SDTA Executive Board member Tom Murphy and President Christine Erickson attended Governor Larry Rhoden’s first
Photo Courtesy of Christine Vinatieri-Erickson
SDTA EXECUTIVE COMMITTEE
Justin Anders Chairman
Tom Murphy Vice Chairman
Ryan Viessman Treasurer
Jim Maciejewski
Secretary
Bob Willey Past Chairman
Vacant
ATA Vice President
Christine Vinatieri-Erickson President
SDTA BOARD OF DIRECTORS
Phillip Christian
Nick Cleveringa
Shanna Gray
Pete Halverson
Eric Hamiel
Steve Hoffman
Larry Klaahsen
Tim Kotalik
Justin Larson
Nathan Locken
Matt Parker
Dan Schipper
Ben Sternhagen
SDTA SERVICES BOARD OF DIRECTORS
Jim Maciejewski
Chairman
Brad Schipper
Membership Retention Director
Todd Johnson
Public Relations Director
Rick Underwood
Membership Services Director
Cindy Heiberger
Group Insurance Director
MESSAGE FROM THE Chairman
Spring is here and warmer weather is in the forecast, but for trucking the forecast seems to remain unchanged to slightly positive depending on who you listen to. With the on again off again tariffs, nobody knows which way to go. The tariffs could cause supply chain disruptions along with increased costs for the industry. The cost of new equipment will not only be impacted, but so will the parts and components for trucking operations. Although the tariffs seem to have a mostly negative connotation they could have some positive impacts for trucking.
Domestic freight demand could rise in the short-term boosting freight volumes and revenue for trucking companies. In the long term it could bring production back to the United States leading to a stronger domestic supply chain. Good or bad, we will keep plugging along and making the best of it.
I would like to remind everyone of our Spring Board of Directors meeting on May 8th followed by the fishing calcutta for the 23rd Annual Cliff Tjaden Fishing Event happening on Friday, May 9th. We are also looking for some new members to join the board and this would be a great time to get involved and be an advocate for our industry.
Safe travels, Anders Trucking dispatch@anderstrucking.com
JUSTIN LARSON (605) 224-1611
PIERRE, SD
KURT SWANSON (605) 224-1611
PIERRE, SD
JORDAN GAU (605) 996-4698
MITCHELL, SD NICK BACKLUND (605) 996-4698
MITCHELL, SD
TACHA ARTZ (605) 737-7865 RAPID CITY, SD GREG BALDWIN (605) 336-2795 SIOUX FALLS, SD
WE KNOW TRANSPORTATION
RUSS STOUGH (605) 336-4444 SIOUX FALLS, SD
Acrisure Truck Group consultants are experts in the coverage of all size trucks and farm equipment, so we know the risks and liabilities to make sure you are fully covered. We have four locations in South Dakota to serve you and your truck insurance needs—Pierre, Mitchell, Rapid City and Sioux Falls.
SDTA STAFF
Christine Vinatieri-Erickson President christine@southdakotatrucking.com
Michelle Wells Member Manager michelle@southdakotatrucking.com
The 100th South Dakota Legislative Session is now officially in the books, and as always, SDTA was in the thick of it—working hard to protect and promote our industry.
One of the biggest victories this year was the passage of Senate Bill 131, the E-Title bill. This legislation is a major leap forward in modernizing our title system and cracking down on fraud and inefficiencies within the Department of Revenue and Motor Vehicle Division. While it won’t happen overnight, this win represents real progress, and we’re proud to have been part of the solution.
Not every effort crossed the finish line. We also brought Senate Bill 175, focused on increasing transparency in third-party litigation financing. While it passed the Senate, it fell short in the House after some last-minute opposition from members of the legal community. Though disappointed, we’re not discouraged. We’ll regroup, learn from the process, and come back stronger in 2026.
Our eyes are already on the road ahead. We’ve begun strategizing for the next legislative session, focusing on the issues that matter most to our members— fairness, transparency, and protecting the people who keep South Dakota moving. We’ll continue to fight for you and bring thoughtful, well-crafted solutions to the table.
In the meantime, we’ve got some exciting events on the horizon, and we hope to see many of you there:
The Annual Cliff Tjaden Fishing Event is set for May 9th in Chamberlain, preceded by our Spring Board Meetings May 8th—always a great mix of business and fun on the water.
The South Dakota Truck Driving Championships will be held May 17th in Sioux Falls, where we’ll watch some of the best in the business compete in skill, safety, and professionalism.
And don’t forget the SDTA East River Golf Event on July 10th in Brandon, SD. It’s a fantastic way to connect, unwind, and enjoy some well-earned sunshine.
