License plate flippers are commonly used for aesthetic purposes at auto shows, where they allow drivers to switch between custom or decorative plates. But across the country, thousands of drivers also flip or cover their license plates to evade detection — whether by law enforcement, toll systems or automated speed cameras.

Texas and Washington explicitly banned the devices in 2013. Nonetheless, it’s generally illegal across the United States to alter or obstruct a license plate, no matter the method.

In Tennessee, a law that went into effect in July bans the purchase, sale, possession of and manufacture of plate flippers. Lawmakers said they worried about drivers trying to evade law enforcement.

“We don’t have any toll roads today, but we do have criminals today,” Tennessee state Republican Rep. Greg Martin, who sponsored the legislation in the House, said in an interview. “This [measure] is to make sure that everyone is playing on the same playing field.”

Under the new law, anyone who purchases a license plate flipper could face up to six months in jail and a fine of up to $500. Those caught manufacturing or selling these devices could face up to 11 months and 29 days in jail, along with a fine of up to $2,500.

The Pennsylvania House passed, with bipartisan support, legislation that would ban license plate flippers and impose a $2,000 penalty on those caught using or selling them. The bill now goes to the Senate.

“With speed cams and red-light cams becoming more and more prevalent around, there are technologies that are coming out for people to evade safety on the roads,” Pennsylvania state Democratic Rep. Pat Gallagher, the bill’s lead sponsor in the House, said in an interview.

Cities take action

Some cities also are looking to crack down on these devices.

In April, Philadelphia Mayor Cherelle Parker, a Democrat, signed a bill into law banning the purchase, installation, possession of and sale of “manual, electric, or mechanical” license plate flippers, with violations punishable by a $2,000 fine.

“Tag flipping belongs in a James Bond movie, not on our city streets,” Philadelphia Councilmember Mike Driscoll, a Democrat, said in an interview with Stateline. “It’s not just a problem in the city of Philadelphia; this sense of entitlement and lawlessness is going on all over the country.

“Every municipality has got to take these things seriously,” Driscoll said.

In March, New York state and city officials launched a multi-agency task force dedicated to identifying and removing so-called “ghost cars” — vehicles that are untraceable by traffic cameras and toll readers due to their forged or altered license plates — from New York City streets.

In 2022, New York City Mayor Eric Adams, a Democrat, reached an agreement with Amazon to help search for and restrict the sale of smokescreen and tinted license plate covers to customers with a New York state address. This collaboration followed the passage of a city law earlier that year prohibiting the sale of products designed to conceal or obscure vehicle license plates to New York City residents.

Criminal activity and toll revenue

Recent discussions around license plate flippers have largely focused on their role in criminal activity and the loss of revenue from tolls and traffic tickets.

Obstructing license plates is a common violation, with some drivers using plate flippers, duct tape or bogus paper tags to avoid detection. In some cases, the obstruction may be unintentional, such as when bike racks partially block the plate.

Chad Bruckner, a retired police detective who is now the president of the private investigation firm Intercounty Investigations & Solutions, said that while he supports legislation banning tag flippers, it’s important to balance protecting citizens’ rights with providing law enforcement the tools needed to promote public safety.

“If you can’t identify a vehicle, you don’t have the legal tooth or authority to execute a stop or something,” Bruckner said in an interview. “There’s just no law and order. That’s not safe for people.”

License plate flippers are widely accessible online, with devices available for as little as $50 and as much as a few hundred dollars, though most typically sell for around $200.

Other devices, such as license plate covers that obscure letters and numbers from certain angles, are already illegal in most states. These covers, whether clear or tinted, can affect visibility for traffic and tolling cameras.

Most tolling agencies aren’t significantly affected by these violations financially because the majority of drivers comply with the law. But MTA Bridges and Tunnels in New York City, one of the busiest toll agencies in the United States, reported a loss of more than $21 million in 2023 due to obstructed plates, a more than 140% increase from 2020, according to Aaron Donovan, the agency’s deputy communications director.

The agency projects a slightly lower revenue loss of nearly $19 million for 2024, thanks to the new task force dedicated to cracking down on untraceable vehicles. The task force has seized over 2,100 vehicles and made more than 450 arrests since mid-March. Those arrests often reveal that evaders are involved in other criminal activities, such as possessing illegal firearms or driving stolen vehicles, according to MTA Bridges and Tunnels President Catherine Sheridan.

