Trucks and Trailers

How Written English Tests Are Stalling Guest Workers with CDLs

Tue, 14 Apr 2026 21:17:15 GMT

While the need to understand English with a CDL isn’t a new mandate, its enforcement has become a significant challenge, says Tom Bortnyk, senior vice president and general counsel of masLabor, the largest H-2A visa processor in the country.

While some of this increased scrutiny came on the heels of a fatal crash on the Florida Turnpike in August 2025, Bortnyk says what has happened is a much stricter enforcement around English proficiency.

“That’s not a new requirement, and it just simply wasn’t enforced rigorously,” he says. “So, the focus was kind of on CDLs and the English language requirement.”

Bortnyk says that what MasLabor has seen on the consulate level with visas is that this focus has broadened and impacts all drivers.

“There’s plenty of drivers, especially in the H-2A program, that are exempt from CDL requirements because it’s farm driving, and so, even though they qualify for an agricultural exemption, we are still seeing high levels of scrutiny for such drivers,” he says.

From the Field to the Interstate

Richard Keeth, chief operating officer with masLabor, says inconsistent enforcement is also an issue. He says there are many different drivers that operate farm-use vehicles, whether it’s a pickup with water for crews in the fields or to transport the workers on empty farmland or even just run crews to the store or to wire money home.

There are also workers who often run produce from storage to a long-term holding facility that’s under 150 miles away. He says those drivers are all being compared to semitruck drivers on the interstate.

“We’re seeing interviews and scrutiny on folks who’ve been driving farm-use vehicles in this country for eight years,” Keeth says.

Another thing that’s caused some confusion and extra attention is what constitutes English competency.

“Proficiency in this context, the DOT context, obviously largely pertains to interactions with law enforcement,” Keeth says. “If you’re stopped, you need to be able to communicate, respond to a lawful order, and then also you need to be able to understand common street signs, roadways, you know, things that maybe are very second nature.”

But Keeth says that instead of verbal proficiency, H-2A workers who will drive have to take a written English assessment on what road signs mean; that can be difficult, as some workers have poor written skills and sometimes are illiterate, which also makes administering a written test challenging.

Keeth says one client has a few workers who have been driving loads of potatoes in the U.S. for about 10 to 15 years. They have safe driving histories, and while they may not be able to articulate in English the extent of a traffic law, they’re competent and law abiding.

“You can’t suddenly say everybody coming from Mexico suddenly needs to be proficient in English,” he says. “We hear English proficiency a lot. That’s a very high threshold.”

Subjective Scores at the Border

Keeth says it’s often left up to each consulate worker to determine what proficient English is, as there are no rules or guidelines for these administrators to follow.

“What you have is complete variability between consulates and between consular officials,” he says. “So, for example, we have clients who get, say, 100% of them rejected in Tijuana; same process, same group can go through Monterrey and be fine.”

Keeth says he’s interfaced with workers who have been rejected and others who have been approved, often with the same competency going to the consulate on the same day with the same driving history. Depending on the official administering the test, one worker is approved, and the other is rejected.

Bortnyk says this lack of standardization makes it difficult for the worker, the grower who depends on these workers and anyone applying to the H-2A program, as the results can be somewhat unpredictable.

“It’s just the lack of standardization and the amount of subjectivity that goes into it,” he says. “Everybody kind of has their own definition of what level of English is acceptable. And the problem is that the decision is now being handled by consular officials, you know, people that are working in the U.S. State Department, whereas traditionally, that’s the sort of function that would be left to a DOT person who specializes in what it takes to be English proficient in the context of truck driving.”

He says MasLabor has submitted a Freedom of Information Act request to try to obtain copies of a guideline if one exists.

Fumbling at the 1-Yard Line

Keeth recalls one worker who had to provide a motor vehicle record to demonstrate a clean driving record, but his Mexican CDL was transferable in the state where he worked because of a memorandum of understanding. Therefore, the state he drove in didn’t have a record of him. Because he couldn’t provide a U.S. record, that worker was held up in administrative processing.

“We have employers saying, ‘What can we do?’” Keeth says. “It’s fumbling at the 1-yard line. It cuts your legs out from under you. When you actually get your harvest in, you get your field workers in, you need somebody to move the product to market. ... That’s not something to be understated.”

Keeth says growers invest a lot of money in insurance to hire these drivers, only to potentially not have them when they are needed.

“Three months just to figure out a small discrepancy with a motor vehicle record is a lot for a small grower who is counting on those two drivers to drive at a very critical point in their season,” he says.

Bortnyk says the other takeaway is that no matter what a grower does, what an H-2A administrator does, the application could be seamless and there could still be holdups.

“We can do everything 100% right,” he says. “This is a multimonth process. It involves a lot of different government agencies. We could navigate that government filing process seamlessly. Every single thing could be on time. Every single thing could be perfect. But if we get to the consulate and the worker gets held in an administrative hold over English proficiency, even if that worker is a bench-approved, the workers are late, which means crops are rotting in the field, things not getting delivered; it has an impact, even if we did everything possible to ensure timeliness.”

State-Level Conflicts for Native Speakers

Another hiccup, Bortnyk says, is that many native English-speaking guest workers from South Africa or Jamaica face even bigger hiccups.

“They have to get their CDL when they come to the U.S. So, they get here, and then they go through the same process that a U.S. driver would go through to get a U.S. CDL,” he says. “There are many states now that are not even allowing them to get that license.”

While the Trump administration carved out exceptions for the H-2A and H-2B programs, Bortnyk says the federal government is hands-off when it comes to states and motor vehicle licenses.

“That’s added a whole new level of strain to it, because here you have drivers that do speak English, and they’re just not even allowed to do so purely by virtue of them being on a foreign visa,” he says of them obtaining CDLs.

How Language Rules Have Impacted Trucking, Plus Where the Road is Headed in 2026

Tue, 23 Dec 2025 14:40:56 GMT

It’s been almost six months since President Donald Trump’s executive order requiring English language proficiency rules to be enforced for commercial vehicle drivers took effect, but the impact of that enforcement on the trucking industry has been tough to determine.

According to Logan Cooper, senior manager of regional traffic for logistics provider and trucking broker OEC Group, the impacts have been and will likely continue to be localized. The areas where the fresh produce industry intersects with the trucking industry, however, will likely see less effect.

“Where you’re going to see most of the impact is just the drive-in, warehouse-to-warehouse business; stuff that’s simple ‘pickup and deliver,’ where the drivers aren’t really too involved in it,” he says, adding that most of that business is dry van compared to the more specialized refrigerated trailers that fresh produce depends on.

“When you start talking about reefers or flatbeds or just any kind of specialized equipment, a lot of times those are going to be your more qualified drivers,” he adds. “I don’t think you’re going to see as many of the issues with that segment of the industry.”

Localized Impacts of Enforcement

The April 28 executive order specifically directed the Department of Transportation and the Federal Motor Carrier Safety Administration to enforce existing English language proficiency requirements. It took effect in late June.

In a Dec. 11 post on the social platform X , Transportation Secretary Sean Duffy wrote that DOT had “already removed nearly 10,000 unqualified drivers” since enforcement was stepped up.

Cooper explains that CDL drivers could always be cited for violation of this requirement, but “the driver would get a violation or a fine, but they could keep driving.” The change in enforcement now means that the drivers are “put out of service.” On the ground, this usually looks like a driver pulling into a weigh station, found to be in violation, put out of service, and the truck and its load can’t move until another qualified driver comes to pick it up.

“We would see major delays in those cases if the driver was put out of service. Then they would be reviewed for having their license revoked if they can’t meet those qualifications,” Cooper says.

He tells The Packer that the difference between drivers being put out of service and actually having their licenses revoked muddies the water on exact numbers, estimating that it could be anywhere between 10,000 to 20,000 drivers impacted. But that’s out of 2 million to 3 million active commercial driver license holders, he adds.

“It’s too small of a segment at the moment to really have that big of an impact on the overall industry,” he says.

The impacts Cooper does foresee are localized, both geographically and within specific segments of the trucking industry. This would include the simpler hauls with dry vans and recent immigrant entrants into the trucking industry.

“They’re going to jump into just dock-to-dock dry van, so I think that’s going to be the segment of the industry we’re going to see the most,” he says. “Obviously, that’s going to have some impact on the reefer side because that is dock-to-dock stuff as well, but just with the specialized equipment, I think you’re going to see less of an impact than you would just the straight dry van.”

