Latest Industry News Briefs Courtesy of PMTA
Volvo Trucks North America Announces It Is Seeking Certification of a CARB-24 Compliant Engine for All-New Volvo VNL and VNR Models
Upon successful certification, deliveries of new trucks with CARB-24 Omnibus compliant engines are expected to begin in Q4 2025.
Volvo Trucks North America announced that it will apply for certification of a CARB-24 Omnibus compliant engine that it expects will meet the California Air Resources Board’s 2024 emissions standards and be available to order in the near future. The engine is designed to obtain a certification at the 0.05g NOx rating with reduced particulate matter (PM) emissions. This new engine continues Volvo's ambition towards zero emissions in heavy-duty transportation by 2040.
The engine will be built on the new Volvo D13 VGT (Variable Geometry Turbo) engine platform, which was launched last month at TMC. Volvo Trucks was the first North American OEM to launch a truck with a 24-volt electrical architecture. Once certified, customers will be able to order the CARB-24 Omnibus compliant engine in the all-new Volvo VNL and VNR models, with expected available configurations of 425 HP/1750 lb. ft. torque or 455 HP/1850 lb. ft. torque.
In addition to less NOx and PM, the new D13 VGT engine will enhance fuel efficiency through several innovations: a shorter seven-wave piston for improved combustion, a longer connecting rod to reduce friction, a precision needle control valve for optimized fuel flow, and a variable displacement oil pump to minimize parasitic losses. The improvement in fuel efficiency also is expected to have a direct and significant impact on CO2 reduction.
Volvo Trucks’ new engine will feature an advanced emission control system, including a fully serviceable linear exhaust aftertreatment system (EATS) and an integrated 48-volt heater used during startup and low-load situations to achieve the stringent ultra-low NOx targets. Each EATS component is designed for individual servicing or replacement, minimizing waste and maximizing operational lifespan.
This new engine complements Volvo Trucks’ earlier CARB-24 engine launch for the legacy VNL and VNR models. CARB’s Omnibus regulations aim to reduce NOx emissions by 75% and PM by 50% from heavy-duty on-road engines for engine model years 2024 through 2026—compared to current U.S. Environmental Protection Agency (EPA) standards.
"To help customers successfully navigate evolving regulations, Volvo has developed an engine that is intended to meet both EPA and CARB requirements,” said Johan Agebrand, director of product marketing, Volvo Trucks North America. “We continue to invest in powertrain and vehicle advancements that support our sustainability goals and our commitment to environmental stewardship. The Volvo VNR Electric continues to lead the Class 8 battery electric truck market in North America with over 40 percent market share and continue investments in developing other zero- and near-zero tailpipe emissions technologies.”
Fleet operators interested in learning more about the engine, which Volvo Trucks expects to be CARB-24 Omnibus compliant, or placing an order can visit their nearest Volvo Trucks dealership. Deliveries of trucks with the new engine are expected to begin in the fourth quarter of 2025.
U.S. House Votes to Overturn California Emissions Mandates
By Rebecca Oyler, PMTA
On April 30, the U.S. House of Representatives voted on resolutions to overturn two major California emissions mandates, including the Advanced Clean Trucks (ACT) rule and the Low NOx Omnibus Rule—the latter of which directly affects Pennsylvania truckers. PMTA strongly supports this move to rein in California’s influence over national trucking policy and restore regulatory certainty for the industry.
More than two decades ago, Pennsylvania adopted California’s heavy-duty Low NOx rule when it closely aligned with EPA standards. Currently, nine other states follow this rule as well. But as CARB has dramatically tightened emissions and warranty requirements, Pennsylvania is now locked into costly, complex regulations with no ability to reassess. The Department of Environmental Protection (DEP) suspended enforcement of the rule in late 2021 after PMTA members pushed back on its unnecessary and excessive costs for trucking companies and dealers. The suspension was scheduled to end in 2023 but was extended by DEP until model year 2027, which is when much more stringent (and expensive) NOx and particulate matter standards are set to take effect.
PMTA and three member companies are currently challenging this rule in PA's Commonwealth court, and PMTA also backs legislation to repeal Pennsylvania’s automatic adoption of CARB’s ever-changing mandates.
The U.S. House vote is a significant step forward. Should the resolution pass the Senate and be signed by President Trump, it would prevent PA from enforcing CARB's NOx Omnibus rule in 2027 -- or ever again. It also signals growing national concern over California’s outsized role in shaping emissions policy. States that have adopted the ACT Rule (11 currently, though some have delayed implementation) are struggling with supply issues for trucks even now. This vote sends a clear message: the trucking industry cannot be governed by one state’s agenda.
PMTA has also taken a proactive approach to emissions reduction in the industry, rather than focusing on enforcing unrealistic mandates. The association was key to helping introduce the Near-Zero Emission Truck Incentive Program (SB 147), sponsored by PA Sen. Rosemary Brown, to support practical emissions reductions through voluntary upgrades to newer diesel technology in Pennsylvania. Trucks produced today emit 99% less NOx and particulate matter than those manufactured just a few decades ago, and a fleet of 60 of today's trucks produce the same emissions as one truck from 1988. This commonsense solution stands in contrast to the one-size-fits-all electric mandates being pushed elsewhere.
Both resolutions must be considered by the U.S. Senate within the next two weeks and, if approved, be signed by the President to take effect. This latest action in Congress reinforces that the tide of unrealistic mandates may be turning—and that the trucking industry's advocacy, though PMTA and its national partners--clearly has an impact.
Trucking Industry Cheers Congress’ Abolishment of California’s EV Mandates
Washington, DC… The American Trucking Associations is calling the recent votes in the U.S. Senate nullifying California’s electric vehicle mandates a “monumental victory” for the trucking industry, common sense, and consumers everywhere.
