Latest industry News Briefs Courtesy of PMTA
Trump’s Transportation Secretary Sean P. Duffy Launches First Phase of National Consumer Complaint Database Modernization
WASHINGTON, DC… U.S. Transportation Secretary Sean P. Duffy today announced the launch of the first phase of the National Consumer Complaint Database (NCCDB) modernization. The Federal Motor Carrier Safety Administration (FMCSA) is launching this update to improve navigation and enhance functionality of this important tool for enhanced user capabilities for commercial drivers, motor carriers, and consumers.
The NCCDB is the primary online portal for drivers and consumers to report violations of Federal Motor Carrier Safety Regulations, including issues related to safety, fraud, and household goods moves. This update will also streamline the agency’s response process and expand reporting categories to include, for the first time, complaints against property brokers.
“This overdue tech upgrade is a win for drivers, carriers, and the driving public,” said U.S. Transportation Secretary Sean P. Duffy. “The modernized database will make it easier to file complaints, access digital tools, and empower individuals to speak up about unsafe practices. With your support, we will continue to take bad actors of the roads to keep the American people safe.”
The phase one launch is part of USDOT’s Pro-Trucker Package, announced by Secretary Duffy in June, which is focused on improving working conditions and improving critical tools for America’s truck drivers.
FMCSA will continue to roll out more improvements in the coming months. Phase two of the modernization effort will introduce additional functionality, performance improvements, and a new name for the database – reflecting FMCSA’s commitment to making this a modern, user-friendly tool for the entire motor carrier industry.
The updated database is now live at: https://nccdb.fmcsa.dot.gov.
State Grant Opportunity for Truck Retrofits and Other Small Business Projects
By Rebecca Oyler, PMTA
The Pennsylvania Department of Environmental Protection (DEP) has announced the 2025–2026 Small Business Advantage Grant (SBAG) Program, a funding opportunity designed to help small businesses reduce energy costs, lower pollution, and protect Pennsylvania’s natural resources.
The program provides reimbursement funding for upgrades and improvements that make businesses more efficient and environmentally friendly. This is the 22nd year of the program, and it has a strong track record of helping small businesses thrive while complying with environmental regulations.
Important Program Details Application Period:
Opens: August 1, 2025
Closes: March 13, 2026, or when all funds are committed
Total available funding: $1 million
To be eligible, businesses must:
* Be a for-profit business located in Pennsylvania.
* Have 100 or fewer full-time equivalent employees (FTEs) worldwide.
* Be registered to do business in PA and have a PA Vendor Number.
* Be able to pay all project costs upfront before requesting reimbursement.
* Complete all project work between July 1, 2025, and June 30, 2026
How to Apply
1. Identify your project – confirm it meets eligibility guidelines.
2. Get itemized vendor quotes – costs must match exactly what you enter in the online Grant Calculator.
3. Complete the Grant Calculator – this tool estimates your energy savings and calculates potential grant amounts.
4. Submit your application online through Pennsylvania’s ESA portal.
Program guidelines, calculator tools, and application links are available on the Small Business Advantage Grant website.
Truck Retrofit Projects: Eligible Equipment
The SBAG program specifically supports Class 4–8 truck retrofits to help fleets reduce fuel consumption, comply with Pennsylvania’s Diesel-Powered Motor Vehicle Idling Act (Act 124), and lower emissions.
Idle Reduction Technology (IRT) - Funding is available for EPA SmartWay-verified devices, including:
* Auxiliary Power Units (APUs) and Generator Sets (GS) – provide electrical power without running the main engine.
* Battery-operated HVAC systems (BAC) – maintain cab comfort while parked.
* Fuel-operated or Direct-Fired Heaters (FOH/DFH) – heat the cab or engine without idling.
* Thermal Storage Systems (TSS) – store energy for later use.
* Other approved anti-idling technologies.
* These devices reduce unnecessary idling, saving fuel and cutting emissions.
Aerodynamic Improvement Technology (AIT) - Funding also covers SmartWay-verified aerodynamic devices that reduce drag and improve fuel efficiency:
* Trailer side skirts
* Trailer tails
* Gap reducers
* Under-trailer devices
* Splash guards
* Other DEP-approved aerodynamic equipment
Aerodynamic improvements may need to be combined with idle reduction projects to meet the 20% annual savings requirement for eligibility.
