Category: Uncategorized

17 years later, Teamsters locals will get payments into benefit trust

More than 17 years after a dispute involving Oak Harbor, Teamsters locals are set to receive a long-delayed payment into a benefit trust, according to information from last week’s development.

The amount involved is more than $23 million, which the locals say one of their benefit funds was entitled to receive from Oak Harbor. The latest action was described as potentially the final legal step in a case that has stretched on for years.

For working drivers, benefit trusts matter because they help support health and retirement-related benefits that are negotiated through union agreements. When funds are tied up in court for long periods, it can create uncertainty around money that was expected to backstop those benefits.

The development also underscores how long labor-and-benefits disputes can take to resolve, even when the underlying issue involves money owed to a benefit fund rather than day-to-day freight operations. In this case, the timeline spans nearly two decades, highlighting the slow pace that can come with complex legal conflicts.

Note: The raw material provided also included a listing for the HSJ Provider Summit in Birmingham (April 16–17, 2026), which appears unrelated to the Oak Harbor/Teamsters benefit trust dispute.

Illinois sheriff follows stolen cargo trailer’s GPS tracker to warehouse stuffed with over $2 million in stolen goods

The Cook County Sheriff’s Office (CCSO) recovered more than $2 million worth of stolen items after using GPS data from a stolen cargo trailer to locate a warehouse in Oak Forest, Illinois.

According to the CCSO, the investigation started after a trailer was reported stolen from a facility in Joliet on Dec. 13. Investigators followed GPS trackers tied to the trailer, which ultimately led them to a warehouse in the 4100 block of 166th Street in Oak Forest.

Inside the warehouse, authorities recovered stolen property valued at more than $2 million, the sheriff’s office said.

For working drivers and fleets, the case is another reminder of how cargo theft investigations often hinge on small pieces of technology that keep moving freight visible after it disappears. GPS tracking—whether built into trailers, placed with loads, or used through fleet systems—can give law enforcement a starting point and a location, especially when stolen equipment is moved quickly across nearby industrial areas.

The sheriff’s office has not released additional details in the information provided, including what specific goods were recovered or whether arrests were made.

Tariffs, enforcement and cargo theft reshape U.S.–Mexico trade in 2025

The heavy-duty vehicle industry saw exports plunge nearly 60% in September as shippers and manufacturers adjusted ahead of a major policy change: a 25% U.S. tariff on medium- and heavy-duty trucks that took effect Nov. 1.

Mexico is a key production base for heavy trucks headed north. About 70% of heavy-duty trucks manufactured in Mexico are shipped to the U.S., tying cross-border freight volumes closely to U.S. demand, pricing, and trade policy.

The truck tariff landed in a broader environment of elevated import duties. U.S. tariffs on Chinese imports now total 47.5%, based on calculations from Chad Bown of the Peterson Institute for International Economics. Over the first three quarters of the year, the value of goods coming into the U.S. from China fell nearly 25%.

Trade shifts are showing up across North American lanes. Imports from Canada also declined during the same period, while the value of products from Mexico, Vietnam, and Taiwan increased year-to-date.

For drivers, these developments matter because tariff changes and shifting sourcing patterns can move freight between lanes and equipment types. When major categories like medium- and heavy-duty trucks face new duties, the ripple effects can be felt in cross-border volumes tied to manufacturing and distribution networks.

• Exports of heavy-duty vehicles dropped sharply in September ahead of the Nov. 1 tariff start date.
• China-related tariffs remain high, and import values from China fell through the first three quarters.
• Mexico’s role in U.S. supply chains continues to grow, even as other import sources decline.

ATA, safety groups slam driverless truck warning system

Major trucking and safety groups are criticizing a warning approach tied to driverless and automated driving systems, arguing that the method is unproven when it comes to keeping inattentive drivers engaged and maintaining safety on the road.

The pushback matters for working drivers because warning systems are a key part of how automated features are allowed to operate. If a system can’t reliably detect inattention and prompt a driver to take over, it raises questions about real-world safety in mixed traffic that includes heavy trucks, passenger vehicles and vulnerable road users.

The debate is unfolding as Tesla works to expand its Full Self-Driving (FSD) system into new markets. Simeon Calvert, a professor of automated driving at Delft University of Technology in the Netherlands, said Tesla will have to satisfy regulators on safety questions as it seeks approvals outside the U.S.

In Europe, those questions are tied directly to driver monitoring and warnings. Calvert noted that European rules require automakers to have effective strategies to warn inattentive drivers. Tesla CEO Elon Musk has said he hopes to gain approval for FSD in Europe as soon as February.

For professional drivers, the bigger takeaway is that regulators and industry groups are paying close attention to how automation handles the most basic job requirement: making sure a human operator is alert and ready to respond. As automated driving features spread, warning and driver-attention systems will remain a central point of scrutiny.

DHL Supply Chain Plans to Add Tesla Semi Tractors to U.S. Fleet

DHL Supply Chain says it expects to add multiple Tesla Semi tractors to its U.S. Class 8 fleet in the next 12 months, part of the company’s longer-term effort to reduce emissions across its operations.

The company also confirmed plans to integrate a fleet of Tesla Semis in 2026. DHL pointed to a recent trial as a key reason for moving forward, reporting an energy use rate of 1.72 kWh per mile.

For drivers and fleet operations, the significance is straightforward: DHL is signaling it sees battery-electric Class 8 trucks as workable for certain lanes and duties, based on real-world performance from its own testing.

The move sits within a broader trend in trucking, where major logistics providers are trialing and adding zero-emission equipment in stages rather than switching all at once. DHL framed the Tesla Semi additions as one step in a companywide decarbonization plan, tying the equipment choice to operational results it has already measured.

• What happened: DHL Supply Chain outlined near-term additions of Tesla Semi tractors and confirmed a 2026 fleet integration plan.
• Why it matters: A large, high-mileage operator is expanding use of Class 8 electric tractors based on its own trial data.
• Key metric cited: 1.72 kWh/mile during a DHL trial.

Pride & Polish awards: Finalists square off

Overdrive’s Pride & Polish competition is set to wrap up Tuesday, Dec. 30, with the final awards presentation scheduled for 5 p.m. Eastern time. The event marks the conclusion of a reader-focused contest that spotlights show-quality trucks and the operators who keep them looking their best.

For professional drivers, Pride & Polish has long been a reminder that presentation is part of the job for many owner-operators and fleets alike. Beyond trophies, these competitions put attention on the day-to-day discipline behind clean equipment—washing, polishing, detailing, and keeping a rig presentable while still earning miles.

Separate from the trucking awards event, Seattle’s mayor-elect, Katie Wilson, commented on social media following a fixture confirmation tied to SeattleFWC26. Wilson, a Democrat who will assume office Jan. 1, referenced Juneteenth and Pride themed matches and wrote: “We get to show the world that in Seattle, everyone is welcome. What an incredible honor for our city!”

That broader civic effort has also included a Pride Match artwork competition. Last month, three finalists were announced, and the designs have been displayed on the official SeattleFWC26 website.