As always, thank you for your support, dedication, and partnership. The work you do every day is vital—not just to our association, but to our entire state.
Onward,
Christine Vinatieri-Erickson
BrianJohnson
Brian Johnson, K&J Trucking, Inc., Sioux Falls, SD, was selected as the March 2025 Driver of the Month by the South Dakota Safety Management Council.
Brian is an Owner-Operator for K&J Trucking and has over 22 years of professional driving experience without any accidents. He has been with K&J for the past two years. During his time there, he has been a member of K&J’s On Time Club and has received recognition for his safe driving habits. Brian always greets everyone with a smile, whether stopping by before heading out or returning from a tour of duty. He is a pleasure to work with for dispatch, accepts his loads without question, and doesn’t inquire about upcoming dispatches. Brian has expressed that he can’t believe he didn’t join K&J sooner than he did.
Brian enjoys driving old cars and has rebuilt some from the ground up.
Brian and his wife reside in Aberdeen, SD. They have four adult children.
The South Dakota Trucking Association joins the Safety Management Council in congratulating Brian Johnson for being selected as the March 2025 Driver of the Month.
Nominate Them for Driver of the Month
A nomination form & rules can be found online at www.southdakotatrucking.com under the Resource s tab.
For more information, please contact the SDTA office at 605-334-8871 or michelle@southdakotatrucking.com
We offer high-quality, low-cost CDL training options in the South Dakota region that are available online from any device. Our curriculum is fully compliant with the current FMCSA ELDT Training standards, and we are a member in good standing of the Training Provider Registry as a Theory provider.
To learn about our fully-online, FMCSA-compliant CDL Theory program and how you can join our trainee to employee pipeline, call the SDTA office at 605-334-8871 or go to www.southdakotatrucking.com
MAY 8, 2025
SDTA Spring/Summer Executive Committee Meeting
10:00 a.m.
AmericInn Chamberlain, SD
MAY 8, 2025
SDTA Spring/Summer Board of Directors Meeting
1:00 p.m.
AmericInn Chamberlain, SD
MAY 8, 2025
Social Hour, Dinner and Calcutta for the Annual Cliff Tjaden Fishing Event
6:00 p.m.
AmericInn Chamberlain, SD
MAY 9, 2025
Annual Cliff Tjaden Fishing Event
7:30 a.m. - 3:30 p.m.
Cedar Shore Marina Oacoma, SD
MAY 17, 2025
SD Truck Driving Championships
7:00 a.m.
Southeast Technical College Sioux Falls, SD
JUNE 5-8, 2025
Wheel Jam Truck Show
State Fairgrounds Huron, SD
JULY 10, 2025
SDTA East River Golf Event
9:00 a.m.
Brandon Golf Course Brandon, SD
AUGUST 20-23, 2025
National Truck Driving Championships Minneapolis, MN
Rounds Leads Legislation to Increase Timber Sales in the Black Hills National Forest
Press Release | Senator Mike Rounds
WASHINGTON – U.S. Senator Mike Rounds (R-S.D.) today reintroduced the Timber Harvesting Restoration Act in the 119th Congress. This legislation would require the United States Forest Service (USFS) to improve timber sales numbers in the Black Hills National Forest. Rounds originally introduced this legislation in the 118th Congress in March 2024.
In recent years, timber sales in the Black Hills National Forest have steadily decreased, putting a significant strain on manufacturers of timber products. USFS has been unable to justify these harvesting shortfalls in the Black Hills National Forest. To accommodate for the shortage and keep up with demand, local timber businesses must pay additional shipping costs to bring in timber from farther away.
“Timber manufacturers in the Black Hills area are being negatively impacted by harvesting shortages in the Black Hills National Forest,” said Rounds. “They should not have to bring in timber from long distances to meet the demand for lumber, especially when there’s no reasonable explanation offered by USFS for these shortfalls. In addition, timber harvesting is necessary to keep the Black Hills healthy, prevent wildfires and preserve its beauty for generations to come. I’m pleased to once again introduce this legislation that takes steps toward getting our timber production back up to normal levels.”
“We appreciate this legislation from Senator Rounds which would help the US Forest Service succeed and the communities depending on that success,” said Ben Wudtke, Executive Director of the Black Hills Forest Resource Association. “The US Forest Service has recognized a tremendous need for treating an additional 20 million acres through their Wildfire Crisis Strategy. Recognizing the need is the first step. This legislation is a logical next step that would help better position individual national forests for accomplishing those goals through development of tailored plans where needed.”
