The trucking industry in New Jersey is sounding the alarm over impending electric vehicle regulations set to take effect in 2025. Industry organizations are urging legislative leaders to hold hearings and address the potential impact of these regulations on the state’s trucking sector and the wider economy.
At the heart of the issue lies the Advanced Clean Truck (ACT) rule, which mandates zero-emission truck sales starting in 2025. While aimed at reducing greenhouse gas emissions, industry leaders argue that the regulation’s rapid implementation and the high cost of electric trucks could cripple the trucking industry and drive up consumer prices.
Cost and Infrastructure Concerns
Electric Class 8 trucks, the backbone of long-haul trucking, currently cost about three times more than their diesel counterparts. This significant price difference, coupled with concerns about payload capacity and the lack of charging infrastructure, has sparked fears that the regulation could force smaller trucking companies out of business.
The industry also highlights the challenge of establishing a robust charging network for heavy-duty vehicles. The cost of building such infrastructure is substantial, and the state’s power grid may not be equipped to handle the increased demand.
This creates a Catch-22 situation, where the lack of charging stations discourages the adoption of electric trucks, while the low adoption rate hinders investment in charging infrastructure.
Impact on Dealerships and Consumers
The ACT rule could also have a ripple effect on the wider trucking industry, including truck dealerships. If customers are reluctant to purchase the more expensive electric trucks, the move could potentially push them out of business. The ripple effect extends further, impacting municipalities, counties, and ultimately taxpayers, as the regulation covers all vehicles over 8,500 pounds, including work trucks and vans.
A Call for Legislative Action
Industry groups are calling for legislative hearings to examine the potential consequences of the ACT rule and ensure that the transition to electric trucks is feasible and sustainable for the New Jersey trucking industry. They argue that the current regulations were implemented without proper legislative approval and could have a devastating impact on the state’s economy.
As the debate over the ACT rule heats up, one thing remains clear: the transition to electric vehicles will be a complex and challenging process for the trucking industry. While the long-term benefits for the environment are undeniable, the immediate economic and logistical hurdles cannot be ignored.
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How and why states are committing to electric vehicles
States across the country are paving the way for electric vehicles. This green topic is also harshly divided along red and blue lines—which is to say, it’s heavily politicized. In North Carolina and Virginia, Republican leaders have rolled back or stunted EV initiatives adopted by Democrats.
Former President Donald Trump, the Republican nominee for the 2024 presidential election, has criticized EVs and federal EV policies under current President Joe Biden. However, he has softened his tone in recent months after receiving an endorsement from Tesla CEO Elon Musk. But if elected, Trump still intends to undo Biden-era EV incentives.
To provide an account of current EV incentives and get a sense of the impact that rollback could have, Truck Parking Club compiled information from the Department of Energy to illustrate EV regulations and support in states across the nation.
This analysis only includes public incentives and policies and does not include efforts by private entities or utility providers. It lists major incentives and laws listed on the DOE website as of Oct. 1, which in many cases incentivize other alternative fuels like biodiesel and ethanol in addition to EVs. This list intends to be comprehensive but not necessarily all-encompassing.
In the U.S., transportation is the leading source of pollution, contributing about 28% of greenhouse gas emissions in 2022. Three-quarters of Americans drive a car to work, most of them alone, and trucks transfer over 60% of freight. As a result, passenger vehicles and freight trucks offer a major opportunity to reduce pollution within the transportation sector.
California has led the charge to reduce vehicular greenhouse gas emissions, adopting legislation in 2022 that will require all new vehicles sold within its borders to be electric or plug-in hybrids by 2035. Medium- and heavy-duty vehicles like box trucks and semitrucks will follow suit in 2045. In the aftermath of this decision, 16 other states have adopted similar mandates with varying timelines and EV sales quotas.
States have adopted monetary incentives to promote EV adoption as well. Over half of the country’s states provide such incentives to install EV chargers and adopt electric or other alternative fuel buses. Meanwhile, 18 states and Washington D.C. provide monetary incentives for individual residents to purchase EVs. These efforts and others are funded in part by Volkswagen settlement funds, through which the company has paid $2 billion into EV charging infrastructure and $2.9 billion into a state mitigation trust fund in damages for cheating federal emissions tests on nearly 600,000 diesel vehicles.
On a national level, the Infrastructure Investment and Jobs Act is set to invest $7.5 billion in a network of EV charging stations, aiming to add 500,000 chargers across the country. The law includes formulaic state-by-state EV infrastructure funding each year between 2022 and 2026, estimated to total $4.2 billion in all.
Additionally, the 2022 Inflation Reduction Act provides Americans with a $7,500 tax credit for buying new EVs and $4,000 for used EVs, plus credits for commercial clean vehicles, EV charging station properties, continued development and manufacturing of clean energy and transportation technologies, and more.
Many of these efforts may face the chopping block if Trump wins this year’s presidential election. The Republican nominee has said he will not allow states to ban gas-powered cars or trucks and may end the national EV tax credit. Meanwhile, Democratic nominee and current Vice President Kamala Harris has supported EV expansion efforts from within the current administration, even casting the tie-breaking vote on the pro-EV Inflation Reduction Act.
The election is likely to have major implications for EV adoption and automobile regulation throughout the country. Read on to see current EV incentives, goals, policies, and privileges in each state, offering a deeper sense of efforts across the nation—and which states may be most affected by federal swings.
Monetary incentives: – Grants for public and other light-duty EV chargers
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Alaska
No notable efforts listed.
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Arizona
Privileges, protections, and exemptions: – Alternative fuel vehicles, including EVs, can park in designated carpool spots – Exempts alternative fuel vehicles from HOV lane occupancy restrictions – Only EVs may park in EV charging spaces – Exempts alternative fuel vehicles from emissions inspections
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Arkansas
Monetary incentives: – Grants to install EV charging stations – Grants to replace buses with electric and other alternative fuel buses – Grants to repower or replace medium-duty trucks, heavy-duty trucks, and buses with alternative fuel technologies, including EVs
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California
Government goals, policies, and requirements: – By 2030, aims to have 5 million zero-emission vehicles on the road – By 2025, aims to have 200 hydrogen fueling stations and 250,000 EV chargers – By 2035, all sales of new light-duty passenger vehicles must be zero-emission vehicles – By 2045, all sales of new medium- and heavy-duty vehicles must be zero-emission vehicles – By 2035, airport shuttle fleets must adopt 100% zero-emission vehicles – Starting in 2035, school districts may only purchase or lease zero-emission buses – By 2040, public transit agencies must adopt 100% zero-emission bus fleets – Nearly all privately owned heavy-duty diesel vehicles must be retrofitted or replaced to meet updated emissions standards – Requires transportation network companies to predominantly use zero-emission vehicles and to develop emission reduction plans – Requires new construction to equip parking spaces with prewiring for EV charging stations, including residential, commercial, and public buildings – Requires cities and counties to create expedited and streamlined permitting processes for EV charging stations
Monetary incentives: – Grants to purchase or lease new and preowned EVs, plug-in hybrids, and fuel cell EVs (for income-qualifying residents) – Grants and vouchers to purchase zero-emission buses – Grants to replace heavy-duty vehicles with lower-emission alternatives – Grants to install fueling infrastructure for medium- and heavy-duty zero-emission vehicles – Grants to install EV chargers (businesses, nonprofits, local governments, and tribal governments) – Vouchers to purchase electric, hybrid, or natural gas trucks and buses – Vouchers for larger transit projects in low-income, disadvantaged communities, and tribal areas – Rebates to replace batteries, fuel cells, or other related vehicle components in eligible used zero- and near-zero-emission vehicles – Financial incentives to develop and deploy alternative and renewable fuels and advanced transportation technologies – Locally administered grants and rebates for EV purchases, EV charging stations, and other projects (available in Bay Area, Antelope Valley, El Dorado County, South Coast, and San Joaquin Valley) – Sales and use tax exclusion for manufacturers of advanced transportation products, components, or systems that reduce pollution and energy use, through 2025 – Property owner loan program for energy improvements, including EV charging stations