While the two items come from different worlds—trucking recognition on one hand and a city’s themed event planning on the other—both reflect how public-facing presentation matters, whether it’s a show truck on display or a host city setting an inclusive tone for visitors.

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

From champagne and party hats to the presents under Christmas trees, and the everyday freight that keeps businesses open, truck drivers move the economy year-round. They work long hours, spend extended time away from family, and keep freight moving through nights, weekends, and holidays.

As 2026 approaches, many drivers are asking for one thing above all: safe roads.

This piece is presented as Part 3 of a series. The provided material also references earlier installments (Part 1 and Part 2) and notes that the 1919 transcontinental convoy changed freight movement, but no additional details are included.

With the limited information available here, the central point remains clear: the work of professional drivers underpins daily life and commerce, and road safety is a priority that directly affects drivers’ livelihoods, time at home, and the ability to keep freight moving reliably.

Why the Northeast is quietly running out of diesel

Diesel supply and demand dynamics in the Northeast are shifting, and the New York region is a clear example. Weaker demand for conventional diesel and heating oil is being linked in part to a new factor showing up more often at the pump and in fuel purchasing decisions: the growing availability and market share of B99 biodiesel.

Three states in the Northeast, including New York, are actively promoting biofuels. As B99 becomes more available, some gallons that would have been conventional diesel are being replaced. That can make “traditional” diesel demand look softer, even while trucks still need fuel and freight still moves.

At the same time, broader fuel market conditions are also shaping what drivers see at retail. With refineries running at seasonally high output and gasoline inventories building, fuel prices in many states have been trending downward. Outside of markets that cycle prices more aggressively, declines have continued, with some stations in nearly a dozen states dipping below key price thresholds.

For working drivers and small fleets, the practical takeaway is that the Northeast is dealing with a changing mix of fuel supply, not just day-to-day price movement. Conventional diesel and heating oil demand in the New York region is being pulled by both policy and product availability, while refinery output and gasoline stockpiles are influencing the wider pricing backdrop.

• What happened: Conventional diesel and heating oil demand in the New York region has weakened.
• Why: A growing share of B99 biodiesel is taking market share, alongside states promoting biofuels.
• Broader context: High seasonal refinery output and building gasoline inventories have supported price declines in many states, though not everywhere.

OPEC+ Likely to Confirm Oil Production Pause, Delegates Say

OPEC+ is expected to stick with a planned output pause when it meets this weekend amid growing signs of global oil oversupply, according to three delegates.

For trucking, oil supply decisions matter because they can influence fuel markets, and diesel prices tend to follow broader crude oil trends over time. When the market shows signs of oversupply, it can put downward pressure on oil prices, though fuel costs at the pump don’t always move in lockstep or immediately.

The information from the delegates points to continuity rather than a policy shift: the group is expected to keep its planned pause in place instead of changing course at the meeting.

In the bigger picture, the key detail is the reason cited by the delegates — “growing signs of global oil oversupply.” That oversupply backdrop is one of the core forces the oil market watches closely, because it can affect price stability and, by extension, operating costs for fleets and independent drivers.

Global 2025 LNG Exports Had Biggest Jump in Three Years

Global liquefied natural gas (LNG) exports in 2025 are estimated to have increased 4% from last year to 429 million tons, according to Kpler, which tracks shipping data.

Kpler’s estimate would mark the largest annual increase since 2022, when exports climbed 4.5% compared with the year before.

For trucking, LNG export volume is worth watching because it reflects overall movement in the energy supply chain, from production through ports and onward to end-use markets. When export levels change, it can affect how much energy product is moving through key corridors and industrial regions tied to energy activity.

In context, the 2025 increase stands out because year-over-year growth in exports has been smaller since 2022, making this the biggest jump in three years based on the shipping data Kpler compiles.

Illinois sheriff follows stolen cargo trailer’s GPS tracker to warehouse stuffed with over $2 million in stolen goods

Investigators in Cook County, Illinois, traced a stolen cargo trailer’s GPS signal to a warehouse that authorities say was packed with stolen merchandise worth more than $2 million.

According to Patch, the investigation began after insurance-company investigators tracked a stolen Target cargo trailer that was taken from a Joliet facility on Dec. 13. The trailer’s GPS tracker led them to a warehouse on the 4100 block of 166th Street in Oak Forest.

Investigators said the stolen goods were taken from the Joliet facility in mid-December and were located through that GPS trail. The case involved investigators with the Cook County Sheriff’s Police Organized Retail unit.

For drivers, the case is a reminder of how quickly trailer theft can turn into a larger cargo-theft operation—and how increasingly common GPS tracking has become in recovering equipment and freight after a theft occurs.

Cargo theft remains a costly problem across the supply chain, and incidents like this highlight why shippers and carriers lean on layered security, including tracking devices, to help locate stolen trailers and recovered freight when theft happens.

30 days to comply: FMCSA details truck broker trustee purge

The Federal Motor Carrier Safety Administration is outlining new compliance timelines tied to enforcement actions that can affect both training providers and motor carriers.

According to the agency, certain failures—such as not maintaining required information or not providing it when requested—can trigger removal proceedings for training providers. Once a training provider receives a notice of proposed removal, they have 30 days to respond to the FMCSA and provide evidence that they are in compliance.

FMCSA also addressed electronic logging device enforcement, including what happens when an ELD is revoked. Motor carriers have up to 60 days to replace the revoked ELDs with compliant ELDs.

To make sure the message reaches fleets quickly, FMCSA said it will send an industry-wide email notifying motor carriers that anyone using revoked ELDs must take specific steps.

For drivers, the practical takeaway is that these enforcement timelines can create short windows for carriers and providers to resolve compliance issues. That can matter on the road, especially when a revoked ELD forces a switch to a compliant unit under a set deadline.

“Theft Ring” Nets Nearly $400,000 Worth of Lobsters on Costco Run

A high-value seafood load bound for Costco warehouses in Illinois and Minnesota was reportedly hijacked, with the shipment valued at nearly $400,000, according to information shared by Rexing Companies.

Dylan Rexing, president and CEO of the Indiana-based supply chain company Rexing Companies, said he believes the driver involved was impersonating a legitimate carrier and stole the load. “This theft wasn’t random,” Rexing said in a statement.

While the shipment was described as live lobsters, Rexing said the lobsters were not alive at the time they were taken. He discussed the incident with FOX 32 in Chicago.

For working drivers and carriers, incidents like this matter because stolen freight doesn’t just hit the shipper and receiver. It can create delays, tighter shipping controls, and more scrutiny on dispatch and pickup procedures that affect day-to-day operations for legitimate operators.

The incident also highlights the broader issue of cargo theft tactics that rely on identity and carrier impersonation—where criminals present themselves as a valid trucking company to gain access to a load before disappearing with it.