“This is a larger regional issue where these same people who are avoiding tolls are also not paying parking tickets. They’re violating school cameras, speed cameras,” Sheridan said in an interview. “We’re also finding that these folks are committing other crimes in our region.”

The losses represent less than 1% of the agency’s total toll revenue, but they’re still significant, she said, because they reduce the agency’s ability to subsidize mass transit in New York City, which in turn affects residents who rely on public transportation.

“Every dollar we don’t collect is $1 off of that subsidy,” Sheridan said. “This is about everyone paying their fair share.”

The Port Authority of New York and New Jersey, which manages several bridges and tunnels connecting the two states and is part of the multi-agency task force dedicated to cracking down on untraceable vehicles, lost about $40 million in toll revenue from obscured and missing plates in 2022, according to Lenis Valens, a public information officer with the agency.

In that same year, the agency issued more than 2,300 summonses for obstructed, missing and fictitious license plates, and recovered more than $21 million in past-due tolls and fees. In 2023, the agency recovered over $25 million from toll evaders. During the first six months of 2024, it issued 4,836 summonses for toll-related violations, with the majority — 3,940, or 81% — for obstructed, missing or fictitious license plates.

On the Pennsylvania Turnpike, a major toll highway that connects western and eastern Pennsylvania, at least 3 in 10,000 people intentionally obstructed their license plates between April 2023 and March 2024, press secretary Marissa Orbanek wrote in an email.

“While the percentage of intentional plate obstruction on the turnpike is very, very small, we are grateful for any additional support and legislation that helps us address toll evasion,” Orbanek said. “It’s really a priority to ensure a fair and equitable toll road system.”

Stateline is part of States Newsroom, a national nonprofit news organization focused on state policy.

©2024 States Newsroom. Visit at stateline.org. Distributed by Tribune Content Agency, LLC.

Beginning Monday, N.C. Department of Transportation crews will reinstall offseason speed limit signs along sections of N.C. 12 on Hatteras Island, weather permitting.

Speed limits in areas through the tri-villages of Rodanthe, Waves, Salvo and Frisco on Hatteras Island will return to 45 mph from their seasonal limits of 35 mph. Offseason speed limits also will resume in several areas of Cape Hatteras National Seashore, including near the Haulover Parking Lot south of Avon, NCDOT said in a news release.

Speed limits on the section of N.C. 12 from Duck to the Currituck County line used to change seasonally, but last year they became 35 mph year-round due to safety concerns.

Though summer tourism has slowed on the Outer Banks this month, NCDOT advises motorists to continue driving with caution, as there are still many motorists, bicyclists and pedestrians as well as many visitors through the fall months.

The lower seasonal speed limits will return in May.

SEATTLE (AP) — Blue-collar workers from Boeing walked picket lines in the Pacific Northwest instead of building airplanes on Friday after they overwhelmingly rejected a proposed contract that would have raised their wages by 25% over four years.

The strike by 33,000 machinists will not disrupt airline flights anytime soon, but it is expected to shut down production of Boeing’s best-selling jetliners, marking yet another setback for a company already dealing with billions of dollars in financial losses and a damaged reputation.

The company said it was taking steps to conserve cash while its CEO looks for ways to come up with a contract that the unionized factory workers will accept.

Boeing stock fell 3.7% Friday, bringing its decline for the year to nearly 40%.

The strike started soon after a regional branch of the International Association of Machinists and Aerospace Workers reported that in a Thursday vote, 94.6% of participating members rejected a contract offer that the union’s own bargaining committee had endorsed, and 96% voted to strike.

Shortly after midnight, striking workers stood outside the Boeing factory in Renton, Washington, with signs reading, “Historic contract my ass” and “Have you seen the damn housing prices?” Car horns honked and a boom box played songs including Twisted Sister’s “We’re Not Gonna Take It” and Taylor Swift’s “Look What You Made Me Do.”

Many of the workers who spoke to reporters said they considered the wage offer inadequate given how much the cost of living has increase in the Pacific Northwest. John Olson said his pay had increased just 2% during his six years at Boeing.