Specifically, the Timber Harvesting Restoration Act would:
• Require superintendents of National Forest System units (individual national forests) to submit harvesting improve-
ment reports to the U.S. Secretary of Agriculture (Secretary) if they have historically fallen well below annual Allowable Sale Quantity numbers laid out in forest plans.
• Require superintendent reports to identify any of the following actions: 1) forest areas that could be used to help meet harvesting targets 2) any actionable steps that may help meet harvesting targets, including expediting environmental review processes, and increasing the use of Good Neighbor Authority when applicable.
• Require superintendents to consult with private industry, advisory committees, local, tribal and state governments and relevant stakeholder groups when drafting improvement reports.
• Require superintendents to submit improvement reports to the Secretary within 180 days of enactment of the Act.
• Require superintendents to demonstrate actionable steps towards improving timber sale numbers within one year of enactment. If a forest supervisor does not increase timber sales from the preceding year, they will be required to submit another improvement report within 180 days after the actionable step deadline.
• If a superintendent does not demonstrate harvesting improvements one year after submitting a harvesting improvement report, the Secretary is directed to take any reasonable steps to improve harvesting outputs. This may include providing additional personnel, expanding the use of Good Neighbor Authority and finding any feasible actions to expedite environmental review processes.
The full bill can be found at https://www.rounds.senate.gov/ imo/media/doc/timber_harvesting_restoration_act_119th.pdf Reprinted from Sentator Mike Rounds website.
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FULL COLOR BUSINESS CARDS
46TH ANNUAL SD TRUCK DRIVING CHAMPIONSHIPS
46TH ANNUAL SD TRUCK DRIVING CHAMPIONSHIPS
SOUTHEAST TECHNICAL COLLEGE, SIOUX FALLS, SD
SOUTHEAST TECHNICAL COLLEGE, SIOUX FALLS, SD
SATURDAY, MAY 17, 2025
SATURDAY, MAY 17, 2025
Schedule of Events
Schedule of Events
SATURDAY, MAY 17
SATURDAY, MAY 17
a.m.
a.m.
7:00-7:30 a.m. Driver Registration
7:00-7:30 a.m. Driver Registration
Drivers not registered by 7:30 a.m. docked 25 Points for failure to follow instructions
Drivers not registered by 7:30 a.m. docked 25 Points for failure to follow instructions
7:00-7:30 a.m. Breakfast
7:00-7:30 a.m. Breakfast
7:30-8:30 a.m. Welcome & Driver Orientation
7:30-8:30 a.m. Welcome & Driver Orientation
8:30-9:30 a.m. Written Exam
8:30-9:30 a.m. Written Exam
8:30-9:15 a.m.
8:30-9:15 a.m.
Course Problem Stewards & Captains Walk Through With Instructions
Course Problem Stewards & Captains Walk Through With Instructions * All Course Stewards / Captains Must Be Present
* All Course Stewards / Captains Must Be Present
9:15 - 9:30 Course Problem Stewards / Captains Explain Responsibilities To Volunteers
9:15 - 9:30 Course Problem Stewards / Captains Explain Responsibilities To Volunteers
9:30 - 10:00 Course Walk Through For Drivers In All Classes
9:30 - 10:00 Course Walk Through For Drivers In All Classes
10:00 a.m. Driving Competition And Pre-Trip Inspections Begins
10:00 a.m. Driving Competition And Pre-Trip Inspections Begins
p.m.
p.m.
6:00 p.m.
Social Hour - Cash Bar
6:00 p.m. Social Hour - Cash Bar
Ramkota Hotel - Washington Room (3200 W Maple Street, Sioux Falls)
Ramkota Hotel - Washington Room (3200 W Maple Street, Sioux Falls)
7:00 p.m. Awards Banquet
7:00 p.m. Awards Banquet
Ramkota Hotel - Washington Room
Ramkota Hotel - Washington Room
SUNDAY, MAY 18
SUNDAY, MAY 18
a.m.
a.m.
8:00
Champions Club Breakfast For All 2025 and past SD TDC Class Champions
8:00 Champions Club Breakfast For All 2025 and past SD TDC Class Champions
Ramkota Hotel, Maple Room (3200 W Maple Street, Sioux Falls)
Ramkota Hotel, Maple Room (3200 W Maple Street, Sioux Falls)
ENTRY FEES ARE DUE BY APRIL 30, 2025 NO REFUNDS AFTER 4/30/25
Use this QR code to register your company as a sponsor, sign up volunteers or to purchase additional Banquet tickets.