Multiple people charged for interstate transportation of stolen cooking oil to be converted to biodiesel

A federal grand jury in Portland returned a six-count indictment on September 24, 2020, charging Ariwite and Adams with conspiracy and theft of funds from a Tribal organization. Prosecutors said the case involved interstate transportation of stolen cooking oil that was intended to be converted into biodiesel.

In a separate indictment, Ariwite was also charged with one additional count, according to the case summary provided.

For drivers, this matters because used cooking oil has become a valuable commodity in the fuel supply chain. As more waste products are routed into alternative fuels like biodiesel, theft and fraud risks can follow the money—showing up as tighter controls at pickup sites, more paperwork, and closer scrutiny of how loads are sourced and documented.

The broader context is that “waste” streams are increasingly being treated as feedstock for transportation and infrastructure. In a separate example of that trend, Ergo Eco Solutions, a Duncan, B.C.-based company, is converting organic food waste into materials aimed at building safer, cleaner roads as part of an effort to reduce reliance on petroleum-based products in infrastructure.

• What happened: A Portland federal grand jury returned indictments tied to stolen cooking oil and related charges.
• Why it matters on the road: Higher-value waste products can mean more enforcement attention and more chain-of-custody expectations at docks and collection points.
• Bigger picture: Food waste and byproducts are increasingly being redirected into biodiesel and road-building materials, changing how these materials move through trucking networks.

DOT, California locked in battle over 17,000 CDLs

California and the U.S. Department of Transportation are in a standoff over about 17,000 non-domiciled commercial driver’s licenses (CDLs). The dispute centers on CDLs issued to immigrants whose license expiration dates extended beyond the period of their legal authorization to be in the United States.

The issue has moved from paperwork to enforcement. California is preparing to revoke roughly 17,000 CDLs tied to drivers in that category, setting up a direct clash with federal transportation authorities over how the licenses should be handled.

For working drivers, the stakes are straightforward: a CDL revocation can immediately affect a driver’s ability to stay employed, keep medical certification and records in order, and avoid disruptions at the scale house, terminal gate, or roadside inspection.

The broader context is that non-domiciled CDLs are designed for drivers who are not permanent residents of the state issuing the license. The disagreement here is about licensing timelines—specifically, situations where a CDL’s expiration date does not match the driver’s legal U.S. stay.

The dispute is also landing in a place where the impact is easy to see. Trucks were pictured moving through the Port of Oakland on Nov. 14, 2025, a reminder that major freight hubs depend on a steady supply of qualified drivers and valid credentials.

• What happened: California issued non-domiciled CDLs with expiration dates that exceeded some drivers’ legal U.S. authorization periods.
• What’s next: The state is preparing to revoke about 17,000 of those CDLs.
• Why it matters: License status determines whether a driver can legally operate, stay employed, and avoid enforcement problems.

At the center of it is a basic question of compliance: whether the state’s licensing actions meet federal expectations, and what the practical outcome will be for the thousands of drivers whose livelihoods depend on those credentials.

The Patrick and Barbara Kowalski Freight Brokers Safety Act: Good Hearts, Bad Outcomes

By fining freight brokers and directing money toward safety upgrades, the Patrick and Barbara Kowalski Freight Brokers Safety Act aims to deter risky load decisions and reduce preventable crashes. The basic idea is straightforward: if a broker hires a questionable carrier or driver arrangement, the broker could face financial consequences.

Supporters of the measure argue it is designed to protect families from preventable harm by putting more responsibility on the parties arranging freight moves—not just the people behind the wheel. In practical terms for drivers, it signals an effort to push the market away from “bad deals” that can put unsafe equipment or unsafe operations on the road.

The broader context is the ongoing debate over who should be held accountable when freight moves are arranged through multiple layers of companies. Brokers play a central role in matching freight to capacity, and the act’s approach ties that role more directly to safety outcomes through penalties and funding for safety improvements.

At its core, the proposal reflects a policy shift: not only encouraging safer choices, but trying to enforce them financially. Whether that balance leads to better results on the highway or creates unintended consequences is part of why the act is drawing attention.

Tariffs, enforcement and cargo theft reshape U.S.–Mexico trade in 2025

Exports tied to the heavy-duty vehicle industry dropped nearly 60% in September as manufacturers and shippers moved ahead of a new U.S. tariff on medium- and heavy-duty trucks, according to the information provided. The 25% tariff took effect Nov. 1, creating a clear deadline that appears to have pulled freight forward into earlier weeks and months.

The shift matters for drivers because Mexico-built trucks and related freight are a steady part of cross-border lanes. The details provided also note that about 70% of heavy-duty trucks manufactured in Mexico are shipped to the United States, underscoring how dependent the supply chain is on predictable trade rules and border processing.

For trucking, swings like this can show up as uneven freight: a rush to move product before a tariff hits, followed by a quieter period after the policy takes effect. The September plunge highlighted how quickly shippers can change plans when costs and deadlines shift.

The truck tariff wasn’t happening in isolation. In early February 2025, trade policy moved quickly across multiple fronts:

• Feb. 3, 2025: The U.S. imposed tariffs on Canada, China, and Mexico, with retaliation promised.
• Feb. 4, 2025: The U.S. and China traded tariff actions, while Canadian and Mexican tariffs were delayed.
• Feb. 11, 2025: President Trump adjusted steel and aluminum tariffs and directed Customs to increase enforcement.

That combination of tariffs and stepped-up enforcement can affect freight in practical ways drivers recognize at the ground level: changes in import flows, tighter border checks, and pressure on schedules when freight has to move before a cost increase or gets held up in processing.

At the same time, the headline issues around U.S.–Mexico trade in 2025 include enforcement and cargo theft, both of which can add risk and complexity to cross-border operations. In this environment, freight patterns can turn on policy announcements and the way those policies are enforced at the border.

North Shore unveils US semiquincentennial locomotive

NSHR 2238, the North Shore Railroad Company’s hand-painted Semiquincentennial locomotive, has debuted in Northumberland as a rolling mural tied to America’s upcoming 250th anniversary.

The locomotive’s artwork is designed to honor Revolutionary War history and to mark the national semiquincentennial milestone. For working drivers who spend long hours moving freight through rail corridors and industrial towns, it’s a visible reminder of how transportation equipment is sometimes used as public-facing signage and community messaging—not just power on the rails.

The unveiling also fits into a larger framework of planned 250th anniversary activity. The Orange County Semiquincentennial Commission was created in 2019, and in June 2021 the New York State 250th Commemoration Act established a statewide commission tasked with overseeing semiquincentennial celebrations at the state level.

With those commissions in place, projects like NSHR 2238 show how commemorations are being carried into everyday public spaces, including transportation networks, as the country approaches the 250-year mark.

Ocado Ends Exclusivity Terms After Setbacks to Kroger Deal

Ocado Group Plc has ended exclusive arrangements to supply its automated grocery warehouse technology, a move that comes as investor pressure builds following setbacks tied to its partnership with Kroger Co. in the United States.

Ocado is known for automated systems used in grocery fulfillment warehouses—technology designed to speed up order processing and improve efficiency in moving goods from inventory to outbound shipments. Ending exclusivity means Ocado is no longer limiting itself to supplying that technology under exclusive terms, a notable shift in how it does business with retail partners.