Truck Project Eligibility
* Trucks must be registered in Pennsylvania (full or apportioned).
* Vehicles must operate at least 50% of the time in PA, measured by mileage or hours.
* DEP may request CDL verification for certain Class 7–8 truck projects
If you can check all boxes, your project is likely eligible for SBAG funding!
Other Eligible Business Projects
Even if your focus isn’t on your trucks, SBAG covers many other high-impact upgrades, including:
* Lighting upgrades (must be LED, Energy Star, or DLC certified).
* HVAC and boiler improvements (Energy Star-certified as required).
* Refrigeration upgrades for food service and cold storage.
* Medical x-ray/scanner equipment updates.
* Natural resource protection projects, such as stormwater control or agricultural runoff prevention
Businesses can combine truck projects with facility improvements in a single application, up to the annual funding cap.
Why Apply
This grant program provides a valuable opportunity for small businesses to make meaningful upgrades while reducing financial strain. By offering reimbursement for equipment purchases, SBAG helps companies offset the upfront costs of major projects, making it easier to invest in technology that will deliver savings over time. Participating businesses benefit by lowering their operating expenses, staying compliant with environmental and idling regulations, and demonstrating a strong commitment to cleaner, more sustainable operations. With funding available for both trucks and facilities, PMTA members can take advantage of this program to make impactful investments that boost efficiency, cut costs, and support long-term growth.
Get Help
For questions or assistance: [email protected]
Pennsylvania’s Budget Impasse – What’s All the Fuss About?
By Rebecca Raver, PMTA
Public transit funding has become a flashpoint in broader budget negotiations
Pennsylvania’s state budget for fiscal year 2025–26 was due on June 30, yet months later, lawmakers remain deadlocked, while state agencies and programs are left in limbo, creating uncertainty for schools, health care providers, and community organizations. What's all the fuss really about? The answer lies in one central issue—how to fund the state’s mass transit systems, particularly Philadelphia’s SEPTA and Pittsburgh Regional Transit (PRT). These agencies move millions of passengers and connect workers to jobs, yet their funding has become a flashpoint in broader budget negotiations.
SEPTA, the state’s largest transit agency, depends heavily on state support through the Public Transportation Trust Fund (PTTF), established under Act 44 of 2007. The fund provides reliable, recurring funding for both operating costs and capital projects. It draws revenue from a portion of the state sales and use tax, vehicle sales tax, and Pennsylvania Turnpike tolls. Last year, mass transit agencies received $2.4 billion in state funding. Roads and bridges are funded separately through the Motor License Fund and federal transportation dollars.
Despite decades of state support, SEPTA’s ridership is only 72% of pre-pandemic levels, yet since 2007, state subsidies to SEPTA have increased 169%, now funding two-thirds of its annual budget (9.5% comes from local subsidies, 3.4% from federal subsidies, and 16.1% from passenger revenue). This raises questions for skeptics who hesitate to commit to funding increases without meaningful reforms to improve efficiency and accountability.
In February, Governor Josh Shapiro unveiled a $51.5 billion budget proposal, the largest in Pennsylvania’s history, including a proposal to increase the share of the state sales tax dedicated to the PTTF from 4.4 percent to roughly 6.15 percent, generating roughly $292.5 million in additional funding annually. SEPTA would again be the primary beneficiary. Shapiro also proposed new revenue streams, including legalized recreational marijuana and taxation of skill games, to help balance the state budget. While these measures increase the revenue pool, critics argue that simply injecting more money into a system already heavily subsidized does not address structural inefficiencies or declining ridership.
SEPTA has warned of a $213 million operating shortfall, which, if unaddressed, could result in service reductions of 45 percent and fare increases of 21.5 percent. The system has already implemented a 20% service cut, eliminating and shortening bus routes and metro rail services. Critics point out that the agency currently holds nearly $400 million in reserves and has access to lines of credit that remain untapped. Some argue that service cuts are designed to pressure lawmakers into approving additional funding, rather than reflecting unavoidable financial collapse.