“California is the breeding ground of all bad public policy, and it’s long past time that our nation’s leadership in Washington stop abdicating its responsibility to unelected, cubicle-dwelling bureaucrats in Sacramento who have no understanding of the real world and how it works. Today’s Senate votes send a resounding message nationwide that this is not the United States of California, nor will it ever be,” said ATA President and CEO Chris Spear. “We appreciate the leadership of President Trump, EPA Administration Zeldin, and leaders in Congress who listened to our concerns and acted decisively to reverse these destructive rulemakings, which would have decimated our industry and unleashed a torrent of economic pain on the American families and businesses that we serve.”
The Senate voted today to pass two resolutions that will undo damaging regulations set by California and prevent the Golden State from setting de facto national vehicle policies. Last month, ATA sent a letter urging Republican congressional leaders in the House and Senate to put these resolutions on the floor for a vote. The measures were previously passed by the House and now go to the President’s desk for his signature.
The resolution championed by Sen. Deb Fischer (R-Nebraska) will revoke an EPA waiver that allowed California and other states to enforce its Advanced Clean Trucks (ACT) regulation. ACT, which has been adopted by 11 states, requires medium- and heavy-duty truck manufacturers to sell increasing percentages of zero-emission vehicles from 2024-2035.
The resolution championed by Sen. Markwayne Mullin (R-Oklahoma) will revoke an EPA waiver that allowed California and other states to enforce its Low NOx Omnibus rule. This rule, which has been adopted by 10 states, imposes stringent emissions standards on new truck sales.
Both mandates are untethered from reality and would have been extraordinarily costly to fully implement. Even states that adopted the standards are acknowledging reality by scaling back and delaying implementation.
Trucks today produce 99% fewer nitrogen oxide (NOx) and particulate matter emissions than those on the road decades ago, and new trucks cut carbon emissions by over 40 percent compared to a truck manufactured in 2010. As a result, 60 of today’s trucks emit what just one truck did in 1988.
“Trucking is an industry of innovators. We don’t need government mandates to tell us how to reduce our environmental impact—we’ve been doing it for forty years with a record to show, all while moving an ever-increasing percentage of the goods that Americans expect and depend on every day,” said Spear.
The resolutions passed by Congress will not only restore EPA’s role as the primary authority empowered to establish achievable, nationwide emissions standards, but they will also block California from issuing similar regulations in the future.
Trucking Industry Applauds DOL’s Suspension of Disruptive IC Rule
Washington, DC… The American Trucking Associations commended the U.S. Department of Labor for issuing a notice directing agency investigators to not apply the Biden-era independent contractor rule in enforcement matters. This action lays the groundwork for restoring the first Trump Administration’s definition for independent contractors, which brought clarity and order to the law in this area.
“We welcome today’s announcement that the Department will no longer use the Biden-era independent contractor rule to determine whether an individual is an employee or contractor under the Fair Labor Standards Act,” said ATA President & CEO Chris Spear. “This is a crucial first step toward returning to the common-sense standard set forth in President Trump’s first term, which protected the freedom of individuals to choose work arrangements that best suit their needs and fulfill their ambitions. We look forward to further progress on this issue and will continue to advocate for the 350,000 truckers nationwide who choose to operate independently for the economic opportunity it creates and flexibility it provides.”
The trucking industry has relied on independent contractors since the inception of interstate trucking, and court decisions over the last nine decades have continually reaffirmed the legitimate role independent contractors play in the economy.
Last year, independent contractors came under fire when the Biden Administration radically rewrote their classification, replacing a straightforward definition with an opaque and deliberately confusing standard designed to fuel frivolous litigation and deny self-employed individuals the freedom of choice to work as independent contractors.
ATA has strongly opposed the independent contractor rule since it was first proposed, joined a broad coalition of organizations filing a lawsuit against it, and backed a legislative effort led by Representative Kevin Kiley (R-California) and Senator Bill Cassidy (R-Louisiana) to overturn the rule. ATA also released a video featuring the personal stories of independent truckers who have been affected by this rule, and ATA’s Women In Motion Council compiled a booklet of testimonials by women independent contractors, which was used at a hearing by Representative Kiley as the foundation of a powerful line of questioning of then-Acting Labor Secretary Julie Su.
SB 180 Passes Nevada State Senate 11-10 With Bi-Partisan Opposition
On April 22, 2025, the Nevada Senate narrowly passed Senate Bill 180, a measure that would raise minimum liability insurance for Nevada’s intrastate trucking companies from $750,000 to $1.5 million by 2030.
This bill unfairly targets small, family-owned trucking businesses, threatens local jobs, and will raise costs for Nevada families—all without evidence to justify the increase.
Over 3,600 intrastate trucking companies, mostly small family businesses, including household movers and tow operators, grocery and gasoline haulers and carriers serving agriculture, construction and mining, will bear the brunt of this policy. Meanwhile, interstate competitors, subject only to the federal $750,000 minimum, escape these costs, creating an uneven playing field.
These small intrastate businesses would have to double their insurance coverage, as interstate competitors avoid these costs. The ramifications could lead to job losses, higher prices for essentials, and insurer withdrawal in Nevada’s litigious environment.
Nevada’s litigious environment worsens the problem. With 180,274 civil lawsuits filed in 2023—far exceeding states like Oregon and Utah—insurers are already fleeing. SB 180’s higher liability thresholds will accelerate this trend, leaving small carriers struggling to find coverage.