Privileges, protections, and exemptions: – Exempts natural gas, hydrogen, electric, and plug-in hybrid electric vehicles from HOV lane occupancy restrictions, through specified dates – Only actively charging EVs may park or stop in EV charging spaces – Renters at residential and commercial properties and residents at multifamily properties must be allowed to install EV charging stations in their designated parking spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – Provides funding and guidance for property owners to develop their own EV charging station incentive programs
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Colorado
Government goals, policies, and requirements: – By 2050, electrify all light-duty vehicles and transition all medium- and heavy-duty vehicles be zero-emission, with incremental goals in the meantime – By 2032, will mandate that 82% of new passenger vehicles sold in Colorado be zero-emission – Beginning in 2027, will require manufacturers to sell zero-emission trucks as an increasing share of their annual sales
Monetary incentives: – Tax credit for owners of EVs and hydrogen fuel cell EVs – Grants to establish EV charging plazas and stations – Grants for fleets to buy new alternative fuel vehicles, convert existing fleet vehicles, and install EV charging infrastructure – Grants to replace diesel vehicles and equipment with all-electric or hybrid-electric equivalents, including things like tractors and construction equipment – Grants for projects that reduce emissions from industrial and manufacturing operations, including transportation electrification – Grants for electric school buses and charging infrastructure – Grants for advanced industry companies, including those working on vehicle and component manufacturing and biofuels
Privileges, protections, and exemptions: – Multifamily housing occupants must be allowed to install EV chargers in their parking spaces – Exempts EVs from state emissions inspections – Until 2030, exempts owners of EV charging stations from paying property tax on them – Only actively charging EVs may park in EV charging spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – Provides coaching services to residents, local governments, workplaces, and multifamily housing developments to help them identify EV benefits, including monetary savings and grant opportunities – Created a career program to provide education and training for high-paying jobs that support clean transportation, including manufacturing and maintenance of zero-emission vehicles and developing alternative clean fuels
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Connecticut
Government goals, policies, and requirements: – New public, commercial, and multiunit buildings of certain sizes must install or have wiring to support EV chargers – By 2030, requires at least 30% of new transit buses to be zero-emission and bans the purchase of diesel transit buses
Monetary incentives: – Grants to install public EV charging stations – Matching funds for the purchase or lease of zero-emission school buses and chargers – Rebates for residents to purchase or lease EVs, fuel cell EVs, or plug-in hybrids – Low-interest loans for EV drivers to install home EV chargers
Privileges, protections, and exemptions: – Multifamily housing occupants and rental tenants must be allowed to install EV chargers in their parking spaces – Exempts EVs from state emissions inspections – Only EVs may park in EV charging spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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Delaware
Government goals, policies, and requirements: – Requires new single-family homes to be built with at least one EV-capable parking spot – Requires new multifamily housing developments to be built with some EV charging stations installed and prewiring for more – Requires a growing share of school bus purchases to be electric
Monetary incentives: – Rebates to purchase or lease new EVs or plug-in hybrids for residents, businesses, organizations, and government entities – Rebates to install public, fleet, or workplace EV charging ports – Rebates to install EV charging ports at new and existing multifamily housing sites
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Florida
Monetary incentives: – Local governments may offer funding or other financing to property owners for EV charger installations, but the state itself does not have an established program
Privileges, protections, and exemptions: – Exempts low-emission and hybrid electric vehicles from HOV lane occupancy restrictions – Condominium occupants must be allowed to install EV chargers in their parking spaces – Only EVs may park in EV charging spaces – Bans insurance companies from imposing surcharges on EVs based on factors such as new technology, passenger payload, weight-to-horsepower ratio, and manufacturing materials
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Georgia
Monetary incentives: – Grants to replace diesel school buses with alternative fuel or zero-emission buses – Five-year tax credit for businesses that manufacture alternative energy products for use in batteries, biofuel, and EVs – Income tax credit for businesses that install EV chargers – Income tax credit for those who convert a vehicle to natural gas, electricity, propane, or hydrogen
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from HOV lane occupancy restrictions and tolls
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Hawaii
Government goals, policies, and requirements: – By 2030, reduce greenhouse gas emissions by 50% from 2005 levels – By 2045, achieve zero emissions across all transportation sectors – By 2035, state agencies must transition all of their light-duty fleets to zero-emission vehicles – Requires all public parking facilities with at least 100 parking spaces to install at least one EV charging spot
Monetary incentives: – Rebates to replace medium- and heavy-duty diesel vehicles with zero-emission vehicles, including charging infrastructure – Provides state government entities a revolving credit line to purchase or lease EVs and install EV chargers
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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Idaho
Monetary incentives: – Rebates to replace medium- and heavy-duty diesel vehicles with new diesel or alternative fuel vehicles, including trucks, buses, and cargo handling equipment
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Illinois
Government goals, policies, and requirements: – Anywhere the state’s toll highway authority has partnered with motor fuel service stations and facilities, garages, stores, or restaurants, it must also construct and maintain at least one EV charging station – Any gasoline-powered vehicles purchased with state funds must be flex fuel vehicles or hybrid EVs – All new or renovated residential developments must include a certain number of EV-capable parking spaces, depending on their size
Monetary incentives: – Rebates for residents to purchase new or preowned EVs – Grants to install and maintain public EV charging stations – Tax credits for manufacturers of EVs, component parts, and charging stations – Grants for projects that reduce diesel emissions – Reimbursements for school districts to convert buses to alternative fuel engines
Privileges, protections, and exemptions: – Exempts battery EVs from state emissions inspections – Exempts EVs from user fee on fleets with 10 or more vehicles – Only EVs may park or stop in EV charging spaces – Condominium occupants and rental property tenants must be allowed to install EV chargers in their parking spaces
External collaborations: – The Lake Michigan EV Circuit Tour memorandum of understanding, which aims to create an EV charging corridor along the Lake Michigan coastline – REV Midwest memorandum of understanding, which aims to accelerate vehicle electrification in the Midwest
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Indiana
Government goals, policies, and requirements: – State entities must purchase or lease clean energy vehicles
Monetary incentives: – Grants to replace or convert medium- and heavy-duty diesel vehicles, including trucks, buses, and cargo-handling equipment – Grants for projects that reduce diesel emissions, including alternative fuel conversions – Grants and loans to support economic development in high-technology industries, including alternative fuel technologies and fuel-efficient vehicle production
External collaborations: – The Lake Michigan EV Circuit Tour memorandum of understanding, which aims to create an EV charging corridor along the Lake Michigan coastline – REV Midwest memorandum of understanding, which aims to accelerate vehicle electrification in the Midwest
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Iowa
Government goals, policies, and requirements: – At least 10% of new state vehicle purchases must be alternative fuel vehicles
Monetary incentives: – Grants to install public EV charging stations – Grants to replace, retrofit, or convert medium- and heavy-duty diesel vehicles to alternative fuels – Grants for projects that support the implementation of the Iowa Energy Plan, including the purchase of EVs and other alternative fuel vehicles – Loans for energy infrastructure projects that facilitate electricity, biofuel, and renewable natural gas transmission, storage, or distribution – Demonstration grants for individuals who purchase alternative fuel vehicles in order to conduct research connected with the fuel or vehicle. In these cases, the Department of Natural Resources retains the title of the research vehicle.
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Kansas
Other: – Conducted a study including EV topics, such as charger rate design, charger service deregulation, and the benefits of improving access to EVs and public charging stations.