The legislative response has been mixed. The PA House largely supported Shapiro’s plan, passing a budget that would codify the sales tax increase and provide long-term transit funding stability. The Senate rejected this approach, instead proposing a temporary solution that would divert $419 million from SEPTA’s capital reserves to cover operating costs for the year and direct an equal amount to fund road and bridge projects. While this might prevent immediate service cuts, it raised concerns about delaying or undermining future infrastructure projects. Governor Shapiro has indicated he would accept temporary relief if paired with a long-term solutions, but he remains opposed to diverting PTTF funds from their intended purpose.
For PMTA members, the budget debate is not just about transit versus roads. Reliable public transit impacts workforce mobility, congestion, and freight operations, but transportation funding in Pennsylvania is a balance of priorities and the responsible allocation of scare taxpayer resources. Additional funds should not be committed to transit without a sound discussion of operational reforms and a clear demonstration of need. This is especially true because it's not just cars and trucks, but also transit buses, that rely on well-maintained highways and bridges for their daily operations.
The budget standoff ultimately comes down to a choice: should Pennsylvania continue to commit to transit funding increases without meaningful reforms, or should lawmakers prioritize accountability and efficiency while addressing temporary funding needs? Governor Shapiro and the House advocate for permanent increases paired with new revenue streams, while the Senate favors short-term solutions and urges caution before committing more public dollars. SEPTA and PRT need predictability to maintain service and invest in infrastructure, but the debate highlights the agency’s heavy reliance on subsidies, declining ridership, and the skepticism of stakeholders.
Until lawmakers reach an agreement, transit agencies remain in limbo, commuters face uncertainty, and Pennsylvania’s transportation network waits for clarity. For PMTA members, understanding the financial realities of SEPTA, the sources and restrictions of the PTTF, and the competing legislative proposals is critical to understanding what's at stake in the budget standoff.
Pennsylvania Launches First-Ever Statewide Truck Parking Expansion
By Rebecca Oyler, PMTA
HARRISBURG, PA — For the first time in decades, Pennsylvania is taking a major, coordinated step to expand safe, designated truck parking across the Commonwealth.
Governor Josh Shapiro’s administration announced today that the Pennsylvania Department of Transportation (PennDOT), in partnership with the Pennsylvania State Police (PSP) and the Pennsylvania Turnpike Commission (PA Turnpike), will add 1,202 truck parking spaces in 133 locations by the end of 2026, using existing state-owned properties and highway rights-of-way. The announcement was made with participation from the Pennsylvania Motor Truck Association (PMTA), which has long advocated for expanding truck parking capacity statewide. The Turnpike is also evaluating opportunities for more than 600 additional spaces across its system.
This marks a turning point in a long-standing challenge. For years, Pennsylvania truck drivers have faced one of the most severe shortages of truck parking in the country — a shortage that compromises driver safety, disrupts supply chains, and makes it harder to recruit and retain professional drivers. Today’s announcement represents a tangible step forward toward safer roads, more efficient freight movement, and a more supportive operating environment for truck drivers.
PennDOT’s plan will establish new truck parking areas along interstate on-ramps where visibility and safety allow, as well as at weigh stations and other highway right-of-way locations. These sites will be clearly marked with standardized signage to help drivers identify safe, legal places to rest. As they open, each new location will be added to the 511PA website and mobile app under a new “Public Truck Parking” feature, making real-time parking availability easier to access for carriers and drivers alike.
Meanwhile, the Pennsylvania Turnpike Commission — which has already invested more than $30 million over the last two decades to expand parking at plazas such as Sideling Hill, Lawn, Highspire, North Somerset, and Stanton — is exploring additional opportunities to add parking near interchanges, pull-offs, and reconfigured service plazas as it transitions to Open Road Tolling. The Turnpike’s freight volumes have grown significantly, with commercial traffic now 15 percent higher than pre-pandemic levels, intensifying the need for additional capacity.
PennDOT Secretary Mike Carroll, himself a commercial driver’s license holder, noted that truck parking has become one of the most pressing issues in freight logistics nationwide. “Truck parking is a nationwide issue, and with the high volume of freight traffic coming through Pennsylvania, the Shapiro Administration knew that we needed to tackle this problem,” Carroll said. “By adding these spots – and looking at ways to add even more – we’re giving truckers many more options to safely park and meet their rest requirements.”
