Author: Ai

Rivian Unveils In-House Autonomy Chip, Plans to Replace Nvidia in Future Vehicles

Rivian Automotive Inc. used its first Autonomy & AI Day in Palo Alto, California, to lay out a major change in how it plans to power automated-driving features: the EV maker is moving away from Nvidia processors and toward its own in-house computer chip.

The announcement didn’t lift investor sentiment. Rivian shares fell and closed about 6% lower Thursday following the event, where the company also introduced a new paid driver-assistance package called Autonomy+.

At the center of Rivian’s plan is a custom-designed chip called the Rivian Autonomy Processor (RAP1). Rivian said two RAP1 chips will power its next-generation onboard computer, the Autonomy Compute Module 3. The company said the system will process 5 billion pixels per second and deliver four times the performance of the Nvidia-powered system used in Rivian’s current vehicles.

Rivian executives, including CEO RJ Scaringe, said the new chip, a new vehicle computer, and new AI models are intended to support more advanced automated features in upcoming models.

Rivian’s timeline matters for drivers watching how quickly these technologies reach everyday vehicles. The company said that by the end of 2026—after it begins shipping its smaller, more affordable R2 SUVs—it plans to ditch Nvidia chips and equip those vehicles with the new custom autonomy computer.

For working drivers, the key takeaway is how automakers are trying to lower costs while expanding driver-assistance capabilities. Rivian framed its move as part of a broader effort to build a more vertically integrated “tech stack,” including custom silicon and an AI assistant using its own “Unified Intelligence.” It also introduced Autonomy+, described as a paid driver-assistance package priced far below rival offerings like Tesla’s Full Self-Driving package.

• What happened: Rivian unveiled its first in-house AI chip for automated driving and said it will phase out Nvidia processors for future models.
• What’s coming: Two RAP1 chips will power Rivian’s next onboard computer, Autonomy Compute Module 3.
• When it changes over: Rivian said the switch away from Nvidia is planned by the end of 2026, after R2 production ramps up.
• Market reaction: Rivian shares fell and closed about 6% lower after the announcements.

The broader context is that automated-driving systems are becoming a core part of how EV makers compete. Rivian’s approach—building its own chip and software models—puts it in the group of automakers trying to control more of the technology inside the vehicle, rather than relying on outside suppliers for the computing hardware that runs advanced driver-assistance systems.

Briefly: ECU issue leads International to recall more than 600 trucks

International has issued a recall covering more than 600 trucks due to a potential issue tied to an electronic control unit (ECU). While the notice is relatively small compared with some recent high-profile actions, it’s another reminder that software and electronic components are increasingly at the center of modern vehicle recalls.

The raw information provided does not list specific International models or a detailed symptom description for the ECU concern. For drivers and fleets, the practical takeaway is that ECU-related defects can affect how a truck operates and how certain systems respond—making prompt identification and repair important in day-to-day operations.

This International recall arrives amid a busy recall environment across the industry. The National Highway Traffic Safety Administration (NHTSA) began investigating an engine failure issue that ultimately led General Motors to announce a recall of almost 600,000 trucks and SUVs in April 2025, tied to potential failures involving the engine’s crankshaft, bearings, and connecting rods.

International also has other recall activity underway. The provided information notes that thousands of International trucks are being recalled after a transmission issue related to the parking brake was discovered. In addition, there is a separate, smaller action connected to the broader Bendix ECU recall.

Other manufacturers are dealing with software-driven problems as well. Stellantis has recalled 72,509 Ram trucks from model years 2025-2026 after a software error that may cause the instrument panel cluster display to go blank at startup. The affected models include Ram 1500, 2500, 3500, 4500, and 5500, and the issue is identified as Instrument Panel Failure (recall reference 25V826).

In the bigger picture, the pace of recall announcements remains steady even as totals fluctuate. The information provided notes that there were fewer than 30 million recalls in 2024, marking the third time this has happened in the last 10 years, while more than 1,000 recalls were issued for the fourth consecutive year.

Additional recall activity mentioned includes Ford’s recall of nearly 109,000 Escape vehicles related to liftgate hinge cover issues, along with other Ford and Lincoln models, and recall notices reported to Transport Canada involving Ford, Lincoln, Ram, and Genesis between Dec. 1 and 8.

• International: Recall of more than 600 trucks tied to a potential ECU issue.
• International (separate action): Thousands recalled over a transmission/parking brake-related issue; another smaller recall relates to the broader Bendix ECU recall.
• Stellantis: 72,509 Ram trucks (2025-2026) recalled for an instrument cluster display that may go blank at startup (25V826).
• GM: Nearly 600,000 trucks and SUVs recalled in April 2025 after an NHTSA investigation into engine component failures.

For working drivers, recall notices matter because they can affect uptime, roadside risk, and whether key information—like dash displays and warning indicators—remains reliable. The current mix of recalls also highlights how often electronic and software systems now sit at the center of safety and reliability fixes across the industry.

The sand must flow: Aurora’s driverless fleet hits Permian roads

Aurora Innovation has reached a commercial agreement with Detmar Logistics to haul frac sand in West Texas’ Permian Basin using autonomous trucks on public roads and highways. The companies announced the deal on Dec. 8, 2025.

According to Aurora, this deployment marks the first time frac sand will be autonomously hauled on public roads and highways in the Permian Basin. The sand—also called proppant—is used in hydraulic fracturing and is moved in high volumes to keep oilfield operations running.

Under the agreement, Aurora Innovation is providing Detmar Logistics the first autonomous trucks to utilize public roads to deliver frac sand in the Permian Basin. Detmar will use Aurora’s in-house Peterbilt tractors to move the loads.

Aurora said the trucks will initially operate with human supervision along a dedicated route. The operation is expected to run up to 20 hours a day on a mix of public and private roads in the oilfield.

Looking ahead, the companies said they plan to move to fully driverless operations with no one onboard in the second quarter of 2026. The announcement also includes plans for a 2026 deployment of 30 driverless trucks hauling frac sand on public highways in the Permian Basin.

For drivers, the significance isn’t just the technology—it’s the location and the freight. The Permian is one of the country’s busiest freight corridors, with constant oilfield traffic and time-sensitive deliveries. This deal puts autonomous trucking into a high-tempo work environment where safety and steady, around-the-clock service are major concerns.

The move is also a shift for Aurora. The company said this milestone comes as it expands beyond the terminal-to-terminal work it has focused on previously, bringing autonomous operations into a more complex oilfield hauling setting.

• Who: Aurora Innovation and Detmar Logistics
• What: Autonomous hauling of frac sand (proppant) on public roads and highways
• Where: Permian Basin in West Texas
• When: Announced Dec. 8, 2025; driverless operations expected to start in Q2 2026
• Scale: Plans include 30 driverless trucks in 2026

Kenworth, Peterbilt roll out new medium-duty battery-EV models

Kenworth and Peterbilt have expanded their battery-electric lineups with new medium-duty models built around PACCAR’s integrated PACCAR ePowertrain. The announcements add more zero-tailpipe-emissions choices in the same weight and vocational segments many fleets already run with diesel.

For drivers, the big takeaway is that both brands are pushing battery-electric deeper into everyday medium-duty work—think local and regional routes and specialized vocational jobs where return-to-base charging is more practical than over-the-road operation.

Kenworth introduced its first conventional medium-duty battery-electric trucks: the T280E, T380E, and T480E. The models span Class 6 through Class 8 applications. Kenworth said the trucks are available to order now through dealers in the U.S. and Canada, with production scheduled to begin in 2026.

Peterbilt expanded its EV lineup with three new medium-duty models: the 536EV, 537EV, and 548EV. Peterbilt said the trucks are built on proven platforms but replace diesel power with the latest PACCAR electric drivetrain. The company described the additions as a way to broaden its zero-emissions application coverage and address more customer needs.

• Peterbilt’s new 536EV/537EV/548EV models use LFP battery chemistry and can charge at up to 350 kW.
• Peterbilt cited up to 605 hp and 1,850 lb-ft of torque from the PACCAR electric setup.
• Peterbilt listed two battery-capacity choices with a maximum stated range of 280 miles, and said 350 kW DC fast charging can reach 80% in just over 80 minutes.
• Peterbilt also noted available furnished-by-owner ePTO options rated at 25 kW (two-battery option) or 150 kW (three-battery option).

Peterbilt’s feature list includes regenerative braking options, a 15-inch EV display for performance information, and LFP batteries positioned as optimized for cycle life and thermal safety. The trucks also include standard safety systems such as pedestrian detection, adaptive cruise control, and rollaway protection through electronically activated parking brakes. Styling updates mentioned include blue-accented grilles and trim, EV-specific hood panels, and magneto-gray interiors.

Both OEMs are leaning on PACCAR’s shared technology to scale electrification across more configurations. That matters in the medium-duty space because it’s where many electric trucks are most likely to fit real-world operations today: shorter routes, predictable duty cycles, and planned charging, rather than long-haul freight.

The moves also build on earlier steps toward electrification in the segment. Peterbilt previously unveiled a medium-duty 220EV in January 2019 in partnership with Meritor and TransPower, and Kenworth has offered electric options like the K270E and K370E aimed at localized deliveries and medium-duty work.

Warehouse cramming is about to begin — Freightonomics

The SONAR Truckload Rejection Index has moved above last year’s peak, a sign that the truckload market is tightening even as freight demand remains uncertain. For drivers, tender rejections are one of the clearer signals that available capacity is getting absorbed and carriers are becoming less willing to take contracted loads at current rates.

At the same time, a Morgan Stanley analysis says the next upturn in trucking could be driven by the supply side, which matches the pattern seen in the last three upcycles. In plain terms, that means a tightening market can show up because capacity exits or becomes constrained, not necessarily because demand is suddenly strong.