He also says that any trucking that involves crossing a border into the U.S., as a lot of produce does these days, already has higher levels of scrutiny than dock-to-dock or warehouse-to-warehouse hauling. This usually means more experienced, heavily vetted drivers who would not be impacted by the English proficiency requirement.

Trucking Issues to Watch in 2026

Enforcement of English proficiency for CDL drivers isn’t the only 2025 development in trucking that could impact the industry in 2026.

For example, that same executive order directed Federal Motor Carrier Safety Administration to review non-domiciled CDLs issued by state agencies “to identify any unusual patterns or numbers or other irregularities.” Non-domiciled CDLs are CDLs issued to qualified non-citizens who are in the U.S. legally. The Federal Motor Carrier Safety Administration issued an interim final rule to apply this order in late September, but that was blocked by an administrative stay in mid-November.

“The rule is still in place, but they’re not enforcing it again,” Cooper says. “So, it’s this back and forth of things changing, new rules put in place, and are we enforcing it or not enforcing it?”

He says he expects additional guidance on that in early 2026. He also expects that a new round of arguments will happen sometime in January on the Montgomery v. Caribe case currently before the Supreme Court. Cooper says the case “could be hugely impactful to the industry.”

It effectively asks if states can hold trucking brokers liable for the actions of a driver or carrier. Cooper says that depending on how the case goes, brokers might have to dramatically increase their insurance coverage, which could drive small-to-midsize brokers out of the industry.

“It could make it where the big carriers or the big brokers have a lot more power in the industry and the small guys get chopped off at the bottom because they just can’t pay to play in this case,” he says.

South American Produce Drives Philly’s Peak Reefer Season

Wed, 10 Dec 2025 19:12:46 GMT

There’s a seasonality to the trucking world just like there is to any element of the fresh produce industry. For the Port of Philadelphia, late fall and the influx of produce from South America kicks off and drives what could be called peak reefer season on the spot market.

“You get to the winter months and you start to get produce out of the southern hemisphere,” says Dean Croke, DAT iQ industry analyst. DAT iQ is a data analytics service from DAT One, a truckload freight marketplace for North America.

“But we start to see a lot of our refrigerated trucks now gravitate towards the South American produce and that principally shifts to the port of Philadelphia,” he adds, highlighting that the port is now receiving high-value perishables such as Peruvian blueberries and Chilean grapes.

“It becomes a real harbor of activity that wouldn’t have been on many people’s radar until you start to see significant volumes start to land from South America,” Croke says.

With the need to move fresh produce when it hits the dock, he explains that the highly interstate-connected Port of Philadelphia is ideal for the time-sensitive task.

“The proximity of Philadelphia to probably 45% to 50% of the U.S. population is absolutely key to why Philadelphia is sort of that epicenter of produce for South America,” Croke says.

Regional reefers by the numbers

According to Croke and DAT iQ data, outbound reefer volumes during the week of Thanksgiving were up 16% compared to the same time last year, with spot rates up 4% to average $2.25 per mile. They came down a little in the first week of December, Croke says, to just 10% and 2% respectively. He also notes there is currently an oversupply of trucks in the market, which is suppressing national spot rates.

But those nationwide numbers don’t tell the whole story, he adds.

“The high-volume lanes give you a little bit better read on where the volume goes,” Croke says. “Chicago’s the No. 1 lane for all of that produce that comes into Philadelphia. Volumes are up 33% year over year. Rates are up 7% year over year.”

But things can also fluctuate wildly this time of year depending on other local conditions as well, he adds.

“If it gets freezing cold, rates are going to go through the roof,” Croke offers as an example. “Not because there’s more freight, but because everyone that ships laundry detergent and Coca-Cola will want a refrigerated trailer to keep them warm so they don’t freeze. It’s counterintuitive.

The combination of these local conditions, such as South American blueberries arriving at the Port of Philadelphia headed to Toronto during a freeze, can also cause rates to spike all of a sudden.

“You get all these sort of swings and ebbs and flows on the supply side and the demand side, and you have a lot of rate volatility that enters the market,” Croke says, describing it almost like a ballet. “It’s an unusual thing to watch, but there’s this sort of supply and demand balance that gets played out even at an hourly level, depending on weather when you get to this time of the year.”

Armin Lakovic Becomes ALC’s Des Moines Operations Manager

Thu, 20 Nov 2025 13:26:10 GMT

The Allen Lund Co. announced Nov. 18 that it promoted Armin Lakovic to operations manager of the Des Moines, Iowa, office.

Lakovic has more than 15 years of experience in the supply chain industry. He has been with the ALC for over five years, spending time in various roles from carrier relations to account management, establishing a background in developing relationships and efficient operations, according to the company.

“Throughout his career, Armin has continually demonstrated his problem-solving skills and superb customer service with shippers and carriers alike,” says Ben Batten, vice president of sales and operations. “There’s no doubt his hard work and attention to detail were key to his promotion, but he really exemplifies what it means to do business the Lund Way. I’m excited to see him take on the operations manager role in Des Moines and wish him all the best!”

Paul Nesbit, general manager of ALC Des Moines, adds: “I am excited for Armin to move into a new chapter of his Allen Lund Company career. There is no doubt in my mind that our team will be strengthened by his passion for logistics excellence. He has a positive and humble hustle about him that has proven to satisfy both our carrier and shipper customers time and time again.”

“I’m truly honored and excited for this new opportunity,” Lakovic says. “Over the years, I’ve had the opportunity to work with the most amazing team, that has pushed me to continually improve. In this new position, I am looking forward to building on the foundation and tackling new challenges to continue our shared success.”

Allen Lund Company Promotes New GMs

Thu, 09 Oct 2025 20:26:57 GMT

The Allen Lund Company announced that it had named new general managers in the Memphis and Des Moines offices on Oct. 8, following the promotion of the previous GMs . Paul Nesbit has been promoted to GM of ALC Des Moines, and Michael Keep will be transferring to ALC Memphis.

Nesbit started his career in logistics in 2011, working for a flatbed company before getting hired in 2013 as a broker at Des Moines Truck Brokers, which was acquired by ALC in 2020. Nesbit’s ability to develop relationships resulted in a promotion to account manager, and his talent for handling teams and operations gained him a promotion to operations manager in 2022.

Reflecting on his new role, Nesbit says: “I am incredibly honored and excited to accept the position as general manager of the Des Moines office. I would like to express my sincere gratitude to Ben Batten, the executive team and the Lund family for entrusting me with this responsibility. I have an incredible amount of confidence in the team I’ll be leading. Their hard work and collaboration are the engine of our success, and this would not be possible without them.”

Batten, vice president of operations and sales, says: “I’m excited for Paul to take the next step in his career and lead the Des Moines office into the future. Paul’s journey with the Allen Lund Company and his commitment to our core values of integrity, service and family have been instrumental to our success. His leadership will be vital as we continue to build on the growth of the Des Moines team and contribute to the company’s success as a whole.”

Keep, a 20-year industry veteran who moved to Texas in 2015 for his former employer, joined forces with ALC two years later and hit the ground running. With a balanced business strategy and a keen eye for personnel and talent, Keep built the Houston office from scratch into a powerhouse of efficiency and productivity.

In response to his transfer, Keep says: “I’m honored to step into this new opportunity in Memphis. I look forward to working alongside the dedicated team in the Memphis office and building upon the strong foundation and success they’ve already achieved. Together, we’ll continue driving meaningful results and making a positive impact.”

Regarding Keep’s transfer, vice president of operations and sales, Matt Gronostaj, states: “We are thrilled to have Michael take over our Memphis team. He has shown the ability to build and lead a strong and dynamic team. We look forward to his skills and leadership bringing Memphis to the next level.”

Allen Lund Co. Promotes Pair of GMs to VPs

Wed, 01 Oct 2025 15:53:30 GMT

The Allen Lund Co. announced Oct. 1 the promotions of two general managers — Matt Gronostaj and Ben Batten — to vice presidents of sales and operations, effective immediately.

About Matt Gronostaj

Gronostaj joined the Allen Lund Co. in 2005 as a transportation broker for ALC Memphis, working his way up to become the general manager of the office.