PMTA President & CEO Rebecca Oyler praised the move as a meaningful step forward after years of collaboration and advocacy.
“Truck drivers are essential to keeping our economy moving, goods on our shelves, and food in our pantries — but they need safe places to stop and rest,” Oyler said. “With only one parking space for every 11 drivers on the road, too many truckers are forced to choose between breaking hours-of-service laws or stopping in unsafe locations. Every new space added to our highway network means one more trucker who has a safe and secure place to stop tonight. PMTA thanks PennDOT and the Turnpike Commission for their commitment to tackling this problem to help truck drivers and keep our roads safer for everyone.”
To make it easier for drivers to find safe places to stop, PennDOT also introduced a new “Public Truck Parking” feature on 511PA.com and the 511PA mobile app. The interactive map highlights current truck parking sites, and new locations from PennDOT and the Turnpike Commission will appear as they open.
The Policy Foundations Behind Today’s Announcement
While today’s announcement represents new investment, it is built on several years of careful study and institutional groundwork that PMTA helped initiate and lead. In December 2023, the State Transportation Commission (STC) formally adopted the Truck Parking Study developed by the Transportation Advisory Committee (TAC) — a study chaired by PMTA’s Rebecca Oyler. That adoption was more than symbolic; it elevated the study’s findings into state policy, making truck parking a priority issue for Pennsylvania’s entire transportation system.
The TAC study identified key freight corridors most in need of additional truck parking — designated as Tier I and Tier II corridors — and developed an objective framework for evaluating potential sites based on safety, access, and demand. It also recommended that PennDOT help coordinate action across public and private partners. When the STC endorsed those recommendations, it effectively directed PennDOT to do exactly what was announced today: use existing rights-of-way, collaborate with PSP and the Turnpike, and build partnerships with local governments and private operators to expand parking capacity quickly and efficiently.
PMTA played a central role in shaping that vision. Through its participation on the Truck Parking Task Force, PMTA continues to work with partners to implement the TAC study’s recommendations, including engaging regional planning organizations like the York County Planning Commission, which has a Freight Advisory Committee to address truck parking and other local freight issues.
Data That Underscores the Need
The urgency of today’s announcement is backed by data. In a 2025 national report, the American Transportation Research Institute (ATRI) found that Pennsylvania lags behind both the national and regional averages in the availability of public truck parking. Nationwide, states average 16 public truck parking spaces per 100 miles of National Highway System roadway. Pennsylvania provides just 10.9 per 100 miles, ranking near the bottom of northeastern states. The ATRI report also found that Pennsylvania does not meet the typical ratio of public-to-private truck parking capacity achieved in better-performing states, and that the state’s public facilities often lack 24-hour security and basic amenities found elsewhere.
These findings echo what PMTA and its members have been telling policymakers for years: Pennsylvania’s truck parking shortage is not a minor inconvenience — it’s a systemic issue that affects safety, compliance, and efficiency. Drivers who cannot find safe, legal parking are forced to choose between violating hours-of-service limits or stopping on shoulders, ramps, and other unsafe areas. The result is greater fatigue, higher crash risk, and lower driver satisfaction, which in turn exacerbates workforce shortages.
The new expansion initiative addresses these issues directly, providing more options for drivers and reducing congestion and hazards caused by unauthorized parking. It also advances one of the key recommendations from the TAC study: repurposing surplus state-owned property to create low-cost, high-impact parking facilities.
PMTA’s Continued Leadership and Legislative Solutions
While the Shapiro Administration’s expansion marks a major milestone, PMTA continues to pursue additional tools to solve the problem through legislative action. Earlier this year, Representative Kerry Benninghoff introduced House Bill 709, legislation that would create a tax credit for private businesses that build or expand truck parking facilities open to the public at no charge. Under the bill, eligible developers could claim a credit of $5,000 per space (for projects of at least five spaces), up to a maximum of $100,000 per taxpayer per year. The program would begin with a $10 million statewide cap, growing to $20 million over several years.
