Class 8 Truck Orders Surge 231% in June

In an impressive bump for the trucking industry, Class 8 truck orders soared by 231% year-over-year in June, according to the latest data released by ACT. This increase signifies a strong demand for heavy-duty trucks, which is reassuring for small carriers looking to update or expand their fleet. The surge could be tied to a slight rebound in freight demand and the continuing need for efficient fleet replacement.

For smaller carriers, this uptick in orders suggests a growing confidence in the market's near-term outlook. However, it's important to consider the timing of placing new orders due to potential delays caused by ongoing supply chain issues. With increased orders, the production timelines may still be strained as manufacturers catch up with heightened demand. Strategizing acquisitions or leases for these new trucks now might be crucial for staying competitive.

Mexico Faces Driver Shortage, Impacting Logistics

A report from the International Road Transport Union (IRU) highlights that Mexico is grappling with a 14% driver vacancy rate, presenting notable logistics challenges. This shortage exacerbates operational risks for carriers operating cross-border routes. The growing gap threatens timely deliveries and drives up costs as companies compete to attract a dwindling pool of qualified drivers.

For U.S.-based carriers who deal with cross-border logistics, this situation serves as a warning to prepare for potential disruptions. It might be wise to consider strategic planning around driver availability and to investigate partnerships or collaborations that could mitigate these challenges. At VAU0, our transportation management system might aid in optimizing available resources and route efficiency during this period.

Veteran Trucker Weighs in on AI and Autonomous Trucks

A seasoned trucker recently shared insights on AI's influence on the job, noting that while AI has enhanced safety and efficiency, fully autonomous trucks still have hurdles to clear. The implementation of AI technologies like predictive maintenance and automated braking systems have already contributed to safer driving conditions, and industry veterans acknowledge these benefits.

Despite advancements, broader acceptance of fully autonomous trucks might still be in the distant future. Regulatory and safety concerns are yet to be addressed comprehensively. For owner-operators and small carriers, embracing AI for day-to-day operations can offer real gains in safety and cost management. Keeping an eye on technological developments, without rushing into unproven autonomous solutions, might be the prudent path forward for now.

"AI has undoubtedly made the roads safer, but the whole idea of removing the driver from the equation completely? I think we're not quite ready for that leap yet," shared a veteran truck driver.

Upcoming Changes in Broker Transparency and Other Regulations

2026 is set to bring several regulatory changes, primarily revolving around broker transparency. New rules propose more stringent disclosure requirements from brokers, potentially providing carriers with clearer insights into freight pricing. This move aims to level the playing field, ensuring smaller carriers aren't left in the dark regarding their fair share of a load's earnings.

Aside from broker-related regulations, carrier owners should also pay attention to other evolving rules impacting the industry, such as emission standards and safety compliance. Staying informed and preparing to adapt can prevent potential non-compliance issues. Help streamline compliance processes by utilizing resources like VAU0's compliance solutions, which can facilitate smoother adjustments to these new standards.

Potential English Proficiency Rule on the Horizon

The FMCSA is considering the introduction of a new rule concerning English proficiency for drivers. This rule could necessitate changes in how carriers recruit and train new drivers, specifically concerning language capabilities. While the details are still unfolding, ensuring your driver pool meets these standards well in advance will be crucial.

The focus is likely to be on enhancing communication to promote safety and efficiency on the roads. Carriers should keep an eye out for the formal rule proposal and prepare to make necessary adaptations in their recruitment and training processes to avoid any disruptions.

What Carriers Should Do This Week

• Evaluate current fleet needs and consider placing orders for Class 8 trucks if an upgrade is due, keeping an eye on lead times.
• Plan for driver shortages, especially for those operating in or through Mexico, by exploring partnerships or alternate routes.
• Explore and implement AI technologies to improve safety and operational efficiency, while monitoring advancements in autonomous trucks.
• Prepare for impending regulatory changes by enhancing transparency practices and staying informed about new rules.
• Monitor developments regarding English proficiency requirements and assess current staffing compliance.

In 2022, we were running a small fleet and spending approximately $400 per truck per month on software. TMS license, ELD subscription, e-sign service, separate accounting integration. Four different logins. Four different monthly invoices. Four different support teams to call when something didn't work.

None of it talked to each other without manual data entry.

The software evaluation that changed everything

We spent three months evaluating every major TMS and fleet management system on the market. AscendTMS, McLeod, Motive, EZLogz, KeepTruckin, TruckingOffice, Axon. We signed up for demos, trials, and in two cases, paid for actual subscriptions to test them properly.

What we found was consistent across almost all of them: the software was built by people who had never dispatched a truck. You could tell immediately. The terminology was slightly wrong. The workflows assumed steps that no real dispatcher would take. The ELD and TMS were always separate systems that "integrated" — meaning they sometimes shared data, if you configured things correctly, and the configuration broke whenever either vendor pushed an update.

"The best way to evaluate trucking software is to use it under real pressure. Not in a demo. Not in a test environment. On a real load, with a real deadline, when a broker is calling every 30 minutes for an update."

The specific things that were broken

Without naming specific vendors: one major TMS required five screen transitions to update a load status. Not five clicks — five full page navigations. On a mobile browser from a truck stop, that meant 45 seconds to tell a broker the truck was loaded. Another system had beautiful analytics dashboards but couldn't tell you, in real time, how many hours of drive time your driver had remaining without navigating to a separate compliance module.

The ELD market was worse. Most ELD systems were designed to satisfy FMCSA's technical requirements — which they did — while making the user experience as painful as possible. Drivers hated them. When drivers hate their tools, they find workarounds. Workarounds create compliance risk.

The moment we decided to build

The decision was made on a Tuesday afternoon when our dispatcher spent 40 minutes re-entering data from a rate confirmation PDF that our ELD had already captured in a different system. The information existed. It was digital. It lived in three different places that didn't talk to each other, and a human was manually transferring it between systems.

That's not a technology problem. That's a lack of ambition problem. Nobody had decided to solve it because the existing systems were profitable enough without solving it.

What we decided to build instead

One platform. ELD and TMS as the same system, not integrations. AI that reads rate confirmation PDFs so dispatchers don't have to. A dispatcher — eventually an AI dispatcher — that covers nights and weekends so loads don't get missed. E-sign built in, not bolted on.

And priced at zero through 2026, because the goal was to prove the product worked before asking carriers to pay for it.

Two years in: did it work?

The Rate Con AI has a 95%+ accuracy rate on standard broker formats. ERETH ELD passed FMCSA's technical certification. Our AI dispatchers book real loads for real carriers after hours. The carrier dashboard still occasionally has a minor bug — we fix them the same day they're reported.

Would we have been better off just using an existing system and focusing on freight? Financially, in the short term, probably yes. But we would have kept paying $400 per truck per month for software that we knew was mediocre. And we would have missed the opportunity to build something that actually works the way the industry needs it to work.

We don't regret it.