“I am so grateful and excited for the opportunity to move further into leadership,” Gronostaj says. “I am thankful for the executive team, the Lund family, and my peers that have put their trust in me. Looking forward to collaborating with the best minds in the business and bringing new and fresh ideas to further the success of Allen Lund Company.”

“Matt started as a transportation broker, and through grit, hard work, and an ability to lead, he became one of our top GMs,” says Allen Lund Co. CEO Eddie Lund. “For 20 years, Matt has consistently improved his ability to influence his peers and those who work for him positively. We are excited to see how he performs as a VP and know that he will help any offices that he serves.”

About Ben Batten

Batten joined the Allen Lund Co. in 2020 with the acquisition of Des Moines Truck Brokers. He served as the assistant general manager for the ALC Des Moines branch until he was promoted in 2022 to become the general manager of the office.

“I am deeply grateful for this opportunity and for the continued support of my colleagues and leadership team,” Batten says. “I’ve been fortunate to work alongside a fantastic team in Des Moines for many years, and my success would not be possible without them. I look forward to this next chapter and contributing to Allen Lund Company’s growth and success.”

“When we purchased DMTB in 2020, we quickly realized how capable Ben was as an assistant manager,” Lund says. “When he took over as GM of Des Moines, we knew that he would take them to the next level. Through ingenuity, intelligence, and hustle, Ben’s leadership continued to flourish. That is why he is being promoted to vice president. We know that he will serve his offices well, and we look forward to watching Ben perform at a high level with this next step in his career.”

Paul Ellis Now Assistant General Manager at ALC Memphis

Mon, 25 Aug 2025 19:02:11 GMT

The Allen Lund Company announced Aug. 25 it has promoted Paul Ellis to assistant general manager of the Memphis office.

Ellis graduated from the University of Memphis in 2008. He began his career in the supply chain industry by working with other transportation brokers before joining the Allen Lund Company in 2017 as a broker in training. Since then, he has advanced through the ranks to broker, senior transportation broker and operations manager.

Jim McGuire, executive vice president, states: “Since joining the company eight years ago, Paul has demonstrated a strong work ethic and natural leadership qualities. We are thrilled to congratulate him on his well-deserved promotion to assistant general manager. This new role is a testament to his dedication, and we look forward to his continued contributions to ALC and our Memphis team!”

Matt Gronostaj, general manager of ALC Memphis, says: “Paul’s unwavering dedication, strong work ethic and consistent performance have set a high standard within our team. We are confident that his leadership will bring continued success, and we look forward to an exciting future watching his leadership and talents grow.”

Regarding his promotion, Ellis says: “I am incredibly grateful for this opportunity. I appreciate the trust and support of Matt and our entire team, and I look forward to driving our office to continued growth and success.”

Used Farm Equipment Swindle Alert: BBB Warns Virtual Vendor Vehicle Scams on the Rise

Fri, 22 Aug 2025 16:50:12 GMT

The Better Business Bureau (BBB) is warning used equipment buyers nationwide about another sophisticated scam involving used farm equipment.

This particular grift, according to a press release from BBB, involved a fake online heavy equipment retailer impersonating a legitimate Missouri dealership, Cook Equipment & Trucking (Marble Hill, Mo.).

Buyers from across the U.S., some even from as far away as California and Arizona, reported losing a total of $223,000 after attempting to purchase heavy equipment and farm machinery through fraudulent websites and Facebook Marketplace ads.

Related: Essential Advice for Safely Buying Used Farm Machinery

Victims say they were “ghosted” after wiring money for equipment that never arrived. The BBB does not say whether the victims were able to dispute the fraudulent charges and claw back the proceeds from the scammers.

The reported fraudulent transactions include:

$45,000 for a skid steer loader from a buyer in Oak Hills, Calif.
$32,000 for an excavator from a buyer in Hancock, Mich.
$29,500 for a trailer from a buyer in Amanda, Ohio
$29,000 for a trailer from a buyer in Greenville, N.C.
$28,000 for a skid steer loader from a buyer in Eastman, Wis.
$31,000 for an excavator from a buyer in Des Moines, Iowa.
$29,000 for a skid steer from a buyer in Blue, Ariz.

BBB says the real Cook Equipment & Trucking, a small business operating since 2010, confirmed it has no website and is not affiliated with any online sales. The impersonators registered three fake websites, the most recent on July 14, and continue to run deceptive ads on social media.

“Those shopping for heavy equipment and farm machinery online should do their due diligence so they don’t fall victim to a virtual vehicle vendor scam,” says Michelle L. Corey, president and CEO, BBB St. Louis. “If an item is priced well below market value, that’s a red flag.”

To avoid getting swept up in an online virtual vehicle vendor scam the Better Business Bureau offers these tips:

Research the business at bbb.org or call 888-996-3887
Be skeptical of deals that seem too good to be true
Verify the website and contact the business directly
Read all terms and understand refund policies
Use a credit card for added protection
Report scams to BBB Scam Tracker, your state attorney general, the FTC, and the FBI’s Internet Crime Complaint Center , and notify the social media platform where the fraud was discovered

To learn more about how to avoid online fraud in the used equipment auction world, check out BBB’s 2024 study on virtual vehicle vendor scams.

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Farmers, Truckers and Gear Heads Rejoice: EPA Rolls Out Streamlined Diesel Engine Fluid Guidelines

Tue, 12 Aug 2025 18:04:22 GMT

EPA is rolling out new guidance for manufacturers of farm equipment and other heavy-duty vehicles, removing regulatory red tape requiring diesel-powered farm equipment to reduce engine torque dramatically when a problem arises with the machine’s Diesel Exhaust Fluid (DEF) system.

You can read EPA’s statement on the announcement here.

The new rule making goes into effect immediately for all new diesel engines on model year 2027 machines. It should also be noted the new guidance from EPA is voluntary for all non road equipment. Ultimately, each manufacturer will have the right to choose whether it implements the new inducement strategy or maintains the status quo with its own machines.

To fix the problem for farm machinery already in the field, EPA’s new guidance, developed in collaboration with farm equipment manufacturers, will work to ensure necessary software changes can be made on the existing fleet.

(EPA)

EPA administrator Lee Zeldin says now all non-road equipment, like farm tractors, combines and sprayers, must be configured so there is no impact on engine power for up to 36 hours when a DEF system malfunction occurs. Once 36 engine hours have passed, a 25% reduction in engine torque will go into effect until the machine is serviced. If the farm equipment is not fixed within 100 engine hours, then a 50% reduction in torque is activated until the machine can be serviced.

Additionally, farm equipment can be restarted with full engine power three times for up to 30 minutes after inducement, according to the EPA release.

“This is the first crack in the ice toward saying we don’t need these expensive systems on our farm equipment,” says Ben Reinsche, owner, Blue Diamond Farming Company in Jesup, Iowa. “We don’t need to immediately shut off an engine or be restricted for 36 hours if you have DEF unavailable or a malfunction.

“This is a positive step and maybe a formative step toward saying that having these emission standards on farm or off-road equipment is not critically necessary,” adds Reinsche. “There are so many other things farmers can do that are planet positive, like using conservation and sustainability practices, rather than having an after treatment system on our diesel engines.”

Small Business Administration (SBA) leader Kelly Loeffler says the new rule will save 1.8 million family farms across America a staggering $727 million per year while offering “vital financial and operational certainty.”

“This announcement today is such a big deal, especially on behalf of our farmers and ranchers,” says USDA secretary Brook Rollins. “At a time when our ag sector is really hurting, our farmers have had to endure a 30% cost increase in inputs, and a $30 billion Biden-era trade deficit, these everyday regulations being lifted makes such a difference.”

The new guidance greatly reduces a machine setting known as DEF derating and allows operators more time to secure DEF, refuel and make repairs. The new guidance also reportedly retains the environmental benefits of Tier 4 engine and DEF regulations for farm equipment and trucks.

“Today we are taking another important step forward by undoing these diesel fluid guidelines that have hurt our farmers and small rural businesses,” says U.S. Senator Joni Ernst (R-Iowa). “Not only will these new guidelines save family-run farms hundreds of millions of dollars per year, but it is also just common sense, folks. No farmer should have their tractor come to a halt in the middle of a field due to Green New Deal-style regulations from Washington.”