No data supports this increase—only 7.38% of truck crashes from 2018 to February 2025 involved intrastate carriers, and federal standards remain at $750,000. The bill now moves to the Assembly.
Thanks and appreciation to those Senators voting No on SB 180:
• Carrie Ann Buck (Republican)
• John Ellison (Republican)
• Ira Hansen (Republican)
• Lisa Krasner (Republican)
• Dina Neal (Democrat)
• Lori Rogich (Republican)
• John Steinbeck (Republican)
• Jeff Stone (Republican)
• Angela Taylor (Democrat)
• Robin Titus (Republican)
House of Origin Deadline Passes: Key Legislative Measures Status
April 22nd marked the critical House of Origin deadline in the Nevada Legislature, a significant milestone that determines which bills continue moving forward and which have stalled. For the Nevada Trucking and Manufacturers Association, this juncture is pivotal—legislation that could impact our industry’s operations, workforce, and bottom line is either advancing through the legislative process or left behind for the session.
In this update, we break down the status of key bills affecting the trucking sector. We’ll highlight the legislation that remains active, offering insights into what lies ahead, and identify the bills that failed to advance, signaling where the road has come to a stop—for now. Some pieces of legislation have been declared exempt from legislative passage rules and now hang in the balance of integral finance committees to decide their fate.
Stay informed as we move into the next phase of the session, with advocacy efforts continuing to ensure the voice of Nevada’s trucking and manufacturing industries are heard loud and clear at every step of the process.
PMTA Pushing For Approval Of Seat Belt Legislation To Remove Existing Gag Rule
By Kammi Bredbenner
The PA Motor Truck Association (PMTA) continues to work with PA lawmakers to have legislation introduced to amend current law that prevents consideration of the truth about seat belt non-usage when unrestrained occupants injured in crashes file a lawsuit. Under current law, Pennsylvania jurors are asked to render verdicts in lawsuits arising from motor vehicle accidents and are prohibited from hearing evidence that a vehicle occupant had failed to "buckle up". Jurors consequently cannot assess whether a person's refusal to wear a seat belt caused the occupant's injuries. This statute amounts to a "gag rule" preventing the disclosure and discussion of important evidence.
Current Pennsylvania law requires all vehicle occupants to "buckle up". Since 1987, Pennsylvania has mandated all motor vehicle drivers, front seat passengers, and all occupants under the age of 18 to wear a seat belt.
Legislation is needed to allow Pennsylvania jurors to hear and act on the whole truth, so that they may decide based upon complete evidence an unbelted motorist should receive. Fairness demands that a reckless few should not escape accountability for violating Pennsylvania's mandatory seat belt use law and failing to protect themselves. Current law prevents consideration of the truth about seat belt non-usage when unrestrained occupants file a lawsuit.
The legislation PMTA is seeking to have introduced and ultimately passed would remove the seat belt gag rule and allow jurors to evaluate evidence of a plaintiff's non-use or misuse within the full context of the accident circumstances. The legislation PMTA is advocating eliminates the seat belt gag rule in civil lawsuits, replacing it with a provision indicating that evidence of seat belt non-use or misuse may be considered in any civil case for assessing negligence, assumption of risk, injury causation, failure to mitigate damages, or other relevant purposes determined by a court PMTA is currently seeking sponsors for this important legislation. If successful, this will be the first major step in bringing about lawsuit abuse reform and protecting the trucking industry in Pennsylvania.
Paul Miller’s Law: Pennsylvania’s Hands-Free Driving Law Takes Effect
By Anthony Cloud, PMTA
Beginning June 5, 2025, Pennsylvania’s new hands-free driving law—Paul Miller’s Law—goes into effect, marking a major step forward in the fight against distracted driving. Named in memory of Paul Miller Jr., a 21-year-old killed by a distracted truck driver in 2010, this law makes it a primary traffic offense to use a handheld device while driving.
What the Law Prohibits
Under the new law, drivers may not hold, support, or manually operate a mobile device while driving. This includes:
Texting, emailing, browsing the web
Taking photos or recording video
Dialing or answering with more than one button press
Reaching for a device in a way that removes you from a proper seated position
The law applies even when your vehicle is temporarily stopped at a red light or in traffic.
What’s an “Interactive Mobile Device”?
The law broadly defines a mobile device as any handheld phone, smartphone, tablet, or computer capable of communication, media sharing, or internet access.
What Are the Penalties?
Grace Period (June 5, 2025 – June 4, 2026): Police will issue written warnings
Beginning June 5, 2026: Violations carry a $50 fine plus court costs and fees
If distracted driving results in a fatal crash, courts may impose up to five additional years in prison
What’s Still Allowed?
Hands-free operation (Bluetooth, voice-activated dialing) is permitted. You may use your device:
Only when parked safely off the roadway
To contact emergency services
How It Affects the Existing Texting Ban
Paul Miller’s Law builds on Pennsylvania’s texting-while-driving ban, which:
Prohibits sending/reading any text-based communication while moving
Remains a primary offense with a $50 fine
Does not result in points for non-commercial drivers, but does appear on CDL driver records
The law preempts all local distracted driving ordinances, establishing a uniform standard across the state.
Distracted Driving is More Than Just Phones
Distractions behind the wheel also include:
Eating, drinking, grooming
Adjusting the radio or climate settings
Talking to passengers
Looking at crash scenes or roadside activity
Any distraction that takes your eyes or attention off the road increases the risk of a crash.
Safety Starts With Awareness
“Paul Miller’s Law” is more than a legal change—it’s a public safety message. The loss that inspired this legislation is a reminder that even a few seconds of distraction can have life-altering consequences.
Let’s work together to build safer roads in Pennsylvania by keeping our eyes on the road and our hands off our phones.
