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South Carolina debuts virtual weigh stations for trucking, as ATA pushes youth driver program, and states debate fuel policies.
South Carolina launches virtual weigh stations for trucks
South Carolina has begun implementing virtual weigh stations with the aim of improving road safety and freight transportation efficiency. In a collaboration between the state Department of Transportation (SCDOT) and the Department of Public Safety (SCDPS), the initiative is considered the first of its kind in the United States.
The system uses weigh-in-motion (WIM) sensors embedded in the pavement, along with high-speed cameras and computer equipment located along the shoulders of the road. This technology makes it possible to measure a truck’s weight in less than a second without requiring it to stop, saving drivers valuable time.
If the system detects a vehicle that may be overweight, an alert and an image are sent to a nearby State Highway Patrol officer, who is responsible for conducting a roadside inspection to confirm the violation. In this way, authorities can identify unsafe vehicles without disrupting traffic flow.
Although only a few virtual stations are currently operational, the state plans to install eight more next year. In the long term, the system will incorporate additional safety features, such as detecting tire issues, brake temperatures, and real-time identification of carriers deemed unsafe.
Officials emphasize that this technology will benefit both motorists and trucking companies by reducing wait times, saving fuel, and enabling more timely deliveries.
ATA seeks to relaunch Safe Driver Apprenticeship Pilot Program for truckers under 21
The American Trucking Associations (ATA) has requested a five-year exemption from the Federal Motor Carrier Safety Administration (FMCSA) to relaunch the Safe Driver Apprenticeship Pilot Program, which allows the training of truck drivers aged 18 to 20 for interstate operations. The FMCSA responded by opening a 30-day public comment period on the request on January 27.
Currently, federal regulations only allow drivers under 21 to operate within a single state, while interstate trucking requires drivers to be at least 21 years old. The ATA argues that the pilot program’s results demonstrated strong safety performance, with more than two million miles driven without significant incidents.
However, the program saw low participation. In early 2024, only 34 of 113 applicant carriers were approved, even though the program was designed for 1,000 companies and 3,000 drivers. By mid-2025, applications had increased to 211 carriers, with 62 approved, but only 42 drivers completed the two probationary periods. The ATA attributed the limited interest to strict requirements, such as the mandatory use of driver-facing cameras.
The initiative has been strongly criticized by the Owner-Operator Independent Drivers Association (OOIDA), which labeled the program a “failure” and urged the FMCSA to deny the exemption. The organization argued that there is no genuine driver shortage and that lowering the minimum age is intended to reduce labor costs. It also requested that no decision be made until the Department of Transportation releases the final report required by Congress on the pilot program.
Meanwhile, Republican Representative Harriet Hageman introduced the ROUTE Act, which would allow drivers under 21 to operate in other states within a 150-mile radius of their home base. The OOIDA supports this proposal as a safer alternative for young drivers to gain experience without undertaking long-haul trips.
States review and debate changes to fuel taxes
Following recent adjustments to fuel taxes across the country, state lawmakers have begun responding with proposals to roll back, freeze, or modify these taxes amid concerns about their impact on consumers, truckers, and the broader economy.
As of January 1, states such as Florida, Georgia, Minnesota, and North Carolina implemented small automatic increases, while New York, Utah, and Vermont enacted minor reductions, all tied to statutory formulas or inflation. Other states took different approaches.
Michigan made the most significant change by eliminating the sales tax on fuel and replacing it with an excise tax, raising the total burden to 52.4 cents per gallon through a transportation funding plan of nearly $2 billion.
In Oregon, a six-cent increase in the gasoline tax was suspended after a citizen initiative forced it to be postponed until a public vote in November. In Washington, a new bill aims to partially roll back increases approved in 2024.
Meanwhile, Pennsylvania is also considering changes through a legislative proposal that seeks to eliminate the system of automatic adjustments that raise taxes without a legislative vote. Current rates are set at 57.6 cents for gasoline and 74.1 cents for diesel. In Illinois, where fuel taxes are indexed to inflation, a new bill proposes freezing the annual increase for one year, delaying the next adjustment until 2027.
Overall, these initiatives reflect a growing debate over the balance between transportation funding and the economic impact of fuel taxes, particularly for the transportation sector and consumers.
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