Warehousing is part of the picture. The current environment includes warehouse contraction and shifting distribution footprints, with the sector described as increasingly dynamic heading into 2026, as operators enter and exit and uncertainty drives change. When warehouses tighten up, freight can become harder to stage and schedule smoothly, which can ripple into appointment delays, longer dwell times, and more uneven load availability.

Several pressures are converging across logistics budgets. Freight, warehouse, and labor costs are taking a larger share of spend, and finance teams are pushing for better visibility into where money is going and why. On the operational side, routing systems are increasingly using more variables—fuel consumption, traffic patterns, hours-of-service limits, and equipment availability—while warehouse management systems are more tightly synced to shipping schedules to reduce idle inventory and improve transfer timing.

Technology is also reshaping the warehouse end of the supply chain. Analysts project that more than 25% of warehouses will be automated beyond basic conveyors by 2027, and some leading operators report large productivity gains from robot-enabled picking. Those changes can affect how freight flows to and from docks, including load readiness and turn times.

Other developments are adding friction and uncertainty to freight planning. Trade policy and tariffs are cited as factors affecting import volumes, and congestion at ports is hampering ocean shipping while air freight competes for limited space. Separately, an FMCSA audit found New York unlawfully issued CDLs to foreign applicants with expired visas, prompting an order to halt issuance or risk losing funding—an enforcement action that underscores how closely licensing and workforce compliance are being scrutinized.

For drivers and small fleets, the takeaway is that the tightening signal in tender rejections is arriving alongside shifting warehouse capacity and fast-moving operational changes. The market indicators are improving on the capacity side, but the broader backdrop remains mixed, with demand uncertainty and supply chain constraints still shaping day-to-day freight conditions.

Walmart Isn’t on Nasdaq 100 Index — Yet

Walmart has moved its primary stock listing off the New York Stock Exchange and onto the Nasdaq, ending a run of more than half a century on the NYSE. The retailer kept its longtime ticker symbol, WMT, and the transfer became effective Dec. 9, 2025.

The switch is notable because it’s described as the largest defection of a stock listing in NYSE history. For drivers and fleets, it’s another reminder that Walmart isn’t just a big-box retailer—it’s also a massive public company whose financial positioning can influence how investors view the business.

Walmart first announced the planned move in November. The company said the decision followed an evaluation that included trading execution, brand alignment, and a shared focus on technology.

One reason the move matters to markets is index eligibility. Listing on Nasdaq can position a company to be considered for the Nasdaq-100, a major index that is widely tracked by passive funds. Jefferies analyst Corey Tarlowe said the shift also creates the potential for more investment tied to that index.

But there’s an important timing catch: Walmart won’t be included in this year’s Nasdaq-100 reshuffle. According to Reuters and Jefferies, Walmart’s transfer happened too late to qualify for the annual reconstitution because it missed the index provider’s cutoff used to gather required market information. Kaasha Saini, head of index strategy at Jefferies, said stocks typically need to meet key criteria—including having a primary Nasdaq listing—by the last trading day of November.

Reuters reported that the Nasdaq-100 changes are expected after the Dec. 12 close and will take effect later in December, with the reconstitution effective Dec. 22, 2025. Six companies—including Alnylam Pharmaceuticals and Seagate Technology Holdings—will join the index in this cycle.

Jefferies also characterized Walmart’s exchange move as “far more substantive than symbolic.” Even without immediate index inclusion, the Nasdaq listing keeps the door open for future index-related events.

Walmart’s NYSE chapter was long and profitable for shareholders. Over the past 53 years, Walmart’s stock on the NYSE grew more than 536,000%, before the company began its next phase on Nasdaq.

• What happened: Walmart moved its primary listing from NYSE to Nasdaq and kept the “WMT” symbol.
• Why it matters: A Nasdaq listing can support future eligibility for major Nasdaq indexes that drive passive investment flows.
• What didn’t happen: Walmart won’t be considered for the Nasdaq-100’s 2025 reconstitution due to timing and cutoff rules.

Congress Eyes Passage of National Defense Authorization Act

Congress is moving a massive defense policy package toward the finish line, with the House advancing a compromise version of the fiscal 2026 National Defense Authorization Act (NDAA) that would authorize $900.6 billion for national defense programs. The Senate has already taken a key procedural step and is expected to vote next, setting up the bill to reach President Donald Trump, who has signaled support.

For trucking and the broader freight economy, the NDAA matters because it shapes military policy and spending levels that ripple through domestic manufacturing, fuel demand, and federal contracting. It also highlights how Congress is using the annual defense bill to assert oversight over the Pentagon and the administration.

The House vote Wednesday was 312-112, sending the conferenced, final agreement to the Senate. Speaker Mike Johnson (R-La.) pushed the package forward after winning over holdouts, according to the provided accounts.

In the Senate, lawmakers voted 75-22 Thursday to proceed to the legislation, a procedural move that brings it closer to a final vote. The bill is described as a must-pass measure that typically draws bipartisan backing, and the White House has indicated “strong support,” saying it aligns with Trump’s national security agenda.

While the NDAA authorizes spending and sets policy direction, it does not itself provide the money. Those dollars must still be funded through separate appropriations bills.

Several provisions underscore the oversight fight between Congress and the administration over military management:

• The agreement would withhold a quarter of Defense Secretary Pete Hegseth’s travel budget until the Pentagon provides Congress with unedited videos of airstrikes against alleged drug smuggling boats.
• The bill would require the Pentagon to brief lawmakers on operations dating back to 2004 involving any unidentified anomalous phenomena (UAP) intercepts carried out by integrated military commands focused on defending North America.
• Lawmakers said the bill includes steps aimed at limiting certain military actions without congressional authorization and requiring documentation related to strikes connected to Venezuela-related incidents, according to statements included in the source material.

The NDAA has passed annually for decades and often becomes a catch-all vehicle for competing policy priorities. Even so, the core function remains the same: setting defense policy and authorizing the Pentagon’s programs for the next fiscal year.

With the House having acted and the Senate already moving the measure forward, Congress is now focused on clearing final passage and sending the legislation to the president.

2026 forecast: Government policies, overcapacity among headwinds

Looking ahead to 2026, multiple economic forecasts point to a year where freight demand improves, but operating conditions stay complicated. Analysts expect inflation to remain a problem, government policy to keep supply chains unsettled, and pockets of overcapacity to continue weighing on pricing power.

One major theme is inflation that refuses to fully cool. Forecasts cited for 2026 call for a “confluence of factors” beyond tariffs, with core inflation expected to stay above 3% year over year for most of the year. Other projections say inflation will peak around 3.5% during 2026 before easing to about 3% in 2027. In the U.S., growth is expected to keep inflation above 2% by the end of 2026.

For trucking, that matters because inflation affects everything from equipment and parts to insurance, maintenance, and wage pressure. Even if some price categories cool, stubborn core inflation can keep everyday cost levels elevated for carriers and owner-operators.

ACT Research also flagged the business environment itself as a core challenge, noting that uncertainty and headwinds heavily impact the 2026 freight forecast. In the outlook provided, demand in 2026 is expected to increase 1.5% year over year while capacity rises 1%. That points to modest tightening, but not a dramatic shift—especially if capacity doesn’t exit as quickly as hoped in certain segments.

Policy remains a recurring source of disruption in the forecasts. Alongside tariffs, the information provided cites growth being affected by policies including immigration-related limits and government shutdown dynamics. Separately, analysts warned that these types of policy choices can fragment the global supply chain, raise costs, and potentially lead to overcapacity in some segments while bottlenecks persist in others.

Outside the U.S., growth expectations are mixed. Germany is expected to strengthen to roughly 1.5% growth, driven by fiscal stimulus and defense spending, while France is expected to be held back by political uncertainty and strained budgets. The U.K. is expected to downshift as domestic headwinds—including a cooling labor market—follow trade shocks.

Across Asia, forecasts also show crosscurrents. International overcapacity is being discussed as a continuing issue, with slower recovery in international traffic putting pressure on yields and deflationary pressure driving yields lower in China. At the same time, Asia Pacific is still expected to contribute the largest share of global traffic growth, with projected load factors reaching 84.4% in 2026.

China’s growth outlook varies by source in the information provided. The IMF cited 4.5% growth in 2026, while the World Bank projected 4.4% in 2026, both while noting persistent headwinds. Structural issues mentioned include a real estate-related drag on the “wealth effect,” and industrial pressure tied to competition from Chinese overcapacity and weaker domestic investment.

For drivers, the labor picture is part of the freight equation. Forecasts included here say labor markets that cooled markedly in 2025 should stabilize by the end of 2026, helping keep the unemployment rate below 4.5%. A steadier labor market can support consumer spending, which feeds freight, but it can also keep competition for qualified drivers in play where fleets are hiring.

Consumer conditions are expected to improve in some regions. Analysts anticipate consumers will benefit from lower inflation and the lagged impact of rate cuts in 2026, along with additional government support measures such as subsidies in Japan and Korea and tax cuts in India. Globally, MEI expects real GDP growth to ease slightly to 3.1% in 2026 from an estimated 3.2% in 2025, while still expecting Asia Pacific growth to hold steady.

Put together, the 2026 picture being described is not a clean “all-clear” for trucking. The forecasts point to modest freight demand growth, but also lingering inflation, policy-driven uncertainty, and overcapacity pressures that can keep rates and margins under stress even when volumes improve.

Trucking 101: 10 winter-driving reminders for running in snow and ice

As winter weather settles in, safe operation comes down to basics: being seen, keeping traction, and giving yourself time and space to react. Safety advisors and instructors continue to emphasize that professional drivers should treat snow and ice as a different roadway, not just a slower version of a dry one.