The change matters for trucking because automated fulfillment centers play a direct role in how freight is staged and dispatched. When big grocery operators adjust warehouse strategy or technology partnerships, it can influence where distribution work happens, how consistently loads move, and how predictable pickup operations are at facilities tied to those networks.

In this case, the decision is linked to setbacks involving Ocado’s deal with Kroger, one of the major grocery chains in the country. With investor pressure mounting, Ocado’s move signals it is responding to concerns about how that U.S. partnership has been progressing.

• What happened: Ocado ended exclusive arrangements for its automated warehouse technology.
• Why it matters: Warehouse and fulfillment strategies can shape shipping patterns and day-to-day load flow for carriers serving grocery networks.
• Broader context: The move follows setbacks tied to Ocado’s U.S. partnership with Kroger and comes amid growing investor pressure.

Borderlands Mexico: TCS is betting on Monterrey as cross-border trade gets more complicated

Cross-border freight is facing a more complicated operating environment, and one carrier is leaning into Monterrey as a key hub. This week’s Borderlands Mexico update highlighted TCS’ focus on Monterrey while also tracking major industrial real estate moves in Texas that could reshape freight patterns along key corridors.

Monterrey has long been a major manufacturing and logistics center in northern Mexico, and it sits in a strategic position for freight moving to and from U.S. border crossings. As cross-border trade becomes more complicated, the emphasis on a strong Monterrey footprint signals how capacity and planning are shifting toward established industrial markets that can support cross-border operations.

On the U.S. side, new and redeveloped industrial sites point to continued investment in freight-heavy regions:

• Union Pacific plans a 2,000-acre Mainline Texas Industrial Park near Houston, a development that could influence rail-served freight flows and add pressure and opportunity for local drayage and regional trucking capacity.
• A former Waco bottling plant is set to be redeveloped into an I-35 distribution center, positioning new warehouse activity along one of the most important north-south trucking corridors in Texas.

Alongside the freight and infrastructure developments, the update also noted a major change at the border: illegal crossings at the U.S.-Mexico border have dropped to their lowest levels in more than 50 years. The decline was attributed to sweeping detention and deportation policies.

For drivers, these combined developments matter because they shape where freight is staged, how freight is routed, and what kinds of facilities are likely to generate consistent outbound and inbound volumes. Monterrey’s role in the cross-border network, new industrial capacity near Houston, and a distribution redevelopment tied to I-35 all point to continued freight concentration in established Texas and northern Mexico trade lanes.

Tariffs, enforcement and cargo theft reshape U.S.–Mexico trade in 2025

Exports tied to the heavy-duty vehicle industry dropped nearly 60% in September as manufacturers and shippers reacted ahead of a new U.S. tariff on medium- and heavy-duty trucks.

The 25% tariff went into effect Nov. 1. With a large share of Mexico-built heavy-duty trucks moving north, the run-up to that date created a noticeable shift in cross-border freight timing and volume.

About 70% of heavy-duty trucks manufactured in Mexico are shipped to the United States, making U.S. policy changes especially important for plants, suppliers and the carriers that serve those lanes.

For working drivers, the story is less about politics and more about what shows up on the load board: when exports swing sharply, it can tighten or flood capacity in specific border corridors, change appointment availability, and reshuffle which commodities are moving.

Tariffs have been a recurring theme through early 2025, with several policy moves clustered in the first half of February:

• Feb. 3, 2025: The U.S. imposed tariffs on Canada, China and Mexico, with retaliation promised.
• Feb. 4, 2025: The U.S. and China engaged in tariff back-and-forth, while Canadian and Mexican tariffs were delayed.
• Feb. 11, 2025: President Trump adjusted the steel and aluminum tariff and directed Customs to increase enforcement.

Alongside tariff changes, increased enforcement at the border affects how freight moves day to day. More checks can mean longer processing times and closer scrutiny of paperwork, which matters most for time-sensitive loads and for drivers trying to manage hours of service around crossings.

With tariffs, enforcement and cargo security concerns shaping the broader backdrop for U.S.–Mexico trade, the September export drop and the Nov. 1 truck tariff highlight how quickly cross-border freight can respond to policy shifts.

Multiple people charged for interstate transportation of stolen cooking oil to be converted to biodiesel

Federal prosecutors have brought charges tied to the alleged interstate movement of stolen cooking oil that was intended to be converted into biodiesel, according to the information provided. The case is being handled in federal court in Portland, where a grand jury returned indictments naming Ariwite and Adams.

On Sept. 24, 2020, a federal grand jury in Portland returned a six-count indictment charging Ariwite and Adams with conspiracy and theft of funds from a Tribal organization. The provided material also notes a separate indictment in which Ariwite was charged with one additional count, though the charge description is incomplete in the source information.

For trucking and transportation professionals, the allegations matter because they involve interstate movement of a commodity—used cooking oil—that has value in the renewable fuels supply chain. When product is stolen and moved across state lines, it can trigger federal involvement and increase scrutiny on how loads are sourced, documented, and delivered.

The broader context included with the information also points to how oil-related enforcement is not limited to highways and ports in the U.S. Iran has occasionally seized oil-carrying vessels in the region over similar types of allegations involving illegal consignments. In November, Iran seized a ship as it traveled through the narrow Strait of Hormuz over what it said were violations, including carrying an illegal consignment.

The Strait of Hormuz is a major chokepoint for the global energy supply, linking the Persian Gulf to the Gulf of Oman. It is a vital route for transporting goods, including oil and natural gas, between the Middle East and the rest of the world—an example of how supply chains can be disrupted when authorities act on suspected illegal cargo movements.

• Case location: Federal court in Portland
• Core allegations provided: Conspiracy and theft of funds from a Tribal organization; separate indictment naming Ariwite for an additional count (not fully described)
• Industry relevance: Enforcement actions tied to oil and fuel supply chains can affect transportation operations and oversight, from documentation to load verification

The Patrick and Barbara Kowalski Freight Brokers Safety Act: Good Hearts, Bad Outcomes

By fining brokers and funding safety upgrades, the Patrick and Barbara Kowalski Freight Brokers Safety Act aims to deter risky broker-carrier pairings and make highways less dangerous. The basic idea is simple: if a broker hires a driver or carrier that turns out to be unsafe, the broker could face financial penalties.

Supporters say the measure is meant to protect families from preventable crashes by putting more responsibility on the people arranging the freight. Instead of safety falling mainly on the carrier side after a load is booked, the law’s approach would push safety considerations earlier in the process—at the point where loads are being matched to trucks.

For working drivers, the proposal matters because brokers sit at a key chokepoint in the freight market. Many loads are sourced through brokers, and broker decisions can shape which carriers stay busy and which ones get cut out. A law that ties broker decisions to fines could change how loads get offered, how carriers are screened, and how quickly freight moves.