How Did We Get Here?

EPA ushered in DEF requirements for large farm equipment when it enacted broader Tier 4 emissions standards in 2004.

Tier 4 Interim rules, which required DEF for farm machines 750 horsepower and up, then went into effect in 2008.

In 2015, EPA’s final Tier 4 regulations were put in place, meaning all new non-road diesel engines — regardless of horsepower rating — had to comply with new emissions standards.

Curious where your farm equipment is made? Check out Farm Journal’s “Who Makes What Where” feature to learn more.

Why Do Many Farmers Hate Using Diesel Exhaust Fluid (DEF)?

American farmers say they detest using DEF due to the challenges and additional fuel cost it tacks onto their operations.

Here are some reasons farmers aren’t big fans of DEF:

Higher Costs and More Maintenance: DEF adds on extra materials costs for machinery-based field work. Farmers must purchase large amounts of fluid, and the Selective Catalytic Reduction (SCR) framework that processes DEF is prone to malfunctions and expensive to repair. Often a simple-but-unexpected repair can pop up out of nowhere and end up costing farmers thousands of dollars and leave equipment inoperable.
Field Work Interruptions: If a tractor runs out of DEF or if the system breaks down, under the now-defunct previous guidelines engine power was greatly reduced, which is known by many farmers as “going into limp mode.” For farmers who rely on their equipment to operate consistently and reliably during planting and harvesting, any issue quickly becomes a major headache.
Storage Issues: DEF has a limited shelf life and is sensitive to temperature ups and downs. A quick Google search says DEF freezes at around 12°F and can degrade if stored in temperatures above 86°F. And who wants to look at a giant pallet of DEF cartons stacked in their machinery barn? Nobody, that’s who.
Contamination/Quality Control: DEF fluid must be pure and free of contaminants. Accidentally using the wrong type or getting foreign substances in the tank during refilling can wreak havoc throughout the system, leading to repairs and downtime.
Engine Performance Concerns: There are farmers who believe newer emissions systems, including those that use DEF, reduce the machine’s total power output and lower fuel efficiency.

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How Data Can Drive Cold Chain Efficiency

Mon, 04 Aug 2025 21:55:15 GMT

Scott Blair, senior digital program manager for Lynx Fleet telematics, a platform by cold chain transport company Carrier Transicold, has a story that convinced one customer of the value of telematics built into transport refrigeration units.

“They had a very high value seafood-based cargo sitting in a parking lot. The truck had detached and the refrigeration unit was still running, but they couldn’t unload it at the time. Well, somebody went out and turned it off. In the middle of summer — in the South,” he says.

“They didn’t discover it until a couple of weeks had gone by.”

Blair adds that, whenever he’s having a bad day, he tells himself it could be worse.

“I could be the guy who had to go in there and clean that out,” he says.

Ever after that, the customer was interested in understanding where their equipment was and knowing the state of their cargo, Blair says.

Now, more shippers who rely on the cold chain, including the fresh produce industry, have increased options when it comes to knowing and controlling the state of their cargo.

Updates to Lynx Fleet Telematics

In mid-July, Carrier Transicold launched an update to its Lynx Fleet telematics platform, what Blair calls a fleet management system. The update includes new analytic and diagnostic capabilities, according to the company.

Key among these updates are:

The “TRU Health” feature, which constantly collects performance information on equipped transport refrigeration units such as active alarms, battery voltage, fuel levels and other details. These are used to develop a TRU health score for the unit. The feature displays the scores across a fleet on a single dashboard.
A new module that supports up to five temperature sensors for multi-zone reefers.
The ability to support GPS and sensors for dry vans and other equipment, including TRUs built by other manufacturers.

While Lynx Fleet was developed specifically for Carrier Transicold TRUs, which come “Lynx Fleet ready” with telemetric hardware already installed, Blair says the move toward support of non-Carrier equipment is not common for telematic programs, but he adds the technology has been evolving alongside the industry.

“A lot of companies like to have multiple sources for their suppliers and transport refrigeration is no different,” he explains. “Some fleets are heavily mixed with carriers and other manufacturers, but they still want to know where and how their assets are doing, but they don’t want to go to three or four different systems. They like to be able to have it in one place, so it’s becoming more common now.”

The company says customers with fleets including different vehicle types and TRU suppliers can track location, reefer temperatures and more using the Lynx Fleet platform. It added that the update’s new API tool kit allows Lynx Fleet data to be shared with most major transportation management systems.

The Why Behind the Update

Like many software development teams, the Lynx Fleet telematics team uses the agile system. This approach to project management is an iterative, adaptive style that ideally delivers a usable product rapidly while continuing to fine-tune the product to customer needs.

Blair says being agile “allows us to recognize and integrate customer input quickly.” That’s how and why the most recent Lynx Fleet update happened, he adds.

“It’s a natural evolution,” Blair says. “This next-gen platform really helps us put something in place that gives us room to grow. We’re not just looking at what we do now; we’re looking at what we’re going to do in two, three, four, five years from now.”

Looking to that future of telematics needs, Blair says he sees the industry at an inflection point when it comes to connectivity devices and programs. Everything, from the stove and vacuum droid in consumers’ homes to cars and reefers on the road, is increasingly connected and trackable. The volume of data, Blair says, is getting overwhelming.

“I think that we are, right now, asking ‘How do you turn all of this data into actionable information? How do you give people information that they can base decisions on? Decisions that helped them run their business. Decisions that help them reduce their costs and increase their efficiencies. How can we do that?’” he says.

Blair says the new features, like TRU Health, give owners more control to go along with the greater volume of data about what is happening with the TRU itself.

“If you’re an operation that’s moving products across the country, knowing the health of that unit before you spend all the time to cool it and to load it and to put it out onto the road, you have some level of confidence that it’s going to be OK until it gets to where it’s going,” he says.

But TRUs aren’t just employed in keeping products cold while getting them to where they need to be. They also get used as short-term cold storage. Blair notes
that “we see that a lot in a lot of places, especially in farmers markets and those kind of settings.”

“Those trailers will sit for a long period of time, and if they’re not connected to a tractor or the telematics unit is on the tractor, there’s no way of understanding or knowing the conditions or what’s going on inside of that trailer, which is where all the valuable freight is,” explains Stephen Petit of SiefkesPetit Communications, which represents Carrier Transicold.

“So, having telematics on the TRU is a benefit in terms of cluing you into what’s happening where the freight is as opposed to just tracking the tractor or the driver and their mobile device,” Petit says.

Idaho-based Roamer Transport Inc., which hauls fresh and frozen food, adopted Carrier Transicold’s Lynx Fleet telematics across its 39-trailer fleet before the recent update. The company credits even the older features and data it receives through the platform with helping keep its trailer use close to constant and saving at least four loads due to early alerts of technical issues.

(Photo courtesy of Carrier Transicold)

Data: Whose Is It and What To Do With It?

As more and more data is being generated, there are more opportunities for questions about data ownership and handling. Blair says the Lynx Fleet telematics team has had discussions with its customer base about concerns such as how long data gets held and who gets to see it.

“We take every single one of those inquiries and those desires very seriously, and we accommodate everything that’s humanly possible to alleviate those,” he says. “Our stance is: If you own that trailer, you own the data that goes with that asset. If you have a policy for how you want that data handled, we will abide by that.”

Petit says having the data to offer to potential customers is beneficial for trucking companies.

“Even a small food distributor can have requirements when it comes to data and being able to verify things like time in and time out or detention time or waiting times and certainly temperature — there are all kinds of compliance issues,” he says. “Having telematics today that go beyond location and temperature and are able to get down to more of a remote monitoring and control setup and sharing that data as you wish with your customers — those
are pretty important advantages for a carrier today.”

Blair says the main point behind Carrier Transicold having Lynx Fleet and putting out the recent update is “really about serving our customers and allowing them to make critical business decisions with the best data available.”

“We live in this world now where there are answers in the data that come from these assets to questions that we haven’t even thought to ask yet,” he continues. “That’s the purpose: How do we help you? How do we give you actionable information? We designed and built those TRUs, so we’re best suited to give you those answers.”

Kershaw Cos.’ Kevin Kershaw Dies

Fri, 18 Jul 2025 11:07:12 GMT

The Kershaw Cos.’ Kevin Frederick Kershaw, who died July 3, is being remembered for a life lived with passion, competition and deep love for his family, according to his obituary , adding that he was a beloved father, son, cousin and friend who will be dearly missed.