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Kentucky
Government goals, policies, and requirements: – By 2026, the state must replace at least 50% of light-duty fleet vehicles with alternative fuel or other low-emission vehicles
Monetary incentives: – Grants to replace school buses with newer diesel or alternative fuel buses – Offers government agencies a 50% cost match for EV chargers
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Louisiana
Other: – Has a statute stating it must support the development of a statewide EV charging network by improving EV charging station infrastructure, improving consumer experiences, encouraging a cost structure for public charging stations, and encouraging the deregulation of EV charging stations
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Maine
Government goals, policies, and requirements: – By 2025, 50% of state light-duty fleet acquisitions must be zero-emission vehicles and plug-in hybrids. This increases to 100% by 2030. The state encourages municipalities to do the same by 2035. – Starting in 2035, 75% of school bus acquisitions must be zero-emission vehicles
Monetary incentives: – Rebates to purchase or lease new EVs or plug-in hybrids – Provides zero- and low-interest loans for alternative fuel vehicle projects, including purchases of EVs, fuel cell EVs, zero-emission vehicles, and associated charging and fueling infrastructure
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – Developing a pilot program to provide incentives for commercial entities to purchase or lease medium- and heavy-duty EVs
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Maryland
Government goals, policies, and requirements: – Beginning with model year 2027, will require manufacturers to sell zero-emission trucks as an increasing percentage of their annual sales in Maryland. – By 2031, will adopt 100% zero-emission passenger vehicles in the state fleet. Will do the same for all other light-duty vehicles by 2036. – The Maryland Transit Administration may only purchase zero-emission buses for state transit – Beginning in 2025, county boards of education may only purchase zero-emission school buses – New construction of homes with a garage, carport, or driveway must include an EV charger or prewiring to support one
Monetary incentives: – Grants to local governments for transportation projects, including EV purchases and charger installations – Rebates to install EV chargers (available to individuals, businesses, multifamily housing, and state or local government entities) – Excise tax credit to those purchasing EVs and fuel cell EVs – Grants to install solar arrays on existing public facilities and infrastructure, including solar canopies that support EV chargers – Grants to purchase zero-emission school buses and install charging infrastructure – Grants to purchase new zero-emission medium- and heavy-duty vehicles
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from emissions inspections – Multifamily housing occupants must be allowed to install EV chargers in their parking spaces – Only actively charging EVs may park in EV charging spaces – Exempts low-emission and hybrid EVs from HOV lane occupancy restrictions
External collaborations: – Multi-State Zero-Emission Vehicle Task Force – The Mid-Atlantic Electrification Partnership, which supports the deployment of EVs and EV chargers throughout the region
Other: – Administering a pilot program to deploy electric school buses
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Massachusetts
Government goals, policies, and requirements: – Set infrastructure requirements to gradually increase zero-emission vehicles in state fleets, mandate new vehicle acquisitions be zero-emission, and add hundreds of EV charging stations to state properties – Requires state vehicle purchases to be hybrid electric or alternative fuels to the maximum extent feasible – By late 2030, will require new bus purchases by the Massachusetts Bay Transportation Authority to be zero-emission vehicles – By late 2040, will require all MBTA buses to be zero-emission – Beginning with model year 2025, will require manufacturers to sell zero-emission trucks as an increasing percentage of their annual sales in Massachusetts – Requires any new commercial construction with over 15 parking spots to include at least one that is prewired for EV charging – Requires transportation network companies to reduce emissions and adopt EVs
Monetary incentives: – Rebates to purchase or lease new zero-emission vehicles, all-electric and hydrogen fuel cell electric trucks, buses, vans, pickups, and other light-duty vehicles (for residents, nonprofits, and businesses) – Rebates to purchase or lease preowned zero-emission vehicles (for low-income residents) – Provides some residents with free or discounted EV chargers – Grants for projects that reduce diesel emissions in Massachusetts, including alternative fuel engine conversions, exhaust retrofits, and new vehicle purchases – Grants to install EV charging stations at workplaces, educational campuses, multifamily housing developments, and other public access areas – Grants to purchase or lease qualified EVs and zero-emission motorcycles (for local governments, public universities and colleges, and state agencies)
Privileges, protections, and exemptions: – Exempts EVs from state emissions inspections
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – When forging new and renewed transportation department contracts, will require fuel providers on the Massachusetts Turnpike to offer alternative fuels – Developed a website to provide the public with information on EVs
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Michigan
Government goals, policies, and requirements: – By 2023, will require 100% of light-duty vehicles in the state fleet to be zero-emission – By 2040, will require 100% of medium- and heavy-duty vehicles in the state fleet to be zero-emission
Monetary incentives: – Grants to install EV charging stations (for public or private organizations) – Grants to replace medium- and heavy-duty diesel vehicles and equipment with hybrid, alternative fuel, and zero-emission vehicles – Grants for mobility and electrification companies to deploy their technology in Michigan, including EVs and charging stations – Property tax exemptions for industrial properties used for high-technology activities, including those related to EVs, hybrid EVs, or alternative fuel vehicles and their components
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from state emissions inspections
External collaborations: – The Lake Michigan EV Circuit Tour memorandum of understanding, which aims to create an EV charging corridor along the Lake Michigan coastline – REV Midwest memorandum of understanding, which aims to accelerate vehicle electrification in the Midwest
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Minnesota
Government goals, policies, and requirements: – Adopted California motor vehicle emissions standards and compliance requirements specified in Title 13 of the California Code of Regulations
Monetary incentives: – Rebates to purchase or lease new or preowned EVs or plug-in hybrids (for residents) – Toll lane credits for EV drivers – Grants to purchase new electric school buses or to convert existing school buses to electricity, plus matching funds for federal grants toward the same purpose – Grants to replace off-road diesel equipment, such as trailer refrigeration units and terminal tractors
External collaborations: – REV Midwest memorandum of understanding, which aims to accelerate vehicle electrification in the Midwest
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Mississippi
Other: – The state treasury is required to create a fund to provide grants or loans to EV battery manufacturing and assembly projects
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Missouri
Government goals, policies, and requirements: – Requires state agency fleets of 15 or more vehicles to ensure that at least 50% of new vehicle purchases can operate on alternative fuels
Privileges, protections, and exemptions: – Exempts alternative fuel passenger vehicles, buses, and commercial vehicles from the state motor fuel tax – Exempts alternative fuel vehicles from state emissions inspections
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Montana
Monetary incentives: – Grants to replace medium- and heavy-duty diesel buses and airport ground support vehicles with all-electric and alternative fuel vehicles
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Nebraska
Monetary incentives: – Low-cost loans for alternative fuel projects, such as replacing conventional vehicles with alternative fuel vehicles
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Nevada
Government goals, policies, and requirements: – Adopted the California motor vehicle emissions and compliance requirements specified in Title 13 of the California Code of Regulations – Requires state agencies to transition light-duty vehicle fleets to zero-emission vehicles by 2040, and to do the same with medium- and heavy-duty vehicles by 2050
Monetary incentives: – Grants to replace or convert medium- and heavy-duty diesel vehicles – Grants for clean energy projects, including programs, technologies, products, or services that support alternative fuel vehicles and related infrastructure
Privileges, protections, and exemptions: – Exempts alternative fuel and hybrid electric vehicles from state emissions inspections – Only actively charging EVs may park in EV charging spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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New Hampshire
Government goals, policies, and requirements: – When purchasing fleet vehicles, state agencies must pursue EV opportunities and install EV charging stations
Monetary incentives: – Grants to reduce diesel emissions by converting engines to alternative fuels, retrofitting exhaust controls, or purchasing new alternative fuel vehicles
Privileges, protections, and exemptions: – Only EVs may park in EV charging spaces
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New Jersey
Government goals, policies, and requirements: – By 2040, aims for 85% of all new light-duty vehicles sold in the state to be EVs, with incremental goals in the meantime to add millions of registered light-duty EVs in the state; shift all light-duty state fleets to EVs; add thousands of EV charging stations; increase EV charging infrastructure at multifamily residential properties and overnight lodging; and increase the share of zero-emission transit buses – Beginning with model year 2025, will require manufacturers to sell zero-emission trucks as an increasing percentage of their annual sales in New Jersey – Mandates single-family property developers to offer to install an EV charging station for prospective owners – Requires new multifamily housing and commercial developments with designated parking to prewire some spots for EV charging
Monetary incentives: – Rebates to purchase or lease EVs (for residents, local and state governments) – Grants to install EV charging stations at multifamily housing developments, tourism sites, landmarks, workplaces, government agency buildings, and nonprofits – Grants to replace diesel medium- and heavy-duty vehicles and buses with all-electric vehicles, including charging infrastructure – Grants to increase electric mobility solutions for residents in underserved areas, including car-share, ride-share, and ride-hailing services – Sales and use tax exemption for zero-emission vehicles that were sold or leased before Oct. 1, 2024 – Toll discounts for EVs during off-peak hours on the New Jersey Turnpike and Garden State Parkway
Privileges, protections, and exemptions: – Exempts plug-in electric vehicles from HOV lane occupancy restrictions – Condominium occupants must be allowed to install EV chargers in their parking spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – To pilot a voucher program to cover up to 100% of costs on zero-emission medium- and heavy-duty vehicles for commercial, industrial, or institutional organizations – Will implement an Electric School Bus program to research the viability of electric school buses, which will include providing grants to districts to purchase electric school buses and charging infrastructure