The bill prioritizes projects along the Tier I and Tier II freight corridors identified in the TAC study and directs the Department of General Services to evaluate surplus Commonwealth properties that could be converted to parking. If enacted, it would encourage private investment to complement the state’s efforts and help close the gap between public need and available funding. PMTA strongly supports HB 709, viewing it as a crucial next step to build on PennDOT’s expansion and ensure sustained progress.
A Multi-Layered Approach to an Urgent Challenge
Together, these efforts — the TAC study, the new statewide expansion, local planning initiatives, and the proposed tax credit — create a multi-layered strategy that combines public initiative, private incentives, and data-driven planning. It’s an approach PMTA has advocated for years: aligning resources, policy, and partnerships to tackle the truck parking crisis at every level.
Pennsylvania’s role as a freight crossroads means its parking shortage has national consequences. The Commonwealth sees some of the highest freight volumes in the country, and its drivers connect supply chains that feed and fuel communities from New England to the Midwest. With demand increasing and infrastructure space constrained, today’s announcement is both long overdue and forward-looking.
As implementation begins, PMTA will continue to work with PennDOT, the Turnpike, planning partners, and legislators to ensure the program delivers on its promise. The association will also keep pressing for passage of HB 709 and for local governments to adopt truck parking-friendly zoning and permitting practices. Every new safe, legal space created through these combined efforts will represent real progress — for the drivers who keep Pennsylvania moving and for everyone who shares the road with them.
Oregon DMV Stops Issuing All Limited-Term Commercial Driver's Licenses And Commercial Learner's Permits In Compliance With Federal Guidance
SALEM, OR… Oregon DMV has stopped issuing non-domiciled Commercial Driver's Licenses and Commercial Learner's Permits until further notice. The change is due to a Federal Motor Carrier Safety Administration emergency interim final rule that went into effect Sept. 29. The rule requires states to stop issuing non-domiciled CDLs and Commercial Learner’s Permits until they can ensure compliance with updated regulations.
These commercial licenses and permits are issued to individuals who are lawfully residing in the U.S. on a temporary basis. Oregon DMV refers to non-domiciled credentials as limited term, because they are limited to the length of time the holder is lawfully allowed to be in the U.S. The pause includes every type of issuance: original, transfer, upgrade, renewal, replacement, amendment, correction, reprint or reissuance of a previously issued limited-term commercial credential.
Drivers who meet the federal requirement can continue to drive commercial vehicles in Oregon. However, they will be unable to renew or replace their credential. There are approximately 1,400 limited-term credential holders in Oregon, all of whom have an Employment Authorization Document from U.S. Customs and Immigration.
The interim final rule imposes strict requirements for lawfully present noncitizens to obtain these credentials. Changes include limiting eligibility to those holding lawful status in the U.S. for certain employment-based, non-immigrant categories and eliminating online and mail-in renewals in favor of mandatory in-person renewals. Oregon DMV already complies with some of the changes made by the rule; however, full compliance will require both statutory and administrative rule change, extensive computer system changes and more.
All but a handful of states issue non-domiciled Commercial Driver’s Licenses and Commercial Learner Permits, and all that do must follow specific Federal Motor Carrier Safety Administration guidelines. Citizens of Mexico and Canada do not require non-domiciled credentials because the U.S. recognizes those countries’ commercial licenses.
ODOT Prepares For Winter By Filling Vacancies And Hiring Seasonal Workers
SALEM, OR… Winter conditions will soon arrive in parts of Oregon. With the passage of House Bill 3991 and new funding for road maintenance coming to the agency soon, the Oregon Department of Transportation is moving rapidly to hire winter maintenance staff.
ODOT is prioritizing filling a mix of seasonal and permanent maintenance positions that provide or support winter maintenance service. They are located in every region of Oregon.
“This funding is a significant investment, and we do not treat it lightly,” said ODOT Director Kris Strickler. “ODOT will move as quickly as possible to fill vacancies, restore staffing levels and deliver the critical services Oregonians rely on in winter.”
In previous years, ODOT began the process of hiring winter maintenance staff during the summer. However, given the agency’s operational budget issues, ODOT did not have funding to fill vacant maintenance positions or hire seasonal staff. Compounding the staffing challenges – twice as many people left the agency in July and August this year compared to the number who left the agency during the same time period in 2024.
