Committee

The Clean Freight Coalition is an alliance of truck transportation stakeholders committed to a clean energy future for America’s trucking industry. Participating associations span motor carriers of every size and sector, truck dealers, truckstop operators, and equipment manufacturers.

Learn more at

ATA Welcomes Automatic Emergency Braking Requirement for Heavy Trucks

 Washington, DC… The American Trucking Associations’ welcomed an announcement from the Department of Transportation that new heavy-duty trucks would be required to have automatic emergency braking technology.

“ATA has long supported the use of AEB on all new vehicles,” said ATA Vice President of Safety Policy Dan Horvath. “With NHTSA’s recent regulation requiring AEB on all new passenger vehicles, this proposal for heavy duty trucks is timely and appropriate.

“The trucking industry supports the use of proven safety technology like automatic emergency braking,” Horvath said. “We look forward to reviewing this proposal from NHTSA and FMCSA and working with them as it is implemented.”

In 2015, ATA urged car and truck manufacturers to make AEB standard equipment on new vehicles, and in 2021, the association supported legislation that would have mandated AEB technology on new Class 7 and 8 trucks.

ATA Statement on CARB Clean Truck Partnership

Washington, DC… American Trucking Associations President and CEO Chris Spear issued the following statement about the California Air Resources Board’s new Clean Truck Partnership:

“We’ve long advocated for a single, national standard that respects and preserves interstate commerce. However, the trucking industry shouldn’t be strong armed by the government into an agreement with such terms.

“Our association represents motor carrier members – the paying customers who will inherit the costs of this agreement – and we will not roll over nor relinquish our right to litigate with any party when our interests are threatened. It is clear that America has lost its way when the government bullies the private sector to succumb to unachievable timelines, targets and technologies.”

ATA-Led Coalition Urges Congressional Leaders to Repeal FET

 Washington, DC… The American Trucking Associations was joined by eight trucking organizations and affiliates in a renewed effort to repeal the outdated and counterproductive federal excise tax, or FET, on heavy-duty trucks and trailers.

The coalition sent a letter to the leaders of Senate Finance Committee and House Ways & Means Committee to express strong support for the Modern, Clean, and Safe Trucks Act. The bipartisan legislation would repeal the FET and immediately reduce the cost of new, cleaner, and safer trucks by 12 percent, making it easier for fleets to upgrade their equipment.

“Eliminating this tax will remove a barrier to retiring older trucks that lack modern emissions control and safety technologies, allowing owners to replace them with modern, clean models that are safer and more environmentally friendly,” the coalition wrote. 

“Our coalition is grateful to the House and Senate champions of the Modern, Clean, and Safe Trucks Act (H.R. 1440, S. 694) for once again putting forward legislation that will help the trucking industry unleash the latest technologies,” the coalition continued. “Stakeholders across the trucking supply chain stand ready to work with those champions and other leaders in Congress to advance this important proposal. As the Senate Finance Committee and House Ways & Means Committee consider tax policies to continue growing our economy, we are grateful for your consideration of repealing the outdated FET.”

Nearly half of the trucks in America’s trucking fleet were manufactured prior to 2010. Each new clean-diesel truck will reduce emissions by 83% compared to the pre-2010 model power unit it replaces on our highways.

Today’s vehicles are also equipped with the latest safety innovations that have been proven to save lives. New truck models meet 2015 standards for stability control and increasingly include advanced driver assistance systems that improve braking, steering, warning, and monitoring responses to prevent crashes.

In addition to the American Trucking Associations, the letter was co-signed by the leaders of American Truck Dealers, Truckload Carriers Association, National Tank Truck Carriers, NATSO, SIGMA, Diesel Technology Forum, Truck & Engine Manufacturers Association, and Clean Freight Coalition.

ATA Launches Job Resource for Former Yellow Employees

 In light of the announcement by Yellow Corp. that it has ceased operations, American Trucking Associations President and CEO Chris Spear issued the following statement and encouraged former Yellow employees to access a new ATA database to help them find new employment opportunities within the trucking industry:

“Yellow’s closure is a substantial blow to America’s economy and the company’s 30,000 hardworking employees and their families in all 50 states.

“Since its founding nearly a century ago, Yellow has been an integral part of our supply chain.  As the nation’s first less-than-truckload carrier, it was a key part of trucking history as well.  Through the company’s involvement with the American Trucking Associations, Yellow employees promoted the industry and were tremendous advocates for highway safety, leading by example.

“The past several days have been especially difficult for drivers, dock workers, mechanics, salespeople, administrative and support personnel, and other employees, many of whom dedicated decades of their careers to the company.  Yellow personnel earned a well-deserved reputation as being professional and solution-oriented, helping countless customers to seamlessly navigate the complexity of logistics to ship their products on time virtually anywhere in the country.  

“Our message to former Yellow employees is that we want them to remain a part of the industry that they have done so much to build and strengthen.  That is why the ATA is launching a new portal to connect former employees with prospective employers who are eager to utilize their unique and in-demand skills and experience.  Former Yellow employees can share information at  Providing this personal information is completely voluntary and will not be given to employers outside of ATA membership, nor will it be disclosed to third-party vendors.

“We hope that this resource will assist displaced employees by connecting them with new opportunities within the industry and help fill the void left by Yellow’s closure.”

Arkansas Trucking Association’s Newton Named TAEC Chair

 Washington, DC…  The Trucking Association Executives Council announced that Shannon Newton, president and CEO of the Arkansas Trucking Association, has been elected the organization’s chairman for 2023-24.

As the Arkansas Trucking Association president since 2014, Newton has won several industry awards for her work in trucking – notably the 2017 Mike Russell Trucking Industry Image Award and the ATA President’s TAEC Leadership Award in 2018.  She is also a leader in several business and industry organizations, including Arkansas’ “Be Pro, Be Proud” program, the Good Roads Foundation, the Arkansas Society of Association Executives and the Arkansas Society of Professional Lobbyists.

“Because I have great respect for my colleagues, it is truly an honor and a privilege to be elected as their leader,” Newton said. “Over the past 20 years, my appreciation for what TAEC does, the valuable relationships it helps foster and the benefits it provides to our industry has only grown. I look forward to working with organizational leadership and representing my peers to promote this industry on which America relies.” 

Newton succeeds New Hampshire Motor Transport Association President Joseph Sculley as TAEC chairman. For the coming year, Texas Trucking Association President and CEO John Esparza will be TAEC vice chair.