“The last contract we negotiated was 16 years ago, and the company is basing the wage increases off of wages from 16 years ago,” the 45-year-old toolmaker said. “They don’t even keep up with the cost of inflation.”

Others said they were unhappy about the company’s decision to change the criteria used to calculate annual bonuses.

The machinists make $75,608 per year on average, not counting overtime, and that would have risen to $106,350 by the end of the proposed four-year contract, according to Boeing.

Under the rejected contract, workers would have received $3,000 lump sum payments and a reduced share of health care costs in addition to pay raises. Boeing also met a key union demand by promising to build its next new plane in Washington state.

However, the offer fell short of the union’s initial demand for pay raises of 40% over three years. The union also wanted to restore traditional pensions that were axed a decade ago but settled for an increase in new Boeing contributions to employee 401(k) retirement accounts of up to $4,160 per worker.

The head of the union local, IAM District 751 President Jon Holden, said the union would survey members to find out which issues they want to stress when negotiations resume. Boeing responded to the strike announcement by saying it was “ready to get back to the table to reach a new agreement.”

“The message was clear that the tentative agreement we reached with IAM leadership was not acceptable to the members. We remain committed to resetting our relationship with our employees and the union,” the company said in a statement.

Boeing Chief Financial Officer Brian West, speaking Friday at an investor conference in California, said the company was disappointed that it had a deal with union leadership, only to see it rejected by rank-and-file workers.

During the strike, Boeing will lose an important source of cash: Airlines pay most of the purchase price when they take delivery of a new plane. West said Boeing — which has about $60 billion in total debt — is now looking at ways to conserve cash. He declined to estimate the financial impact of the strike, saying it would depend on how long the walkout lasts.

Before the strike, new CEO Kelly Ortberg gathered feedback from workers during visits to factory floors, and he “is already at work to get an agreement that meets and addresses their concerns,” West said.

White House press secretary Karine Jean-Pierre said Biden administration officials have contacted Boeing and the union.

“We believe that they need to negotiate in good faith and work towards an agreement that gives employees benefits that they deserve. It would make the company stronger as well,” she said.

Very little has gone right for Boeing this year, from a panel blowing out and leaving a gaping hole in one of its passenger jets in January to NASA leaving two astronauts in space rather sending them home on a problem-plagued Boeing spacecraft.

The striking machinists assemble the 737 Max, Boeing’s best-selling airliner, along with the 777 jet and the 767 cargo plane. The walkout likely will not stop production of Boeing 787 Dreamliners, which are built by nonunion workers in South Carolina.

The strike is another challenge for Ortberg, who just six weeks ago was given the job of turning around a company that has lost more than $25 billion in the last six years and fallen behind European rival Airbus.

Ortberg made a last-ditch effort to salvage a deal that had unanimous backing from the union’s negotiators. He told machinists Wednesday that “no one wins” in a walkout and a strike would put Boeing’s recovery in jeopardy and raise more doubt about the company in the eyes of its airline customers.

“For Boeing, it is no secret that our business is in a difficult period, in part due to our own mistakes in the past,” he said. “Working together, I know that we can get back on track, but a strike would put our shared recovery in jeopardy, further eroding trust with our customers and hurting our ability to determine our future together.”

Ortberg faced a difficult position, according to union leader Holden, because machinists were bitter about stagnant wages and concessions they have made since 2008 on pensions and health care to prevent the company from moving jobs elsewhere.

“This is about respect, this is about the past, and this is about fighting for our future,” Holden said in announcing the strike.

The suspension of airplane production could prove costly for beleaguered Boeing, depending on how long it runs. The last Boeing strike, in 2008, lasted eight weeks and cost the company about $100 million daily in deferred revenue. A 1995 strike lasted 10 weeks.

Before the tentative agreement was announced Sunday, Jefferies aerospace analyst Sheila Kahyaoglu estimated a strike would cost the company about $3 billion based on the 2008 strike plus inflation and current airplane-production rates.

A.J. Jones, a quality inspector who has been at Boeing for 10 years, was among the workers picketing on a corner near Boeing’s Renton campus. He said he was glad union members had decided to hold out for more pay.

“I’m not sure how long this strike is going to take, but however long it takes, we will be here until we get a better deal,” Jones said.