The description of the act also points to a second goal: using the money collected to help fund safety upgrades. In practice, that frames enforcement not only as punishment, but as a way to put resources back into making equipment and operations safer across the system.

In the bigger picture, the act reflects an ongoing debate in trucking safety policy: how far accountability should extend beyond the truck and the carrier to other parties in the load chain. This proposal would place more of that responsibility on freight brokers, on the grounds that their choices can influence whether unsafe operations get work.

OPEC+ Likely to Confirm Oil Production Pause, Delegates Say

OPEC+ is expected to stick with a planned output pause when it meets this weekend, according to three delegates, as signs point to a growing global oil oversupply.

For truck drivers, oil supply decisions matter because they can influence diesel prices over time. When the market shows signs of having more oil than it needs, fuel prices can face downward pressure, while tighter supply can do the opposite.

The delegates’ comments indicate the group may continue holding back production rather than adding more barrels into a market that is already showing oversupply conditions. That matters to carriers and owner-operators because fuel is one of the biggest operating costs, and shifts in crude oil supply are a major input to what ends up at the pump.

OPEC+ brings together major oil-producing countries that coordinate production levels. Meetings like this are closely watched because output policy can affect supply expectations and pricing across energy markets.

Diesel prices down 37 cents since hitting 2025 high mark, reefer rates on holiday tear

U.S. diesel prices continued to ease last week, extending a downward run that has followed the 2025 high point. After a six-cent decline week over week, the national average price for a gallon of diesel moved lower again, bringing the total drop to 37 cents from the year’s peak.

The latest figures come from the U.S. Diesel Sales Price data series (GASDESW), which tracks diesel sales prices in the United States and is widely used as a reference point for fuel-cost trends across trucking.

For drivers and small fleets, even a modest weekly move matters. Fuel is one of the biggest day-to-day operating costs on the road, and changes in the national average can ripple through weekly budgets, fuel surcharge calculations, and the decision-making that goes into choosing lanes and planning stops.

While the most recent drop was smaller than the larger declines seen in recent weeks, the direction remains the same: diesel prices are still trending down from the 2025 high. In broader context, the GASDESW series provides a long historical view of diesel pricing going back to 1994, offering a benchmark for comparing today’s market to past periods of higher and lower fuel costs.

HOS waivers expand to more than 20 states as FMCSA responds to regional emergencies

The Federal Motor Carrier Safety Administration has issued or extended three separate Hours of Service (HOS) waivers affecting truck drivers across more than 20 states, according to recent federal notices.

Two of the waivers apply to states in the Northeast and the Midwest. Those two actions specifically allow extended driving under the waiver conditions, reflecting the agency’s use of emergency flexibility to support essential freight movement during regional disruptions.

Collectively, the current set of waivers means HOS relief now reaches 20 states, highlighting how quickly these exemptions can spread when weather or other emergency conditions affect multiple regions at once.

For drivers, HOS waivers matter because they can temporarily change how time behind the wheel is managed when emergency declarations are in place. They are intended to help keep critical supplies moving and reduce delivery delays during disruptions, while still requiring carriers and drivers to operate safely and within the limits of what the waiver permits.

FMCSA periodically uses emergency authority to provide short-term HOS relief tied to specific events and geographic areas. These waivers are not blanket exemptions for all freight, and they typically apply only to certain loads or operations connected to emergency response and recovery.

Maine troopers target unsafe car behavior around trucks in high-traffic areas

Maine State Troopers recently conducted enforcement details aimed at passenger-vehicle behavior around commercial trucks, focusing on areas with consistently heavy truck traffic: Bangor, Winthrop, and the greater Portland region.

Troopers said the effort is being led by the Commercial Vehicle Enforcement Unit (CVEU) and is intentionally centered on four-wheelers rather than truck drivers. The reason, according to the agency, is that 65% of fatal commercial vehicle crashes in 2025 were attributed to passenger cars. Troopers said the strategy is intended to reduce risk and improve overall traffic safety.

For working drivers, the focus reflects a reality seen every day on the road: the actions of nearby cars can quickly turn routine driving into a high-risk situation, especially in congested corridors where merging, lane changes, and speed differences are constant.

Troopers also highlighted the training background for Maine State Troopers. Recruits complete an 18-week Basic Law Enforcement training period at the Maine Criminal Justice Academy in Vassalboro. Troopers said entrance standards are among the toughest in the country, and training includes instruction in firearms, Constitutional law, patrol procedures, criminal behavior, high-speed pursuit, and other criminal justice and social science courses.

The enforcement work in Bangor, Winthrop, and greater Portland was selected based on the volume of truck traffic in those areas, tying the operation directly to locations where commercial drivers spend significant time operating in close quarters with passenger vehicles.

Commercial vehicle with several serious equipment violations rolls through Iowa scale house

Des Moines, Iowa — Iowa drivers are being advised that traffic enforcement has shifted in a significant way: law enforcement officers are now officially issuing citations for handheld electronic device use while driving.

The change is tied to a slate of new state laws passed during Iowa’s 2025 legislative session. Those laws took effect on Jan. 1, 2026, and the updated enforcement posture is now in place statewide.

For professional drivers, the update matters because it turns what may have previously been handled with warnings or less formal action into a citable offense under the new rules. The announcement is intended to put motorists on notice that handheld device use behind the wheel is now being enforced through citations.

The broader context is straightforward: Iowa’s 2025 legislative session produced multiple traffic-related changes, and the start of 2026 is when those updates became effective. With the effective date now passed, enforcement has moved from preparation to day-to-day roadside application.

New Jersey Grants $13M to Hydrogen Drayage Truck Port Pilot

New Jersey is paying $13 million to fund a near-term experiment testing the ability of hydrogen-powered drayage trucks to move cargo at the Port Newark Container Terminal.

The state funding is going to Rutgers, which will use the money to test the technology in New Jersey. The goal is to see how hydrogen trucks perform in a real port drayage setting, where short-haul moves, frequent stops, heavy loads and tight turnaround times are part of the daily routine.

For drivers and fleets running port work, drayage is a demanding segment that quickly exposes what works and what doesn’t. A pilot at a busy terminal like Port Newark is a practical way to evaluate whether hydrogen trucks can handle container moves without disrupting operations.

Why it matters: Ports are a major hub for truck traffic, and states are increasingly putting public dollars toward equipment trials that could change how drayage freight is hauled. This $13 million allocation positions the Port Newark Container Terminal as a test site for hydrogen-powered drayage trucks, while Rutgers leads the funded effort.

New Jersey Grants $13M to Hydrogen Drayage Truck Port Pilot

New Jersey is putting $13 million into a near-term pilot to test hydrogen-powered drayage trucks moving cargo at the Port Newark Container Terminal.

The funding is going to Rutgers, which will use the state support to help run the demonstration and evaluate how the equipment performs in real port work.

For drivers, drayage is one of the toughest duty cycles in trucking: short runs, frequent stops, heavy loads, and constant time pressure around terminals. A port pilot like this matters because it looks at whether an alternative powertrain can handle that day-to-day reality, not just controlled conditions.