FMCSA’s Camire Removed From Website After Brief Appointment
Reason for Sudden Departure Has Not Been Publicly Announced
Adrienne Camire’s name has vanished from the Feder al Motor Carrier Safety Administration website just two weeks after she was named acting administrator.
Camire was appointed on March 7 to lead the FMCSA. By March 21, the agency had removed all references to her leadership, including a press release announcing her ap pointment and her name on the agency’s leadership page.
The reason for the sudden departure has not been public ly announced. FMCSA has not issued a statement, and the Department of Transportation has not commented on the change.
tickets are available for $75.
Sue Lawless now appears at the top of the agency’s lead ership page as executive director and chief safety officer, with Jesse Elison listed as chief counsel.
The Unknown of the 2025 Freight Economy
Angel Coker Jones | Senior Editor | Commercial Carrier Journal
Tariffs. That word is all over the news of late, and it’s something the nation’s top economist in the trucking sector called a “very fluid situation” Monday at the Truckload Carriers Association annual convention held in Phoenix.
Bob Costello, chief economist and senior vice president of international trade and security policy at American Trucking Associations, told the crowd during his 2025 Economic Industry Review that tariffs will have a number of impacts on carriers, including a steep increase in the cost of equipment, but one of the biggest impacts is one many in the trucking industry may not consider: the potential hike in ocean vessel port call fees.
“It absolutely could change freight patterns. I think it’s a really big deal,” he said.
The Office of the United States Trade Representative recently proposed imposing service fees on Chinese vessel operators of up to $1 million per call at U.S. ports, as well as charging shipping companies using Chinese-built vessels up to $1.5 million per call.
Costello said while the aim is to use that money to help U.S. companies build ships, the problem is it would likely reduce the number of port calls, effectively changing freight patterns.
“What they’re probably going to do is dump all of the cargo in one port and move on,” he said.
And it doesn’t solely impact imports.
“On the East Coast, you have small ports … that are really good for our exporters,” he added. “There are a lot of factories in Alabama, and those exporters are shipping this stuff through the Port of Mobile. There’s a good chance a lot of these ocean carriers are not even going to make that call and not go to Mobile anymore.”
Consumers take the lead
Costello said he had expectations for the industry to slowly return to normal throughout 2025, following the consumer spending trends that fueled a drawn-out freight recession. But, he said, another recession could be on the horizon if those tariffs are implemented.
The Trump Administration has proposed an additional 10% on China, another 25% on steel and aluminum, and 25% on Canada and Mexico, the latter of which would have a significant impact on tractors and trailers.
“If it in fact goes through … for any substantial amount of time, I think that brings in a real risk of macro recession, no doubt about it,” Costello said. “It’s going to be a drag on freight volumes because tariffs, after all, are taxes. As importers pay those, they have to raise prices. When you raise prices on goods, people are going to buy less of them.”
And that’s what caused the freight recession in the midst of a growing macroeconomy (GDP above 2% over the past two years) following the COVID-19 pandemic.
“We didn’t have as many outlets to spend that money (during the pandemic). We weren’t traveling. We weren’t going to sporting events. We weren’t going to the movies. We all remember; it was not fun. So what did people start doing during that period? They just started buying stuff,” he said. “While you need truck movements for experiences on a dollar per dollar basis, it’s less than when we buy a good. Remember the term revenge travel? People were taking multiple vacations. They were going to Taylor Swift concerts and the like.”
Now, Costello said, it could cause the reverse effect on the trucking industry as the macroeconomy slows down. The labor market is good, the number of available jobs is normal, unemployment – though slightly up – is still low, and consumer spending is finally returning to normal.
Costello projects goods spending to be up 3.3% and experiences spending up 2.2% in 2025. And services inflation is running higher than goods inflation, meaning people will spend more on goods than services.
In addition, factory output, which fell 0.4% in 2023 and 2024, is expected to grow 1.3% in 2025 and 2.5% in 2026, with exceptions in certain sub-sectors, based on Costello’s predictions. He said he also expects existing home sales to grow, which means buyers will be spending money to fix up homes, and new housing starts – estimated at one million – will generate quite a bit of freight.
“It wasn’t like the boom of the pandemic, but it’s certainly much better, and I think that is absolutely going to help,” he said.
DOT’s Oral-Fluid Drug Testing Raises Safety Concerns
Experts Warn Shorter Detection Window Could Increase Marijuana Use Among Truckers
Eric Miller | Senior Reporter | Transport Topics
The addition later this year of oral-fluid drug testing for marijuana, which typically detects use only for up to 72 hours after use, could allow truck drivers to use the drug and avoid detection, according to the CEO of a real-time impairment detection testing technology company.