Visibility and secure footing are the first problems to solve before the wheels ever turn. Lights and reflectors are especially important in winter driving, when snowfall and road spray can quickly hide a truck. Drivers are also advised to ensure windows and mirrors stay clear, and to remove ice and snow from handholds, steps, and deck plates to reduce slip-and-fall risk during inspections and enroute stops.

Once rolling, one theme shows up repeatedly: reduce speed significantly and avoid anything that upsets traction. That includes skipping cruise control on slippery roads and making all inputs—acceleration, braking, and steering—smooth and gentle to prevent a sudden loss of stability. Sudden changes in direction, especially while turning, can break traction quickly on snow and ice.

Following distance is another consistent priority. Guidance shared in winter-driving tips recommends maintaining a safe distance of about six to 10 car lengths, or roughly double the normal following distance. Snow, ice, and rain can dramatically increase stopping distance, and extra space provides time to respond if traffic ahead stops, slides, or becomes involved in an emergency.

Drivers also need to account for the equipment working to keep roads open. Snowplows should be given plenty of space, and guidance warns drivers never to pass them on the right, where wing plows can extend more than eight feet from the front edge of the truck. Another recommendation is to maintain at least 5–6 car lengths behind plows.

• Clear all snow and ice from the windscreen, windows, mirrors, and lights before setting off.
• Check lights and reflectors frequently; road spray can quickly reduce visibility to others.
• Remove snow and ice from handholds, steps, and deck plates to reduce fall hazards.
• Reduce speeds significantly in snow and ice conditions.
• Do not use cruise control on slippery roads.
• Maintain longer following distances—about six to 10 car lengths, or double normal spacing.
• Be gentle with acceleration, braking, and steering to preserve traction.
• Watch for snowplows; keep at least 5–6 car lengths back.
• Never pass a snowplow on the right due to wing plows that can extend more than eight feet.
• If you get stuck, move off the road if possible and stay inside if it’s safe; use emergency flashers, add bright color to the antenna or raise the hood, and clear snow from the exhaust pipe.

Skid recovery advice included in the guidance is straightforward: if a vehicle begins to skid, steer in the direction you want it to go. That technique is often paired with the broader reminder that traction is limited in winter conditions, and the safest approach is to avoid abrupt maneuvers that trigger the skid in the first place.

Equipment also matters. Winter tires referenced in the guidance should display the M+S (Mud and Snow) marking or the three-peak mountain snowflake symbol, and meet a minimum tread depth of 1.6 mm. The same guidance notes that quality matters, since meeting a minimum standard does not automatically translate into strong real-world winter performance.

One reason these reminders get repeated each year is experience levels vary widely. Some drivers come from climates with little exposure to snow, ice, and extreme cold. Instructors and safety presenters say consistent habits—visibility checks, conservative speeds, extra following distance, and controlled inputs—remain the foundation for staying safe when winter conditions hit.

Morgan Stanley sees supply-side “spark” for trucking in 2026

Morgan Stanley is calling for a trucking recovery in 2026 that’s driven less by a sudden jump in freight demand and more by the supply side of the market getting tighter.

In its 2026 outlook, the bank said new regulatory enforcement around driver-related rules is expected to shrink available capacity enough to help stabilize and lift rates. Morgan Stanley estimates the impact could remove more than 5% of industry capacity, creating what it described as a “rising floor” for pricing.

“We believe supply tightening as a result of new driver regulations is real and sustainable and will put a rising floor on rates in 2026,” Ravi Shanker, Morgan Stanley’s transportation equities analyst, told investors.

On the back of that view, Morgan Stanley upgraded its freight transportation industry outlook to Attractive for 2026. Shanker and his team said the risk-reward setup for the sector looks better than it has since 2020, while acknowledging conditions aren’t completely clear yet.

The firm’s call comes after what it described as an “unprecedented downcycle” in 2025. In that environment, fleets have been dealing with weak pricing and pressure on margins. Morgan Stanley pointed to tightening truckload capacity and freight spillback as key factors that could improve the setup heading into 2026.

For drivers and small carriers, the takeaway is that Morgan Stanley’s recovery thesis leans heavily on enforcement-driven capacity leaving the market—rather than assuming freight volumes suddenly surge. If capacity does shrink as projected, the bank expects rates to find firmer support in 2026.

One related implication flagged in the broader outlook: shrinking trucking capacity could lead to double-digit freight price increases in 2026, which would raise transportation’s share of total supply chain costs.

China Turns Away Nvidia H200 Despite US Export Approval

China is preparing to limit access to Nvidia’s advanced H200 artificial intelligence chips, even after U.S. President Donald Trump said the U.S. would allow the chips to be exported to approved customers in China under national security conditions.

The Financial Times reported Tuesday, citing two people with knowledge of the matter, that Beijing is set to put restrictions around who can buy the H200 and that buyers would likely have to go through an approval process.

The shift matters because it shows that U.S. export approval does not automatically translate into sales in the Chinese market. China has not publicly accepted or rejected the H200 since the U.S. policy change, and the raw reports note that China previously shunned the less capable H20 chip.

Regulatory discussions in Beijing are taking place as China pushes for self-sufficiency in semiconductor production. White House AI czar David Sacks, citing news reports, said China has “figured out” the U.S. strategy behind allowing H200 purchases and is rejecting the chip in favor of domestically developed semiconductors.

On the U.S. side, Trump said Nvidia would be able to ship H200 chips to “approved customers” in China “under conditions that allow for continued strong National Security.” Separate mentions in the raw material also describe a 25% U.S. government surcharge tied to those sales.

Even with the policy change, the H200 and H100 models are still described as chips that require a special license to ship to China under current controls, underscoring how tightly managed AI hardware trade has become.

For trucking and freight, the bigger takeaway is that semiconductor policy is now directly affecting what equipment moves across ports, air hubs, and distribution centers. When high-value electronics like advanced chips face added approvals, licensing, or market resistance, it can change shipping volumes and the steadiness of tech-related freight lanes—especially those tied to international routes and time-sensitive cargo.

DOT may scrap Biden-era road safety initiative

WASHINGTON — The Trump administration is weighing changes that could unwind parts of a Biden-era road safety push, even as the earlier effort was described as successful at reducing fatalities involving passenger cars and large trucks.

The latest move came last Wednesday, when the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) proposed lowering future fuel-economy targets for cars. Under the proposal, fleetwide requirements would average 34.5 miles per gallon by 2031, down from 50.4 miles per gallon under the prior trajectory.

For truck drivers, these policy shifts matter because they shape the mix of vehicles on the road, the pace of fleet turnover, and the safety and emissions rules that influence how states and carriers operate. The administration has argued the reduced requirements would still produce safer roads because newer vehicles—gas and electric—often come with advanced safety technology such as automatic emergency braking, lane-keeping assistance and collision warnings.

The Biden administration’s most recent changes to NHTSA’s CAFE standards were enacted in June 2024. The new proposal signals a different approach, emphasizing lower compliance pressure on automakers and potentially lower upfront vehicle costs, though analyses cited in the provided material also note that reduced efficiency can raise fuel spending over time.

At the same time, the EPA is also planning to delay enforcement of a Biden-era rule that would require significant cuts in air pollution from vehicles, according to Reuters. Taken together, the actions point to a broader rollback of transportation-related requirements adopted under the previous administration.

Separately, federal-state tensions over safety and compliance are also showing up in trucking licensing and funding. The federal government has threatened to withhold millions in highway aid from New York over claims that the state is issuing trucking licenses to foreign drivers without proper verification. New York’s Department of Motor Vehicles rejected that contention, saying it will continue to comply with federal rules and that each license is verified through federally issued documents reviewed under federal regulations.

Drivers have also watched scrutiny grow around licensing quality. The information provided notes that CDL mills began appearing in 2023 after the Biden administration loosened certain CDL standards to address the national driver shortage, alongside an increase in work permits for migrants awaiting asylum hearings.

• What happened: NHTSA and EPA proposed cutting car fuel-economy targets to 34.5 mpg by 2031; EPA also plans to delay enforcement of a vehicle pollution rule.
• Why it matters: These changes affect how quickly the vehicle fleet modernizes, what technology is widely adopted, and how federal safety and emissions policy is enforced.
• Broader context: Licensing standards, state verification practices, and federal highway funding are also under heightened scrutiny, with New York in a public dispute with USDOT.

The proposal on fuel economy is not final and would move through the federal rulemaking process. The outcome will determine whether the earlier Biden-era direction on fuel economy and related safety priorities remains in place or is substantially scaled back.

Why the Northeast is quietly running out of diesel

Diesel is pulling in two directions across the Northeast right now. At the pump, some drivers are seeing a short-term break. In the background, policy costs, winter energy demand, and a growing push to move away from diesel—especially in remote communities—are tightening the conversation around supply, affordability, and reliability.

In Atlantic Canada, regulated price moves brought noticeable relief at the end of the week. CityNews Halifax reported the Nova Scotia Energy Board lowered regular self-serve to 131.5 cents/L (down 4.5 cents) and reduced diesel to 162.7 cents/L (down 3.4 cents). For many small carriers, declining diesel prices can matter as much as linehaul rates, especially when extra deadhead miles don’t automatically turn into the same level of sunk cost they did earlier in the year.

Market dynamics have also played a role. The recent decline in diesel isn’t being driven by a sharp drop in crude oil. Instead, diesel pricing relative to crude has moved back closer to recent norms after the spread between the two widened significantly in October and into November.

But even with short-term price easing, regulated components and policy costs are still in the mix. Dan McTeague said the Clean Fuel Standard is adding about four cents a litre to gasoline and six cents a litre to diesel, with those rates set to rise in January. In New Brunswick, the policy fight continues to shape how regulated components are structured, as the province tries to balance affordability messaging without destabilizing fuel supply.