___

Koenig reported from Dallas. Darlene Superville in Washington, D.C., contributed to this report.

Through the microtransit program, passengers make a ride reservation on Hampton Roads Transit OnDemand app and are picked up in minivans. Passengers will be given a time and location to meet the vehicles within a short time frame and distance from their location, typically a block or less. Trips will be shared with other riders going in similar directions or to similar destinations.

The service relaunches Oct.14 and will operate for 12 months, said Hampton Roads Transit spokesperson Thomas Becher. Afterward, there will be a three-month period during which HRT will review performance and ridership data. Service previously was offered in certain parts of both cities from July 2022 to the following February.

The service is expected to run from 5 a.m to 9 p.m Monday through Friday and 7 a.m to 8 p.m. Saturday and Sunday.

In Newport News, the service will be provided in a roughly 20-square-mile zone. Locations served will include the DW Entertainment and Shopping Center, Jefferson Commons, Patrick Henry Mall, Riverview Farm Park, Christopher Newport University, Riverside Hospital, Target and the Denbigh Community Center.

The Virginia Beach City Council approved funding in August to bring the microtransit program back to the Bayside area. The council is still evaluating a second zone to offer the transportation service.

The previous iteration of the program in Newport News and Virginia Beach transported more than 31,000 passengers, HRT officials told Newport News City Council on Tuesday. More than 20,000 hailed rides in Newport News. HRT hopes to increase ridership by 20% over the original pilot project.

Becher said that while the rides cost $2 for most passengers, teens from 13-17 who use HRT’s student freedom pass can ride for free.

The cost of the program for the participating cities is still being worked out, though both have approved funding for the project. The cities are expected to chip in a total of $700,000 (or $350,000 each) as a 20% match to the $3.5 million state grant funding the program.

The Virginia Beach City Council approved $350,000 to bring the program back to the Bayside area. If the council decides to expand the program, the city has set aside another $116,000. If Virginia Beach ends up spending $466,000 for both the original and second zone, Newport News will only need to contribute $233,000.

Newport News councilwoman Pat Woodbury said Tuesday she was “thrilled” by the success of the previous program. But she wondered if lack of service for the past year will lead to a ridership loss when the new program launches. Ray Amoruso, HRT’s chief planning and development officer, said he didn’t believe there was any danger of losing riders, and assured the council “they’ll come back.”

Amoruso told the council that microtransit will be a significant part of the region’s future.

“As we continue to struggle with finding commercial driver’s license-certified bus operators, this is another way we can provide service to people relying on public transportation,” he said.

Staff writer Stacy Parker contributed to this report.

Josh Janney, joshua.janney@virginiamedia.com

DETROIT (AP) — The U.S. government’s road safety agency wants the auto industry to design new vehicles including increasingly large SUVs and pickup trucks so they reduce pedestrian deaths and injuries.

The National Highway Traffic Safety Administration said Monday that for the first time it’s proposing a new rule setting testing and performance requirements to minimize the risk of pedestrian head injuries.

The rule would cover all passenger vehicles weighing 10,000 pounds or less, but it’s is aimed largely at big SUVs and pickups, which have grown in size and hood height over the years, causing blind spots for drivers.

NHTSA said pedestrian deaths increased 57% from 2013 to 2022, from 4,779 to 7,522. The agency says the rule would save 67 lives per year.

Data show that nearly half of all pedestrian deaths when hit by the front of a vehicle are most common for SUVs and trucks.

The proposed rule, required by Congress in the Bipartisan Infrastructure Law, would set test procedures to simulate head-to-hood impact as well as requirements to reduce the risk of head injuries. Human-like head dummies that simulate children and adults would be used in testing, NHTSA said in a prepared statement.

“We have a crisis of roadway deaths, and it’s even worse among vulnerable road users like pedestrians,” NHTSA Deputy Administrator Sophie Shulman said in the statement. “This proposed rule will ensure that vehicles will be designed to protect those inside and outside from serious injury or death.”

Messages were left Monday seeking comment from automakers and the industry’s main trade association.

The infrastructure law required NHTSA to make U.S. regulations match a global pedestrian safety rule, with a regulation that would focus on vehicles made uniquely for the U.S. market.

Through August, SUVs and trucks of all sizes accounted for almost 79% of new vehicles sales in the U.S., according to Motorintelligence.com.