These factors, along with a hiring freeze to save money, have left hundreds of positions vacant as the agency heads into winter.
Interested applicants can apply here: Oregon Department of Transportation : Career Opportunities : About Us : State of Oregon. Individuals with commercial driver’s licenses or experience providing winter maintenance services are especially encouraged to apply. Training is available for those without this experience or certification.
International Roadcheck Results Highlight Safety and Compliance Trends
By Anthony Cloud, PMTA
From May 13–15, enforcement personnel in Canada, Mexico, and the U.S. conducted 56,178 inspections as part of the CVSA’s annual 72-hour International Roadcheck. Encouragingly, the majority of vehicles (81.6%) and drivers (94.1%) had no out-of-service violations.
However, inspectors did identify 13,553 vehicles, 3,317 drivers, and 177 hazardous materials/dangerous goods out-of-service violations. In total, 10,148 commercial motor vehicles and 3,342 drivers were placed out of service, an overall vehicle out-of-service rate of 18.1% and a driver out-of-service rate of 5.9%.
Inspectors also issued 16,521 CVSA decals to vehicles that passed Level I or V inspections without critical violations.
This year’s Roadcheck placed emphasis on tires and false records of duty status (RODS). Tire violations accounted for 2,899 out-of-service findings, second only to brake system issues. On the driver side, false logs/RODS represented 10% (332) of all driver out-of-service violations.
Steps Motor Carriers Can Take
To reduce risk and improve safety outcomes, motor carriers should:
* Prioritize Pre-Trip Inspections: Train drivers to spot tire, brake, and lighting defects before leaving the yard.
* Strengthen Maintenance Programs: Keep detailed, proactive schedules for tire replacement, brake adjustments, and routine checks.
* Audit Driver Logs: Regularly review electronic logging device (ELD) records for accuracy and compliance with hours-of-service rules.
* Promote a Safety Culture: Encourage drivers to report issues early and empower maintenance teams to take corrective action promptly.
* Use CVSA Decal Standards: Always aim for inspection readiness so vehicles earn CVSA decals and avoid costly downtime.
PMTA encourages all members to use these results as a reminder: safety is not seasonal. Strengthen your inspection programs, review your compliance policies, and engage with PMTA’s training and resources to stay ahead of enforcement trends. Together, we can improve roadside outcomes and keep Pennsylvania’s highways safe.
FMCSA Launches New Pilot Programs to Improve Driver Quality of Life
By Anthony Cloud , PMTA
WASHINGTON, D.C. – U.S. Transportation Secretary Sean P. Duffy announced the launch of two bold new pilot programs designed to improve the working conditions and quality of life for professional truck drivers across the country. The Federal Motor Carrier Safety Administration (FMCSA) will oversee both programs, which focus on providing drivers with greater flexibility in hours-of-service (HOS) regulations while maintaining the highest commitment to roadway safety.
“Truck drivers are the backbone of our economy, and we owe it to them to explore smarter, data-driven policies that make their jobs safer and more enjoyable,” said Secretary Duffy. “These pilot programs will help identify real solutions for America’s drivers without compromising safety.”
Split Duty Period Pilot Program
Under current HOS rules, commercial drivers operate within a 14-hour “driving window” that begins once they start their workday. The Split Duty Period pilot will allow participants to pause this window for a minimum of 30 minutes and up to three hours.
The goal is to give drivers more control over their schedules while reducing fatigue by allowing for meaningful breaks at times when they are most needed. FMCSA will evaluate whether this increased flexibility can help drivers better manage rest without negatively affecting safety outcomes.
Flexible Sleeper Berth Pilot Program
Another area of focus is the flexibility of sleeper berth requirements. Currently, drivers may split their mandatory 10 hours of off-duty rest into “8/2” or “7/3” segments. The new pilot program will test additional configurations, including “6/4” and “5/5” splits.
FMCSA researchers will analyze how these alternative rest schedules impact driver alertness, fatigue, and overall safety performance. If successful, these changes could offer drivers a wider range of rest options, allowing them to tailor schedules to their personal needs while still protecting the motoring public.