Winter energy demand is adding pressure from another angle. A separate affordability issue is emerging as natural gas prices have raced back up just as extreme cold pushes heating demand higher in the U.S. While that’s a different fuel, the broader point for drivers and fleet owners is familiar: winter energy spikes can tighten household budgets and ripple through freight costs and purchasing decisions.

For trucking, diesel remains the key input cost. Because most trucks and airplanes use diesel fuel, diesel prices flow into the delivered cost of goods. Most products still move to warehouses and store shelves in diesel-powered equipment, so volatility at the rack doesn’t stay at the rack.

At the same time, the push to reduce diesel dependence is gaining ground in places that rely on it most. In Neskantaga, a First Nation community under the longest boil water advisory in Canada—30 years running—leaders have raised concerns about the environmental risks of diesel infrastructure. After a flood and a suspected diesel leak, the community’s nursing station was left boarded up, with “CLOSED!!” spray-painted on windows. The chief said the building would not survive the winter, underscoring how fuel, infrastructure, and public trust can collide in remote supply chains.

Outside of road freight, other transportation sectors are also working to remove diesel where possible. Network Rail has pointed to “substantial environmental benefits” from upgrades designed to run electric trains, including cleaner air and reduced carbon emissions. The rail line involved was closed for four months earlier this year to complete upgrade work.

• Short-term: Diesel prices have softened in parts of the Northeast, including regulated declines in Nova Scotia.
• Policy: Costs tied to the Clean Fuel Standard are adding cents per litre now, with increases expected in January.
• Winter: Rising natural gas prices during extreme cold are adding to overall affordability pressure.
• Long-term: Communities and transportation networks are pushing to reduce diesel reliance due to environmental and infrastructure risks.

The result is a mixed picture for drivers: some relief at the pump today, but ongoing cost pressure from policy and winter energy markets, alongside a steady shift toward alternatives in places where diesel has been both essential and problematic.

Transfix’s big move as it licenses its brokerage TMS to NFI

Transfix says it has reached a milestone by licensing its transportation management system (TMS) built for freight brokerages. The first customer for that licensed platform is NFI—the same truckload carrier and supply chain provider that acquired Transfix’s brokerage business.

As part of the launch, NFI is expanding its use of Transfix technology by adopting the Transfix TMS as its enterprise-wide freight brokerage platform. In other words, NFI is standardizing its brokerage operation around Transfix’s system rather than using it in a limited or standalone way.

For drivers, the headline is less about software and more about how loads get handled behind the scenes. A brokerage TMS is the system used to organize day-to-day freight work—managing orders, tracking shipment details, and keeping operational data in one place. In general terms, that can include details tied to equipment, drivers, orders, and deliveries.

The development also marks a shift in what Transfix is putting into the market. The company has been known for brokerage pricing technology, and this move into transportation management expands its scope from pricing into core brokerage operations.

• What happened: Transfix licensed its brokerage TMS, and NFI signed on to use it.
• Who it involves: NFI, the company that acquired Transfix’s brokerage business, is also now the licensing customer.
• Why it matters: NFI is moving to use the Transfix TMS across its brokerage operation, and Transfix is widening its focus beyond pricing tools into a broader TMS platform.

Is Texas Quietly Downgrading Non-Domiciled CDLs? — Here’s What We Actually Know So Far

Texas appears to be tightening its interpretation of non-domiciled CDL compliance, and some drivers say it’s happening retroactively. The practical effect is immediate: drivers who rely on a non-domiciled Commercial Learner’s Permit (CLP) or CDL could suddenly be taken off the road, disrupting carrier capacity and freight coverage without any broader story needing to be attached.

The clearest piece of information so far is a cancellation notice from the Texas Department of Public Safety (DPS). The letter notifies a driver that their non-domiciled CLP or CDL has been cancelled effective immediately, citing non-compliance with federal regulations.

While details can vary by case, the core issue is whether the original issuance met the federal requirements that apply to non-domiciled commercial credentials. Under the framework referenced in the source material, the issuing state must revoke or downgrade commercial driving privileges within 30 days when a driver is determined to be ineligible.

It also matters that federal rules around non-domiciled CDLs have been under active review and enforcement pressure. The material provided notes that states no longer are prohibited from issuing non-domiciled CDLs and CLPs, but also that states audited and put on notice about noncompliance before a referenced interim rule “must continue to comply” with the applicable requirements.

For drivers, the takeaway is simple: a non-domiciled CDL can be valid, but it can also be reviewed and pulled if the issuing process or the driver’s eligibility doesn’t line up with federal standards.

This is not just a Texas issue. The broader context is a nationwide enforcement push tied to non-domiciled CDL issuance and immigration status verification. The federal government has reported problems in California and seven other states, and Transportation Secretary Sean Duffy has threatened to withhold millions in federal funds from California, Pennsylvania, Minnesota, and New York over issues such as licenses remaining valid after a person’s legal status expired.

According to the same information, the department also sent letters raising similar concerns to Texas, South Dakota, Colorado, and Washington, including during the government shutdown after those states were briefly mentioned in September.

Audits and enforcement actions cited in the provided material include:

• California revoking over 21,000 licenses earlier this year.
• Pennsylvania facing penalties tied to over 12,400 non-citizen holdings.
• Texas audits showing nearly half of reviewed licenses were flawed.
• A cited FMCSA audit result where 107 of 200 sampled non-domiciled CDL records were issued in violation of federal law, a failure rate of over 53%.

Duffy has said the effort is not political, even as the only states he has threatened to sanction so far are led by Democratic governors. He also stated that California and New York account for half of the non-domiciled CDLs issued in the nation. FMCSA Administrator Derek Barrs characterized what investigators found in New York as more than an administrative mistake, calling it a “systematically, grossly unacceptable deviation” from a long-standing federal safety regulation.

For working drivers and small fleets, the biggest concern is operational continuity. A CDL cancellation “effective immediately” can mean a truck sitting, a load being reassigned, and income stopping without warning. It also creates risk for carriers that dispatch a driver who later turns out to have lost privileges, and for drivers who may have paid for training, testing, or equipment based on the assumption their credentials were stable.

The ripple effects extend beyond dispatch. The material provided notes impacts to truck financing as well. Chris Grivas of CAG Truck Capital told Equipment Finance News that many non-domiciled CDL holders are forced to cease operations, and some are being imprisoned as policy changes roll through.

At the same time, the information provided also cautions against drawing a straight line between non-domiciled CDL growth and crash trends. It states that there is no national spike in crashes that aligns with the growth of non-domiciled CDL issuances, and that crash counts have been trending downward during the same period NDCDL issuance has grown.

Non-domiciled credentialing has also become a legislative topic. The Pennsylvania Senate Transportation Committee, chaired by Sen. Judy Ward, held a public hearing focused on commercial vehicle safety and nondomiciled CDLs following claims about CDLs and REAL IDs being issued to illegal immigrants.

Separately, the material references earlier federal action connected to immigrant driving and safety concerns, including that the Trump administration ordered a halt to new work visas for immigrant truck drivers following crashes involving non-domiciled CDL holders.

What’s clear right now is that Texas drivers with non-domiciled CDLs are receiving cancellation notices tied to federal compliance, and that those actions are landing in the middle of a wider USDOT/FMCSA enforcement push. It’s early days, and the most immediate fact pattern for drivers is simple: eligibility and documentation are being scrutinized more aggressively, and some credentials are being revoked or downgraded after the fact.

Walmart Isn’t on the Nasdaq-100 Index — Yet

Walmart has moved its primary stock listing from the New York Stock Exchange to the Nasdaq, ending a run of more than 50 years on the NYSE and marking the largest company ever to make that switch.

The retailer first announced the transfer in November, saying it followed an evaluation that included trading execution, brand alignment and a shared focus on technology. Walmart kept its long-time ticker symbol, WMT.

For trucking and supply chain readers, the move matters mainly because it can affect how large investors buy and sell the stock of a company that sits at the center of U.S. freight. Walmart’s scale touches nearly every lane and market, so shifts in how its stock is held by funds can influence trading volume and investor attention—even if day-to-day store and distribution operations don’t change.

One immediate detail investors are watching: Walmart won’t be considered for the Nasdaq-100 index in this year’s annual reshuffle. Reuters and Bloomberg both reported that the company’s listing change happened too late to meet the cutoff date used to gather market information for the index’s reconstitution.

According to Jefferies, stocks generally need to meet key requirements—including having a primary Nasdaq listing—by the last trading day of November to be considered in the annual process. Walmart’s effective first days of Nasdaq trading came in early December, with the company formally relocating its primary listing on Dec. 9, 2025.

The Nasdaq-100 changes tied to this year’s reconstitution are expected to be finalized after the Dec. 12 close, with the updates taking effect later in December (with reporting noting Dec. 22, 2025 as the effective date). Six companies, including Alnylam Pharmaceuticals and Seagate Technology Holdings, are set to join the index.

Jefferies analysts described Walmart’s move as “far more substantive than symbolic,” noting that a Nasdaq listing positions the company for potential future index inclusion events. Another practical point: inclusion in major indexes can increase ownership by passive funds that track those benchmarks.

Walmart’s long NYSE run was notable. Over about 53 years on the NYSE, its stock rose more than 536,000% as of the most recent market close cited in the information provided. Now, the listing has changed, but the company remains the same major freight player that carriers and drivers see daily across stores, distribution centers and transportation networks.

Congress Eyes Passage of National Defense Authorization Act

The U.S. House has advanced a compromise version of the fiscal 2026 National Defense Authorization Act (NDAA), approving the massive defense policy bill on a 312-112 vote and sending it to the Senate for final action.