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New Mexico
Government goals, policies, and requirements: – State agencies must purchase EVs, plug-in hybrid EVs, or fuel cell EVs when acquiring new vehicles, when available. All state fleet vehicles must be these types by 2035. – Beginning with model year 2027, manufacturers will be required to sell zero-emission trucks as an increasing percentage of their annual sales – Beginning with model year 2026, manufacturers must meet the California-defined greenhouse gas emissions standard and the zero-emission vehicle production and sales requirements. These regulations apply to new passenger cars, light-duty trucks, and SUVs. – At least 75% of light-duty vehicles purchased by the state government and educational institutions must be hybrid EVs, bi-fuel, or alternative fuel vehicles
Monetary incentives: – Grants to replace heavy-duty diesel vehicles with EVs or convert existing vehicles – Tax credit to residential and commercial properties to install prewiring for EV chargers – Tax credit to manufacturers of alternative energy products, including hydrogen and fuel cell vehicle systems, EVs, and hybrids – State excise tax exemption for alternative fuels distributed by or used for government or tribal purposes
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New York
Government goals, policies, and requirements: – By 2035, all sales or leases of new light-duty passenger vehicles must be zero-emission vehicles – By 2035, all sales of new off-road vehicles and equipment must be zero-emission vehicles – By 2045, all sales or leases of new medium- and heavy-duty vehicles must be zero-emission vehicles – Allocated up to $250 million to support EVs and address charging infrastructure gaps throughout the state, including interstate EV charging, airport charging hubs, and EV model communities – Beginning with model year 2025, manufacturers will be required to sell zero-emission trucks as an increasing percentage of their annual sales – Beginning in July 2027, school districts may only acquire zero-emission school buses – By the end of 2035, all state agency light-duty fleet vehicles must be zero-emission, with medium- and heavy-duty vehicles following suit by 2040 – New construction of non-residential and publicly funded parking facilities with 50-200 spaces must prewire 20% for EV charging
Monetary incentives: – Rebates to purchase or lease new EVs – Rebates to install EV charging stations at public parking facilities, workplaces, and multiunit dwellings – Vouchers for all-electric and hydrogen fuel cell electric heavy-duty trucks and buses – Vouchers for zero-emission school buses – Funds to replace or convert diesel medium- and heavy-duty vehicles – Rebates to purchase or lease zero-emission vehicles and grants to install related fueling infrastructure (for cities, towns, villages, counties, and New York City boroughs) – Funding for projects that research or develop advanced technologies to enhance mobility, improve efficiency, reduce congestion, and diversify transportation methods and fuels
Privileges, protections, and exemptions: – Exempts EVs from state emissions inspections – Multifamily housing occupants and owners within homeowners associations must be allowed to install EV chargers in their parking spaces – Only actively charging EVs may park in EV charging spaces – Exempts EVs from HOV lane occupancy restrictions
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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North Carolina
Government goals, policies, and requirements: – Developed a plan to increase the number of zero-emission vehicles in the state to 80,000 by 2025; and to register 1.25 million zero-emission vehicles and increase their share of new passenger vehicle sales to 50% by 2030 – Requires state fleets to prioritize zero-emission vehicles in new purchases and to use these vehicles for agency travel when possible. Established a goal that 75% of new or replacement state government light-duty cars and trucks be alternative fuel or low-emission vehicles. Also requires state-owned fleets to increase the use of alternative fuels and fuel-efficient vehicles.
Monetary incentives: – Funding to replace or convert heavy-duty diesel fleet vehicles to alternative fuels – Grants to install public and private EV charging stations – Grants for projects that will reduce transportation-related emissions in certain areas – Retail sales and use tax exemption for retail sale, use, storage, and consumption of alternative fuels
Privileges, protections, and exemptions: – Exempts EVs, dedicated natural gas vehicles, and fuel cell EVs from HOV lane occupancy restrictions – Exempts EVs and fuel cell EVs from state emissions inspections
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – Established a fund for state agencies to offset the cost of purchasing alternative fuels, vehicles, and related infrastructure
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North Dakota
Monetary incentives: – Grants to replace or convert medium- and heavy-duty diesel vehicles with new diesel or alternative fuel vehicles – Authorized to provide EV charging station grants
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Ohio
Government goals, policies, and requirements: – Requires all newly acquired state agency vehicles to be capable of using an alternative fuel and to use that alternative fuel if it is available and reasonably priced
Monetary incentives: – Grants to replace or convert medium- and heavy-duty diesel vehicles with alternative fuel vehicles, including supporting infrastructure – Grants for projects that retire and replace diesel public transit buses
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from state emissions inspections after a one-time verification
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Oklahoma
Monetary incentives: – Grants for public EV charging stations – Rebates to replace or convert diesel school buses to alternative fuel – Tax credit to install commercial alternative fueling infrastructure
Other: – Signed a memorandum of understanding to support advanced mobility solutions, including EVs, AVs, and battery manufacturing
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Oregon
Government goals, policies, and requirements: – Beginning with model year 2025, manufacturers will be required to sell zero-emission trucks as an increasing percentage of their annual sales – Beginning in 2025, require all new light-duty state agency vehicle acquisitions to be electric, plug-in hybrid electric, or hydrogen fuel cell vehicles to the maximum extent possible. When not possible, the vehicles must be of other alternative fuel or low-emission. – Requires 20% of parking spaces at new commercial, mixed-use, and certain multifamily developments to include prewiring to support EV chargers – Requires new residential construction to be able to support EV chargers
Monetary incentives: – Grants to develop community renewable energy projects, including public EV chargers (for tribal entities, local governments, port and irrigation districts, and consumer-owned utilities) – Grants to replace or convert school buses to reduce diesel emissions – Rebates to install EV chargers (for businesses, multifamily housing developments, and state, local, and tribal governments) – Rebate to purchase new or preowned EVs and public hybrids between April 3 and June 4, 2024 (for residents) – Low-interest loans for projects that develop alternative fueling infrastructure, production facilities, and fleets
Privileges, protections, and exemptions: – Multifamily housing occupants must be allowed to install EV chargers in their parking spaces – Only actively fueling alternative fuel vehicles may park in designated fueling spaces – Exempts natural gas and all-electric vehicles from equipping with certified pollution control systems
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – Plans to use up to 15% of VW Environmental Mitigation Trust funds to support vehicle electrification, including development and maintenance of EV chargers – Has a Parks and Recreation Transportation Electrification Fund to install public EV chargers at state parks – Provides Governor’s Awards to dealerships to encourage EV sales
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Pennsylvania
Government goals, policies, and requirements: – By 2025, state agencies required to replace 25% of passenger car fleets with EVs
Monetary incentives: – Rebates to purchase new or preowned alternative fuel vehicles – Grants for diesel emission reduction projects – Grants to convert or replace ferries, tugboats, and freight switcher locomotives with new diesel, alternative fuel, or all-electric equivalents – Grants to replace medium- and heavy-duty trucks with zero-emission electric or hydrogen fuel cell electric trucks – Grants to replace equipment with all-electric substitutes, including airport ground support, forklifts, and port cargo handling equipment – Grants for advanced fuel and technology projects to convert vehicles for alternative fuels, purchase new alternative fuel vehicles and necessary infrastructure, or conduct research, training, development, and demonstrations of new alternative fuel vehicle technologies (for school districts, municipal authorities, political subdivisions, nonprofits, and private entities)
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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Rhode Island
Government goals, policies, and requirements: – By 2025, requires 25% of state vehicle acquisitions to be zero-emission by 2025. Requires 75% of acquisitions to be alternative fuel vehicles and 25% to be hybrid electric. – Beginning with model year 2027, manufacturers will be required to sell zero-emission trucks as an increasing percentage of their annual sales – Adopted an EV charging station plan for state infrastructure needs
Monetary incentives: – Grants to replace medium- and heavy-duty diesel vehicles with new diesel, alternative fuel, and zero-emission vehicles (for fleet operators, businesses, local and state government entities, schools districts, and other qualifying entities) – Rebates to purchase or lease zero-emission and plug-in hybrid vehicles (for residents) – Rebates to purchase or lease new and preowned zero-emission vehicles (for small businesses, nonprofits, state and local government agencies, school districts, and public libraries)
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from state emissions inspections – Only actively charging EVs may park in EV charging spaces
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
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South Carolina
Government goals, policies, and requirements: – Requires state agencies to give preference to hybrid, plug-in hybrid electric, biodiesel, hydrogen, fuel cell, or flexible fuel vehicles when purchasing new vehicles
Monetary incentives: – Grants for alternative fuel demonstration projects (for state agencies, local governments, public colleges and universities, K-12 public schools, and nonprofits) – Grants for projects that reduce diesel emissions, including those that retrofit engines or replace vehicles and equipment (for universities, private organizations, businesses, and local government entities) – Low-interest loans for energy efficiency improvements, including alternative fuel vehicle conversions and purchases
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South Dakota
Monetary incentives: – Grants for bus diesel emission reduction projects
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Tennessee
Government goals, policies, and requirements: – At least 25% of passenger motor vehicles that the state procures in designated areas must be alternative fuel or all-electric vehicles, if available
Monetary incentives: – Grants to convert or replace buses and freight trucks with alternative fuel or all-electric models – Grants to install EV charging stations (for private, public, and nonprofits)
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Texas
Government goals, policies, and requirements: – Requires state agency fleets to purchase vehicles that use alternative fuels. Within these fleets, half of vehicles must be able to run on alternative fuel and must use these fuels during at least 80% of driving time.
