As 2019 comes to closure, this is a recap of how the past decade has been, all the way from 2010
to 2018. In 2010, the sales of the trucks were growing and the price of diesel per gallon was also
at a high, as the trucking industry did recover from The Great Recession. Towards the end of
2010, the industry was finding its way as demand for freight hauling grew even more. The only
major worry was a new safety and environmental rules that would be a hindrance to both entrants
and discourage existing firms from expanding.

2011 got off on the wrong foot will a wanting level of driver turnover due to workload and harsh
regulations. The good news was that the sales averaged at the best since 2007, within the first 11
months. The growth was slow but steady, encouraging truckers to return to business. The
regulations in the debate included hours of service rule and driver and fleet safety issues that
were being handled by the FMCSA, in addition to a few suggested technological advancements.
2012, the price of diesel averaged at $4 per gallon as the truckers contended with the prospect of
having natural gas as an alternative. With natural gas, the trucking industry was to experience
lots of change. The US policies, on the negative, had led to a drop in the truck sales, bouncing
back in October.

2013, cargo shipment was at high though it experienced some hiccups along the way due to
government issues in October. The legislatures were criticized for not having had a plan in place
to fund infrastructure. There was a discussion of rules concerning rest for drivers on duty; that
was deemed not fit for the truckers’ schedule.

2014, the main focus was on the service of hours law. The law that was in effect since July 1 st , a
year earlier, had stirred the anger of both the ATA and other industries in the business. A group had made effort for suspension of the same. A growing economy saw to it that there were more shipments leading to more truck sales.

2015, this was a year that went down into the annals of history with the passing of the highway
bill and the mandate that meant that the use of electronic logs was to be mandatory. The future
was also taken into account the issues about greenhouse emissions. There were also plenty of
technological advancements especially in terms of truck autonomy (A.I).

2016, with Trump’s election, there was slow growth in the industry. The year ended with the
promise of lots of growth in terms of infrastructure. ATA experienced a management change,
coming in handy with issues about automated driving and an agenda focused on trade policy, tax
reform and funding for infrastructure. Class 8 sales were low as driver pay growth also hit its
lowest.

2017, the year ended with fears over the deadline for ELD implementation causing pressure on
the driver market. The only hope was if Trump was to loosen on the taxation and other business
regulations. There was also some improved class 8 sale especially in November and improved
infrastructure funding.

2018, the economic policies put in place by Trump helped improve the trucking industry, for
instance, lower corporate taxation. International trade ties were also strengthened though there
was no agreement over infrastructure funding. Class 8 truck sales also shot up.

2019, was a year full of mixed activities. FMCSA listened to drivers over the HOS law and
introduced a 30-minute rest and introduction of the sleeper-berth. Besides, the ELD regulation
officially became law. Drivers were encouraged to sign up with the federal Drug and Alcohol Clearinghouse to enhance safety and reduce cheating in drug tests. Capacity was abundant and fewer loads as a result of the US-China trade feud.