The measure authorizes roughly $900 billion in annual military spending and sets policy direction for the Pentagon. Senate leaders are expected to take it up soon, with plans pointing to a vote as early as the week of Dec. If it clears the Senate, it would head to President Donald Trump, who has signaled support.

For trucking and freight, the NDAA matters because defense policy and spending influence manufacturing demand, military logistics activity, and the broader industrial base that moves by truck. While the bill is not a transportation package, it is one of Congress’ biggest annual spending and policy vehicles, and it often has downstream effects across supply chains.

Speaker Mike Johnson (R-La.) helped push the bill forward after winning over several holdouts during a high-stakes vote. The NDAA traditionally draws bipartisan support, and the White House has described “strong support” for the must-pass legislation, saying it aligns with the administration’s national security agenda.

At the same time, the vote comes amid friction between the Republican-controlled Congress and the Trump administration over military management and oversight. Some of the provisions lawmakers added reflect that tug-of-war.

• Pentagon oversight on strike footage: The agreement would withhold one-quarter of Defense Secretary Pete Hegseth’s travel budget until the Pentagon provides Congress with unedited videos of airstrikes against alleged drug smuggling boats.
• Briefings on UAP intercepts: The conferenced bill would require the Pentagon to brief lawmakers on operations since 2004 involving unidentified anomalous phenomena (UAP) intercepts conducted by integrated military commands that share leadership and a focus on defending North America.
• Limits and repeals tied to war authorities: Lawmakers included language described by supporters as restricting a president’s ability to direct military strikes without congressional authorization and repealing older Middle East war-authority laws, including the 1991 and 2002 authorizations.

The NDAA is separate from the full-year funding measure that appropriators negotiate to actually fund day-to-day Pentagon operations. Still, it is considered must-pass because it sets defense policy and has become a yearly marker for congressional oversight of the military.

With the House vote complete, attention turns to the Senate, where leaders have said they plan to move the compromise bill toward final passage before sending it to the president.

Transfix licenses its brokerage TMS to NFI in a shift beyond pricing tech

Transfix has reached a new milestone by moving deeper into transportation management software, announcing that it is licensing its brokerage transportation management system (TMS) to NFI.

NFI is the same truckload carrier and supply chain provider that previously acquired Transfix’s brokerage business. Now, NFI is expanding its use of Transfix technology by adopting the Transfix TMS as its enterprise-wide freight brokerage platform.

The change matters because it shows Transfix broadening its role in the trucking technology space. The company has been known for brokerage pricing technology, but licensing a TMS for brokerage operations expands its scope into the day-to-day systems that run freight brokerage work.

For drivers, a brokerage’s TMS is part of the back-office engine that keeps loads organized and moving. A TMS is designed to help operations teams manage logistics-related data in one place, including details such as vehicle information, driver information, order specifics, and delivery details.

• What happened: Transfix licensed its brokerage TMS to NFI.
• Who’s using it: NFI is expanding usage to make Transfix TMS its enterprise-wide brokerage platform.
• Why it matters: Transfix is expanding beyond pricing technology into transportation management systems used to run brokerage operations.

The announcement centers on how NFI will use the platform across its brokerage operations and how Transfix is positioning its technology to support brokerage management, not just pricing.

Codifying the Interim Rule or Locking in Ambiguity? Inside the Real Debate Over HR 5688

A debate over HR 5688 has taken shape around a simple question that matters to working drivers: does the bill actually expand access to something drivers need, or does it just put today’s limits into permanent law?

One of the clearest arguments came from Pugh, who said the bill does not expand access at all. Instead, Pugh argued, it codifies existing restrictions already put in place through the Interim Final Rule issued under Secretary Sean Duffy. In plain terms, the concern is that lawmakers are treating an interim policy as if it should become the long-term standard—without changing what drivers can do on the ground.

The political mechanics around the bill were also part of the story. A similar dynamic appeared during a committee debate on November 3, 2011, when a bill was taken up in the Senate Judiciary Committee. The outcome was viewed as essentially decided because the committee’s 10 Democratic members were cosponsors and had enough votes to pass it. Republicans on the committee still requested the vote be delayed one week.

On the House side, the process language is familiar to anyone who follows how bills move quickly: a structured rule for H.R. 3638 included provisions that waived points of order against consideration of the bill and limited floor debate to one hour, split between the chair and ranking minority member of the Committee on Energy and Commerce (or their designees). That kind of structure can streamline consideration, but it can also limit how much daylight a complicated policy question gets before it becomes law.

“Ambiguity” itself has become a recurring theme in the broader political backdrop included in the raw material. In a separate controversy unrelated to trucking policy, Democrats released a video warning about potentially illegal orders amid debates over military strikes and deployments. Critics, including Hegseth, said the message “created ambiguity rather than clarity” and could undermine trust inside established processes. Trump later said he would not order a military officer to disobey the law, and a White House spokesperson argued existing procedures already cover unlawful orders.

While that exchange is not about HR 5688, it illustrates the same underlying tension drivers often see when Washington argues over rules: whether government actions are making expectations clearer, or whether they are hardening uncertainty by locking in policies that were written as temporary or situational.

Other parts of the raw material referenced ambiguity in oversight and coordination in anti-corruption programs, along with international interim-government developments in Bangladesh. Those details highlight how “interim” governance and unclear oversight can create disputes over authority. In the HR 5688 debate, the key practical question remains whether an interim rule should be turned into lasting statute—and whether that move clarifies the road ahead or cements restrictions that some stakeholders say were never meant to be permanent.

• What happened: HR 5688 drew criticism that it would write an Interim Final Rule into law rather than expanding access.
• Why it matters for drivers: Codifying an interim restriction can shape day-to-day compliance and opportunities without delivering new flexibility.
• Broader context: Structured debate rules and “ambiguity vs. clarity” disputes show how major policy decisions can be made quickly, sometimes with limited room for detailed scrutiny.

Trucker shouts out Colorado trooper for helping after he lost engine management while descending mountain pass

A truck driver is publicly recognizing a Colorado State Patrol (CSP) trooper for stepping in during a tense mechanical issue on La Veta Pass earlier this month.

According to the driver, the trooper responded with “patience, reassurance, and a commitment to safety” after the truck experienced a loss of engine management while descending the mountain pass.

While the driver did not describe every detail of the mechanical failure, the situation highlights the kind of problem that can quickly turn serious in Colorado’s high-country terrain, where long grades and tight curves leave little room for error.

The moment also lands amid broader conversations around commercial vehicle safety and compliance in Colorado. Interstate 70, for example, includes many truck-safety warnings—often only in English—between Genesee and Colorado Mills Parkway, alerting drivers to steep grades, sharp curves, recommended gear changes, and the locations of runaway truck ramps.

Separate enforcement actions have pointed to safety concerns that can compound risks on mountain routes, including cases where carriers employed drivers who could not understand English highway signs. In other incidents referenced in the raw material, troopers have encountered drivers who struggled to answer basic questions during stops.

For working drivers, the La Veta Pass incident is a reminder of a few practical realities:

• Mechanical issues can escalate fast on descents, even when a driver is doing everything right.
• Clear communication matters during roadside responses, especially in high-risk locations.
• Professional, safety-focused assistance from enforcement can help stabilize a bad situation before it becomes a crash.

The driver’s shout-out underscores a point many in the industry recognize: mountain driving isn’t just about equipment and training—it’s also about how quickly and calmly a situation is managed when something goes wrong.

Connect with freight leaders nationwide at the FreightWaves Roadshow as trucking faces infrastructure, enforcement and market pressure

The FreightWaves Roadshow 2026 is preparing to kick off with a focus on bringing freight and supply chain professionals together in major freight cities around the country. The stated goal is to connect industry participants with insights and strategies tied to how freight is moving and what is shaping carrier operations.

For working drivers, the value of any industry gathering comes down to whether it tracks with what’s happening on the road: where freight is tight, where it’s flowing, and what new rules or investments are likely to affect day-to-day work. Several developments highlighted alongside the roadshow planning reflect that mix of operational and policy pressure points.

One of the biggest is infrastructure. A U.S. Department of Transportation advisory panel recommended two major projects aimed at trucking: a dedicated truck tunnel under the Hudson River and the creation of 1,000 truck parking facilities nationwide. Both recommendations speak directly to persistent driver concerns—bottlenecks in high-density corridors and the ongoing shortage of safe, legal parking.

At the same time, federal transportation officials are also looking at how to pay for improvements at key choke points. In Washington, the Federal Highway Administration has called on the private sector to help come up with additional funding to relieve one of the country’s top freight congestion areas. For drivers, congestion isn’t an abstract issue; it shows up as lost time, disrupted appointments, and more stress in already tight windows.

Regulatory enforcement remains another front with immediate effects. Transportation Secretary Sean Duffy said Monday that 9,500 truck drivers have been taken off the road for failing English-language requirements. Any large enforcement action like that can ripple through capacity, scheduling, and fleet staffing, especially in areas where hiring has already been difficult.

Meanwhile, carrier stability continues to be tested during the prolonged downturn. MinStar Transport and Transport Design Inc.—each operating fleets of around 100 trucks—reported immediate closures in messages to employees and partners, according to reports circulating in trucking communities on social media. The shutdowns were described as part of a broader trend of failures during the Great Freight Recession, now nearing four years since it began in March 2022.

Technology changes are also moving from pilot programs toward real-world use. Detmar Logistics is involved in a deal that will put 30 autonomous trucks hauling proppants nonstop on public roads. Separately, Torc Robotics, a Daimler Truck subsidiary, plans to integrate Innoviz LiDAR into autonomous Freightliner trucks and pair it with Torc’s virtual driver software. Those programs matter to drivers because they point to where certain types of freight could see more automation first—particularly repetitive, high-mile routes tied to industrial supply chains.