Monetary incentives: – Grants to purchase or lease new light-duty alternative fuel vehicles – Grants to replace fleet vehicles with alternative fuel vehicles or hybrid EVs – Grants to build alternative fueling facilities for natural gas, hydrogen, biodiesel, propane, electricity, and methanol – Grants to replace or convert drayage and cargo handling equipment with electric equipment and other low-emission alternatives – Grants to replace heavy-duty, diesel-powered vehicles with newer vehicles powered by diesel, natural gas, propane, methanol, hydrogen, or electricity, or to convert existing vehicles – Grants for clean air projects, including those that replace, retrofit, or convert heavy-duty vehicles, build and use alternative fuel infrastructure, and expand electrification infrastructure – Grants to replace school buses or install emission-reducing equipment on existing buses
Privileges, protections, and exemptions: – Exempts EVs from state emissions inspections
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Utah
Monetary incentives: – Tax credits to purchase heavy-duty alternative fuel vehicles – Rebates to install EV charging stations (for businesses, nonprofits, and government entities) – Grants to purchase alternative fuel vehicles or convert existing vehicles to run on these fuels (for businesses and government entities)
Privileges, protections, and exemptions: – Exempts propane and electricity used to operate motor vehicles from state motor fuel taxes – Exempts alternative fuel vehicles from HOV lane occupancy restrictions until September 2025 – Exempts electric vehicles from state emissions inspections
Other: – Authorized to establish a large-scale EV charging station program of up to $50 million
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Vermont
Government goals, policies, and requirements: – Established goal to deploy one public EV charging port within a mile of all interstate and highway exits and within 25 miles of other chargers along state highways – Beginning with model year 2026, manufacturers will be required to sell zero-emission trucks as an increasing percentage of their annual sales – Requires at least 75% of state-purchased vehicles to be EVs or hybrids
Monetary incentives: – Grants to purchase or lease new EVs (for low- and moderate-income residents, local and state governments, businesses, and nonprofits) – Grants to replace personal vehicles with new or preowned all-electric or plug-in hybrid vehicles – Grants for projects focused on reducing emissions from heavy-duty diesel engines and buses, including converting or replacing vehicles (for local, state, and regional agencies or departments, businesses, institutions, and nonprofits) – Grants to install EV chargers (for workplaces, multifamily housing developments, and other public charging locations) – Low-interest loans to finance public EV chargers and natural gas fueling stations (for municipalities, regional development corporations, political subdivisions, and private companies)
External collaborations: – Multi-State Zero-Emission Vehicle Task Force
Other: – The state transportation agency is required to administer a pilot program to install EV chargers at multifamily and affordable housing units
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Virginia
Government goals, policies, and requirements: – Adopted California motor vehicle emissions and compliance requirements specified in Title 13 of the California Code of Regulations, which apply to all passenger cars, light-duty trucks, and medium-duty vehicles – Requires new executive branch agencies and institutions constructing buildings over 5,000 square feet or doing costly renovations to include EV charging infrastructure, unless in interstate system right-of-way. Requires localities constructing similarly-sized buildings to support projected EV charging demand over the first 10 years following its occupancy.
Monetary incentives: – Grants to purchase alternative fuel vehicles or convert existing vehicles (for state agencies and local governments) – Grants to install EV charging stations in rural or underserved communities (for businesses and public-private partnerships)
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from state emissions inspections – Condominium occupants and owners within homeowners associations must be allowed to install EV chargers in their parking spaces – Only actively charging EVs may park in EV charging spaces – Exempts alternative fuel vehicles from HOV lane occupancy restrictions in specified areas
External collaborations: – Multi-State Zero-Emission Vehicle Task Force – The Mid-Atlantic Electrification Partnership, which supports the deployment of EVs and EV chargers throughout the region
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Washington
Government goals, policies, and requirements: – By model year 2030, all new light-duty vehicles sold, purchased, or registered in Washington must be EVs – Beginning with model year 2025, will require manufacturers to sell zero-emission trucks as an increasing percentage of their annual sales – Requires state executive and small-cabinet agency fleets to acquire EVs at increasing rates, and will require all new fleet vehicles to be EVs by 2040 – Requires state agencies to use 100% biofuels or electricity to operate publicly owned vehicles, to the extent possible – All new buildings must prewire at least one parking space, or 10% of all parking spaces, for EV chargers – Requires regional transportation organizations in large-population areas to collaborate on efforts to promote EV use – Requires jurisdictions to adopt regulations for permitting EV infrastructure and battery charger use in most areas – State required to install EV chargers and fueling stations in certain areas
Monetary incentives: – Grants to install EV chargers at public, workplace, tribal, and multifamily housing locations and along highway corridors – Grants to replace or convert medium- and heavy-duty diesel vehicles to zero-emission vehicles, including refuse trucks, street sweepers, freight switcher locomotives, port cargo handling equipment, and forklifts – Grants to design and create zero-emission vehicle car-share programs in underserved and low-to-moderate income communities (for nonprofits and local governments) – Grants to replace diesel school buses with zero-emission school buses, including fueling infrastructure – Grants for projects that reduce carbon intensity in state transportation, including fleet electrification, upgrades to electrical transmission and distribution systems, and construction of charging and fueling infrastructure (for transit authorities) – Business tax credits to purchase new and used alternative-fuel medium- and heavy-duty vehicles, and to install related fueling infrastructure – Sales and use tax exemption for new and used alternative fuel passenger vehicles and light-duty trucks – Sales and use tax exemption for EV and fuel cell EV infrastructure and battery sales, labor, installation, and related property – Leasehold excise tax exemption for public lands used to install, maintain, and operate EV chargers
Privileges, protections, and exemptions: – Exempts alternative fuel vehicles from state emissions inspections – Multifamily housing occupants must be allowed to install EV chargers in their parking spaces
Other: – Plans to use 15% of VW Environmental Mitigation Trust funds to install, operate, and maintain zero-emission vehicle charging infrastructure – Developing a zero-emission drayage truck demonstration project to guide the transition to zero-emission seaport cargo fleets
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West Virginia
External collaborations: – The Mid-Atlantic Electrification Partnership, which supports the deployment of EVs and EV chargers throughout the region
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Wisconsin
Monetary incentives: – Grants to replace public transit buses with new replacement diesel or alternative fuel buses – Grants for projects that reduce diesel emissions, including new vehicle purchases or engine conversions for school and transit buses, nonroad engines, equipment, and other diesel vehicles (for businesses, nonprofits, and public entities) – Grants to support renewable energy and energy storage technology development, including planning for fleets and EVs – Refunds state fuel tax payments for taxis using alternative fuels – Exempts alternative fuels from excise, license, privilege, or occupational taxes – Tax credits for corporations conducting vehicle battery and engine research
External collaborations: – Part of the REV Midwest memorandum of understanding to accelerate vehicle electrification in the Midwest – Part of the Lake Michigan EV Circuit Tour memorandum of understanding to create an EV charging corridor along the Lake Michigan coastline
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Wyoming
No notable efforts listed.