Learn more at: www.pa.gov/distracted-driving
Truckers Applaud Trump Executive Order to Improve Highway Safety
“OOIDA and the 150,000 truckers we proudly represent strongly support President Trump’s decision to resume enforcement of English proficiency requirements for commercial drivers,” said OOIDA President Todd Spencer. “Basic English skills are essential for reading critical road signs, understanding emergency instructions, and interacting with law enforcement. Road signs save lives—but only when they’re understood. That’s why OOIDA petitioned the Commercial Vehicle Safety Alliance earlier this year to reinstate English proficiency as an out-of-service violation. Today’s announcement is a welcome step toward restoring a common-sense safety standard.”
Background / Timeline
* April 2015 - Commercial Vehicle Safety Alliance (CVSA) removes English Language Proficiency as an out-of-service violation.
* Commercial Vehicle Safety Alliance (CVSA): An association of motor carrier safety officials and industry representatives that sets criteria for out-of-service-violations.
* Out-Of-Service (OOS): A designation issued by enforcement officials when a commercial driver or vehicle is deemed unsafe or non-compliant with regulations, prohibiting further operation until the issue is resolved.
* ELP (English Language Proficiency): A federal requirement ensuring commercial drivers can speak and understand English well enough to converse with the public, understand traffic signs/signals, respond to official inquiries, and fill out reports.
* June 2016 - Federal Motor Carrier Safety Administration issues guidance loosening English Language Proficiency enforcement.
* Federal Motor Carrier Safety Administration (FMCSA): The U.S. Department of Transportation agency responsible for regulating and providing safety oversight of commercial motor vehicles.
OOIDA Recent Actions
* March 12, 2025: OOIDA officially petitions the Commercial Vehicle Safety Alliance (CVSA) to return English Language Proficiency
* Land Line: OOIDA to CVSA: Enforce English-proficiency regulation
* March 25, 2025: OOIDA Executive Vice President Lewie Pugh raises issue of English proficiency in Congressional hearing
* Overdrive: OOIDA urges Congress to act on non-domiciled CDLs, English proficiency
About the Owner-Operator Independent Drivers Association
The Owner-Operator Independent Drivers Association is the largest national trade association representing the interests of small-business trucking professionals and professional truck drivers. The Association currently has more than 150,000 members nationwide in all fifty states that collectively own and operate more than 240,000 individual heavy-duty trucks. OOIDA’s mission is to promote and protect the interests of its members on any issues that might impact their economic well-being, working conditions, and the safe operation of commercial motor vehicles on our nation’s highways. OOIDA was established in 1973 and is headquartered in the greater Kansas City, Mo. area.
OOIDA Offers DOT Recommendations On How To Reduce Regulations, Improve Safety
By Mark Schremmer, Landline Magazine
Although trucking is one of the most regulated industries in the United States, compliance with those regulations has not always led to improvements in highway safety.
That’s why the Owner-Operator Independent Drivers Association said it supports the U.S. Department of Transportation’s plan to remove costly and overly burdensome regulations.
In April, the DOT began its deregulatory process by asking the public to help identify regulations that could be modified, repealed or amended without hindering safety. The 30-day comment period closed on Monday, May 5.
The DOT received nearly 900 comments, including a large percentage from truck drivers who asked for more freedom to do their job safely and efficiently.
OOIDA, which represents small-business truckers, said the current regulatory approach is costly and has forced many of the nation’s safest truck drivers out of business.
“These ineffective rules have driven up costs for small-business truckers, pushing many safe and experienced operators out of the industry,” the Association wrote in comments signed by President Todd Spencer. “OOIDA is supportive of U.S. Department of Transportation priorities that will remove excessive burdens, modernize regulations, enhance safety and improve working conditions for professional truckers in a commonsense, cost-effective manner.”
OOIDA’s 17 pages of comments included dozens of recommendations on how regulations and proposals could be modified, repealed, amended or withdrawn. Some of the topics OOIDA focused on included speed limiters, hours of service, English proficiency and broker transparency.
Speed limiters
Technically, a speed-limiter mandate on commercial motor vehicles has not reached the regulation stage. However, OOIDA wants to make sure that the DOT doesn’t allow the resilient proposal to ever become a final rule.
Proposals to require heavy trucks to install speed limiters were issued in 2016 and again in 2022. As of press time, the 2022 proposal remained active. Although a top speed was never determined, safety groups have advocated for preventing heavy-duty trucks from going any faster than 60 mph. Truckers point to the drastic speed differentials that such a regulation would cause.
“Professional truck drivers strongly object to any speed limiter mandate for several other reasons based on their own experiences,” OOIDA wrote. “Speed limiters take control of the truck away from drivers, denying them the ability to use the truck’s capabilities to avoid accidents and unsafe road and traffic conditions. Speed limiters increase driver stress and make drivers more fatigued because in order to complete the schedule expected of them, they must operate additional hours under the hours-of-service rules.”
OOIDA added that speed limits should be left up to the states.
“There is already a mechanism in place to address vehicle speeds – speed limits set and enforced by the states,” OOIDA wrote. “In 1995, Congress repealed the national speed limit and gave states the power to establish speed limits for their roads. Since then, states have been able to design their roadways and set top speeds according to what they have determined to be safest for their specific needs and conditions. FMCSA’s ongoing rulemaking ignores this longstanding authority. Once again, we recommend DOT formally withdraw this proposed rulemaking.”
Hours of service
Prompted by a petition from OOIDA, the Federal Motor Carrier Safety Administration modified its hours-of-service regulations in 2020to provide truck drivers more flexibility within the rules.