Electrification is also showing up through operational trials. DHL Supply Chain North America said its Tesla Semi pilot exceeded expectations, with the company stating the truck could haul typical DHL freight over long distances on a single charge. These kinds of trials are watched closely by drivers and fleets because they touch on range planning, charging access, and how powertrain changes could affect performance and pay models over time.

On the legal side, a bipartisan group of 30 state attorneys general filed an amicus brief with the U.S. Supreme Court in Montgomery vs. Caribe, arguing that freight brokers should not be protected from state tort liability under the Federal Aviation Administration Authorization Act’s safety exception. Cases like this matter to drivers because broker responsibility and safety accountability can influence carrier-broker relationships, load screening practices, and how risk is handled across the chain.

Fraud and identity issues are another continuing headache for legitimate carriers and drivers. While federal enforcement was described as stalled, private tools have emerged to help shippers and brokers identify potential “chameleon” carriers, including Freight Validate, SearchCarriers.com, and Genlogs. For drivers working at small fleets—or running under their own authority—fraud prevention affects payment reliability and whether clean operators get undercut by bad actors.

FreightWaves also continues to publish market visibility tools, including its Chart of the Week, which pulls a notable data point from the SONAR platform to illustrate conditions in the freight markets. In a down cycle, clear market signals can help drivers and fleets understand why rates feel the way they do in specific lanes and when demand may be shifting.

• Infrastructure proposals are targeting long-standing driver pain points: congestion and parking.
• Enforcement actions can quickly affect capacity and staffing across fleets.
• Carrier closures underscore how difficult the market remains in the extended downturn.
• Autonomy and electrification pilots are expanding, especially in repeatable freight networks.
• Legal and fraud developments continue to shape accountability and who gets paid.

Put together, the roadshow’s timing lines up with a period where trucking is being pushed on multiple sides—policy, infrastructure, technology, and a market that is still working through a long slump. For drivers, the practical question remains the same: which changes will reduce wasted time and risk, and which will add new complications to an already demanding job.

Fix the potholes: Truckers’ Highway Report Card “Best Roads” points to what works, and what still doesn’t

Across the country, drivers keep coming back to the same complaint: rough pavement and potholes that turn routine trips into slow, expensive, and sometimes dangerous miles. A recent “Best Roads” Highway Report Card discussion has pushed that issue back into the spotlight, with truckers and agencies pointing to practical steps that can reduce damage, delays, and crashes.

Day-to-day, the advice from drivers remains basic and grounded in experience: watch the weather, monitor closures, and use state DOT websites for current conditions. In Michigan, for example, the Department of Transportation’s MiDrive map is highlighted as a way to check how state highways are looking before committing to a route.

Routing decisions are also being shaped by road conditions, toll costs, and construction headaches. One driver discussion around running toward Columbus, Ohio, emphasized choosing a route that minimizes toll spending and avoids unnecessary complications, including a southern approach that connects I-71 northbound to I-76 eastbound and then I-80 across Pennsylvania.

At the same time, transportation agencies continue to warn drivers about relying too heavily on GPS when conditions change quickly. In Oregon, signs along Highway 7 near Sumpter have carried blunt guidance like “Do Not Believe GPS”, especially as motorists try to bypass freeway closures using gravel roads that are maintained in winter but are not appropriate for commercial trucks.

Behind the wheel, potholes are more than an annoyance. Engineering guidance in the broader roadway conversation describes small potholes as isolated failures that can signal deeper problems in pavement and the subsurface structure. Local roads are often more vulnerable than major arteries because they tend to have lower structural standards and complicating factors like underground utilities. Once pavement distress starts, it can weaken the asphalt layer and allow water in, making failures expand faster without timely preventive maintenance and drainage.

The safety stakes are clear internationally and at home. In India, reports describe potholes as “minefields,” including a fatal example where a rider hit a deep pothole, lost control, and was thrown under a truck. Government data cited for 2019–2023 shows rising pothole-linked crashes, injuries, and fatalities, with 2023 described as the deadliest year in that period. While road systems differ, the underlying message resonates with professional drivers everywhere: surface defects can set up chain reactions that leave little room for recovery.

In the U.S., the broader traffic safety picture is also part of the backdrop. California has been cited as seeing vehicle deaths rise faster than the rest of the nation, alongside criticism that leaders have not acted. Separately, the Trump administration has drawn links between immigration levels under former President Joe Biden and road safety. Those political debates continue, but the roadway condition issue remains a hands-on operational problem for drivers regardless of policy arguments.

On the repair side, some agencies are emphasizing planning and transparency. One example describes repair teams identifying and marking potholes on main roads ahead of scheduled work so crews can move efficiently from one location to the next.

In South Carolina, a 3-mile stretch near Lake Murray off Highway 378 underwent construction starting in late September and wrapping up last month, according to SCDOT. The project followed resident frustration along Wise Ferry Road, where locals asked DOT to stop patching and start paving. One resident described the surface as “very bumpy” with repeated patchwork, and raised concerns about deep potholes making daily travel unpredictable.

Local road conditions are not just a rural issue. Portland’s PBOT highlights its Gravel Street Service, aimed at improving 50 miles of unpaved gravel roads that aren’t maintained by the city. Crews fill ruts and potholes and grade for a smoother surface—useful work, but also a reminder that many streets feeding docks, farms, and industrial sites are below freeway standards and can beat up equipment quickly.

Funding and accountability are showing up more often in these discussions. One policy direction calls for councils to clearly report how much road is resurfaced, how many potholes are repaired, and whether work meets best-practice standards. In Indiana, local communities are set to receive more than $1.6 million for road and bridge improvements through the Community Crossings Matching Grant Program (CCMG), according to a statement from State Sen. Michael Crider.

County-level planning continues as well. In Marion, Williamson County commissioners approved a slate of highway projects that includes resurfacing work, trail development, and removal of an aging mine-bridge structure.

For drivers, the throughline is straightforward: better pavement condition monitoring, faster preventive maintenance, and clearer public reporting can reduce surprises on the road. When repairs lag, the costs show up in slower trips, more equipment wear, and higher risk—especially on local connectors where potholes and patchwork are most common.

Project44 acquires ClearMetal to strengthen predictive tools

Project44 has acquired ClearMetal, a move aimed at strengthening the predictive side of its freight visibility and transportation management tools.

Project44 provides intelligent transportation management, end-to-end visibility, yard management, and last mile solutions. The company says its network connects more than 1.5 billion shipments annually for over 1,000 brands across manufacturing, automotive, retail, life sciences, food and beverage, CPG, and oil, chemical and gas.

For drivers, the practical importance of visibility platforms is how they influence dispatch decisions and day-to-day execution—especially around appointment times, yard flow, and last-mile planning. Better predictive tools can support more accurate ETAs and clearer handoffs between facilities, which can reduce last-minute changes that spill over into a driver’s clock.

The broader context is that supply chain software is leaning harder into predictive analytics and automation. Across industries, technological advances in AI, predictive analytics, and robotic process automation are reshaping how companies manage compliance, auditing, and operational decision-making. In supply chains, that trend shows up as stronger forecasting, more automated exception management, and tighter coordination between systems.

• What happened: Project44 acquired ClearMetal.
• Why it matters: The deal is intended to improve predictive capabilities inside tools used for shipment visibility and transportation execution.
• What it means on the road: More reliable predictions and visibility can support steadier schedules around facilities, yards, and last-mile deliveries.

The company’s background information also notes that readers can explore Project44’s funding history with round-wise details, lead investors, post-money valuations, and a full investor list, though no new funding announcement was included in the provided details about this acquisition.

The ‘ingenious strategy’ behind most truckers’ least favorite week of the year: International Roadcheck

International Roadcheck started as a highway safety effort, but recent enforcement trends are widening its impact well beyond the usual three-day inspection blitz. Immigrant advocates say the week has become part of a broader enforcement drive that indiscriminately targets foreign-born truckers who are legally permitted to be in the country, adding a new layer of risk for some drivers who already expect tough scrutiny during Roadcheck.

The current shift is closely tied to federal policy. After an April executive order from President Donald Trump calling for “commonsense rules of the road” to be applied to U.S. truckers, the U.S. Department of Transportation issued new guidance directing inspectors to place drivers out of service if they do not speak sufficient English.

Transportation Secretary Sean Duffy said more than 9,500 commercial truckers have been taken off U.S. roads for failing English-language proficiency checks. The administration has also drawn links between increased immigration under former President Joe Biden and road safety, arguing that drivers who can’t read traffic signs may miss critical warnings.

For working drivers, the immediate consequence of stepped-up language enforcement is simple: more out-of-service orders. During International Roadcheck, that can mean lost revenue, missed appointments, and more pressure on already-tight schedules. For fleets and owner-operators running cross-border lanes or relying on immigrant labor, the stakes can be higher if drivers are sidelined in large numbers.

The enforcement push is also playing out beyond roadside inspections. In September, Duffy sought to sharply limit commercial driver’s licenses for foreign-born applicants, though that move has been paused by a federal court. Separately, in recent months, hundreds of truckers have been swept up in Immigration and Customs Enforcement raids across Oklahoma, Texas, Indiana and New York, according to the information provided.

At the same time, parts of the freight market are showing signs of tightening. FTR reported that total broker-posted spot rates in the Truckstop.com system rose by the most in a week since March to their highest level since early July during the week ending Dec. 5. Refrigerated spot rates were highlighted as especially strong, surging by the most since International Roadcheck week in May to their highest level since January 2023.