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Washington D.C.
Government goals, policies, and requirements: – Aims to achieve 25% zero-emission vehicle registrations by 2030 – Starting in 2026, requires government entities to only acquire zero-emission vehicles, unless there are no equivalent models available – Requires 70% of certain new fleet purchases to be clean fuel vehicles – Executive office of the mayor to establish a transportation electrification program, which will require all buses, large private fleets, commercial motor carriers, limo services, and taxis to be zero-emission vehicles by 2045 – Requires transportation network companies to complete emissions reduction plans, including increasing zero-emission vehicles among drivers
Monetary incentives: – Offers income tax credit for equipment and labor costs to convert vehicles to alternative fuel, or to purchase and install alternative fuel infrastructure (for businesses and individuals) – Exempts some EVs from excise tax on certificate of title, including original and subsequent purchasers
Privileges, protections, and exemptions: – Exempts certified clean fuel vehicles from time-of-day and day-of-week restrictions and commercial vehicle bans, if part of a fleet of at least 10 vehicles in D.C. – Allows EV owners to utilize curbside charging if they don’t have designated off-street parking
External collaborations: – The Mid-Atlantic Electrification Partnership, which supports the deployment of EVs and EV chargers throughout the region – Multi-State Zero-Emission Vehicle Task Force
Other: – Department of Transportation required to install at least 15 public EV charging stations throughout the district and collect data on their use
Story editing by Chris Compendio. Additional editing by Kelly Glass and Elisa Huang. Copy editing by Tim Bruns. Photo selection by Lacy Kerrick.
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As Americans use less gas, these states are still guzzling
Even as gas remains an evergreen topic among Americans, they are using much less of it.
From 2017 to 2022, daily national gas sales fell by about 6.5 million gallons. Even more striking, Americans purchased 21.2 million fewer gallons of gas daily in 2021 compared to 2016, as the pandemic continued to depress gasoline sales.
Still, gas usage varies widely across the nation. Truck Parking Club used data from the Energy Information Administration to map states’ daily gas sales per capita to see which areas use the most gas. The most recent state-level data available is for 2021, meaning these statistics will display state-level gas consumption reflecting the COVID-19 pandemic-era dip.
During the pandemic’s peak, remote work and limited in-person events meant people went to fewer places and used less gas. Some pandemic shifts that impact gas usage have been sustained, including remote work. Just over 15% of Americans worked from home in 2022, compared to about 5% in 2017. That swath of remote workers was cut mainly from those who previously drove to work, thus decreasing gas sales for daily commuters.
Other factors have contributed to decreased gas consumption among Americans, including a gradual increase in fuel efficiency. Electric vehicles are claiming a larger share of cars on American roads. Plus, relatively high gas prices coupled with other rising costs mean many Americans are trying to cut back and use less when possible.
However, these trends have not taken root equally across the nation. Read on to see which state residents maintain the highest gas consumption rates.
Americans in Northeastern, Western states consume less gas
Generally, those in Southern states consumed more higher gas while those in the Northeast and West utilized less gas.
Montana maintained the highest gas sales at 1.9 gallons per person per day in 2021. It was followed closely by Wyoming (1.7 gallons), with Louisiana, Kansas, and Rhode Island rounding out the top five (1.5 gallons).
As neighboring states in the U.S. mountain region, Montana and Wyoming have similarities contributing to higher gas consumption. They are two of the nation’s least densely populated states, with above-average rates of commuting by car and a lower prevalence of remote work. EVs remain unpopular, and charging infrastructure is sparse. Public transit usage ranks in the bottom 15 nationwide, according to the U.S. News and World Report—as it does for Louisiana and Kansas. The latter two states also have extremely low gas prices, likely contributing to higher sales rates.
Rhode Island stands out among the high-consumption states as a small, densely packed state with decent transit usership. Relatively low gas prices may contribute to increased usage.
Meanwhile, several other Northeastern states saw the lowest gas sales per capita: Washington D.C., New York, Pennsylvania, Maryland, and Massachusetts. Each has high population density and high ridership rates on robust public transportation systems. What’s more, the average income of residents in these states is higher than national averages, making it more feasible to purchase newer, more fuel-efficient cars and EVs. Plus, with shorter travel distances and relatively dense—and expanding—EV charging infrastructure in these metro areas, typical drawbacks of EVs aren’t as pressing.
Several factors, including density, public infrastructure, gas prices, and average income, overlap and affect gas use across geographies. Continued advancements in fuel-efficient transportation technology and the adoption of alternative-fuel vehicles like EVs will likely continue chipping away gas consumption in years to come.
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SOUTH SIOUX CITY, Iowa — Residents of South Sioux City are voicing their concerns en masse about a new development project planned for the area. The proposed site along Golf Road, near a local college complex, would quickly transform up to 15 acres of prime land into a parking lot for garbage trucks, with space for office buildings.
The plan has caused huge, vocal concern among local homeowners and business owners.
Community Voices Concerns
At a recent city council meeting, residents shared their concerns about the potential negative impact on their properties and potential quality of life. One resident angrily questioned the project’s implications on noise and odor, passionately stating, “Why don’t one of you guys volunteer your property next to your place? I can hear the garbage truck a quarter of a mile away when it comes down the road, now you got a hundred of them.”
In equal measure, business owners are also worried about the disruption the trucks might cause. “We do not need hundreds of garbage trucks going up and down Golf Road all day long interrupting our business and our guests,” one business owner said. Another resident added, “I don’t know how it would be ok to have so many trucks going flying around every single day, hearing beep, beep, beep, crash, bang, and any other awful noises they make.”
City Council’s Response
Local councilors waded in on the subject with predictable diplomacy without committing or confirming anything in particular.
South Sioux City Mayor Rod Koch acknowledged the concerns, stating that the project is not yet finalized and that other sites are being considered.
“ I think we definitely have to take into consideration these concerns and listen to the citizens,” Koch said, without hinting toward any specific possible alternatives.
Gill Hauling, the company behind the proposed development, was not present at the meeting to address these issues directly. As a result, the proposal’s discussion was postponed to the next city council meeting scheduled for August, allowing more time for community input and consideration of alternative solutions.
Awaiting Further Discussion
No decision has been made regarding the proposal, and it remains to be seen how influential the local community is in terms of affecting any decisions. Residents and city officials will continue to discuss the project at the next city council meeting.
Either way, the community remains divided, with many hoping for a solution that balances much-needed development requirements with the well-being of local residents and businesses.
TPC Opinion
As a successful company specializing in private truck parking, Truck Parking Club understands the frustrations of local communities and recognizes the importance of peace and quiet for residents.
By the same token, garbage disposal is essential for every community. In the next meeting, finding a balance that addresses both residents’ needs and the operational requirements of essential services will be crucial.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
Former President Donald Trump, well known for his strong support of the wider trucking industry, particularly owner-operators, has announced his running mate for the upcoming election.
Ohio Republican Senator J.D. Vance, selected as Trump’s vice-presidential candidate at the Republican National Convention in Milwaukee, has a record of supporting key legislative priorities for truck drivers.
Support for Truck Parking
Senator Vance is a co-sponsor of the Truck Parking Improvement Act. This legislation allocates $755 million in grant money over the next three years, specifically for the expansion of truck parking. This act is seen as a significant step toward addressing the chronic shortage of truck parking spaces, a critical issue for drivers who need safe and accessible places to rest.
Opposition to Speed Limiting Devices
In addition to supporting truck parking initiatives, Vance is a co-sponsor of the DRIVE Act. This bill seeks to prohibit the Federal Motor Carrier Safety Administration (FMCSA) from mandating speed-limiting devices on trucks.