Kershaw was born in Yakima, Wash. on Nov. 7, 1969, to Mary Ann and Edward Kershaw, joining his brother, Brian, as a companion and playmate.

Sports-focused from the start

Kevin Kershaw was born an athlete. From an early age, he displayed how motivated he was to excel in all he attempted. Whether in competition with his brother, in family card games, in the classroom or on the field of play, he learned that hard work and determination created winners.

Growing up in Yakima, Kershaw was a winner at age 5 in soccer, leading his six teammates to the championship. In grade school, he guided the Gilbert Grizzlies to league championships year after year.

Through middle school at Wilson Jr. High, Kershaw and his cousin, Robert, dined at every McDonald’s in the Northwest while competing at ski races in the winter. In 1986, they competed in the Junior Olympics for skiing in Incline Village, Nev.

Kershaw was also an exceptionally talented tennis player. He began competing in the summer tennis circuit as a young child, where he won multiple singles titles. He continued his athletic achievements into high school, where he was a 4A tennis doubles state champion, in addition to an All-League wide receiver.

Kershaw graduated from Eisenhower High School in 1988. He carried his tennis career into college as a Division I tennis scholar-athlete at Washington State University, graduating with a business degree in 1992. At WSU, he also became a “Forever Cougar” as a proud Sigma Nu Brother.

Professional life in ag, transportation

Following graduation, Kershaw began his professional career in Seattle, where he learned the value and challenges of customer service in high-pressure environments. While in Seattle, he met Kim, a fellow Cougar. They moved to Yakima where they married and began their family.

Kershaw joined his cousin, Robert, and their fathers in the Kershaw Cos., the family’s legacy agriculture business. He started his time with the company working on the ranches alongside his uncle, Bob. Later, in the early 2010s, Kershaw was tasked to help develop a transportation company to service customers worldwide. His leadership in Domex Logistics officially began with the company’s foundation in 2015, becoming an instrumental piece of the larger enterprise’s past and future successes.

Strong and loyal company employees, a competitive spirit and a drive to succeed created many opportunities for Kershaw and his cousin to lead the Kershaw Cos.’ continued growth as one of the top apple, pear and cherry companies in the U.S. today.

Personal and community life

A lifelong athlete, Kershaw remained an avid golfer and competitive tennis player. He was a member of the Yakima Country Club and the Yakima Tennis Club. He was also a member of the Bighorn Country Club in Palm Desert, Calif., that would provide his favorite activities — especially during the winter months.

Above all else, Kershaw was especially proud of his children. They were the greatest joys of his life and his greatest sources of pride; they brightened his day, and the time spent with them were the highlights of his weeks, the obituary notes. They provided years of competitive successes for Kershaw to enjoy. He adored spending most of his children’s formative years watching Katie succeed on the soccer field and seeing Kieran dominate in football, basketball and baseball. Spending time with Kacen and seeing his early years brought Kershaw immense happiness.

More recently, Kershaw was overjoyed to celebrate Katie’s marriage to Nick Perry with friends and family in September 2024, and he was exceptionally proud of Kieran’s graduation from WSU in May 2024. He had loved spending time with Kieran while he worked at the family business in his high school and college years — which started with a broom in the cold storage facilities and ended in DSG Logistics with his father — but was thrilled for Kieran to have recently begun his career in Scottsdale, Ariz.

Kershaw was preceded in death by his grandparents, Ronald and Betty Kershaw and Dr. Fred and Betty Ann Burrows; his brother, Brian, in 1996 at age 30; and his nephew, Matthew Brian Kershaw Hogenson, in 2021 at age 25.

Kershaw is survived by his parents, Ed and Mary Ann; his children Katie (Nick Perry) and Kieran and their mother Kim; Kevin’s son Kacen; and many other cousins.

A celebration of Kershaw’s life will be held Tuesday, July 22, from 2-5 p.m. at the Yakima Country Club, 500 Country Club Drive in Yakima.

His family invites donations to the Washington Apple Education Foundation, the Monsignor John Ecker Foundation, and the La Salle High School Foundation in care of Brookside Funeral Home, P.O. Box 1267, Moxee, WA 98936. Memories and condolences can be shared at brooksidefuneral.com .

ALC Celebrates Executives' Work Anniversaries

Wed, 25 Jun 2025 21:43:57 GMT

Three executives of the North American third-party transportation broker Allen Lund Company — which works with shippers and carriers to arrange dry, refrigerated (specializing in produce), and flatbed freight — recently marked anniversary milestones, according to the company:

Chairman of the board, David Lund: 45 years
Executive vice president, Kenny Lund: 36 years
CEO, Eddie Lund: 35 years

“I have been blessed to be able to work side by side with my father and brothers for 45 years,” says David Lund. “This industry has introduced me to so many wonderful people. Every day is still something new, so you are always learning and helping others.”

Kenny Lund similarly reflects, saying: “It is fitting that our anniversaries are about the same time. We are a family organization, and it is fun to share the markers of time we have been with the Allen Lund Company. We can celebrate each other and the American dream that is the Allen Lund Company.”

Eddie Lund says it has been a gift “to work together and help grow the Allen Lund Company. Each of us brings our own set of talents to the table, and the fact that we have been able to do this for so long is a testament to what our parents built and entrusted to us.”

Fresh produce timelines drive U.S. trucking trends

Wed, 14 May 2025 18:00:51 GMT

Fresh produce is a demanding, volatile and highly seasonal industry, and its timelines can have massive effects on other industries.

“Produce season is one of those events that impacts the entire freight market,” Dean Croke, principal analyst for DAT iQ, told The Packer.

DAT Freight & Analytics, which operates the DAT One freight marketplace and DAT iQ data analytics service, released its monthly recap report on the trucking markets May 9. It showed truckload freight volumes down month-to-month in April:

Van DAT Truckload Volume Index: — 287, down 0.3%.
Refrigerated (reefer) TVI — 222, down 3.1%.
Flatbed TVI — 332, up 2.5%.

Year-over-year volume comparisons, on the other hand, were positive, with the Van TVI up 1%, Reefer TVI up 4% and Flatbed TVI up 5% compared to April 2024.

“We had a good season last year, and a slow start this year,” said Croke. That slow start in the shipping season was due, in large part, to the slow start in the big players in U.S. produce like California. Croke explained that the produce season for the trucking world generally kicks off in mid-April as crops in low-latitude states come ready.

“There are very few events that move the national rate needle as much as produce season,” he said. “When you get to this part of May, you normally start to get into serious produce volumes as temperatures warm and it starts to push more volume into the spot market.”

But things are different this year. Croke said the season is about four weeks behind where it usually is with “not a lot of produce moving nationally.”

“The year-over-year comps really reflect a slow start out of California, which produces anywhere between a third and a half of our truckload produce volumes each year in the spot market,” he said. “Some markets are hot, but the overall market is still fairly flat and is maybe down compared to last year because of some weather-related factors and, I expect, a little bit of consumer demand has been softening.”

What shipping season 2025 looks like

The monthly DAT report also noted that there was little movement in national average spot van and reefer truckload rates. Since most produce is moved on the spot market, especially in vans and reefers, spot market rates in those areas are the most relevant to produce. Those rates and the month-to-month changes for April were:

Spot Van — $1.96 per mile, down 3 cents from March.
Spot Reefer — $2.27 per mile, unchanged.
Spot Flatbed — $2.57 per mile, up 4 cents.

The relatively flat rates in vans and reefers were called typical for March and April. The flatbed rate increased for the fifth straight month.

Croke explained that, historically, spot rates steadily ramp up from the middle of April to July 4, the seasonal peak, all because of produce shipping. Spot rate tends to gain 20-25 cents per mile over that time for reefers.

“The produce season — in this short two-and-a-half months — lifts the entire freight market out of the winter doldrums from spring and into Independence Day,” he said.

What this year’s spot rate peak will look like is in question, however.

“Because of the late start in produce season and softer consumer demand because we’ve all been worried about a trade war and a recession, we’re not sure that this season will deliver the same peak in spot rates that we’ve always seen,” Croke said.