Truckstop.com described the Dec. 5 week as “a remarkable surge” that could suggest an inflection point if the pattern holds, with gains reported across equipment types and the strongest jump in reefer rates.

Outside the U.S. inspection and enforcement picture, cross-border freight has also faced disruptions. Farmers and truckers have been using tractors and heavy machinery to block key highways and border bridges nationwide, slowing cross-border freight to a crawl, according to the information provided.

International Roadcheck has long been viewed by many drivers as the most stressful week of the year because it concentrates inspection activity and out-of-service decisions into a short window. This year’s broader backdrop—tighter language enforcement, immigration-related actions, and freight-market volatility—helps explain why the event is drawing more attention, and why the consequences are extending beyond the usual focus on equipment, logs, and basic safety compliance.

DOT wants private sector to end $43M freight bottleneck

The American Legion Memorial Bridge on the Capital Beltway outside Washington, D.C. — a key East Coast bypass for long-distance trucks — is costing the freight industry an estimated $43 million in delays due to congestion.

The congestion at the bridge is drawing attention as federal transportation officials look for ways to tackle major freight chokepoints with help beyond traditional public funding.

A U.S. DOT advisory panel recommended a set of freight-focused projects and policies that lean on public-private partnerships, including a dedicated truck tunnel under the Hudson River and the creation of 40,000 new truck parking spaces nationwide.

For drivers, the issues tied together here are familiar: time lost in recurring traffic pinch points, limited alternate routes around major metro areas, and the ongoing struggle to find legal parking. Congestion-driven delays hit schedules directly and can reduce the number of miles a driver can safely and legally run in a day.

The broader context is that freight bottlenecks aren’t limited to one region or one mode. The same raw roundup of transportation news pointed to congestion problems across the system, including port congestion affecting ocean shipping and tight capacity in air freight. It also highlighted how other countries are turning to private operators or privatization to address rail and logistics constraints.

Separately, the raw material also included a federal-state dispute involving trucking credentials: Transportation Secretary Sean Duffy threatened to revoke $73 million in federal highway funding from New York after an audit found problems tied to the issuance of non-domiciled commercial driver’s licenses. The federal government said it could withhold highway aid if the state continues issuing licenses to foreign drivers without proper verification, and the administration gave New York 30 days to pause issuing those licenses, among other demands.

At the same time, freight market signals remain cautious. One outlook referenced in the raw notes said truckload providers should not expect a dramatic rebound in 2026, underscoring why delay costs and infrastructure reliability matter even more when rates and volume expectations are uncertain.

• Problem: Congestion at a major East Coast truck bypass is tied to an estimated $43 million in freight delays.
• Proposed approach: DOT advisory panel recommendations include public-private partnerships, a dedicated truck tunnel under the Hudson, and 40,000 new truck parking spaces.
• Why it matters to drivers: Delays and parking shortages directly affect hours, trip planning, and day-to-day safety and compliance.

Mexico’s heavy-truck exports plunge 22% as light-vehicle demand also dips

Mexico’s heavy-vehicle sector turned in a sharp downturn in November 2025, with production down 28% year over year and exports falling 21.9%, according to preliminary figures cited in the provided information.

The decline was tied mainly to weak U.S. demand and recent tariff pressures, alongside supply chain issues. For working drivers, that matters because Mexico-built tractors and components play a major role in North American freight, and most of those trucks are shipped north.

The slowdown wasn’t limited to exports. The domestic heavy-vehicle market was also hit, with wholesale sales dropping around 61% and retail sales nearly 45%. The raw notes attribute much of the pressure to U.S. tariff policy, and emphasize that more than 90% of Mexico’s heavy-vehicle truck exports typically go to the United States.

Light vehicles also lost ground in November. Exports of light vehicles from OEMs operating in Mexico fell 3.45% to 279,342 vehicles, and domestic sales slipped 0.34% to 148,361 units. The data source cited, INEGI, noted that November extended a slide running from August through October, after earlier gains of 4.89% in June and 2.36% in July.

In Mexico’s light-vehicle mix, light trucks represented 77.2% of total production, while passenger cars accounted for 22.8%. The information provided also points to weak demand in the U.S. as a major driver behind the light-vehicle softness.

Tariffs have been a recurring theme across the North American auto and truck supply chain. The notes reference that President Trump announced universal 25% tariffs on automobiles and automobile parts on March 27, taking effect April 3, and that Canada responded with a 25% tariff on U.S. cars and trucks imported into Canada. Mexico’s president, Claudia Sheinbaum, also described the U.S. export tariffs as a concern and said she hoped to continue discussions with the U.S.

For drivers watching freight volumes, the bigger picture is that Mexico remains a major manufacturing hub even as 2025 sees turbulence. The background included here notes Mexico’s industry hit historic milestones in 2024 and has been ranked as the world’s fifth-largest vehicle producer, underscoring how changes in U.S. demand and trade policy can ripple quickly into production schedules, cross-border freight, and parts availability.

• Heavy vehicles (Nov. 2025): Production down 28%; exports down 21.9% amid weak U.S. demand, tariff pressure, and supply chain issues.
• Light vehicles (Nov. 2025): Exports down 3.45% to 279,342; domestic sales down 0.34% to 148,361; downward trend since August.
• Production mix: Light trucks made up 77.2% of Mexico’s light-vehicle production.

Separately, the provided notes also flagged safety concerns on Mexico’s freight corridors, citing a 60% surge in truck crashes and a 238% spike in distraction, adding another operational challenge for fleets and drivers moving loads through key routes.

Mexico’s heavy-truck exports plunge 22% as light-vehicle demand also dips

Mexico’s heavy-vehicle manufacturing sector took a sharp hit in November 2025, with production down 28% year over year and exports falling 21.9%, based on preliminary industry figures cited in the raw details provided.

The downturn was tied mainly to weak U.S. demand, along with recent tariff pressures and supply chain issues. For working drivers and fleets that rely on a steady flow of new trucks and parts into North America, these kinds of swings matter because they can affect availability, lead times, and pricing across the broader market.

The slowdown wasn’t limited to heavy trucks. Mexico’s light-vehicle side also softened in November. OEMs with manufacturing operations in Mexico exported 279,342 light vehicles, a 3.4% decline compared with the 289,309 shipped in the same month a year earlier.

INEGI data included in the source notes that overall vehicle exports dropped 3.45% to 279,342, while domestic sales slipped 0.34% to 148,361 units. The same summary said November extended a downward trend that ran from August through October, after growth in June (4.89%) and July (2.36%).

The domestic heavy-vehicle market was also pressured, with the provided material stating that wholesale sales fell by around 61% and retail sales by nearly 45%. The raw notes point to U.S. tariff policies as a main factor, emphasizing that more than 90% of Mexico’s heavy-vehicle truck output is tied to the U.S. market.

Trade policy has been a key backdrop. The source material references the U.S. announcing 25% tariffs on automobiles and auto parts on March 27, taking effect April 3, and notes Canada’s retaliatory measures and Mexico’s stated concern about the impact of the U.S. auto export tariffs.

For drivers, the larger point is that Mexico remains a major pillar in North American vehicle manufacturing and cross-border freight. When production and exports move sharply—especially in the heavy-truck segment—it can ripple into freight activity tied to assembly plants, parts suppliers, and dealership deliveries on both sides of the border.

• Heavy vehicles (Nov. 2025): production down 28%, exports down 21.9%
• Light vehicles (Nov. 2025): exports down 3.4% to 279,342 units
• Main drivers cited: weak U.S. demand, tariff pressures, supply chain issues

China Turns Away Nvidia H200 Despite US Export Approval

China is preparing to limit access to Nvidia’s advanced H200 artificial-intelligence chips, despite a recent U.S. policy shift that would allow the chips to be exported to China, according to the Financial Times, citing two people with knowledge of the matter.

The development matters because it adds another hurdle for U.S. chipmakers trying to sell into the Chinese market, even when Washington signs off on exports. It also highlights how quickly the U.S.-China tech dispute can change the rules around products that power data centers, automation, and advanced computing.

White House AI adviser David Sacks said China has “figured out” the U.S. strategy behind allowing H200 sales and is rejecting the chip in favor of domestically developed semiconductors, citing news reports.

At the same time, China has not publicly accepted or rejected the H200. The Chinese government also has not publicly greenlit any purchase, according to the information provided. Chinese officials were reported to have held emergency discussions among regulators and were expected to decide whether shipments would be allowed under a new approval process.

The U.S. change would allow Nvidia to export the H200 to “approved customers” under a framework that includes a 25% U.S. government fee on sales, reversing earlier restrictions that had effectively blocked Nvidia from selling certain advanced chips into China.

For China, the reported move fits a broader push toward self-sufficiency in semiconductor production. China previously shunned Nvidia’s less capable H20 chip, and regulators are now weighing how to handle the more advanced H200.

For trucking and logistics, the chip fight is another reminder that supply chains don’t just turn on fuel and freight rates. High-end processors like these are tied to the data centers and systems that support routing, warehouse automation, and the broader tech backbone that the freight economy runs on. When governments tighten or loosen access, it can reshape where equipment gets built and how quickly technology moves across borders.

Veritiv adds curbside-recyclable TempSafe PalletShield to cold-chain shipper lineup

Veritiv has expanded its TempSafe® lineup of curbside-recyclable temperature-controlled packaging with the launch of TempSafe® PalletShield™, a pallet shipper aimed at bulk cold-chain freight. The company positions the product as a fiber-based alternative to traditional pallet shippers, with validated thermal performance designed for real-world shipping conditions.