The proposed rule, scheduled for May 2025, has been highly controversial within the trucking community. Many drivers and industry representatives argue that speed limiters could pose safety risks and operational challenges.
OOIDA’s Perspective
George O’Connor, a spokesperson for the Owner-Operator Independent Truck Drivers Association (OOIDA), expressed approval of Vance’s legislative efforts. “We’re a non-partisan organization, but unabashedly pro-trucker,” O’Connor told reporters. “We’ll work with anyone and everyone who supports our members’ priorities, regardless of party affiliation. It’s helpful to have someone advising the President with a proven pro-trucker legislative record.”
Broader Political Stance
Vance’s political views often align with populist conservatism, sometimes diverging from traditional Republican stances. He has supported a Rail Safety Bill championed by Democrats in Congress, spurred by the Norfolk Southern train derailment in East Palestine, Ohio. At the same time, Vance advocates for repealing tax incentives for electric vehicles, including those intended for commercial trucks.
Historical Context
Trump has a history of rallying support among owner-operators. In May 2020, truck drivers protesting broker practices caught Trump’s attention during a weeks-long demonstration along Constitution Avenue in Washington. Drivers accused brokers of unfairly lowering rates and exploiting the market conditions during the early stages of the pandemic. Brokers, however, argued that the lack of freight was the root cause of the reduced rates, not their practices.
Bottom Line
With Vance on the ticket, Trump aims to solidify his appeal to the trucking industry by supporting legislative measures that address truckers’ critical issues. Vance’s involvement in key bills reflects a commitment to improving conditions for truck drivers, ensuring they have the resources and protections necessary to perform their vital role in the economy.
As these legislative efforts continue to develop, truck drivers may find it increasingly beneficial to explore new solutions for their parking needs. Tools like Truck Parking Club can offer practical assistance in finding available, convenient truck parking spots helping drivers stay safe and compliant on the road.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
During the height of the Covid pandemic, the trucking industry experienced an unprecedented boom. While consumers were confined to their homes, they were ordering goods at an extraordinary rate, with the supply chain inevitably struggling to keep up.
Susan Reynolds, a 44-year-old single mother of four, saw this as an opportunity to make her dream of owning a trucking company a reality. Having spent six years driving a semi-truck for a company, she took out a loan for a new $200,000 truck in 2021. Initially, the decision paid off, with Barron earning as much as $20,000 a month in profit.
“It was incredible. I was a teen parent. I had my first child at 15, and all the odds were stacked against me,” Reynolds shared. “I had all three of my children graduate from high school while I was driving a truck, and I still figured it out and made it happen.”
The Boom and Bust
However, the good times were short-lived. Over the past year, shipping rates have plummeted, leaving Reynolds and many other drivers struggling to make ends meet. The number of trucking companies surged by 50% from the start of the pandemic until the end of 2023, driven by record pay and social media influencers touting trucking as a lucrative career.
But as consumer spending has leveled off and shipping volumes have returned to pre-pandemic levels, the demand for truckers has waned, creating fierce competition and driving down rates.
“Basically, the good times have come and gone,” said David Clergo, transport industry growth consultant. “There’s a huge turnaround happening right now, and it’s probably going to continue throughout 2024.” With 15,000 trucking companies shut down since October 2022 – most of them owner-operators with just one truck – it is predicted that another 2,000 carriers may need to exit the market before supply meets demand.
Reynolds’s experience is a testament to these challenges. Her monthly profits dropped from $20,000 in March 2022 to just over $3,600 in July as fuel prices spiked and demand slowed. This was insufficient to cover her $2,800 rent and $1,700 truck loan payment. By August, she had to surrender her truck, losing her $5,000 down payment and paying a $9,000 penalty.
“Everything was great, but there wasn’t such a huge demand once the pandemic went away. So I couldn’t make the money that I needed to make to be able to live, and then the fuel prices went up too,” Barron explained.
The Pandemic’s Aftermath
The pandemic’s initial surge in demand for truckers was fueled by Americans flush with stimulus checks and unable to spend on travel or dining out, leading to a spike in online orders. This was coupled with a booming housing market, increasing the need for construction materials and appliances. The logistical bottlenecks at ports and warehouses further compounded the challenges, slowing down the movement of goods and driving the need for more truckers.
With the promise of high earnings, many workers switched to truck driving during the pandemic, either joining companies or starting their own operations. An unprecedented spike in female truck drivers was also evident during this time. However, as the market normalizes, many drivers are finding it difficult to sustain their businesses.
Finding reliable parking and support on the road is more critical than ever for truck drivers facing these challenges. Truck Parking Club offers secure, private parking facilities, providing much-needed stability for drivers navigating these tough times.
Moving Forward
As the trucking industry adjusts to post-pandemic realities even now, four years later, drivers like Reynolds and her plight demonstrate the need for better support and planning. This may include providing financial guidance, mental health resources, and improved infrastructure to ensure their long-term success.
Additionally, the truck parking crisis remains a huge industry challenge, compounding the issues that truckers face. Truck Parking Club is stepping up by offering private truck parking spots at affordable rates to provide truckers with secure and reliable options. Visit Truck Parking Club today to find out more.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
The American Petroleum Institute (API), the nation’s largest oil and gas industry association, has taken legal action against the Environmental Protection Agency (EPA) over its new heavy-duty vehicle emissions standards. The lawsuit, filed in the D.C. Circuit Court of Appeals, sees API joined by the Owner-Operator Independent Drivers Association (OOIDA) and several farming organizations as co-petitioners.
API, representing over 500 companies, including giants like Exxon Mobil and Chevron, argues that the EPA’s regulations mandate either nonexistent or impractical technology for current trucks. Ryan Meyers, API’s Senior Vice President and General Counsel, stated, “The EPA is pushing for truck technology that doesn’t exist for these vehicles—and even if it did, it would likely have adverse effects on the average American trucker.”
EPA’s Emission Standards Under Fire
The EPA’s Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles—Phase 3 (GHG3) aims to implement stricter emission regulations from model year 2027 through 2032. These rules are designed to reduce engine-out greenhouse gas emissions for new heavy-duty vocational vehicles, including tractor-trailer trucks and delivery trucks.
For example, emissions standards for a high roof Class 8 sleeper cab will decrease from 70.7 grams per ton-mile in 2024 to 48.2 grams per ton-mile by 2032.
While the regulations don’t explicitly mandate electric vehicle production, the EPA anticipates that 25% of long-haul sleeper cab tractors will be zero-emission vehicles by 2032. Manufacturers can meet these standards through various technologies, including improved aerodynamics and alternative fuel propulsion systems. However, the cost of compliance is expected to be steep, with some estimates suggesting an increase of $25,000 per vehicle.
Critics, including the American Trucking Associations and Clean Freight Coalition, argue that the new regulations will significantly increase operational costs and strain the already limited zero-emission vehicle infrastructure. Todd Spencer, president of OOIDA, warned that small trucking businesses could be “regulated out of existence” due to the high costs and operational challenges posed by the EPA’s rule.
Legal Battles and Industry Impact
This lawsuit is part of a broader pattern of legal challenges that the EPA faces over its emissions standards. API has a history of litigating against federal regulations, having previously contested rules on oil and natural gas leasing, sector emissions, and biofuel production mandates. Recently, API and other groups also filed a lawsuit against the EPA’s emissions standards for light- and medium-duty vehicles, labeling them as an “electric vehicle mandate.”
The current wave of lawsuits demonstrates the tension between regulatory agencies and industry stakeholders. While the EPA maintains that its regulations are crucial for reducing greenhouse gas emissions and combating climate change, industry representatives argue that the rules are overreaching and could have unintended economic consequences, particularly for small businesses.
A Look Ahead
As the legal battles unfold, the trucking industry faces a period of uncertainty. The outcome of these lawsuits could shape the future of truck manufacturing and emissions standards in the United States. While the EPA aims to push for greener technologies, the industry negotiates the feasibility and economic impact of such regulations.
Finding reliable and compliant parking solutions is more critical than ever for truck drivers and operators. Truck Parking Club offers a network of secure, private parking facilities, providing convenience for truckers navigating these challenging times.