Last year, an Insurance Institute for Highway Safety study found that vehicles with higher, more vertical front ends raise risks for pedestrians. The research arm of the insurance industry found that pickups, SUVs and vans with a hood height greater than 40 inches are about 45% more likely to cause deaths in pedestrian crashes than cars and other vehicles with a hood height of 30 inches or less and a sloping profile.

The authors also questioned whether wider pillars holding up roofs of the larger vehicles make it harder for drivers to spot people walking near the corners of vehicles.

Consumer Reports found in 2021 that elevated vehicle hoods also obstructed driver views of pedestrians crossing before them.

The magazine and website found that pickup truck hood heights have risen 11% since 2000. The hood of a 2017 Ford F-250 heavy-duty pickup was 55 inches off the ground, as tall as the roofs of some cars.

Consumer Reports said it measured visibility for 15 new vehicles, including full-size trucks. Due to height and long hoods, it found that front blind spots in some trucks were 11 feet longer than some sedans and 7 feet longer than many popular SUVs.

Automakers and the public can comment on the proposal for 60 days, after which NHTSA will draw up a final regulation.

Chesapeake, Suffolk, Norfolk, Portsmouth and Hampton have installed speed cameras in local school and work zones to deter speeding and enhance overall public safety.

Though law enforcement leaders tout the equipment as a safety measure to deter speeding, the cameras can also be significant moneymakers — with Chesapeake and Suffolk already raking in millions.

Chesapeake has a dozen cameras that have been active since 2022. The city reports a total of 158,075 violations since then, along with about $9.7 million in revenue.

Another 10 cameras in Suffolk went active in fall 2023 along with one at a work zone. Since then, the city reports roughly 196,000 citations, collecting $14.2 million in revenue. After paying the vendor, net revenue is $10.5 million. Suffolk did not specify whether the citation and revenue figures provided to The Virginian-Pilot were specific to school and work zone speed cameras only. The city also operates red light and school bus cameras.

Both cities previously said net revenue would go toward highway safety improvements and personnel costs.

The school zone speed cameras in Chesapeake and Suffolk are targeted in two lawsuits brought by former Del. Tim Anderson, an attorney who alleges the cities are improperly issuing speeding violations and allowing third party vendors to impersonate local government when collecting fees.

Anderson’s case in Suffolk is awaiting an order from a judge on whether it will move forward. A hearing in the Chesapeake case is scheduled for Sept. 18.

The Virginia General Assembly approved legislation in 2020 that allows state and local police to set up speed cameras at highway work sites and school crossing zones. Under that law, only motorists caught going at least 10 mph over the speed limit are ticketed up to $100.

Hampton is in the process of rolling out a dozen cameras in school zones this fall as part of a pilot program with staggered warning periods.

A 30-day warning period began Aug. 26 for cameras located near Bethel High School, Hampton High School and Hunter B. Andrews Pre-K. A 30-day grace period will begin for cameras at Jones Magnet Middle School, Kecoughtan High School, Lindsay Middle School and Machen Elementary School by Sept. 30. And cameras at another set of schools — Mary W. Jackson Elementary School, Thomas Eaton Middle School, Aberdeen Elementary School, Barron Elementary School and William Mason Cooper Elementary — will have a 30-day grace period beginning no later than Oct. 15.

Hampton city officials said about $3.5 million would be budgeted for the school zone speed camera pilot program.

Norfolk has 19 cameras in place across 10 public school locations. A 60-day warning period was slated to end in May, but a city spokesperson said last week that the cameras are still in an active warning period “until summons language can be resolved with the general district court and our vendor, Verra Mobility.”

Part of Anderson’s complaint in his lawsuits was that officers weren’t issuing an official Virginia summons document consistent with other traffic infractions when making the speeding citations.

Portsmouth has 16 cameras, and police began fining drivers in December. The city reports 28,289 citations and $951,061 of revenue collected between January and June. Of the total revenue, $565,042 will be paid to the third-party vendor.

Editor’s note: This story has been updated with the latest citations and revenue figures from the city of Portsmouth. The city provided the figures after the article published.