The project is described as an experiment focused on near-term operations at Port Newark. The state’s goal is to see whether hydrogen trucks can move container freight in a working terminal environment and what it takes to support that kind of equipment on the ground.

• Funding: $13 million from New Jersey
• Recipient: Rutgers
• Location: Port Newark Container Terminal
• Focus: Testing hydrogen-powered drayage trucks in cargo moves

USDOT announces $118 million in grants aimed at stronger CDL standards, better enforcement, and veteran pathways

WASHINGTON — The U.S. Department of Transportation announced $118 million in competitive grant awards on Dec. 30, 2025, directing the funding to state and local partners to strengthen commercial driver’s license (CDL) standards, enhance enforcement efforts, and support military veterans moving into trucking careers.

U.S. Transportation Secretary Sean Duffy said the funding is intended to improve safety-related oversight tied to CDLs while also helping build clearer pathways for veterans to transition into the trucking workforce.

For working drivers, these types of grants matter because CDL standards and enforcement practices are often carried out at the state and local level. When states have more resources, it can affect how consistently rules are applied, how quickly licensing-related processes move, and how effectively problem operators are identified and addressed.

The announcement frames the grants around three main priorities:

• Strengthening CDL safety standards
• Enhancing enforcement connected to commercial driving and licensing
• Supporting veterans as they transition into trucking careers

USDOT described the awards as competitive grants for state and local partners, positioning the funding as a way to reinforce the systems that sit behind commercial licensing and roadside enforcement, while also addressing workforce entry for former service members.

California’s long wait for autonomous trucks may soon end

California may be moving closer to allowing autonomous (AV) trucks, a shift that would open one of the most important freight markets in the country to driverless trucking operations.

The eventual allowance of AV trucks in California is expected to significantly expand the national autonomous trucking network, making it easier for carriers and technology companies to build longer, more efficient long-haul routes that include the state.

Testing permits could be available by late 2026, but the timeline still depends on the pace of the rulemaking process. Adams noted it could take several more months before the rule is published. After publication, there is additional waiting time before a rule can take effect.

For drivers and fleets that run into, out of, or across California, the timing matters. Until the rule is finalized and active, AV trucking companies still face a longer runway before they can begin testing under the state’s permitting framework.

• California’s approval would connect AV trucking efforts to a major freight hub.
• Testing permits may not be available until late 2026.
• Additional delays are possible due to the time required to publish the rule and wait for it to take effect.

Hours-of-service weather waivers from FMCSA now span more than 20 states

The Federal Motor Carrier Safety Administration has issued or extended three weather-related Hours of Service (HOS) waivers that now cover truck operations across more than 20 states.

According to the agency’s notices, two of the waivers apply to states in the Northeast and the Midwest and are written to allow extended driving under the emergency relief provisions.

HOS waivers like these are typically used when severe weather threatens normal supply lines and delivery schedules. The goal is to help carriers and drivers move priority loads and keep essential goods flowing during an emergency, without immediately triggering standard federal limits on driving time.

For drivers, the practical impact is that qualifying runs under the waivers may be able to operate with added flexibility on driving and on-duty time. At the same time, these waivers are narrow in scope: they apply only under the conditions described by FMCSA, and they are tied to the areas and time periods listed in each waiver.

With three waivers active or extended at once, the total footprint now reaches more than 20 states, reflecting how widespread weather disruptions can be and how quickly they can affect regional freight and day-to-day routing for drivers.

New Jersey Grants $13M to Hydrogen Drayage Truck Port Pilot

New Jersey is putting $13 million toward a near-term pilot program that will test hydrogen-powered drayage trucks moving cargo at the Port Newark Container Terminal.

The state funding is going to Rutgers, which will run the effort as a practical experiment focused on day-to-day port freight movement. The goal is to see whether hydrogen trucks can handle the kind of short-haul container work drayage drivers do around terminals.

For drivers and fleets that work the New Jersey port complex, drayage is a high-activity part of the freight network. Equipment choices at ports can affect how trucks operate on the ground, from how loads are moved in and out to what kind of support infrastructure is needed to keep trucks running.

The pilot matters because it places hydrogen-powered drayage trucks into a real port environment instead of limiting the technology to controlled demonstrations. By funding Rutgers to test the concept at Port Newark, the state is backing a hands-on evaluation of how hydrogen trucks perform in the kind of stop-and-go, appointment-driven work that defines port drayage.

GDP grew 4.3% in Q3, and it was ‘healthier’ growth

The Q3 GDP report showed the US economy expanding at a 4.3% annualized rate, according to the U.S. Bureau of Economic Analysis (BEA). The BEA’s Tuesday release put a strong headline number on third-quarter real gross domestic product (GDP).

For trucking, GDP matters because it’s a broad measure of economic output, and freight demand tends to follow overall activity with a lag. When the economy is expanding, shippers generally move more goods, and that can support volumes across key lanes.

Not everyone is sold on the headline, though. Economist David Rosenberg criticized the GDP print, calling the top-line number a “fugazi”. That’s a reminder for drivers and small fleets that one big number doesn’t always tell the whole story behind demand, rates, and day-to-day freight conditions.

In practical terms, the GDP release is a big-picture signal, not a dispatch sheet. Drivers typically feel economic shifts through shipment consistency, shipper behavior, and how quickly rates respond—especially when markets are already sensitive to costs and capacity.

FMCSA considers Hours-of-Service exemption for commercial vehicle drivers responding to railroad emergencies

The Federal Motor Carrier Safety Administration (FMCSA) on Dec. 17, 2025, asked for public comment on an Hours-of-Service (HOS) exemption request from Hulcher Services, Inc., a nationwide emergency response provider to the railroad industry.

According to the request, Hulcher’s drivers are responsible for moving heavy recovery equipment needed to restore rail operations after a derailment or related incident. That equipment includes side-booms, grapple trucks, rollbacks, service trucks, and other commercial motor vehicles used in emergency recovery work.

The request centers on how HOS limits can affect time-sensitive response work. Hulcher said that without an exemption, drivers may be barred from transporting equipment if they exceed the 14-hour daily or 70-hour weekly limits—even when those drivers are the only qualified operators available to move the specialized units.

For working drivers, the issue is less about routine freight schedules and more about emergency mobilization, where delays can leave critical equipment parked when it’s needed most. FMCSA’s request for comment is part of the agency’s process for reviewing whether an HOS exemption is appropriate for a specific type of operation and whether it can be supported under federal safety standards.

Sikh Coalition sues California DMV over ‘unlawful’ CDL removals

The Sikh Coalition has filed a lawsuit against the California Department of Motor Vehicles, arguing that thousands of commercial drivers are facing the loss of their livelihoods due to DMV-caused clerical problems.

The Sikh Coalition filed for declaratory and injunctive relief last week in the Superior Court of California for Alameda County, citing nearly 20,000 California drivers who are slated to lose their commercial driver’s licenses (CDLs).