“The Department of Transportation’s shift to oral fluid testing for cannabis will have serious consequences for the trucking industry,” Gaize CEO Ken Fichtler said. “Why? Because oral fluid tests have a short detection window — typically around 24 to 48 hours. This means truckers who use cannabis will be able to do so with near impunity, as long as they avoid a drug test for a couple of days.”
On one hand, a driver attempting to hide pot use could stay away from work for two or three days before being tested using oral fluid. But a driver hit with a surprise drug test using oral fluid could be in big trouble.
“Unlike urine tests, which detect use for weeks since the last use, saliva testing opens the door for more drivers to use cannabis,” said Fichtler, whose company has conducted research on the detection question. “If allowing the use of cannabis by truckers was the goal, the move to oral fluid testing will certainly accomplish that. However, if keeping roadways safe is what we’re trying to do, a total rethink of the drug-testing paradigm is required.”
Fichtler believes that the vast majority of drug testing will switch to oral fluid when it goes into use later this year.
An official with the Substance Abuse and Mental Health Services Administration, a subagency of the Department of Health and Human Services, disputed the detection window mentioned by Fichtler.
“In referenced journal articles, cannabis use can be detected via oral fluid testing for up to 72 hours,” said the federal official, who asked not to be identified. “When a donor receives a request for collection, the donor will not know if the test will be an oral fluid or urine collection until they arrive at the collection facility for a federal agency.”
Federal drug officials say that directly observed urine specimen collections have long been the most effective method for preventing individuals from cheating on their drug tests
Oral fluid testing “opens the door” for more truck drivers to use marijuana,” Gaize CEO Ken Fichtler says. (Wirestock/Getty Images)
by substituting or adulterating their specimens, but directly observed urine collection may only be done in certain circumstances due to employee privacy concerns.
However, all oral fluid collections are directly observed because they are always collected in front of the testing official. Unlike a directly observed urine collection, an oral fluid collection is much less intrusive on the tested employee’s privacy. Therefore, adding oral fluid testing as an option is consistent with the careful balancing of an individual’s right to privacy with the department’s interest in preserving transportation safety by deterring illicit drug use, federal drug officials have said.
Drug experts say that allowing employers to use oral fluid may improve the effectiveness of drug testing, especially for testing of drivers involved in accidents. Oral fluid testing also can reduce anxiety, discomfort and other burdens for individuals undergoing testing because it is less intrusive and time-consuming than urine testing.
For example, while most Department of Transportation-regulated urine tests are unobserved, a small number require direct observation. In observed tests, a testing official of the same gender as the employee watches the employee urinate into the collection container. Allowing the alternative of oral fluid testing would reduce discomfort and other issues for individuals, including potential civil rights issues. Reducing the burdens associated with testing also may reduce barriers to transportation employment for individuals deterred by current testing requirements.
Reprinted from Transport Topics.
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Congress to Review DOT Nominees, Trump’s Budget Plan
Lawmakers Set to Weigh Key Transportation Leaders, Tax Cuts
Eugene Mulero | Senior Reporter | Transport Topics
Members of Congress return to Washington the week of March 24 to consider senior officials for Department of Transportation agencies and President Donald Trump’s budget and tax plan.
Senate Majority Leader John Thune (R-S.D.) signaled the potential for high-profile DOT nominees to appear before the transportation panels as early as this month. A vote to confirm them would align with the Republican caucus’ aim of swiftly confirming Trump administration personnel.
Sean McMaster and Bryan Bedford, nominees to lead the Federal Highway Administration and the Federal Aviation Administration, respectively, are awaiting hearings at committees of jurisdiction.
The president this month nominated McMaster for the top role at the agency overseeing surface transportation regulations. The nominee served as a senior DOT official during Trump’s first term. Before that, he was a longtime congressional aide.
Central to FHWA’s agenda over the coming years will be rulemaking specific to autonomous vehicles and emerging technologies. The Biden-era $1.2 trillion bipartisan infrastructure law paved the way for expanding access to connected vehicle technologies along freight corridors.
Bedford, presently head of Republic Airways, was tapped to lead the nation’s aviation apparatus. With more than three decades of experience in the industry, senior transportation policymakers touted his credentials.
“As a pilot and someone with decades of firsthand experience in the aviation industry, Bryan is a great choice to lead the FAA,” House Transportation and Infrastructure Committee Chairman Sam Graves (R-Mo.) and Aviation Subcommittee Chairman Troy Nehls (R-Texas) said in a joint statement March 17.
