The “red wave” is here. Is that a great-again thing? Glad you asked.
I’ll admit, I didn’t cry for the celebrities who swore to leave the country if President-elect Donald Trump won. And I was pleasantly surprised that, not only was it a decisive decision, it was delivered on election eve. Just like old times. I also have it on good authority most tank truck industry stakeholders are pleased with the results, especially regarding zero-emission vehicle regulations and adoption timelines. In fact, the CEO of Bulk Transporter’s parent company, Endeavor Business Media, which owns publications across every major industry, held a post-election town hall, and trucking was the only industry he mentioned as definitely feeling more optimistic about 2025.
But the overall impact of a second Trump term remains uncertain.
Several of my fellow editors, and our CEO, hold concerns, three specifically: Trump’s unpredictability vs. the “known commodity” of a Kamala Harris presidency, how tariffs could affect inflation, and what mass deportation might mean for America’s workforce. These are valid considerations. And Republicans’ convincing win isn’t guaranteed to be so sweeping for truckers. At Tank Truck Week, I asked Daimler Truck North America’s Michael Young if DTNA believes an administration change will alter emissions requirements in time to revise its production strategy, or if model-year 2027 plans are locked in. After taking time to compose his answer—while Energy Services meeting attendees chuckled—he said: “Should the administration change, we’re likely to see changes to the 2027 [EPA and GHG emissions] rules, and some of those impacts, and frankly, some of them are needed. But if we do see the administration change, we also could see more states rushing to adopt some of the different [ACT and ACF] rules.
“So, what route is better is a toss-up.”
Sister publication FleetOwner summed it up like this: “Depending on how Trump’s administration approaches the issue, these rollbacks could still face fierce resistance in the courts or Congress.” And we’re already seeing Democratic governors vowing to fight Trump 2.0.
However, I’m also optimistic, and this year’s Buyer’s Guide issue is my 60-page basis.
I visited two trailer manufacturers and two equipment providers this fall, and everyone was investing heavily in new technology and services, presumably preparing for the upswing to come. STE expects to open its brand-new, highly automated 400,000-sq.-ft. tanker manufacturing plant in January, The Jack Olsta Co. has added 40,000 sq. ft. of space and expanded truck upfitting services, Kraft Tank Corporation established a 56,000-sq.-ft. operation in August in Texas, and Kalyn Siebert—which recently landed a deal to build ISO tank chassis trailers for Quality Carriers—this year earmarked $4.5 million for advanced machinery (check Trailer/Body Builders for that story).
That’s why my top concern now is preserving this great publication.
Many magazines are going all digital, and this one came close the last two years. I’ve argued successfully against the transition because I believe in the value of print, and don’t believe Bulk Transporter will have the same presence as just another website channel. But it’s growing harder to resist. So here’s my message to tank truck constituents: If you appreciate the unique insights in this magazine—which turns 88 next year—go subscribe to the print version and newsletter today, and urge everyone in your company to do likewise. They’re free, and your support is priceless.
Remember: The other CV titles are for them. Bulk Transporter is for you.