Munmeeth Kaur, legal director of the Sikh Coalition, said the state has a responsibility to address the situation because the underlying issues are not the drivers’ fault.

“The state of California must help these 20,000 drivers because, at the end of the day, the clerical errors threatening their livelihoods are of the CA-DMV’s own making,” Kaur said.

For working drivers, the stakes are straightforward: a CDL is the job. Losing it can mean an immediate loss of income and the ability to stay on the road.

The Sikh Coalition, which advocates for the civil rights of Sikhs, is seeking court orders that would clarify the legal situation and stop the DMV from moving forward with the removals tied to the alleged errors.

DOT wants private sector to end $43M freight bottleneck

The American Legion Memorial Bridge on the Capital Beltway outside Washington, D.C. — a primary East Coast bypass for long-distance trucks — is costing the freight industry an estimated $43 million in delay-related impacts because of congestion.

The issue matters for drivers because this stretch of highway isn’t just a local commuter headache. It’s a key link for through-traffic trying to avoid downtown Washington, and when it backs up, the delays hit schedules, hours-of-service planning, and delivery windows for loads moving up and down the I-95 corridor.

In broader recommendations aimed at freight chokepoints, a U.S. Department of Transportation advisory panel called for major truck-specific infrastructure and support to be financed through public-private partnerships.

• A dedicated truck tunnel under the Hudson River
• 40,000 new truck parking spaces nationwide

For drivers, parking is a day-to-day operational issue tied directly to safety and compliance. A large expansion of truck parking, if built where it’s needed, would address one of the most common pinch points on long-haul runs: finding a legal space before running out of hours.

The advisory panel’s approach points to a bigger theme in freight policy: using private-sector participation to help fund and speed up projects that the trucking network depends on, especially where congestion and limited capacity are already producing measurable costs.

Texas Jury Awards $44M to Family of Man Killed in Semi Crash

A Dallas County jury awarded $44.1 million to the family of Christopher Ray Vardy, 49, who was killed in a crash on I-35 during the February 2021 winter ice storm that led to a massive, multi-vehicle pileup in Fort Worth.

According to the information provided, Vardy was in his car when it was rear-ended by an 18-wheeler. The jury found the trucking company New Prime Inc. and its driver liable for the fatal crash. The case is described as the first fatality lawsuit from that pileup to go to trial.

The jury also found that New Prime Inc. did not provide adequate training for winter weather driving. For working drivers, that finding matters because it puts a spotlight on what fleets expect drivers to do in extreme conditions, and what training and preparation are in place before trucks are sent out onto icy interstates.

Documents referenced in the lawsuit describe the severity of the impact. They state that first responders reported they had never seen a vehicle damaged as extensively as Vardy’s. The Tarrant County Medical Examiner confirmed that his injuries were survivable, and that he was conscious for a period of pain and suffering after the crash.

The verdict is part of a broader pattern seen in recent years: when crashes involve commercial vehicles and questions about safety practices, training, and decision-making in hazardous conditions, juries can award large damages. For drivers, these cases often influence how winter operations are trained, supervised, and documented—especially around go/no-go decisions and the expectations placed on the seat during bad weather.

Union Pacific sets date for historic rail merger filing

Union Pacific and Norfolk Southern say they plan to file their formal merger application with the U.S. Surface Transportation Board (STB) on December 19, setting a new target date for a deal that would create the first freight-only transcontinental railroad.

The proposed combination, valued at $85 billion, would link the two carriers’ networks into a single coast-to-coast system spanning more than 50,000 route miles across 43 states. For trucking, that matters because any shift in rail capacity, intermodal service patterns, or shipper options can ripple into highway freight volumes and lane dynamics.

The filing date comes after earlier timing changes. The application—described as exceeding 4,000 pages—had been expected in late November, then around December 16, before the companies indicated December 19 as the filing date.

Pressure on the deal has also increased. In early December, BNSF Railway, one of Union Pacific’s main competitors, petitioned the STB to revisit and enforce conditions tied to Union Pacific’s 1996 acquisition of Southern Pacific. That move adds another layer for regulators to consider as the new merger request enters the formal review track.

On the political side, U.S. Sen. Chuck Schumer of New York has criticized the merger as “monopoly-like,” warning it could reduce competition and raise prices for goods. Those concerns align with the STB’s long-standing expectations that major rail mergers must show public benefits and address competitive impacts.

Both railroads have said the merger would reshape the U.S. freight rail map, but they have not yet laid out, in public detail, how the partnership would meet the STB requirement to enhance competition or benefit shippers and customers across the South.

For professional drivers, the key takeaway is timing: the filing kicks off the next phase where railroads, shippers, and other stakeholders can scrutinize what the merged network would mean for intermodal service, routing, and competitive choices. Trucking leaders have been watching closely, weighing how changes on the rails could affect operations on the road.

Union Pacific shareholders approved the share issuance needed for the transaction on November 14, 2025, moving the deal closer to the federal review that begins once the STB receives the full application.

Car hauler RPM acquires fleet services provider PARS

RPM Freight Systems, a non-asset-based third-party logistics provider focused on finished vehicle transportation, has acquired Professional Automotive Relocation Services (PARS), a fleet management services provider.

The deal was announced in a PRNewswire release. RPM described itself as an international logistics and supply chain solutions company, while PARS is based in Gainesville, Virginia and primarily serves corporate fleets.

RPM said the acquisition adds lifecycle and fleet management capabilities to its platform. PARS’ services include driveaway, vehicle storage, and titling and registration.

For drivers, the announcement is a reminder of how finished-vehicle transportation and fleet services are continuing to blend. Instead of only moving vehicles from point A to point B, providers are packaging transportation together with administrative and handling services that keep fleet units moving through their full cycle of use.

• What RPM adds: corporate fleet services such as driveaway, storage, and titling/registration through PARS.
• What PARS customers gain: access to RPM’s carrier network and original equipment (OE) relationships, according to the release.

PARS will continue to operate as a standalone entity with its current brand identity and leadership, the companies said.

PARS CEO Lori Rasmussen said in the release that joining RPM aligns with PARS’ focus on service quality and “metrics-driven solutions,” and that the combination will broaden tools and network options for fleet customers.

Diesel reverses course, falls 20 cents over 3 weeks

Diesel prices have moved back down after a run-up earlier in the month, falling about 20 cents per gallon over the past three weeks. The latest weekly drop was 9.3 cents per gallon, matching the same-sized decline last seen on December 18, 2023.

That December 2023 date stands out for another reason: it capped a stretch when diesel fell 19.8 cents per gallon over two weeks, underscoring how quickly pump prices can change when market conditions shift.

For drivers, even small weekly moves matter. Fuel is one of the biggest variable costs on the road, and a 20-cent swing can change the weekly math for both owner-operators and fleets—especially for high-mileage regional and over-the-road runs.

Several factors are pressuring diesel lower. While U.S. economic growth increased consumption by 50,000 barrels per day in 2024, overall global consumption has decreased. Diesel is refined from crude oil, and lower crude prices have also pushed down projected diesel costs.