“We look forward to working with him on modernizing and staffing our air traffic control system, ensuring the safety of the entire aviation system for travelers, and strengthening this critical component of our economy,” Graves and Nehls continued. “We can achieve this through implementation of the FAA Reauthorization Act as well as additional bipartisan and decisive action this Congress. We commend the president for nominating a candidate with an extensive background in aviation and a track record of success, and for doing so in a timely manner so that Congress can act swiftly to get an administrator in place at this critical time for our aviation system.”
Senate committees have yet to schedule hearings on the nominees.
Meanwhile, Democrats on the House transportation panel continue to raise concerns specific to DOT’s personnel updates. Led by Rep. Rick Larsen (D-Wash.), the T&I panel’s ranking member, Democrats urged Transportation Secretary Sean Duffy to reconsider the ongoing in-depth workforce reorganizing at the department.
“The indiscriminate firing of probationary employees on Feb. 14 created uncertainty and strain on DOT employees. These terminations were carried out without any justification or notification to Congress regarding the process, the details or the impacts,” the Democrats wrote the secretary March 12.
Also, Congress as early as this month plans to start the consideration of a budget package meant to advance much of the president’s agenda. Following Congress’ approval of budget instructions, Republican leaders are aiming to pass Trump’s policy proposals before Memorial Day. The transportation committees are tasked with contributing to this procedural budget reconciliation, which would ultimately require simple majorities for enactment.
Trump’s priorities include enhancing border security and military readiness, promoting reforms to social safety net programs, boosting domestic energy and transportation systems and extending the 2017 tax cuts advanced during his first term. The president explained the process to reporters March 13: “Ultimately, we want to vote for one big, beautiful bill where we put the taxes in, we put everything in. We’re going to have big tax cuts. We’re going to have tremendous incentives for companies coming into our country and employing lots of people.”
Reprinted from Transport Topics.
Thune signaled the potential for high-profile DOT nominees to appear before the transportation panels as early as this month. (Allison Robbert/Bloomberg News)
REGULATION ROUNDUP:
What Does EPA’s Rollback of Emissions Standards Mean for Trucking?
Cliff Abbott | The Trucker
You know all those Biden-era Greenhouse Gas standards and Environmental Protection Agency (EPA) mandates regarding emissions standards for light- and medium-duty vehicles set to take place beginning with model year 2027? Or (and perhaps closer to the heart of the trucking industry) those looming deadlines for emissions regulations on heavy-duty vehicles?
For months, the trucking industry has been formulating a plan to deal with the threatened 2027 model-year regulations on emissions and fuel efficiency, with some carriers planning to prebuy, or purchase larger numbers of 2025 and 2026 model-year tractors in an effort to reduce purchases of 2027 models. The idea is to let others deal with the technological changes and the increased costs of maintaining them. Another large incentive for pre-buying is the federal requirement to extend the useful life of the vehicles produced, addressable with longer vehicle warranties that increase the purchase price by as much as 30%.
“But wait — not so fast!” says the new leadership at EPA, appointed by the Trump administration.
On March 12, 2025, EPA Administrator Lee Zeldin announced that the emissions rules mandated under the Biden administration were being reviewed. The action began weeks earlier, however, with a stack of executive orders issued by incoming president Donald Trump on his first day in office.
In a story penned for the Wall Street Journal, Zeldin said, “We are driving a dagger through the heart of climate-change religion and ushering in America’s Golden Age.” He also wrote, “This isn’t about abandoning environmental protection — it’s about achieving it through innovation and not strangulation.”
Rolling it all back
Zeldin’s comments come as the EPA works to roll back 31 separate environmental rules put in place under the Biden administration. The regulations include those in place on electric power plants and restrictions on the oil and gas industry as well as reconsideration of light-duty, medium-duty and heavy-duty vehicle regulations and NOx standards.
A key rollback attempt will address the 2009 finding by thenEPA administrator Lisa Jackson that greenhouse gases in the atmosphere “threaten the public health and welfare of current and future generations.” The same action included a finding that greenhouse gases from motor vehicles contribute to greenhouse gas pollution.
These findings were the basis for a number of EPA actions on the automotive and trucking industries to increase efficiency and reduce GHG emissions.
Greenhouse Gas Emissions Standards
The EPA’s “Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles – Phase 3” final rule was published March 29, 2024. It specifies that heavy-duty trucks must achieve a reduction in carbon dioxide emissions beginning with the 2027 model year for vocational trucks and expanding to sleeper-equipped tractors by 2030. By 2032, the specified reductions are 30% for vocational trucks, 40% for day cab tractors and 25% for sleeper tractors.
