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Schneider’s 2023 financial reports reflect challenges in freight market, CEO says

GREEN BAY, Wis. — According to a Feb. 1 financial statement released by Schneider National Inc., the company saw reductions in revenue and income across the board  during the fourth quarter and year ended Dec. 31, 2023. “Our fourth quarter results reflect the persistent challenges of the current freight environment, as well as costs primarily related to the adverse development of two recent accident claims,” said Mark Rourke, president and CEO of Schneider. “We recognized stabilization in network operating conditions through the end of the year along with continued momentum in dedicated, while logistics faced ongoing pricing challenges.” Even so, the company made several significant advances in 2023, according to Rourke. “Despite the well-known constraints of the macro environment, we made several key strides this year in advancing our long-term positioning, including adding 750 trucks to our dedicated fleet through organic and acquisitive growth, welcoming our new CPKC rail partnership, and completing our first year partnering with the Union Pacific, all of which were enabled by the strength of our portfolio and balance sheet,” he said. Unaudited results of operations for 2023 showed Schneider’s revenue and income down significantly across the board. Enterprise income from operations for the fourth quarter of 2023 was $31.3 million, a decrease of $112.0 million (78%) compared to the same quarter in 2022. Fourth quarter 2023’s diluted earnings per share was $0.15 compared to $0.62 in the prior year. Enterprise adjusted diluted earnings per share was $0.16 in the fourth quarter of 2023. Costs associated with the adverse development of claims were partially offset by a lower full year effective tax rate due to changes in tax credits and valuation allowances and resulted in an unfavorable $0.04 net impact to earnings per share. Truckload revenues (excluding fuel surcharge) for the fourth quarter of 2023 were $550.7 million, an increase of $5.3 million (1%) compared to the same quarter in 2022 due to the impact of dedicated organic and acquisitive growth, largely offset by lower pricing in network. Truckload network volumes improved, and prices stabilized through the quarter. Truckload revenue per truck per week was $4,057, a decrease of 3% compared to the same quarter in 2022. Truckload income from operations was $18.8 million in the fourth quarter of 2023, a decrease of $50.1 million (73%) compared to the same quarter in 2022 due to lower network pricing, as well as increased claims cost, a net loss on the sale of equipment compared to net gains in the prior year, and inflationary costs. Truckload operating ratio was 96.6% in the fourth quarter of 2023 compared to 87.4% in the fourth quarter of 2022. “While the continuing impacts of the freight downcycle were felt across our portfolio in 2023, we believe the signs of stabilization seen in the fourth quarter of 2023 may be indicative of a broader freight market rebalancing ahead of us in 2024,” said Darrell Campbell, executive vice president and CFO of Schneider. “However, the shape of the recovery remains uncertain and is likely to be disproportionately weighted towards the second half of the year.” Campbell says the company has plans to bounce back this year. “As we enter 2024, we are intently focused on our targeted actions to restore margins, deliver on our commercial and operational objectives, and further execute on our cost containment strategies,” he said. “Based on these strategic priorities and market expectations, our guidance for full year 2024 adjusted diluted earnings per share is $1.15 – $1.30, with a full year effective tax rate of approximately 24.5%. Our net capital expenditures guidance for full year 2024 is a range of $400 to $450 million.” Rourke also expressed gratitude for the entire Schneider team, particularly the drivers. “I want to acknowledge and thank our professional drivers and associates for their ongoing, diligent efforts to drive Schneider forward this year,” Rourke said. “As we look ahead to 2024 and what we believe will be a transition year of improving market dynamics, our focus remains on positioning the business for the impending freight recovery, executing on our strategic growth objectives in dedicated, intermodal, and logistics, and continuing to deliver shareholder value.”