Now, OOIDA would like the DOT to take more steps toward making the hours of service practical and safe for truckers.
“For years, our members have told lawmakers and FMCSA that existing HOS rules are not sensible for today’s trucking industry,” OOIDA wrote. “HOS regulations that dictate a truck driver’s work schedule are overly complex, provide little flexibility and in no way reflect the physical capabilities or limitations of individual drivers. They effectively force truckers to be on the road when they are tired, during busy travel times, during hazardous weather and road conditions or when they simply are not feeling well.”
OOIDA wants the regulation modified to allow truckers to “pause” their clock and to utilize expanded split sleeper-berth options, such as 6/4 and 5/5.
“This flexibility would improve drivers’ rest and alertness,” OOIDA wrote. “It makes far more sense to allow alert drivers to leave the sleeper berth and begin driving with the option to obtain additional rest later in the day, rather than forcing drivers to idly wait for their driving clock to restart. More restrictive sleeper berth splits can force a trucker to drive when tired and rest when alert. The truth is that not all drivers are able to sleep seven, eight or 10 hours at a time. Thus, allowing them to split their sleeper time more efficiently will help them to gain more adequate rest, resulting in increased alertness and better driver performance.”
English proficiency
OOIDA said the DOT should spend more time focusing on and enforcing regulations that have genuine safety ramifications. The Association noted one of those regulations includes requiring truck drivers to be able to read and speak English proficiently.
“The ability to understand and react to road signs, especially in emergency situations, is critical for public and operational safety,” OOIDA wrote. “Drivers must also be able to communicate with law enforcement and, in the case of an emergency, first responders.”
The Association petitioned the Commercial Vehicle Safety Alliance in March to enforce out-of-service orders on truck drivers who aren’t compliant with the English-proficiency regulations. On April 28, President Donald Trump signed an executive order calling for enforcement of the regulation. Those actions led CVSA to vote > to make a lack of English proficiency part of the out-of-service criteria.
“OOIDA strongly agrees with President Trump’s decision to resume enforcement of English proficiency requirements for commercial drivers,” the Association wrote. “We believe the executive order is a welcome step toward restoring a commonsense safety standard.”
Additionally, OOIDA said it urges “DOT to gather more information on the number of non-domiciled CDLs currently operating on our roads, how these drivers are being recruited, compensated, treated and the safety records of carriers utilizing these CDL holders.”
Broker transparency
For years, there have been regulations on the books that require brokers to keep transaction records that can be viewed by each party of the brokered transactions. However, these regulations are rarely followed.
OOIDA petitioned FMCSA in 2020 to enforce and strengthen broker transparency regulations. The previous administration started the rulemaking process, and OOIDA is asking the Trump administration to take the proposal across the finish line.
FMCSA received about 6,900 comments on the broker transparency proposal, which would affirm that brokers have a regulatory obligation to provide transaction records and require brokers to provide an electronic copy of records within 48 hours of a carrier’s request.
“If implemented properly, this rulemaking will contribute to a more ethical, fair and efficient freight brokerage marketplace,” OOIDA wrote.
Other highlights
OOIDA also used its comments to ask the agency to repeal the electronic logging device mandate and to end the Unified Carrier Registration system.
A regulation mandating ELDs to track a trucker’s hours of service took effect in December 2017. OOIDA, which challenged the mandate all the way to the U.S. Supreme Court, has long contended that regulation would be costly while providing no proven safety benefits.
The mandate has an estimated annual cost of $1.8 billion.
“Given the lack of substantive highway safety improvements, DOT should repeal this costly mandate, OOIDA wrote.
The Association also called out UCR for doing “nothing more than generate slush fund revenue” for states.
“As DOT reviews wasteful spending programs, UCR is a prime candidate for repeal,” OOIDA wrote.
OOIDA said it is hopeful that the deregulatory comment period was just the beginning of the DOT’s effort to prioritize input from truck drivers on the best ways to improve highway safety.
“Moving forward, DOT can best identify regulations that might be modified, streamlined or repealed by meeting with truckers on the road, holding public listening sessions on important safety issues, attending industry events and valuing the irreplaceable input of America’s truckers,” OOIDA wrote.
One Big, Beautiful Week for Trucking
Washington, DC… Monumental progress on our priorities.
That was the theme of the week that was in Washington recently Although the one Big, Beautiful Bill absorbed much of the national attention, it was only one of several significant developments that were shaped by ATA over the course of a few days.
The week began with one of ATA’s subject matter experts testifying before a House Committee in support of independent truckers and ended with passage of the 2025 tax reconciliation package that incorporates many of ATA’s pro-trucking measures.
In between, ATA clinched a historic triumph, with Congress giving its official seal of approval to resolutions we endorsed to take the keys away from California regulators and prevent the Golden State from setting de facto national vehicle emissions policies.
These actions were the culmination of longstanding, concerted efforts to bend policy in favor of truckers. They are the product of ATA’s tenacious advocacy and reflect the motivation and dedication of our members.
Restoring Commonsense Emissions Regulations
Few issues have posed a greater threat to our supply chain than the destructive EV mandates emanating from California. These unachievable requirements on impossible timelines were incurring enormous costs and setting the trucking industry up for failure.
Last summer, ATA met with President Trump and his advisors to reopen a dialogue on truckers’ concerns and lay the groundwork for the return of commonsense environmental emissions policies. Using a multipronged strategy, ATA simultaneously partnered with our champions in Congress to advance legislation that would settle the issue decisively.
The Senate votes send a resounding message nationwide that this is not the United States of California, nor will it ever be. We appreciate the leadership of President Trump, EPA Administration Zeldin, and leaders in Congress who listened to our concerns and acted decisively to reverse these destructive rulemakings, which would have decimated our industry and unleashed a torrent of economic pain on the American families and businesses that we serve.