Ken Adamo, chief of analytics at DAT Freight & Analytics, said in DAT’s April report that the shipping market felt frozen due in large part to these wider economic concerns.

“April brought the usual seasonal opportunities in produce and construction materials,” he said. “But broader economic factors — including uncertainty over tariffs and the pull-forward of inventory this year — put a damper on growth in overall freight volumes, especially compared to previous years.”

The report also noted that, while the month-to-month spot rates were mixed, the contract truckload rates in April were flat to higher across the different categories. The report pointed out that, when spot rates fall relative to contract rates, “it can signal a soft or oversupplied market.”

“Carriers were hoping April rates would be a springboard into a stronger Q2,” Adamo said. “Instead, the optimistic case is that they’ve reached a pricing floor heading into the traditional summer peak shipping season in May and June. How ‘traditional’ the season looks has yet to be determined.”

Dean summarized the potential peak saying, “It may be a speed bump.”

“There will be a produce season, I just don’t think it’s going to be what we normally see because of the impact of what’s happened in the first half of this year.”

Must-See Farm Equipment: This Auction Has Everything

Wed, 21 Sep 2022 04:13:27 GMT

You’ll need to scroll through everything on sale during the Machinery Pete Online Auction which closes June 21.

There are 68 items, including a John Deere 4640 Greg Peterson called “likely one of the nicest I’ve seen,” tractors spanning every need on the farm, utility vehicles ready to run, and an announcement Peterson says, “could very well change the farm equipment online auction market.”

Click here to see the full sale

The featured item of the sale is a one-owner 1982 John Deere 4640

This tractor has a great story as it was used by a former John Deere engineer, Bernie Poore, who also farmed part-time. Now the tractor only has 1857 actual hours.

Poore is also selling a pickup—this 2005 Chevrolet Silverado 3500

With only 55,906 miles this diesel pickup is sure to find a happy new owner.

Watch the preview episode of Machinery Pete TV for a full run down and interviews with the sellers:

Also, this event will mark the first of its kind for an online machinery auction as it will launch Machinery Pete’s partnership with Dawson Tire and Wheel.

“This announcement could change the landscape of the used farm equipment market,” Peterson says.

As Eric Macpherson, Dawson founder and CEO says, “Being in the tire wheel business for 25 years now and focusing on ag tires and wheels, I really, really felt like the ag producer needed access to ag tires and wheels online and through the auction platform.”

As such the monthly Machinery Pete online auction will feature exclusive wheels and tires for sale by Dawson. In the June event, there are 12 sets new and three used.

Macpherson says he hopes this becomes “the most trusted space for online wheels and tires, so buyers can buy with confidence.”

Additionally all wheels and tires will be TreadSure verified. TreadSure is the world’s first agriculture tire tread depth app.

There’s a pair of like-new John Deere tractors from Heritage Tractor

2022 John Deere 5065E

2022 John Deere 5045E

Other items of interest:

2007 Exmark LCT4818KC
Only 416 hours

(Farm Journal)

2018 John Deere X370
Only 268 hours, 42” deck.

2014 Kubota RTV900
Cab with heater

2015 John Deere Gator XUV 825I
Power steering and hydraulic dump bed

Two Round Balers

2016 New Holland RB460
1676 total bales. Net/twine tie

2012 New Holland BR7090

2014 Unverferth 6225

New Holland 4630
Only 308 hours. And comes with Woods loader

Allis Chalmers 6080
This tractor has been “babied” and shed kept. Includes with AC 200 plow

Bid Now

Western Growers urges EPA to reject Advanced Clean Fleets rule

Tue, 17 Sep 2024 17:22:34 GMT

Western Growers says it submitted comments to the Environmental Protection Agency on Sept. 17 urging the agency to deny the California Air Resources Board’s request to fully implement its Advanced Clean Fleets rule, which mandates the transition from diesel to zero-emission trucks and other vehicles.

Western Growers emphasized a significant lack of lead time for developing and deploying the necessary technology, equipment and infrastructure, as well as the lack of consideration to the cost of compliance, according to a news release. The comments also said the existing exemptions and waivers lack clarity and fail to provide assurance to the producers tasked with this significant undertaking.

To move forward with the full rollout of the Advanced Clean Fleets rule, CARB must get a waiver of preemption from EPA under the federal Clean Air Act, which gives California unique leeway to set its own air emissions standards, according to the release.

The implications of a waiver would also go beyond California; several other states in the country have repeatedly moved to adopt California air standards, including Colorado and New Mexico. Therefore, the approval or denial of a waiver could dictate if and when other states could move forward with their own aggressive zero-emission vehicle mandates, the release said.

Throughout the development of the Advanced Clean Fleets rules, Western Growers said it and its allies have directly appealed to CARB for more reasonable changes, timelines and ag-unique considerations. The case must now be made to EPA that a waiver at this time is unjustified, according to the release.

Western Growers provided oral comments on this issue during a virtual public hearing last month. Additionally, the organization co-led a joint coalition letter that similarly urges EPA to deny a waiver for the Advanced Clean Fleets regulations, the release said. The letter is signed by 47 state and national organizations representing a diverse swath of the farming and agrifood supply chains.

Colo-Pac Produce expands capacity

Fri, 23 Sep 2022 21:37:02 GMT

A year ago, Denver-based Colo-Pac Produce completed a major cooler expansion that greatly increased its cold storage capacity, said Tony Garin, vice president of sales.

This season, the company has completed racking its 10,000-square-foot warehouse to add more space. Capacity has increased from six to eight truckloads to 16 or 17, Garin said.

Related content:
Colorado “Know your market”
Denver produce distributors deal with coronavirus
Colorado gears up for summer

COVID-19 ramps up desire for increased shipment visibility

Fri, 23 Sep 2022 20:00:00 GMT

The COVID-19 crisis has increased the desire for greater visibility into all of the fresh food supply chain.

That’s according to Jeff Newman, vice president of transportation, logistics and chain visibility for Irvine, Calif.-based CalAmp. He said the pinched supply chains during the crisis have created a greater sense of urgency for real-time shipment and supply chain visibility.

CalAmp offers route optimization technology to help drivers in a variety of scenarios, such as navigating closure of truck stops, and provides real-time updates on efficient routing through loading and unloading locations. The company also offers tracking technology for equipment and sensors to monitor temperature of cargo.

During the early weeks of the COVID-19 crisis, Newman said the company’s route optimization technology allowed drivers to adjust routes “on the fly.”

“Some of our customers did a really good job of mapping where the supplies needed to be, where the available trucks were to get there, and what were the most optimal routes, which were not necessarily pre-programmed routes,” he said.
Factors that influence route changes could be the closures of some rest stops, civil unrest, the availability of truck stops and other issues related to COVID-19 restrictions.

“So we went from a kind of a normal operating mode of these planned routes to a lot more dynamic in terms of conversations with the companies that own the goods, the shippers have the goods, and then the individual transportation companies into what was going on in real-time,” he said.

The company ships 2.5 million to 3 million devices per year, he said, and information gathered with the systems can be presented in a “dashboard” format.

“You can see analytics on the route analytics, on the driver’s performance and what’s happening with the planned route versus where they’re really located, the rules around that in terms what was supposed to happen and the action that can be taken,” he said.

CalAmp can monitor cargo inside truck trailers down to the pallet level. For produce, the company is starting its first large scale deployment with a shipper that delivers to restaurants and other customers.

“We are instrumenting their totes and crates with Bluetooth data loggers so effectively allows the temperature be monitored every 15 minutes,” he said.

That dovetails with the supplier needs for compliance to the Food Safety Modernization Act, he said.

“Those data loggers can synchronize with either the cab or the trailer or units installed in the warehouses and the (distribution center) when that cargo comes in contact with it,” the said.

The Packer’s Transportation Coverage

The Packer’s Truck Coverage

Proposed changes help truckers deal with delays in loading, unloading

Fri, 23 Sep 2022 20:00:48 GMT

Opening the door for truckers to go “off the clock” for up to three hours when faced with delays in loading or unloading, new proposed rules on hours of service regulations were welcomed by the Owner-Operator Independent Drivers Association.

The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration day published a 129-page notice of proposed rulemaking Aug. 14 on changes to hours of service rules. Public comments on the proposal will be accepted for 45 days, according to the agency, after which a final rule is expected to be developed.