Chris Bradley, Veritiv’s chief marketing and sustainability officer, said the company built the product because options were limited for bulk shippers that could go into curbside recycling streams. “There really wasn’t a curbside recyclable pallet shipper on the market; that’s why we created it,” Bradley told Packaging Dive. He added that TempSafe PalletShield expands the TempSafe line with a curbside-recyclable pallet shipper “built for real operational pressures.”

For drivers and fleets moving temperature-sensitive loads, packaging decisions upstream can affect how freight handles at shipping and receiving. Bulk temperature-controlled packaging often creates a lot of disposal material at the dock, especially when product ships on pallets. Veritiv says TempSafe PalletShield is meant to reduce waste by using a design that can be recycled curbside where local facilities allow, while still meeting thermal requirements.

The product joins Veritiv’s broader TempSafe portfolio of curbside-recyclable shippers, which the company says spans multiple sizes and use cases across parcel and bulk shipments. Veritiv describes the PalletShield debut as the centerpiece of its strategy and calls it the industry’s first pre-validated pallet shipper made from household-recyclable materials.

The launch comes as cold-chain packaging makers continue to update their offerings. Cold Chain Technologies, for example, has also announced the launch of EcoFlex 3, described as an evolution of its shape-stable, full-coverage PCM family of EcoFlex reusable shippers.

• What changed: Veritiv added TempSafe® PalletShield™ to its TempSafe line.
• Why it matters: Bulk pallet shipments can generate significant packaging waste at receivers; Veritiv says this design supports curbside recycling where accepted.
• Operational angle for trucking: More shippers are focusing on packaging that balances temperature control with easier handling and disposal at docks.

Autonomous trucks take aim at frac sand hauling jobs

Detmar Logistics, a San Antonio-based company known for dry bulk and frac sand last-mile work, has reached a commercial agreement with Aurora Innovation to haul frac sand (proppant) using autonomous trucks in the Permian Basin.

Aurora said the trucks will move proppant around the clock for a major oil and gas company. Proppant is the sand used in hydraulic fracturing to keep underground fractures open, and it has to be delivered in large volumes on tight schedules.

Under the initial contract, Detmar has committed to using 30 trucks powered by the Aurora Driver in 2026, with each unit expected to haul sand for more than 20 hours per day. Aurora said the trucks will begin operating with human supervision in early 2026 and transition to driverless operation by Q2 2026.

Aurora described the program as the first time frac sand will be hauled autonomously on public roads and highways in the Permian Basin. The route will include interstate miles on I-20 along with local and private roads. Aurora also said the system will autonomously navigate the overhead filling silos at the mining site.

For drivers, frac sand work is heavy, repetitive, and time-sensitive. Aurora pointed to utilization as a key reason for automation in this lane: autonomous trucks are expected to run up to 20 hours per day, which is far beyond typical human-driven duty cycles.

Frac sand volumes are a major reason this part of the supply chain draws attention. Aurora noted that a single hydraulic fracturing job can require roughly 10,000 tons of sand. That sand often has to move from a mine to a well site 50 to 100 miles away, adding up to hundreds of truck trips in a condensed window.

Detmar said the autonomous trucks will be used alongside its human-operated fleet and network of independent contractors. CEO Matt Detmar said higher-demand completion styles and 24/7 operating schedules are pushing the need to keep proppant flowing safely and reliably.

Aurora said the goal of the deployment is to improve utilization and support continuous operations for oil and gas customers, while aiming to improve safety and efficiency in the hauling cycle.

Maersk Picks New CFO Robert Erni With Logistics Background

A.P. Moller–Maersk has named Robert Erni as its next chief financial officer and a member of the company’s executive board, tapping a finance leader with decades of experience in the logistics sector.

Erni, 59, is joining Maersk from Germany-based Dachser GmbH & Co., where he also served as CFO. Maersk said Erni has additionally held finance roles at freight forwarders Panalpina and Kuehne + Nagel, including a long stretch with Kuehne + Nagel in senior executive finance positions in multiple international locations.

The change comes with an orderly handoff. Maersk’s current CFO, Patrick Jany, 57, will remain in the role through the year-end closing and the company’s annual report, which is scheduled for release on Feb. 5. After that, the CFO transition will take effect, ending Jany’s nearly six-year tenure in the position.

For truck drivers and fleets watching the big global carriers, the reason this matters is straightforward: Maersk isn’t only a container ship company anymore. The carrier has been pushing to grow its land-based logistics business and offer more integrated service beyond ocean shipping, and that shift puts more weight on tight financial management across warehouses, forwarding, and inland transportation networks.

Maersk CEO Vincent Clerc said the company is bringing in a CFO with “deep roots in the global logistics sector” and a track record of driving process and cost efficiency along with growth on a global scale.

Erni, a Swiss national, said he is excited to join Maersk and noted he has known the company from the customer side. Maersk also said it has announced changes to its regional leadership structure effective Jan. 1, 2026.

• Incoming CFO: Robert Erni, former CFO at Dachser; previously held finance roles at Panalpina and Kuehne + Nagel
• Outgoing CFO: Patrick Jany to depart after the annual report is released on Feb. 5
• Business context: Maersk continues expanding beyond ocean shipping into broader, integrated logistics

Flatbed carrier PGT expands West through acquisition

PGT Trucking Inc. has acquired the assets of fellow flatbed carrier Debrick Truck Line Co. of Paola, Kansas, the company said Dec. 9.

PGT, based in Aliquippa, Pennsylvania, operates an asset-based trucking business offering flatbed, dedicated, international, project cargo and specialized shipping services. The deal adds a Midwest footprint and turns the Paola operation into a new company terminal location now operating as PGT Paola.

For working drivers, the immediate significance is simple: a new PGT terminal in the Kansas City region can change how freight is routed and supported in that part of the country. Terminals typically serve as touchpoints for equipment staging, dispatch support and freight coverage, and this move strengthens PGT’s reach across the Midwest.

PGT said the Paola site expands its geographic coverage and strengthens its presence in the Kansas City market, a major freight hub that connects traffic moving east-west across I-70 and north-south through the central corridor.

Other acquisition-related items included in the raw material referenced separate transactions involving other companies and industries, but PGT’s announcement focused on the Debrick asset acquisition and the establishment of the PGT Paola terminal location.

The hidden cost of manual processes in freight brokerage

Freight brokerages that still handle back-office work by hand—processing invoices, tracking down proofs of delivery (PODs), and chasing customer payments—are paying for it in ways drivers can feel on the road. Manual systems tend to create slower cash conversion cycles, more errors, and greater exposure to delayed payments, all of which can ripple through the freight network.

In one example, a team described how the manual complexity of comparing rates meant they physically could not check every option. They said “logistics management became too complex,” leading them to skip relevant carriers rather than evaluate them. After automating the comparison process, that bottleneck was removed and the operation was able to consistently review more options instead of leaving capacity on the table.

Beyond rate shopping, the same theme shows up in freight audit and reconciliation. A robust freight audit system is described as more than an error-catching tool: it can provide visibility into shipping costs, help monitor carrier performance, and support real-time contract compliance. When reconciliation and auditing are automated, the goal is to reduce repetitive manual checks and free up staff for decisions that affect service and cost.

For drivers, one of the biggest concerns tied to weak processes is fraud and payment disruption. Double-brokering (also called rebrokering) is illegal in the United States and happens when a broker takes a load and then hands it to a second broker, adding another layer of fees. The description notes those fees can run up to 15%. In the example provided, an $1,150 load over 400 miles would net a carrier $977.50 under one arrangement, but if double-brokered could drop to $875.00 to the carrier.

The broader context is that controlling logistics costs is not only about cutting expenses after the fact; it starts with understanding the drivers of freight prices. The information provided points out that freight pricing is one of the most important levers an organization can directly control, and that better insight into the factors affecting price can improve shipping decisions.

Hidden cost drivers also matter on the carrier side. Many fleet operators focus heavily on one line item—often fuel—while overlooking other major drains such as unplanned downtime, inefficient routing, or poor asset utilization. Those issues can quietly eat away at margins even when fuel prices stabilize.

As highlighted in industry coverage of a volatile freight market, the takeaway is straightforward: when paperwork, audits, and payment workflows rely on manual work, delays and mistakes become more likely. Cleaner systems and tighter controls don’t just help offices run smoother—they can reduce disputes, limit opportunities for bad actors, and support more predictable pay and planning across the supply chain.

New York May Lose $73M in Federal Highway Funds Over Improper Immigrant CDLs

New York is facing the possible loss of $73 million in federal highway funding after federal investigators found problems with how the state issued certain commercial driver’s licenses to immigrants, according to information released Friday by the U.S. Department of Transportation and reported by The Associated Press.

Transportation Secretary Sean Duffy said federal investigators reviewed 200 non-domiciled commercial driver’s licenses issued in New York and found that more than half were issued improperly. Duffy said the federal government will withhold the funds unless New York fixes the process and revokes any flawed licenses.

At the center of the dispute is whether some CDLs remained valid after a driver’s authorization to be in the U.S. expires. Investigators said several licenses defaulted to being valid for eight years regardless of when an immigrant’s work permit ends, which conflicts with federal requirements.

The Federal Motor Carrier Safety Administration found the state issued 107 CDLs that violated U.S. law, an error rate described as 53%. Under the federal warning, that level of noncompliance could result in $73 million being withheld from highway aid.

Federal officials said New York is the eighth state where investigators have found similar issues. The broader concern raised by the federal government is that states must ensure commercial licenses issued to non-domiciled drivers do not outlast the legal documents tied to a driver’s authorization to live and work in the country.

For working drivers, the issue matters on two fronts: the integrity of CDL issuance and oversight, and the potential impact on highway funding that supports the roads and infrastructure used every day. Federal officials said the money remains at risk until the state corrects the system and addresses licenses found to be improperly issued.