Trucking is an industry of innovators. We don’t need government mandates to tell us how to reduce our environmental impact—we’ve been doing it for forty years with a record to show, all while transporting an ever-increasing percentage of the goods that Americans expect and depend on every day.
The ATA-backed resolutions that cleared Congress last week will not only reestablish EPA’s role as the primary authority empowered to develop achievable, nationwide emissions standards, but they will also block California from issuing similar regulations in the future.
Advancing Tax Reform
Trucking is the backbone of the economy, employing over 8.5 million Americans. When the trucking industry thrives, so does the country. Our industry depends on lawmakers to support pro-business, pro-growth tax policies that create the conditions for trucking companies of all sizes to plan for the future, invest in their workforce and equipment, and ensure the safe and efficient movement of freight across the country.
For months, ATA has been promoting our priorities as Congress debated its landmark tax legislation. That preparation paid off when the House of Representatives passed the reconciliation package last week with multiple provisions that will give a boost to truckers.
Key components of the bill will enhance business certainty by reducing taxes, incentivize the purchase of new equipment, expand flexibility for CDL training programs, and invest in transportation and energy infrastructure projects.
Here are seven reasons why ATA is pushing the Senate to act swiftly and looking forward to President Trump signing the bill into law.
Defending Independent Contractors
As independent contractors increasingly come under assault from state and federal policymakers, ATA has been leading the fight to defend ICs’ right to earn a living in the manner that they choose. In a continuation of this advocacy, ATA’s VP of Workforce Policy, Nathan Mehrens, testified on Capitol Hill to make the case in favor of adding protections for independent truckers.
There are over 350,000 men and women in the trucking industry who choose the IC career path. Last year, their livelihoods were put in jeopardy when the Biden administration radically rewrote their classification, replacing a straightforward definition with an opaque and deliberately confusing standard designed to fuel frivolous litigation and deny self-employed individuals the freedom of choice to work as ICs.
In trucking, being an IC puts an individual in the driver’s seat—both figuratively and literally. Truckers choose the IC model because of the economic opportunity it creates and the flexibility it provides. It enables them to run their own businesses, select their own hours and routes, and often make more money.
ATA strongly opposed the Biden administration’s IC rule since it was first proposed, and we have been working with the new Secretary of Labor, Lori Chavez-DeRemer, to restore the first Trump administration’s definition for ICs that is based on decades of case law. While ATA welcomes this positive momentum, independent truckers ultimately need the predictability and permanency that federal law provides. Mehrens argued forcefully for Congress to codify the Trump administration’s clear, commonsense IC framework by passing the Modern Worker Empowerment Act, which was sponsored by trucking champion Rep. Kevin Kiley (R-California).
Trucking has America’s back. The Secretary of Labor recently told us that she and the administration have our backs. Now we need [Congress] to have our backs, to support our indispensable role as the primary mover of more than three-quarters of American freight.
It’s no coincidence that ATA’s high-profile role in steering the direction of public policy occurred against the backdrop of our ambitious fly-in season. ATA’s Call on Washington program has already kicked into high gear after a record-setting cycle last year. Fewer than five months into the new Congress, nearly 200 truckers from approximately 20 states have traveled to Capitol Hill to meet with their Members of Congress.
Our direct engagement with lawmakers has also touched new heights, with last week’s hearing on ICs marking the fifth time this year that ATA has delivered remarks before a congressional committee.
We are in the midst of a highly complex and chaotic political environment. Yet ATA succeeds where other groups fail because our members remain unified, we maintain strong ties to influential policymakers in the Executive Branch and on Capitol Hill, and we act strategically to capitalize on opportunities to advance our priorities.
ATA is determined to prolong one big, beautiful week into one big, beautiful year for trucking.
ODOT Removed 122 Unsafe Truck Drivers From Oregon Roads At Recent Illegal Bypass Enforcement Events
SALEM -- The Oregon Department of Transportation Commerce and Compliance Division, with support from Oregon State Police, ticketed 122 truckers who illegally bypassed an open weigh station in late April and early May.
“We take weigh station bypass very seriously and are taking enforcement action against it,” said ODOT Commerce and Compliance Interim Division Administrator Carla Phelps. “The goal of this operation was to remove fatigued and unqualified drivers from Oregon roads to prevent fatal commercial truck collisions with the traveling public.”
Two commercial vehicle safety and enforcement events took place along I-84 at Cascade Locks, Umatilla, and Farewell Bend Ports of Entry and La Grande and Emigrant Hill Weigh Stations. More than 490 commercial truck drivers who bypassed an open weigh station were stopped and escorted back by Oregon State Police. They were then inspected for compliance with licensing and hours-of-service regulations.
Of those drivers stopped, 25% were placed out-of-service, meaning they were temporarily prohibited from driving a commercial vehicle due to a violation of safety or regulatory rules. Their vehicles were also inspected for violations of state and federal regulations, and the drivers were required to correct any violations before proceeding.
Inspectors discovered false logs and multiple electronic logging devices that had been tampered with and were producing fictional logs. Commercial truck drivers use logs to record their daily activities, specifically their time spent driving, on duty, off duty and in sleeper cabs. Driver logs are crucial for ensuring compliance with federal hours-of-service regulations, which limit how long drivers can work without taking breaks.
ODOT’s Commerce and Compliance Division ensures the safety and efficiency of Oregon's highway system by regulating and enforcing laws related to commercial trucking. Learn more at oregon.gov/odot.