Natalie Anderson, 757-732-1133, natalie.anderson@virginiamedia.com

In Norfolk, the most significant delays will be along Interstate 64. The on-ramp to I-64 east from Northampton Boulevard will be closed from 7 p.m. to 5 a.m. from Sept. 8-12. Additionally, the off-ramp from I-64 east to Tidewater Drive south, Exit 277A, will be fully closed from as early as 10 p.m. to as late as 7 a.m. from Sept. 9-13, according to VDOT.

On Interstate 264 in Norfolk, the on and off ramps to and from Ballentine Boulevard (Exit 12) and Campostella Road (Exit 11) will be closed from as early as 9 p.m. to 5 a.m. Sept. 8-14.

Interstate 664 in Chesapeake will see the full closure of the off-ramp to Pughsville Road (Exit 10) from 9 p.m. to 5 a.m. from Sept. 8-12. On I-664 in Hampton and Newport News, there will be a full closure of the on and off ramps to and from Power Plant Parkway/Powhatan Parkway (Exit 2), Aberdeen Road (Exit 3), Chestnut Avenue/Roanoke Avenue (Exit 4), and 35th Street (Exit 5) from 7 p.m. to 5 a.m. Sept. 8-11.

For the region’s bridges and tunnels, the most disruptions this week will be along the James River Bridge, where there will be alternating single-lane closures from 9 a.m. to as late as 3 p.m. in both directions on Sept. 9 and 11, in the southbound lanes on Sept. 10 and 12, and in the northbound lanes on Sept. 13.

The Hampton Roads Bridge-Tunnel will also have a single-lane closure in the westbound lanes from 9 p.m. to 5 a.m. from Sept. 9-10.

For the full breakdown of stoppages across Hampton Roads, visit  511Virginia.org.

Gavin Stone, 757-712-4806, gavin.stone@virginiamedia.com

Transportation officials have spent the past few years refining a system in which radio transmitters inside commuter buses talk directly to the traffic signals in the Salt Lake City area, requesting a few extra seconds of green when they approach.

Congestion on these so-called smart streets is already noticeably smoother, but it’s just a small preview of the high-tech upgrades that could be coming soon to roads across Utah and ultimately across the U.S.

Buoyed by a $20 million federal grant and an ambitious calling to “Connect the West,” the goal is to ensure every vehicle in Utah, as well as neighboring Colorado and Wyoming, can eventually communicate with one another and the roadside infrastructure about congestion, accidents, road hazards and weather conditions.

With that knowledge, drivers can instantly know they should take another route, bypassing the need for a human to manually send an alert to an electronic street sign or the mapping apps found on cellphones.

“A vehicle can tell us a lot about what’s going on in the roadway,” said Blaine Leonard, a transportation technology engineer at the Utah Department of Transportation. “Maybe it braked really hard, or the windshield wipers are on, or the wheels are slipping. The car anonymously broadcasts to us that blip of data 10 times a second, giving us a constant stream of information.”

When cars transmit information in real time to other cars and the various sensors posted along and above the road, the technology is known broadly as vehicle-to-everything, or V2X. Last month, the U.S. Department of Transportation unveiled a national blueprint for how state and local governments and private companies should deploy the various V2X projects already in the works to make sure everyone is on the same page.

The overarching objective is universal: dramatically curb roadway deaths and serious injuries, which have recently spiked to historic levels.

A 2016 analysis by the National Highway Traffic Safety Administration concluded V2X could help. Implementing just two of the earliest vehicle-to-everything applications nationwide would prevent 439,000 to 615,000 crashes and save 987 to 1,366 lives, its research found.

Dan Langenkamp has been lobbying for road safety improvements since his wife Sarah Langenkamp, a U.S. diplomat, was killed by a truck while biking in Maryland in 2022. Joining officials at the news conference announcing the vehicle-to-everything blueprint, Langenkamp urged governments across the U.S. to roll out the technology as widely and quickly as possible.

“How can we as government officials, as manufacturers, and just as Americans not push this technology forward as fast as we possibly can, knowing that we have the power to rescue ourselves from this disaster, this crisis on our roads,” he said.

Most of the public resistance has been about privacy. Although the V2X rollout plan commits to safeguarding personal information, some privacy advocates remain skeptical.