Despite ‘disappointing’ results for 2023, CH Robinson exec says he’s excited about 2024

EDEN PRAIRIE, Minn. — In a Jan. 31 statement released by C.H. Robinson Worldwide Inc., the company’s fourth-quarter and year-end financial results for 2023, company officials described the results as “disappointing.” Performance across all metrics was down for both the quarter and the year as a whole. “Our fourth quarter results did not meet our expectations as we continue to battle through a poor demand and pricing environment. Weak freight demand in an elongated market trough, combined with excess carrier capacity, continued to result in a very competitive market,” said Dave Bozeman, president and CEO of C.H. Robinson. “With this environment in play, we targeted more truckload volume in the spot market, where we could capture more profit due to seasonal market tension,” he continued. “This led to a sequential improvement in our overall truckload profit per load in October and November. However, in December, our profit per load declined as the cost of purchased transportation moved seasonally higher. Despite the challenges of the past year, Bozeman says he is excited about the company’s prospects for 2024. “We share the sentiment of some of our peers, in that we’re happy to say goodbye to 2023. And although 2024 still presents some of the same challenges and headwinds, I’m excited about the work that we’re doing to reinvigorate Robinson’s winning culture and unlock the power of our portfolio,” he said. “I continue to see an opportunity for the company to reach its full potential and create more shareholder value by improving our value proposition, increasing our market share, accelerating growth, further reducing our structural costs, and improving our efficiency, operating margins and profitability.” Revenues for the company’s truckload segment totaled $3 billion, a decrease of 15.8% from 2022. According to the Jan. 31 statement, that decrease was primarily driven by lower truckload pricing, reflecting an oversupply of truckload capacity compared to soft freight demand. Truckload adjusted gross profits decreased 24.3% in the quarter to $380.2 million. Adjusted gross profits in truckload decreased 30.8% due to a 29.5% decrease in adjusted gross profit per shipment and a 1.5% decline in truckload shipments. The average truckload linehaul rate per mile charged to customers, which excludes fuel surcharges, decreased approximately 13.5% in the quarter compared to the prior year, while truckload linehaul cost per mile, excluding fuel surcharges, decreased approximately 10.5%, resulting in a 28% decrease in truckload adjusted gross profit per mile. Less-than-truckload (LTL) adjusted gross profits decreased 9% compared to 2022, as adjusted gross profit per order decreased 8.5% and LTL shipments decreased 0.5%. NAST (North American surface transportation) overall volume growth was down 1% for the quarter. Operating expenses decreased 16.3%, primarily due to cost optimization efforts, including lower average employee headcount, lower variable compensation, and lower technology expenses. NAST average employee headcount was down 15.8% in the quarter. Income from operations decreased 41.0% to $96.0 million, and adjusted operating margin declined 720 basis points to 25.2%. Despite the disappointing numbers for 2023, Bozeman is optimistic about the company’s prospects. “I’m confident that together we will win for our customers, carriers, employees and shareholders, and I’m incredibly excited about our future,” Bozeman stated.

Heartland Express sees nearly 25% increase in operating revenues for 2023

NORTH LIBERTY, Iowa — According to a statement released Jan. 31, Heartland Express Inc. saw record-setting revenues for the year ended Dec. 31, 2023. The report also included the company’s financial results for the fourth quarter of the year. CEO Mike Gerdin commented on the quarterly operating results and ongoing initiatives of the company. “Our consolidated operating results for the three and twelve months ended Dec. 31, 2023, reflect the continued weak freight environment combined with excess industry capacity throughout the year,” he said. “This challenging freight environment combined with two acquisitions in the prior year, have pressured our financial results to a level below our historical results and management expectations.” Gerdin was referring to the acquisitions of Smith Transport and Contract Freighters Inc. (CFI). The additional brands led Heartland Express to post record operating revenues of $1.2 billion. “We believe this enhanced scale provides a better strategic position given the cyclical nature of the industry we operate in,” Gerdin said, adding that the scale of the company now allows Heartland Express to increase capacity, enhance customer offerings, and further diversify the company’s customer base. Noting the acquisitions, both completed in 2022, Gerdin said Heartland Express was able to upgrade its real estate portfolio of terminal locations. During the fourth quarter of 2023, the company divested certain real estate assets that no longer fit the freight pattern or were concentrated in markets where multiple properties existed. Heartland Express ended the fourth quarter of 2023 with operating revenues of $275.3 million ($235.6 million excluding fuel surcharge revenue), compared to $354.9 million ($293.6 million excluding fuel surcharge revenue) in the fourth quarter of 2022. Operating revenues for the quarter included fuel surcharge revenues of $39.7 million compared to $61.4 million in the same period of 2022. Lower freight volumes, freight rate mix, and an increase in empty miles compared to the same quarter a year ago reflected the continued freight environment weakness. For the 12-month period ended Dec. 31, 2023, operating revenues were $1.2 billion, compared to $968 million in the same period of 2022, an increase of 24.7% and the best annual period of operating revenues in the company’s 45-year history. Operating revenues included fuel surcharge revenues of $173.8 million compared to $169.2 million in the same period of 2022, a $4.6 million increase. Net income was $14.8 million, compared to $133.6 million in 2022. Basic earnings per share were $0.19 compared to $1.69 basic earnings per share in 2022. The 2022 results included Smith Transport starting June 1, 2022, and CFI starting September 1, 2022, as well as a sale of a terminal property for an unusually large gain during the second quarter.