ODOT Commerce And Compliance Division Launches Online Over-Dimension Permitting System
SALEM, OR… Motor carriers with oversized loads in Oregon have a new way to get the permits they need to ensure their loads are legal and safe. The Oregon Department of Transportation has streamlined the permit process with the launch of Oregon Routing Information Online (ORION).
ORION is a web-based, self-service permitting system provided by our Commerce and Compliance Division. It allows motor carriers to request over-dimension permits 24 hours a day, seven days a week, 365 days a year.
"ORION’s implementation is a priority in ODOT’s Strategic Action Plan, which calls for an efficient, innovative and technologically advanced transportation system,” said ODOT Commerce and Compliance Interim Division Administrator Carla Phelps. “The new permitting system has been years in the making and is an exciting development for the trucking industry in Oregon. We’re pleased to join 44 other states that have implemented similar modernized systems.”
ORION is a result of ODOT’s dedication to enhancing convenience and efficiency. Benefits include:
* Automated routing for trip planning and single-trip permits.
* Improved safety by reducing the risk of errors.
* Auto-issued permits for qualified loads.
* Decreased wait times for getting over-dimension permits.
* Timely notification of route closures or restrictions.
The Oregon Trucking Association is also contracted to issue over-dimension annual permits for their customers and can be reached by email at [email protected].
All other Commerce and Compliance business transactions remain available through existing processes, including Oregon Trucking Online. ODOT contracted with ProMiles, a leading provider of over-dimension permit systems, to develop ORION.
Visit the ORION Project Page to learn more.
Government of Canada Introduces Bill to Strengthen Border Security
TORONTO, CANADA… Public Safety Minister Gary Anandasangaree has introduced a bill named the Strong Borders Act, which looks to build upon the previous commitments of the federal government and act swiftly to strengthen laws, keep Canadians safe and continue to address concerns around border security, illicit drugs and criminal networks within our cross-border supply chains.
The focus of the bill is to ensure that law enforcement has the tools to crack down on a multitude of issues, including organized crime activities, identifying fentanyl precursors and money laundering operations, while bringing more controls to our immigration system. More information on the bill can be found here.
On the topic of securing the border, there were some items with potential implications for transporters and members of the Canada-U.S. trade chain, including the ability of enforcement officials to potentially conduct export examinations and the addition of more oversite powers regarding the immigration system:
* Amend the Customs Act to secure our borders against illicit drug trafficking, weapons smuggling, and auto theft:
•obligating owners and operators at certain ports of entry/exit to provide, equip, and maintain facilities for any purpose related to the administration and enforcement of CBSA’s mandate which includes the examination and detention of goods destined for export;
•allowing the CBSA access to premises under the control of transporters and warehouse operators to perform examinations in places where goods destined for export are reported, loaded, unloaded, or stored.
* Strengthen authorities to cancel, suspend or change immigration documents, and to cancel, suspend or stop accepting new applications;
CTA will be working with officials from Public Safety and the Canada Border Services Agency (CBSA) to communicate further details and provide more commentary on the bill during the Gazette I process.
First Ministers Commit to Expanded Trucking Pilot to Remove Internal Trade Barriers
TORONTO, CANADA… At meetings in Saskatoon, the First Ministers announced an agreement to implement an efficient and effective strategy to coordinate major nation building projects, while directing ministers of Transport across the country to cooperate in rapidly expanding the trucking pilot announced in 2024, with the goal of removing many internal trade barriers within the domestic trucking supply chain.
“The Prime Minister and the First Ministers have reaffirmed the critical role the trucking industry plays in Canada and made it clear to Canadians and the business community that measures to improve productivity and efficiency in the supply chain will be implemented quickly,” said CTA President and CEO Stephen Laskowski. “Today’s announcement to expand the trucking pilot should allow our industry, all levels of government and the contractors for these nation-building projects to mitigate costly permitting issues that create significant delays. CTA welcomes the strong leadership from the First Ministers.”
Through a CTA-led initiative and submission by the Alliance to the federal government on reducing internal trade barriers in trucking, a trucking pilot was announced in 2024. Ongoing feedback from the industry throughout the process was that the pilot should be expanded, including dealing with issues pertaining to the issuance of oversize/overweight shipment permits.
“The materials to construct the mega projects being discussed are moved by the trucking industry, including specialized trucking equipment and configurations that moves oversize/overweight cargo and materials needed for such projects. These trucks require permits through provincial and municipal government regimes, and too often are held up by administrative red tape, differing time-of-day definitions, or limited permit staff taking vacation.”
“With the political support of Premiers and Council of Ministers (Transportation), CTA believes we can deal with such matters and make these projects happen as efficiently and productively as possible.”
CTA looks forward to working with the Council of Ministers, the Deputy Ministers and the Canadian Council of Motor Transport Administrators (CCMTA) in expanding the trucking pilot and executing our shared objectives in a timely manner.
ATA Truck Tonnage Index Declined 0.3% in April
Washington, DC… Trucking activity in the United States slipped again in April as the freight market remained choppy early in the second quarter. Specifically, truck freight tonnage decreased 0.3% after contracting 1.5% in March, according to the American Trucking Associations’ advanced seasonally adjusted For-Hire Truck Tonnage Index.
“After surging 2.8% in February, and hitting the highest level since late May 2024, tonnage fell a combined 1.8% in March and April,” said ATA Chief Economist Bob Costello. “Unfortunately, a recovery that was expected this year hasn’t transpired as the industry deals with a freight market in flux from tariffs and softening economic indicators.”
In April, the ATA advanced seasonally adjusted For-Hire Truck Tonnage Index equaled 113.0, down from 113.3 in March. The index, which is based on 2015 as 100, was up 0.1% from the same month last year, the fourth straight year-over-year increase, albeit the smallest increase over this period.