Another EPA final rule, “Control of Air Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards,” was published on Dec. 20, 2022. New emissions guidelines were announced by the agency that would cut nitrous oxide emissions by 48% by the year 2045. The ruling also included longer “useful life” requirements that would likely force manufacturers to lengthen warranty periods on new vehicles, driving up the cost by as much as 30%.
The GHG rules might be achievable through greater fuel efficiency — and perhaps by smaller diesel engines.
The NOx ruling would require redesign of engines and more robust aftertreatment systems. One consideration is that aftertreatment systems are more effective at higher temperatures. Higher combustion temperatures can be achieved with piston redesign and other modifications, but engines that are idling or operating under low-RPM conditions may not be able to maintain high enough temperatures.
The inevitable bugs
As with any new technology, there are inevitably bugs that must be worked out before full public acceptance is gained.
Many in trucking clearly remember the issues around the 2007 model-year diesel engines in which mufflers were replaced with particulate filters.
The filters would collect carbon particles from the diesel exhaust, which was then burned off through a regeneration process that used diesel fuel for ignition. The unproven technology was undependable, often leaving drivers on the side of the road with plugged particulate filters that needed replacement to make the truck operational again.
Not only did those 2007 model-year trucks cost more … they also required more fuel to operate.
… and then along came DEF
Continued on Page 29.
Continued from Page 27.
The next phase of EPA regulation of diesel engines took place with the 2010 model-year, when Selective Catalytic Reduction (SCR) was introduced.
The population was already familiar with catalytic converters, which had been installed on gasoline-powered automobiles for decades. Now heavy-duty trucks had converters too, with one very large difference: Whereas gasoline converters were passive — they worked without additional additives — SCR converters needed the injection of a chemical to work properly.
The industry was introduced to Diesel Exhaust Fluid (DEF), a name that sounded suspiciously like the “blinker fluid” or “horn lubricant” jokes often heard among motorists. DEF was real, however, and drivers became accustomed to having another tank to top off on their trucks.
The increased aftertreatment required by the EPA’s NOx mandate may require
heavier use of DEF to reach emissions goals, or even the addition of another SCR to each vehicle.
Engine oil changes also on the horizon
Another change that is coming to trucking is in the formulation of engine oils. Newer engines will run hotter, and they’ll have closer tolerances that require a thinner oil. Many trucks currently use oil classified by the Society of American Engineers (S.A.E.) as CK-4.
As lubricant requirements changed, “backwards compatibility” was engineered into each. This meant that CK-4 oils will work in engines that were designed back when oils were CJ-4 or even CH-4.
The newer oil category, FA-4, may not be compatible with older engines. Whereas older oils might have a viscosity range of 15-40 or higher, FA oils
are thinner to allow for closer tolerances between engine parts and might be 5w30 or similar.
Still up in the air
Exactly where the Trump-ordered EPA revisions will end up won’t be known for a while.
Changes to existing regulations must undergo the usual federal agency rulemaking process with a notice of proposed rulemaking followed by a period for public comment and a final rule, all published in the Federal Register. It’s possible that Congress could pass legislation that shortens the process, but presidential executive orders aren’t enough to eliminate the rules already enacted.
Whether current efficiency and emissions rules will be delayed or completely scrapped will be revealed in the coming months.
Reprinted from The Trucker.
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Nominate Them for Driver of the Month
Each month, the SDTA Safety Management Council selects a professional truck driver to be recognized as the SDTA Driver of the Month from the submitted nominations. By nominating a driver, you provide them with the opportunity to be celebrated as a leader in their industry by both the association and their peers. This is a valuable honor for drivers, and without your nomination, they may miss out on this recognition.
Nominate your driver today! You can find the nomination form and rules online at www.southdakotatrucking.com under the Resources tab.
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For more information, please contact the SDTA office at 605-334-8871 or michelle@southdakotatrucking.com
Broker Transparency Proposal Closes with Nearly 6,900 Comments
Mark Schremmer | Senior Editor | Land Line Truck drivers believe the ability to view transaction records will promote fairness and prevent fraudulent claims. Brokers argue that broker transparency regulations are outdated and “un-American.”
Now, it’s up to the Federal Motor Carrier Safety Administration to decide whether to move forward with a rulemaking that would strengthen broker transparency regulations.
In November 2024, FMCSA issued a notice of proposed rulemaking that would:
• Require brokers to keep their records in an electronic format
• Require that records contain information about charges and payments connected to the shipment, including a description, amount and dates, as well as any claims connected to the shipment
• Affirm that brokers have a regulatory obligation to provide transaction records
• Require brokers to provide an electronic copy of records within 48 hours after a carrier makes a request
The public was originally given 60 days to comment on the proposal. After a change in administrations, the comment period was opened for another month through March 20.