The U.S. Energy Information Administration’s outlook reflects that softer pricing environment. According to the EIA’s diesel cost projections, retail diesel prices are expected to average about $2.30 per gallon in 2025.

Shorter-term market sentiment has also shifted. A slight rollback in diesel prices is expected next week amid renewed Ukraine-Russia ceasefire hopes that eased global supply concerns.

International policy debates are adding background noise to the diesel conversation, even if they don’t directly set U.S. pump prices. In Europe, leaders continue to argue over deadlines for ending sales of new petrol and diesel vehicles. Manfred Weber, president of the European People’s Party group in the European parliament, said the 2035 cutoff date would be softened next week, according to Germany’s Bild newspaper.

In the UK, the debate has drawn pushback from climate advocates. Doug Parr, Greenpeace UK’s policy director, warned that changing course now would create “chaos after years of preparation for electric cars,” and said proposals floated by the Conservatives would not take effect before 2029.

For trucking, the immediate takeaway is simpler: diesel has turned downward again after recent increases, and the broader outlook is being influenced by crude prices, consumption trends, and geopolitics.

• Latest weekly move: down 9.3 cents per gallon
• Three-week change: down about 20 cents per gallon
• Key drivers: lower crude prices, mixed demand signals, eased supply concerns

Intermodal traffic continues to hold down overall U.S. rail volume

WASHINGTON — U.S. rail traffic declined for the ninth consecutive week, with falling intermodal volumes again pulling down the national totals. For the week ending Dec. 6, the Association of American Railroads reported overall U.S. rail volume of 508,999 total carloads and intermodal units.

For trucking, the weekly rail numbers matter because intermodal is the part of rail that overlaps most directly with highway freight: the containers and trailers that can move by either train or truck. When intermodal drops, it can signal a shift in how freight is moving and where capacity is being used.

Railroads have long promoted intermodal as an efficient way to move freight over longer distances. In 2018, U.S. rail freight transport energy efficiency was reported at 473 ton-miles per gallon of fuel. Even so, railroads in recent years have gradually been losing intermodal traffic to trucking, keeping added pressure on overall rail volume when intermodal demand softens.

Broader transportation indicators also reflect softness across multiple modes. The Bureau of Transportation Statistics said the Freight Transportation Services Index (TSI) decreased in October due to decreases in rail carloads, rail intermodal, pipeline, and trucking, while air freight and water volumes increased.

At the railroad level, intermodal remains a major line of business even as weekly totals fluctuate. BNSF’s intermodal shipments totaled 5.3 million in 2024, underscoring how central containerized freight is to the rail network and to the truck-rail interchange that feeds it.

Infrastructure continues to develop around container flows as well. A $127 million rail facility about 50 miles from Atlanta is expected to be served by Norfolk Southern “doublestack” trains, with officials saying it would help reduce Atlanta traffic while connecting northeast Georgia to the Port of Savannah.

The latest weekly decline reinforces a trend drivers have been watching closely: intermodal volumes remain the key swing factor in rail’s overall performance, and changes there can influence where freight lands—on the rail network or on the highway.

Wyoming troopers responded to 39 semi truck blowovers this week

Wyoming highway troopers have been busy this week as powerful winds continue to hit central and southeastern parts of the state. The Wyoming Highway Patrol (WHP) said troopers have responded to 39 truck blowovers since Tuesday, December 9, as gusts described as hurricane-force moved across the plains.

WHP and the Wyoming Department of Transportation (WYDOT) say the problem has been most persistent along Wyoming’s primary freight corridors, including stretches of Interstates 80 and 25 that are well known for dangerous crosswinds.

In comments to Bigfoot99, WHP Senior Public Relations Specialist Aaron Brown said that since Tuesday, 16 semi-trucks were blown over on Interstate 80 between Laramie and Rawlins. Brown said no serious injuries have been reported so far.

The wind issues have also targeted locations drivers often hear about during winter wind events, including the “Dangerous Trio”: Wyo Hill on I-25 (mile markers 2–3), Bordeaux on I-25 (mile marker 71), and the area near Cooper Cove west of Laramie on I-80.

WYDOT has issued travel restrictions during the event. As of Wednesday morning, I-80 between Laramie and Rawlins was closed to all light and high-profile vehicles under 20,000 pounds due to gusting winds and an extreme blowover risk.

One point WHP and WYDOT continue to stress is how quickly a single blown-over rig can turn into a major operational problem on the road.

A single blowover event often occupies several troopers, along with additional towing and emergency vehicles, WHP noted, tying up resources that may be needed elsewhere and sometimes forcing a highway to close to all traffic while debris is cleared and equipment is recovered.

WHP also noted the practical challenge of enforcement during wind restrictions: when highways are closed to high-profile vehicles, the roadway itself may still be open to other traffic. Brown said most truckers are required to keep track of their weight, and troopers are not stopping semis at random.

Several blowovers were also reported near Elk Mountain, according to WHP, prompting partial closures and extended delays as responders worked through recovery and traffic impacts.

WYDOT and WHP have reiterated that driving a prohibited vehicle during wind closures can bring significant penalties, including fines and potential liability for roadway damage.

Morgan Stanley sees supply-side ‘spark’ for trucking in 2026

Morgan Stanley is looking for a trucking recovery in 2026, but not because it expects demand to suddenly surge. Instead, the bank’s transportation team says the main driver could be tighter supply caused by new regulatory enforcement that reduces the number of trucks and drivers able to run.

In a 2026 outlook shared with investors, Morgan Stanley transportation equities analyst Ravi Shanker said the firm expects the enforcement shift to be meaningful enough to pull more than 5% of industry capacity out of the market.

“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,” Shanker told investors.

Based on that view, Morgan Stanley upgraded its freight transportation industry outlook to Attractive for 2026. Shanker and his team said the risk-reward profile for the sector looks better than it has since 2020, even as the bank acknowledges the market still has challenges ahead.

The call comes after what the firm described as an “unprecedented downcycle” in 2025. Morgan Stanley’s view is that carriers could be entering 2026 in a better position as truckload capacity tightens and freight “spillback” becomes more of a factor.

For drivers, the key takeaway is that Morgan Stanley’s recovery thesis is built around the supply side—fewer compliant trucks available—rather than a demand boom. The firm expects tighter capacity to support rates by establishing a higher “floor,” and it also said shrinking trucking capacity will drive double-digit freight hikes in 2026.

At the same time, the bank noted broader pressures in the supply chain. It pointed to rising operating costs and volatility tied to tariff policy uncertainty, factors that can weigh on profitability—especially in long-haul—when shipping rates are soft.

• What changed: Morgan Stanley raised its 2026 view on freight transportation to Attractive.
• What’s driving the outlook: New regulatory enforcement that tightens supply, potentially removing more than 5% of capacity.
• Why it matters to drivers: The firm expects tighter capacity to create a rising floor for rates and contribute to double-digit freight hikes in 2026.
• What’s still a headwind: Higher operating costs and policy-related volatility across the supply chain.