One proposed change to hours of service regulations would be allowing one off-duty break of at least 30 minutes, but not more than three hours, that would pause a truck driver’s 14-hour driving window — provided the driver takes 10 consecutive hours off-duty at the end of the work shift.

That would help drivers preserve driving time while waiting to be loaded or unloaded by produce shippers and receivers.

Todd Spencer, president of the Owner-Operator Independent Drivers Association, said in a news release the proposed rule changes are a “positive start,” since truckers don’t have any control over their schedules or traffic conditions.

Spencer said truckers are expected to comply with hours of service regulations while meeting the needs of shippers and receivers that are often unaware of those rules. Spencer said in the release that reports on delays show that it’s common for drivers to wait for 30 to 40 hours per week to be loaded or unloaded by customers.

“We have pushed for flexibility in hours of service regulations for years, long before the current Administration,” Spencer said in the release. “We thank Administrator Ray Martinez for his commitment to the issue and for listening to those that actually drive trucks for a living.”

Industry input

Robert Guenther, senior vice president of public policy for the United Fresh Produce Association, said United Fresh is pleased that the FMSCA has moved forward with the proposed reforms.
“Based on our early analysis they will be helpful to enhance flexibility for drives to comply with new Hours of Service Rules while continuing to enhance safety for everyone on the road,” Guenther said in an email.

In response to the two recent notices for comment FMCSA released – one on potential revisions or clarifications of the definitions of “agricultural commodity” in the HOS regulations (Docket No. FMCSA-2018-0348) and the other on proposed amendments to HOS requirements (Docket No. FMCSA-2018-0248) – Western Growers vice president of federal government affairs Dennis Nuxoll issued this statement:

“Though Western Growers is still actively reviewing the two notices for comment recently released by the Federal Motor Carrier Safety Administration, we are particularly pleased with the efforts to address the definition of ‘non-processed.’ HOS regulations and guidance as currently written don’t completely reflect the unique nature of how fresh produce is often packaged and marketed today. As such, items like baby carrots or bagged salad mixes may be treated differently than whole carrots or whole heads of lettuce under the agricultural exemptions.”

Nuxoll continued, “Western Growers has also advocated for HOS flexibility at the ‘last mile’ and unloading periods. Delays due to harvesting schedules and traffic are obviously not uncommon for our industry, so there should be more consideration for this type of unpredictability that may keep drivers on-duty, but not actively driving. We’re reviewing closely how FMSCA’s most recent proposal addresses this.”

“We appreciate FMCSA continuing to work with the fresh produce industry to address remaining our concerns about the HOS/ELD requirements. Ensuring the safe and timely transport of our members’ products is a priority for us, and we look forward to working with FMCSA as these processes move forward,” Nuxoll said.”

Truck rates stable in mid-August

Fri, 23 Sep 2022 20:00:48 GMT

Spot shortages of refrigerated produce trucks were noted in the Midwest states in mid-August, but most growing regions reported adequate supply.

A shortage of trucks was reported for melons from southwest Indiana and southeast Illinois, according to the U.S. Department of Agriculture’s weekly truck rate report .

The USDA said a slight surplus of trucks was reported for onions from Vidalia District Georgia and onions from southern New Mexico. The report said surplus of trucks was reported for onions, cabbage, oranges and grapefruit from lower Rio Grande Valley, Texas, and various commodities from Mexico crossing through south Texas.

Total Quality Logistics named to Inbound Logistics’ Top 100

Fri, 23 Sep 2022 20:00:48 GMT

Cincinnati-based Total Quality Logistics has been recognized as a 2019 Top 100 third-party logistics firm by Inbound Logistics magazine.

“This recognition is a testament to our outstanding team members who are focused on providing premium service to our customers and carriers day in and day out,” TQL President Kerry Byrne, said in a news release.

“IL editors chose Total Quality Logistics because its solutions create cost savings and efficiencies across the entire value chain and help solve specific logistics challenges and improve processes,” Felicia Stratton, editor of Inbound Logistics, said in the release. “Inbound Logistics is proud to honor TQL for innovative solutions empowering logistics and supply chain excellence in 2019.”

TQL recently announced a $20-million expansion at its corporate headquarters in Ohio to accommodate nearly 600 new employees the company anticipates hiring in sales and information technology roles, according to the release.

TQL has 5,500 employees in 57 offices across the U.S.

Trucks in good supply, rates stable

Fri, 23 Sep 2022 20:00:53 GMT

While melon and tomato shipments from South Carolina encountered a slight shortage of trucks, the U.S. Department of Agriculture’s June 26 truck rate report found adequate to surplus conditions in other shipping districts.

The report said price changes for spot truck rates in Nogales, Ariz., ranged from a 16% drop in rates to Chicago to 2% increase to Dallas. California’s Kern district, Oxnard district and Salinas regions were unchanged to 3% higher, according to the report. Truck rates in Southern California were unchanged to 5% higher, depending on destination, according to the report.

Truck rates in Florida were unchanged to 17% lower, the USDA reported. In South Carolina, the report said truck rates to Baltimore were 31% higher in the June 26 report. Rates from South Carolina to Chicago rose by 19%, according to the report, while rates to New York and Boston from South Carolina were flat compared with a week ago.

John Vena celebrates 100th anniversary

Fri, 23 Sep 2022 21:37:45 GMT

Founded in 1919, John Vena is celebrating a century in business this year with a staff party in the fall plus several innovations.

One hundred years ago, the first John Vena burst onto the Philadelphia scene as a young, entrepreneurial Sicilian immigrant who decided to buy wine grapes from wholesalers at the Port of Philadelphia and resell them at the Dock Street produce market to support his family.

Today, the Philadelphia-based wholesaler is still family-owned-and operated, with the founder’s grandson, John Vena III, at the helm and the fourth generation, Dan Vena, leading the sales team.

The company re-tooled its mission statement to make the business of food more interesting, exciting and fun, said John Vena, president. And in the next few months, the company will roll out a new logo. There’s a new website in the works too. In 2020, customers can expect a new line of John Vena Inc.-brand specialty items.

Ryeco updates website, adds more trucks

Fri, 23 Sep 2022 21:37:45 GMT

In late winter and early spring, Ryeco created a new website that features a video of the market with shots from a drone.

Ryeco keeps adding delivery trucks to service customers 24 hours a day, seven days a week. By August, the company had 16 tractor-trailers, 10 with advertising splashed across the sides.

“They’re basically moving billboards,” said Fil Colace, Ryeco’s vice president of operations.

Also, the company is overhauling its warehouse management practices to increase order fulfillment speeds by 25% in October by using digital bar code scanning, he said.

Lower pricing drives net revenues lower, C.H. Robinson reports

Fri, 23 Sep 2022 20:00:08 GMT

Lower pricing in the first quarter more than offset higher volume in transportation services for C.H. Robinson Worldwide .

The Minneapolis-based company reported net revenues decreased 16.3%, to $568 million, in the quarter ending March 31, primarily driven by lower margins in truckload services. Total revenues increased 1.4% to $3.8 billion, primarily from a 7.5% volume increase for both truckload and less-than-truckload (LTL) business. That higher volume was mostly offset by lower pricing in truckload services, according to a news release.

The company reported income from operations decreased 51.3%, to $109.4 million, and cash flow from operations decreased 77.2%, to $58.5 million.

C.H. Robinson is well-positioned to withstand economic turbulence associated with the COVID-19 pandemic, CEO Bob Biesterfeld said.

“We continue to have a strong balance sheet and exited the first quarter with over $1.2 billion of liquidity,” Biesterfeld said in the release. “We remain committed to maintaining our quarterly dividend, and we believe we are well-positioned to weather the economic uncertainty in the months ahead.”

The company reported that:

First-quarter total revenues for its North American Surface Transportation (NAST) segment was $2.8 billion, an increase of 1%, over the prior year, aided by increased truckload and LTL volumes;
NAST net revenues decreased 23.4% in the quarter to $372.8 million, with the March 2020 acquisition of Prime Distribution Services contributing 1% of net revenue growth in the quarter;
First-quarter Robinson Fresh net revenues decreased 4.2% to $27.5 million, primarily due to a 2.5% decrease in case volume and a decline in margin; and
First-quarter total revenues for the Global Forwarding segment decreased 1.3% to $530.4 million, mostly because of lower volumes in ocean and air.