In all, about 6,900 comments were submitted.
“I strongly support increased transparency in property broker transactions as a necessary step toward fairness and accountability in the trucking industry,” Tajinder Singh wrote in comments submitted on March 20. “For too long, motor carriers and owner-operators have operated with limited visibility into brokered transactions, often resulting in disputes over payments and a lack of trust in the system.”
Regulation 371.3 already requires brokers to keep records of each transaction. Additionally, each party to a brokered transaction has the right to review the record. However, brokers often require carriers to waive that right or find other ways to evade the rule.
The Owner-Operator Independent Drivers Association told the agency that strengthening and enforcing existing broker transparency regulations will help level the playing field between brokers and motor carriers.
“Ignoring 371.3 regulations has directly led to an asymmetry of information between carriers, shippers, and brokers,” OOIDA wrote. “An asymmetry of information not only creates an inequitable playing field between carriers and brokers but jeopardizes carriers’ ability to know if they are hauling fair-value loads.”
The Transportation Intermediaries Association called the proposal “un-American” and numerous brokers commented that it “undermines capitalism.”
However, the rule would not prevent each party from negotiating the best deal as the records wouldn’t be provided until after a transaction had already taken place. The ability to view completed transaction records would help the parties sort out any billing discrepancies, but it would not set the rates.
What’s next?
The FMCSA will begin reviewing the comments and determine whether or not to move forward with a final rule. If the agency decides to do so, it could advance the current proposal or make amendments based off the comments received. LL Reprinted from Land Line.
New York, DOT in Standoff Over Congestion Pricing Tolls
Mark Schremmer | Senior Editor | Land Line
A line in the sand was drawn regarding the collection of congestion pricing tolls. As of Thursday, March 20, all signs indicate that New York Gov. Kathy Hochul plans to cross it.
Last month, the Federal Highway Administration told the state that it must end its congestion pricing program by Friday, March 21. However, Hochul and Metropolitan Transportation Authority CEO Janno Lieber both said this week that they have no plans to comply with the deadline.
“I’m not shutting it off,” Hochul told NBC New York on Tuesday. “I’m not shutting it off. As I repeated in the Oval Office on Friday, the cameras are not going off. It is working. It was a state decision. We had the proper federal approvals for this.”
On Feb. 19, Transportation Secretary Sean Duffy informed Hochul that FHWA had revoked its approval of the tolling program.
“New York State’s congestion pricing plan is a slap in the face to working-class Americans and small-business owners,” Duffy said in a statement. “Commuters using the highway system to enter New York City have already financed the construction and improvement of these highways through the payment of gas taxes and other taxes. But now the toll program leaves drivers without any free highway alternative, and instead, takes more money from working people to pay for a transit system and not highways. It’s backwards and unfair.”
Soon after, FHWA told the state that it must cease the collection of the congestion pricing tolls by Friday, March 21. MTA responded by filing a federal lawsuit to challenge FHWA’s decision.
Trucking groups support ending congestion pricing
The Owner-Operator Independent Drivers Association welcomed Duffy’s decision to pull approval for New York’s congestion pricing. The Association said that the program was especially problematic for owner-operators and other truckers who have little control over their schedules.
“We routinely have no other choice than to drive through metropolitan areas during periods of high congestion because of the rigidity of current federal hours-of-service requirements,”
OOIDA President Todd Spencer said. “Additionally, shippers and receivers generally have little regard for a driver’s schedule, frequently requiring loading and unloading to occur at times when nearby roads are most congested. New York City’s congestion pricing plan was anti-trucker to begin with, and we will continue fighting to ensure it doesn’t come back. Beyond New York City, we encourage the Trump administration and Congress to fight the expansion of tolling across the country.”
On Wednesday, March 19, the American Trucking Associations and the Trucking Association of New York told Duffy that New York’s congestion pricing program is “ill-conceived” and “discriminatory.”
“The congestion pricing scheme was clearly designed to discriminate against trucks,” the groups wrote. “While passenger vehicles pay a $9 daily fee that provides them with unlimited passage into the zone (a requirement of New York state law), trucks are forced to pay up to $21.60 each time they enter the zone. Our members report that, as a result, they have increased their rates to offset the additional costs, which are significant and cannot be absorbed by carriers already operating on low margins. It should be noted that trucks already pay a highway use tax and a commercial motor vehicle tax to operate on roads in New York City, taxes that passenger vehicles are not subject to.” LL
Reprinted from Land Line.
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