To secure your spot and ensure peace of mind, visit Truck Parking Club today.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
News of a revival in the US trucking sector has been somewhat overstated of late, as industry data indicates a continued struggle with negative growth expected for the remainder of the year. Despite occasional optimistic forecasts, however, the numbers tell a different story.
The CASS Freight Index, which had shown some improvement in the first quarter, recorded a 5.8% year-on-year drop in shipments for May. Although the month-on-month figures were flat, a seasonally adjusted analysis reveals a 3.1% decline from April, marking a 46-month low. This downturn was nearly double the 3% drop previously forecasted by CASS, and the trend suggests a similar annual decline.
Industry analysts have questioned the notion that the market’s woes are due to an oversupply of struggling small players. They point out that a record 42,000 operating authorities have been revoked since October 2022. Instead, two significant factors have been identified: the consolidation of less-than-truckload (LTL) traffic into full truckload shipments and the unexpected expansion of private fleets.
May of this year saw transport spending decrease by 9% compared to the previous year, although this was an improvement from the 17% gap recorded in April. Month-on-month, spending rose by 1.9%, suggesting a rise in rates. CASS predicts a 16% decline in spending for the first half of the year and 10% for the full year.
Optimistic Signs
There was a silver lining, however. The inferred rates, calculated as transport spend divided by shipment count, dropped by 3.4% from May 2023. This was an improvement from the 13% decline observed the previous month and marked the narrowest decline in 16 months. Seasonally adjusted, these rates increased by 3.9% from April, reaching a six-month high.
Derek Leathers, CEO of Werner Enterprises, noted that his company plans to maintain pricing discipline, citing positive market developments. “We’re seeing less price pressure and less churn, indicating we’re nearing an inflection point,” he said. Leathers also mentioned that inventory levels appear more balanced, pointing towards normalization in the replenishment cycle while consumer behavior remains stable.
The American Trucking Association (ATA) has also reported some positive signs. Their For-Hire Truck Tonnage Index for May showed a 1.5% year-on-year increase, the first annual gain in 15 months, and a 3.6% rise from April. ATA chief economist Bob Costello expressed cautious optimism, noting that while there was a noticeable increase in freight activity before Memorial Day, it’s too early to declare a sustained recovery.
Looking Ahead
As the trucking industry navigates these turbulent waters, one thing is clear: adaptability and strategic planning are essential. Companies like Truck Parking Club are playing a crucial role by offering reliable, secure parking options for truck drivers. This support is invaluable as truckers face ongoing challenges, from market fluctuations to operational hurdles.
For truckers seeking dependable parking solutions, Truck Parking Club provides a network of secure, private facilities that offer peace of mind and essential amenities. Browse truck parking spots today and ensure your journey is as smooth as possible.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
The growl of diesel engines may soon be accompanied by a quieter hum as the trucking industry witnesses a growing shift towards electric vehicles (EVs). Major companies are investing heavily in electric truck fleets, spurred by environmental concerns, potential cost savings, and advancements in battery technology.
This transition, however, raises questions about the infrastructure needed to support these vehicles, particularly when it comes to charging and parking.
“We’re at a pivotal moment,” says Bob Greenough, a long-haul trucker with over two decades of experience. “Electric trucks have the potential to change our industry for the better, but we need to make sure we’re ready for them.”
While electric trucks offer the promise of reduced emissions and lower operating costs, they come with unique challenges. Charging times are longer than refueling a diesel truck, and the availability of charging stations along trucking routes is still limited. This could lead to increased demand for truck parking spaces equipped with charging infrastructure, further straining an already stressed system.
“Finding parking is already a daily battle,” says Sanchez. “If we add charging to the equation, it could become a real headache. We need to start planning for this now before it becomes a crisis.”
Coordinated Approach
Some companies are already taking steps to address this issue. Truck stop chains are starting to install charging stations, and some manufacturers are developing trucks with longer ranges to reduce the frequency of charging stops. However, the transition to electric trucks will require a coordinated effort from industry stakeholders, policymakers, and infrastructure providers.
“This is a complex issue, but it’s also an opportunity,” says Maria Gomez, an energy analyst consultant specializing in transportation. “We can create a network of charging stations that not only support electric trucks but also enhance the overall truck parking experience.”
This could mean incorporating charging stations into existing truck stops and rest areas or developing new, dedicated charging hubs. These hubs could offer amenities like restrooms, showers, and food options, making them attractive resting points for drivers.
Infrastructure Investment
Many industry experts feel that a solid, reliable, and widespread charging network is required to truly unlock the potential of electric trucks. While the current infrastructure is growing, it is insufficient to support widespread adoption.
Government investment and incentives will be crucial in accelerating the rollout of charging stations along major trucking routes and at strategic locations like logistics hubs and distribution centers.
Another critical area of innovation is the development of high-powered chargers that can significantly reduce charging times. Additionally, standardized charging protocols and payment systems will streamline the charging process and make it more convenient for drivers.
Sign up for Truck Parking Club
If you are interested in joining Truck Parking Club, you can sign up to become a parking member here. After registering, drivers are able to browse private truck parking spots before confirming a reservation at an affordable price.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
A surge in theft and vandalism at truck stops and rest areas is casting a shadow over the trucking industry, raising concerns about driver safety and the security of valuable cargo. Reports of break-ins, stolen goods, and damaged equipment are becoming increasingly common, adding another layer of stress to an already demanding profession.
“It’s a constant worry,” said veteran female truck driver Sarah Reynolds. “You never know what you’re going to come back to after a few hours of sleep. It could be a smashed window, a missing catalytic converter, or even worse.”
The rise in crime is attributed to several factors, including economic hardship, increased drug activity, and the perceived vulnerability of unattended trucks. Thieves often target parked trucks for their valuable cargo, fuel, and even personal belongings left inside the cab.
“Truckers are easy targets,” explained a law enforcement official specializing in cargo theft. “They’re often alone and vulnerable, especially at night. And with the value of cargo these days, the rewards for thieves can be high.”
Consequences of National Shortage?
The various crimes extend beyond financial losses, however. Drivers who become victims of theft or vandalism may face delays, missed deliveries, and even physical harm. The psychological impact can be significant, leading to anxiety, stress, and a sense of insecurity.
“It’s not just about the money,” said Martinez. “It’s the violation of your personal space and the feeling that you’re not safe even when you’re just trying to get some rest.”
While authorities are reluctant to confirm official reasons for the increase, many would argue the issue stems from a serious national truck parking crisis that has caused a shortage of parking spaces for truck drivers. With truck stops full to capacity, and many drivers parking in abandoned properties as a result, criminals have a greater fixed audience to target.
Solutions
To address this growing problem, many truck stops and rest areas are implementing various security measures, such as increased patrols, surveillance cameras, and better lighting. Some states are also passing legislation to stiffen penalties for crimes targeting truck drivers.
However, these efforts may not be enough to eradicate the threat completely. Many drivers are now seeking out alternative parking options that prioritize safety and security.
Private Truck Parking
For drivers seeking a better alternative to traditional truck stops, Truck Parking Club provides a solution through a vast network of convenient, private parking facilities that offer a respite from the dangers lurking at traditional truck stops.
With controlled access and 24/7 surveillance at many (but not all) of the parking locations, Truck Parking Club is making notable efforts to create an environment where drivers can rest knowing their trucks and cargo are better protected.
While security can not be guaranteed, these smaller parking solutions are a more viable alternative with potentially less risk than a sprawling truck stop.
“The peace of mind is priceless,” said John Anderson, a Truck Parking Club member. “I know my truck is safe, and I can finally get a good night’s sleep without worrying about what I might find in the morning.”
Sign up for Truck Parking Club
If you are interested in becoming a parking member with Truck Parking Club, you will find the simple registration details here. After registering, members can browse thousands of private but affordable truck parking spaces in real time before confirming their reservation in advance of arrival.
The information published herein is for general informational purposes only. Truck Parking Club does not make any representations or warranties about the completeness, reliability, legality, and accuracy of this information. Any reliance placed on such material is strictly at the user’s own risk. Truck Parking Club shall not be responsible for any losses or damages incurred in connection with the information published herein.