Part of the Pro-Trucker Package
These pilot programs are key components of the Department of Transportation’s Pro-Trucker Package, unveiled in June by Secretary Duffy in support of President Trump’s Executive Order 14286, Enforcing Commonsense Rules of the Road for America’s Truck Drivers.
The package represents a comprehensive effort to modernize driver support and includes:
* Expanded investments in truck parking, addressing one of the most persistent challenges faced by drivers.
* Modernized driver resources, ensuring better access to safety, health, and compliance tools.
* Regulatory reforms, eliminating outdated “one-size-fits-all” mandates that fail to reflect the realities of trucking.
* Stronger enforcement against bad actors, ensuring that unsafe carriers and brokers do not undercut responsible operators.
Next Steps and Industry Involvement
Notices for both the Split Duty Period and Flexible Sleeper Berth pilot programs have been published in the Federal Register, where stakeholders are invited to provide comments. FMCSA has emphasized that driver and industry input will be vital in shaping the structure and evaluation of these programs.
Protocol development is set to begin in early 2026, with more than 500 commercial truck drivers expected to participate. The pilots will collect real-world data to determine whether these changes can provide lasting improvements to safety and driver well-being.
What It Means for PMTA Members
For PMTA members and the broader trucking community in Pennsylvania, these pilot programs signal a new phase of regulatory testing aimed at balancing operational flexibility with highway safety. The outcomes could directly influence future rulemaking on hours-of-service regulations, potentially reshaping how drivers structure their workdays and rest periods.
PMTA will continue to monitor developments closely and provide members with timely updates, including opportunities to submit feedback during the public comment process.
Member Call to Action:
FMCSA is seeking public comments on both pilot programs. PMTA encourages members to review the notices in the Federal Register and consider submitting feedback. Your input helps ensure that the voices of Pennsylvania’s trucking professionals are heard in shaping federal policy.
Fleetworthy Launches New Roadside Inspection Reporting Capabilities to Help Fleets Reduce Compliance Risk
ALBANY, NY… Fleetworthy, the only complete technology suite combining fleet safety, compliance, toll management, and weigh station bypass, today announced the release of 10 new SmartTiles in CPSuite, the company’s comprehensive cloud-based driver and asset compliance management platform.
With more than 100 SmartTiles now available, Fleetworthy offers the industry’s most extensive library of fleet compliance reporting tools.The new SmartTiles offer fleets new insights into roadside inspections, providing views tailored to both drivers and assets. All SmartTiles, including the new roadside inspection set, are included with CPSuite at no additional cost. In addition, for customers using Bestpass by Fleetworthy for toll management, CPSuite delivers tolling SmartTiles that integrate tolling data – giving customers unified visibility into both compliance and tolling data within the same platform.
SmartTiles are dynamic reporting features that enable fleets to view specific datasets and easily surface critical compliance insights. Customers can customize dashboards with the SmartTiles most relevant to their operations, enabling faster, data-driven decision-making.
The latest SmartTiles release introduces a dual focus on drivers and assets. Driver-based SmartTiles provide detailed visibility into inspection outcomes tied to drivers, while asset-based SmartTiles surface trends and results linked to vehicles and equipment. This two-pronged approach reflects the way many fleets organize compliance responsibilities, ensuring leaders can address risks from every angle.
“Roadside inspections are one of the most visible compliance challenges facing fleets, and our new SmartTiles give customers a sharper, more flexible view into this critical area,” said Shay Demmons, Chief Product Officer at Fleetworthy. “By offering both driver- and asset-based insights, we’re making it easier for fleets to identify trends, address risks, and improve performance before issues lead to violations or downtime.”
New Driver-Based SmartTiles
* Roadside Inspection Compliance – tracks overall compliance trends by driver.
* Roadside Inspection Type – breaks down inspections by type (Level I, II, etc.)
* Recent Roadside Inspection – shows the most recent inspection details by the driver.
* Roadside Inspection Status – displays distribution of pass/fail outcomes.
* Roadside Inspection Summary – provides an aggregated view of driver inspections.
New Asset-Based SmartTiles
* Roadside Inspection Compliance – tracks compliance trends for vehicles and equipment.
* Roadside Inspection Type – breaks down inspections by type for each asset.