The not seasonally adjusted index, which calculates raw changes in tonnage hauled, equaled 112.0 in April, 2.2% below March’s reading of 114.6.
Trucking serves as a barometer of the U.S. economy, representing 72.7% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 11.27 billion tons of freight in 2024 . Motor carriers collected $906 billion, or 76.9% of total revenue earned by all transport modes.
Both indices are dominated by contract freight, as opposed to traditional spot market freight. The tonnage index is calculated 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: Seven Reasons Why the Big, Beautiful Bill is Great for Trucking
Trucking is the backbone of our economy, employing over 8.5 million Americans. Enacting pro-business, pro-growth tax policy will ensure that trucking companies of all sizes are better able to plan for the future, invest in their workforce and equipment, and ensure the safe and efficient movement of freight across the country.
The American Trucking Associations is grateful to House Republicans for their hard work on crafting the 2025 reconciliation package. Here are truckers’ seven top reasons why the House and Senate should advance this tax relief bill quickly:
1. Protecting the Legacy of Family-Built Businesses
Trucking is an industry composed primarily of small businesses. In fact, 96 percent of U.S. trucking companies operate 10 trucks or fewer. Families spend years, decades, or even generations to build their American Dream from the ground up.
When the time comes to pass the business on to younger family members, however, many of these family-run businesses are hit with massive tax bills. The Tax Cuts and Jobs Act that passed during President Trump’s first term temporarily doubled the estate tax exemption. Without action, this reprieve would sunset at the end of this year, tripling the number of returns subject to the punishing tax on inherited family businesses.
The 2025 reconciliation package would permanently extend the estate tax exemption and increase the threshold to account for inflation.
2. Providing Certainty for Business Planning
The trucking industry operates on thin margins. To guide investment decisions and ensure businesses can continue running smoothly, truckers need policy stability.
The 2025 reconciliation package will make business planning easier by permanently extending the individual income tax rates, standard deduction, and alternative minimum tax exemptions that were established in the Tax Cuts and Jobs Act. Additionally, the legislation will increase the 199A Passthrough Deduction from 20% to 23% and make it permanent. This will be a major benefit for trucking companies structured as pass-through businesses.
3. Ensuring Funding for Roads & Bridges is Fair
When it comes to paying for the maintenance and expansion of our road network, no one should get a free ride.
Truckers lead by example. We represent only four percent of the vehicles on our nation’s highways, yet we pay nearly half the tab into the federal Highway Trust Fund—all while moving over 70 percent of the domestic freight tonnage.
But electric cars are freeloaders. They currently do not contribute one cent to the HTF. The 2025 reconciliation package changes that by imposing a registration fee for the first time that is roughly equivalent to what a conventional car pays through the gas tax each year. Hybrids will also pay a small fee to ensure every car on the road is paying its fair share.
4. Promoting career opportunities
Quality education opens doors to rewarding careers. Trade schools are just as valuable as post-secondary schools in helping individuals climb the economic ladder and find personal fulfillment. Far too often, however, bureaucratic red tape bars the way for those seeking to obtain good jobs in the trucking industry.
Currently, 529 accounts and Pell Grants cannot be used for short-term educational programs like truck driver training schools. But students who choose this educational path deserve the same financial assistance as their peers.
The 2025 reconciliation bill rights this wrong by expanding the eligibility for Pell Grants and 529 accounts so that they can be used for postsecondary credentialing expenses.
These provisions will help more qualified drivers get behind the wheel and ensure our industry has the talent it needs to meet America’s freight demands in the years to come.
5. Encouraging Investment in New Equipment
Trucking is a capital-intensive business. Due to the high cost of replacing equipment, many trucking companies hold onto their tractor-trailers for as long as possible. Roughly half of the trucks on our roads today are over 15 years old.
Alleviating the financial burden on trucking companies purchasing new trucks would have immediate safety and environmental benefits. New trucks come equipped with capabilities designed to reduce or prevent crashes, such as automatic emergency braking and lane departure warning. Additionally, new trucks are much cleaner. Advances in truck engine manufacturing have cut nitrogen oxide and particulate matter emissions by 99% compared to previous generations and slashed carbon output by over 40% relative to 2010 models. It takes 60 of today’s trucks to emit what just a single truck did in 1988.
The 2025 reconciliation bill’s restoration of 100% bonus depreciation will help put more modern trucks on the road and strengthen the trucking industry.
6. Paving the Way for Energy Projects
America’s economy is powered by the trucking industry. The trucking industry, in turn, is powered by affordable, abundant fuel. Our supply chain depends on an all-of-the-above approach to energy, but too often, petroleum and critical minerals remain locked in the ground due to interminable permitting delays.
The 2025 reconciliation bills cuts through the vast thicket of permitting rules to reform the environmental review process and expedite energy projects.
7. Restoring Commonsense at the EPA
To continue the trucking industry’s progress to sharply lower emissions, we need more affordable, technology-neutral solutions in the immediate term, including alternative fuels like biodiesel and renewable diesel. In recent years, however, the Environmental Protection Agency has placed its thumb on the scales, prioritizing electric vehicles over all else.
The Trump Administration has restored the appropriate balance by taking steps to replace a patchwork of unachievable mandates with a nationwide, commonsense emissions standard. The 2025 reconciliation package builds on this progress by repealing and rescinding EPA funding that is biased towards zero-emission heavy-duty vehicles.
While no piece of legislation is perfect, the 2025 reconciliation package provides much-needed certainty and advances a number of priorities for trucking. ATA looks forward to celebrating its signing into law by President Trump.