Critics say that while the system may not track specific vehicles, it can compile enough identifying characteristics — even something as seemingly innocuous as tire pressure levels — that it wouldn’t take too much work to figure out who is behind the wheel and where they are going.

“Once you get enough unique information, you can reasonably say the car that drives down this street at this time that has this particular weight class probably belongs to the mayor,” said Cliff Braun, associate director of technology, policy and research for the Electronic Frontier Foundation, which advocates for digital privacy.

The federal blueprint says the nation’s top 75 metropolitan areas should aspire to have at least 25% of their signalized intersections equipped with the technology by 2028, along with higher milestones in subsequent years. With its fast start, the Salt Lake City area already has surpassed 20%.

Of course, upgrading the signals is the relatively easy part. The most important data comes from the cars themselves. While most new ones have connected features, they don’t all work the same way.

Before embarking on the “Connect the West” plan, Utah officials tested what they call the nation’s first radio-based, connected vehicle technology, using only the data supplied by fleet vehicles such as buses and snow plows. One early pilot program upgraded the bus route on a busy stretch of Redwood Road, and it isn’t just the bus riders who have noticed a difference.

“Whatever they’re doing is working,” said Jenny Duenas, assistant director of nearby Panda Child Care, where 80 children between 6 weeks and 12 years old are enrolled. “We haven’t seen traffic for a while. We have to transport our kiddos out of here, so when it’s a lot freer, it’s a lot easier to get out of the daycare.”

Casey Brock, bus communications supervisor for the Utah Transit Authority, said most of the changes might not be noticeable to drivers. However, even shaving a few seconds off a bus route can dramatically reduce congestion while improving safety, he said.

“From a commuter standpoint it may be, ‘Oh, I had a good traffic day,’” Brock said. “They don’t have to know all the mechanisms going on behind the scenes.”

This summer, Michigan opened a 3-mile (4.8-kilometer) stretch of a connected and automated vehicle corridor planned for Interstate 94 between Ann Arbor and Detroit. The pilot project features digital infrastructure, including sensors and cameras installed on posts along the highway, that will help drivers prepare for traffic slowdowns by sending notifications about such things as debris and stalled vehicles.

Similar technology is being employed for a smart freight corridor around Austin, Texas, that aims to inform truck drivers of road conditions and eventually cater to self-driving trucks.

Darran Anderson, director of strategy and innovation at the Texas Department of Transportation, said officials hope the technology not only boosts the state’s massive freight industry but also helps reverse a troubling trend that has spanned more than two decades. The last day without a road fatality in Texas was Nov. 7, 2000.

Cavnue, a Washington, D.C.-based subsidiary of Alphabet’s Sidewalk Infrastructure partners, funded the Michigan project and was awarded a contract to develop the one in Texas. The company has set a goal of becoming an industry leader in smart roads technology.

Chris Armstrong, Cavnue’s vice president of product, calls V2X “a digital seatbelt for the car” but says it only works if cars and roadside infrastructure can communicate seamlessly with one another.

“Instead of speaking 50 different languages, overnight we’d like to all speak the same language,” he said.

The tractor-trailer was traveling west at about 9:36 a.m. when the raised bed collided with the sign for Exit 200. Virginia State Police said the collision caused the bed to separate from the cab and get stuck, propped up in the air at nearly a 90-degree angle, based on pictures of the incident.

The driver, 62-year-old Richard D. Houston of Lorton, wasn’t injured in the wreck. Houston is charged with reckless driving.

Emergency crews were able to remove the truck bed from leaning against the sign by about 11 a.m.

A state police spokesperson declined to comment on how this happened, saying the crash is under investigation.

Gavin Stone, 757-712-4806, gavin.stone@virginiamedia.com

Sgt. Michelle Anaya, spokesperson for the Virginia State Police, said 22-year-old Trinity Iris Downs, of Hampton, was driving inside the tube at about 7:30 a.m. Thursday. Anaya said Downs “lost control of the vehicle” and struck the jersey wall.

She was sent to Norfolk Sentara Hospital with life-threatening injuries. No other vehicles were involved, and charges are pending in the case. It is unclear if speed was a factor.

By 8:30 a.m., eastbound lanes were reopened. Westbound lanes were opened shortly after 11 a.m.

Eliza Noe, eliza.noe@virginiamedia.com