* Recent Roadside Inspection – details the most recent inspection per vehicle.
* Roadside Inspection Status – highlights outcomes tied to assets.
* Roadside Inspection Summary – delivers an aggregated view of asset inspections.
With Fleetworthy, customers can improve operational efficiency from automated reporting that eliminates repetitive processes, customizable dashboards across inspections and tolling, and recurring reports delivered directly via email or SFTP.
Fleetworthy is redefining road readiness with the industry’s only complete technology suite for fleet safety, compliance, and efficiency. We unite solutions for compliance, toll management, weigh station bypass, and more, helping fleets simplify operations, reduce costs, and improve safety.
Trusted by 75% of the top fleets in North America, Fleetworthy offers the most adopted toll management solution and largest weigh station bypass network. Going beyond regulatory requirements, our compliance capabilities strengthen safety programs and enable proactive audit readiness. We support millions of vehicles and drivers and are recognized across the industry for innovation and leadership.
Fleetworthy is shaping the future of road readiness with AI-enabled, connected fleet technology that keeps drivers safe, fleets compliant, and operations running at peak efficiency. Learn more at fleetworthy.com.
ATA Truck Tonnage Index Rose 0.9% in August, August was Rare Second Straight Sequential Gain
Washington, DC… Trucking activity in the United States increased again in August, pushing the level up to the highest point since December 2023. Specifically, truck freight tonnage rose 0.9% after gaining 1.1% in July, according to the American Trucking Associations’ advanced seasonally adjusted For-Hire Truck Tonnage Index.
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“The good news is that truck freight volumes had a nice end of the summer,” said ATA Chief Economist Bob Costello. “However, while I’d like to predict a strong rebound in freight levels through the upcoming holidays, I can’t. I believe traditional seasonal patterns are off this year as shippers adjust to tariffs. Plus, housing remains soft, the slowing labor market is likely to show up in consumer spending at some point, and most manufacturing metrics are either decelerating or declining.”
In August, the ATA advanced seasonally adjusted For-Hire Truck Tonnage Index equaled 115.3, up from 114.3 in July. The index, which is based on 2015 as 100, rose 0.4% from the same month last year after increasing 0.5% in July. Year-to-date, compared with the same period in 2024, tonnage was up 0.1%.
July’s SA increase was larger than first reported in our August 19 press release.
The not seasonally adjusted index, which calculates raw changes in tonnage hauled, equaled
117.7 in August, 0.3% above July’s reading of 117.4.
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.
*2024 estimates include forecasts
ATA Releases Latest Edition of American Trucking Trends
Washington. DC… The American Trucking Associations published the 2025 edition of American Trucking Trends, its annual industry data compendium about the state of the U.S. trucking sector.
“With changing supply chains and shifting freight markets, Trends is a vital compendium of how the trucking industry is performing,” said ATA Chief Economist Bob Costello. “That’s why it is utilized by business leaders and policymakers across North America.”
“This year’s edition highlights the challenging environment that motor carriers dealt with in 2024, but in the end the industry still delivered more than 72% of all domestic freight tonnage in the U.S.,” Costello continued.
Among the key findings in this year’s report:
* Trucks moved 11.27 billion tons of freight in 2024, down from the 11.41 billion tons hauled the previous year.
* In 2024, the industry saw revenues at $906 billion, down from $1.004 trillion in 2023.
* Trucking employed 8.4 million people in industry-related jobs, including 3.58 million professional drivers in 2024.
* The industry remains one made up of small businesses, with 91.5% of carriers operating 10 or fewer trucks and 99.3% operating fewer than 100 power units.
* Trucks moved 67% of surface trade between the U.S. and Canada, and 85% of goods across the Mexican border in 2024.
This year’s version of Trends also includes important data about household goods movements, the broader macroeconomy, and more.
“Over the past year, our industry has experienced radical policy shifts affecting regulations, international trade, technology, and more,” said ATA President & CEO Chris Spear. “To help chart the path ahead, it is vital for our industry to be armed with facts and data. Trends gives government officials and business leaders the reliable information they need to make sound decisions that will move our economy forward.”
ATA American Trucking Trends 2025 is available for purchase at ATABusinessSolutions.com.