Songwriter Mel Tillis stuttered his way to stardom

Mel Tillis started stuttering following a bout with malaria at 3 years of age … but he didn’t realize it until he entered first grade. He always told it like this: I came home the first day and I said, “Mama, do I stutter?” And she said, “Yes, you do, son.” And, I said, “Mama, they laughed at me.” And she said, “Well, if they’re going laugh at you, give them something to laugh about. And that was my first day, I think, in show business. It was also in first grade that Tillis learned something special about his speech. Even though he couldn’t talk like most kids, he could sing with the best of them. In fact, he could sing better than the best of them. His teacher had him sing in front of the class to build his confidence, and soon she paraded him around the school to sing in all the classrooms. In short order, the Tampa, Florida, native was a budding star. He soon learned to play the drums and guitar, and when he was 16, he won a local talent show. During a stint in the U.S. Air Force, Tillis formed The Westerners, a band that played local clubs on Okinawa. Following his years in the Air Force, he returned to Florida and worked odd jobs. He eventually was employed by a railroad company — and one of the perks of the job was a free railroad pass. He took his and hopped a train to Nashville, where he auditioned for the Acuff-Rose Music company. The verdict? Rose advised Tillis to return to Florida and work on his songwriting. Well, Tillis did just that, and eventually his path led back to Nashville, where he began writing songs full-time. In 1957, Web Pierce recorded one of Tillis’ songs, “I’m Tired,” taking it to No. 3 on the charts. Soon the likes of Ray Price and Kitty Wells were making hits out of Tillis’ songs, and his prowess as a songwriter led to his own recording contract with Columbia Records. Before the 1950s closed, he had two hits of his own, “The Violet and the Rose” and “Sawmill. Still, his greatest success came as a songwriter. Tillis owed a lot of his success to Webb Pierce. The songs “I Ain’t Never” and “Crazy Wild Desire” became hits for Pierce. Tillis also wrote “Detroit City,” a hit for several artists including Bobby Bare. Then, in the late 1960s, Tillis’ “All the Time” became a No. 1 hit for Jack Greene. The songwriting continued as other artists recorded Tillis-written tunes like “The Snakes Crawl at Night,” “Ruby, Don’t Take Your Love to Town” and “Mental Revenge.” Finally, in 1968, Tillis had his breakthrough as a singer in his own right, hitting the Top 10 with “Who’s Julie?” He followed his initial success a year later with “These Lonely Hands of Mine” and “She’ll Be Hanging Around Somewhere.” And in 1970, he reached No. 3 with “Heart Over Mind.” Songs like “Heaven Everyday,” “Commercial Affection” and “Arms of a Fool” followed. In 1972, he reached the top of the charts with his own version of “I Ain’t Never.” Tillis continued to enjoy success with his recordings throughout the early 1970s, but he reached the pinnacle of his success with MCA records in 1976. “Good Woman Blues” and “Heart Healer” both reached No. 1, and Tillis was awarded the Country Music Association’s Entertainer of the Year award. The Nashville Songwriters Hall of Fame also inducted Tillis the same year. In 1979, He recorded “Coca-Cola Cowboy,” a song that connected him with motion pictures when it was selected to be on the soundtrack for Clint Eastwood’s “Every Which Way but Loose.” Other hits during this time included “Send Me Down to Tucson,” the racy “I Got the Hoss,” and “Lying Time Again.” Tillis continued to have hits into the early 1980s, when his movie career went into full swing. He’d had previous experience with motion pictures with roles in 1967’s “Cottonpickin’ Chickenpeckers” and 1975’s “W.W. and the Dixie Dancekings.” But it wasn’t until the 1980s that he drew demand as an actor. Tillis played roles in “Smokey and the Bandit II,” “The Cannonball Run” and its sequel “Beer for My Horses,” “The Villian” and “Uphill All the Way.” As his career waned, Tillis opened a theater in Branson, Missouri, where he and a dozen singers who were also on the downslide, kept their careers alive. Fans flocked to the tiny city to see them perform their old hits. It wasn’t until 2007 that Tillis was inducted into the Grand Ole Opry, considered by many to be country music’s most coveted honor. The same year, he received his induction into the Country Music Hall of Fame. Tillis was always a master at including comedy in his act — something his mother first alluded to after his bad experience on his first day of school. Often self-deprecating, Tillis was still ashamed of his stutter in the mid-70s, until the one and only Minnie Pearl reminded him that the audience was not laughing at him. Rather, they were laughing with him. She also told him to never step on an audience’s laughs. “They are too hard to get,” she said. Beginning in 2016, Mel Tillis suffered from a series of illnesses, and he died Nov. 19, 2017, in Ocala, Florida. Until next time, remember what Mel Tillis always realized: A disability is what you make of it. In Tillis’ case, it became a gimmick that made him a star.