Related articles

C.H. Robinson promotes Michael Castagnetto to president

CH Robinson reports solid 2018 results

More flexibility coming for hours of service regulations?

Fri, 23 Sep 2022 20:00:53 GMT

Hours-of-service regulations for truckers are attracting attention again, with some dead set against any relaxation in the rules and others fighting to give truckers more flexibility.

The Owner-Operator Independent Drivers Association reports that the Federal Motor Carrier Safety Administration now plans to publish a revised hours-of-service proposal by July 31, citing a reference in the Department of Transportation’s Significant Rulemaking Report for June.

From a news release published by OOIDA:

The notice of proposed rulemaking, which is promised to provide more flexibility within the hours-of-service regulations, was sent to the Office of Management and Budget on March 28. As of Monday, July 1, the proposed rule was still listed as “pending review.”

Truck drivers are eager to see the proposal as there has been a growing push for hours-of-service reform since the electronic logging mandate went into effect in December 2017.

The Owner-Operator Independent Drivers Association helped start the discussion on hours-of-service reform when the trucking group submitted a petition to FMCSA in February 2018. The petition asked for regulations to allow drivers to take a rest break once per 14-hour duty period for three consecutive hours if the driver is off-duty. OOIDA also asked the agency to eliminate the 30-minute rest break requirement.

FMCSA issued an advance notice of proposed rulemaking about the hours of service in August 2018. The agency hosted five public listening sessions on the topic and received more than 5,200 comments. Many of the comments from truck drivers said the current regulations are too rigid and can force drivers to travel in unsafe weather conditions or extreme traffic.

While no definitive details of the revised hours of service have been revealed, U.S. DOT Secretary Elaine Chao and FMCSA Administrator Raymond Martinez have each promised an increase in flexibility.

After the notice of proposed rulemaking is published, there will be a comment period. The projected date for the end of the comment period is Sept. 16. However, July 31 and Sept. 16 are only projections.

The Advocates for Highway and Auto Safety , a group supported by insurance and consumer interests,
is urging Congress to reject efforts to diminish the rule requiring the use of ELDs and to further erode HOS regulations.

From the group’s website:

Driver fatigue is a well-known CMV safety problem. The National Transportation Safety Board (NTSB) has repeatedly cited fatigue as a major contributor to truck crashes and included reducing fatigue related crashes in every edition of its Most Wanted List of safety changes since 2016. Currently, truck drivers are permitted to drive up to 11 hours per day for a total of 77 hours per week. These grueling hours can lead to cumulative fatigue and devastating safety consequences. Self-reports of fatigue, which almost always underestimate the problem, document that fatigue in truck operations is a significant issue.

In a 2006 driver survey prepared for the Federal Motor Carrier Safety Administration (FMCSA), “65 percent [of drivers] reported that they often or sometimes felt drowsy while driving” and almost half (47.6 percent) of drivers said they had fallen asleep while driving in the previous year. Yet, certain segments of the trucking industry continue to push for further weakening of hours-of-service (HOS) safety regulations.

One of the most effective tools to help prevent driver fatigue is the use of Electronic Logging Devices (ELDs) to record drivers’ HOS. Paper logs are frequently referred to as “comic books” throughout the industry because of the ease in falsifying actual driving and work time. The FMCSA estimates that requiring ELDs will save 26 lives, prevent over 500 injuries and avoid over 1,800 crashes annually. In addition, the U.S. DOT estimates the annualized net benefits of adopting ELDs to be over $1 billion. Congress, recognizing the benefits of ELDs, mandated their use as part of the Moving Ahead for Progress in the 21st Century (MAP-21) Act.[15] In 2015, the FMCSA delivered on this Congressional directive and issued a rule requiring the use of ELDs which went into effect in December 2017. FMCSA reports that since the implementation of the ELD rule, the percentage of driver inspections with an HOS violation has decreased 39 percent.[16] Despite this compelling evidence, broad support and an established final rule, a vocal minority continues to object to the use of this technology and is filing meritless applications for exemptions from compliance with the federal law with the FMCSA in a concerted effort to undermine the regulation.

A barrage of legislative and regulatory proposals also continue to target ELDs and HOS rules. For instance, last year FMCSA issued an Advanced Notice of Proposed Rulemaking (ANPRM) that would dismantle several important safeguards in the HOS regulations including the 30-minute rest break provision. Advocates is especially concerned that the FMCSA also eliminated enhanced driver protections for meal and rest breaks by issuing a decision preempting California law. This egregious agency overstep should be reversed. Further, special interests continue to push Congress to expand working and driving limits or create carve-outs under the guise of “flexibility.” These are nothing more than attempts to force drivers to work even more demanding schedules.

TK: With the new proposed rule reportedly only weeks away, we’ll soon see the direction FMSCA is taking on relaxing hours of service regulations — and the blowback that the administration will surely see from highway safety groups and some members of Congress.

Truck rates hold steady

Fri, 23 Sep 2022 20:00:53 GMT

Truck rates were mostly steady in early July, according to the U.S. Department of Agriculture’s July 2 truck rate report.

The report said a slight shortage of trucks was reported in South Carolina and North Carolina, but adequate in all other districts.

Truck rates in California’s shipping districts were mostly unchanged to slightly lower, according to the report.

Heavy shipments, delays at distribution centers push rates higher

Fri, 23 Sep 2022 20:00:13 GMT

Heavy produce shipments combined with unloading delays at retail distribution centers were factors in higher truck rates in mid-March.

Despite U.S. diesel fuel costs averaging 14% below year-ago levels, industry sources said there was upward pressure on truck rates in March.

The U.S. Department of Agriculture reported March 25 that refrigerated truck rates from Idaho to Boston had risen from about $5,738 per load on March 14 to $6,163 per load on March 24.

According to a weekly update of truck availability from the USDA, they were mostly adequate for fruit and vegetable growing regions, with shortages noted for shipments to the East Coast for shippers in Idaho and Washington state.

For Washington state apples and pears going to Boston, the rates climbed from $6,900 per load on March 14 to about $7,800 on March 24, according to the USDA.

COVID-19 effect

DAT, a transportation data company, said in a March 24 update that shifts in consumer purchases have had a significant effect on reefer demand and rates.

“Nationwide shutdowns of schools, restaurants, and other foodservice venues has focused shippers’ and carriers’ attention almost entirely on retail grocery outlets, including e-commerce,” according to a DAT webpage dedicated to COVID-19 analysis. “Further, reefers must be loaded ‘live’ with perishable goods, making delays and disruptions even more costly for the carrier.”

DAT predicted further disruptions when spring produce harvests increase, and said reefer rates can be expected to remain elevated through the end of June.

While foodservice orders have been canceled or cut because of widespread restrictions on restaurant operations, Seth Konkle, general manager of the Scot Lynn Group, Indianapolis, Ind., said that many of those orders were switched to retailers. That has led to congestion and unloading delays at retail distribution centers, Konkle said.

“The freight is still there, but it’s all getting shifted towards retail customers,” he said. “What is really kind of slowing up trucks is that a lot of these retail grocery distribution centers are tying trucks up for 6, 8, 12 or 24 hours because they are so backed up.”

Retailers are ordering 50% to 100% more volume of some commodities than they typically do because consumers are relying on supermarkets for all of their food needs.

Konkle said March 25 that truck rates the week of March 23 seemed to ease slightly compared with the previous week, but increasing volume from California in April could spur rates higher.

Non-contracted refrigerated truck rates were moving higher in mid-March, said Jeff Nelson, transportation manager and produce specialist for Twin Falls, Idaho-based trucking company Giltner Inc.
That upward pressure reflected big movement of commodities like potatoes and onions to U.S. retailers, but he said there was some evidence that retailers have been able to restock and would see fewer surges in consumer demand in the days and weeks ahead.

USDA reported shipments for select produce commodities from March 15-21, compared with year-ago levels:

Apples: 183.7 million pounds, up 61%;
Broccoli: 28.3 million pounds, up 21%;
Carrots: 25.4 million pounds, up 10%;
Celery: 42.1 million pounds, up 33%;
Romaine lettuce: 40.7 million pounds, down 29%;
Onions: 140.6 million pounds, up 34%; and
Potatoes: 208.8 million pounds, up 28%.

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