Rebel attacks on commercial ships in Red Sea could have impact on world’s supply chain

Unprovoked attacks by Yemen’s Houthi rebels on commercial shipping vessels in the Red Sea are beginning to have an impact on world trade as shipping costs increase and delays are seen at ports of call on both the east and west coasts of the U.S. Ultimately, the delays will impact the trucking industry as carriers will have to adjust schedules, and deliveries to major U.S. retailers will be delayed. The impacts will likely be felt by summer. On Jan. 4, 2024, an armed unmanned surface vessel launched from Houthi-controlled Yemen got within a “couple of miles” of U.S. Navy and commercial vessels in the Red Sea before detonating, just hours after the White House and a host of partner nations issued a final warning to the Iran-backed militia group to cease the attacks or face potential military action. Vice Admiral Brad Cooper, head of U.S. Navy operations in the Middle East, said the Jan. 4 attack was the first time the Houthis had used an unmanned surface vessel (USV) since their harassment of commercial ships in the Red Sea began after the outbreak of the Israel-Hamas war. The Houthis have, however, used USVs in years past. Fabian Hinz, a missile expert and research fellow at the International Institute for Strategic Studies, said the USVs are a key part of the Houthi maritime arsenal and were used during previous battles against the Saudi coalition forces that intervened in Yemen’s war. They have regularly been used as suicide drone boats that explode upon impact. Most of the Houthis’ USVs are likely assembled in Yemen but often fitted with components made in Iran, such as computerized guidance systems, Hinz said. International Maritime Organization Secretary-General Arsenio Dominguez told the council that as a result of the Houthi attacks, around 18 shipping companies have rerouted their vessels around South Africa to avoid the risk of being hit. This new route, around the Cape of Good Hope, adds 10 to 14 days to a typical trip. The additional fuel cost for the longer route is impacting shipping rates, and the crisis has led to a 25% reduction in commercial traffic through the Suez Canal. At the current course, delays in shipping will disrupt the supply chain and add months to typical deliveries. The actions of the Houthis are in response to Israel’s attacks on Gaza following terrorist attacks by Hamas on Israel in October. According to U.S. deputy ambassador Christopher Lu, Iran is financing the rebel attacks in the Red Sea. “(Iran) can continue its current course, or it can withhold its support without which the Houthis would struggle to effectively track and strike commercial vessels navigating shipping lanes through the Red Sea and Gulf of Aden,” Lu said. He added the Houthi attacks “pose grave implications for maritime security, international shipping and commerce.” The Yemen-based militants have carried out at least 23 attacks since Dec. 19. Since the new year began, Houthi has stepped up its attacks using armed unmanned surface vessels. Although none have reached targets, these vessels have regularly been used as suicide drone boats that explode upon impact. A statement by the U.S. and 12 other countries on Jan. 7 offered what amounted to a final warning to Houthi rebels to cease their attacks on vessels in the Red Sea or face potential targeted military action. “The Houthis will bear the responsibility of the consequences should they continue to threaten lives, the global economy, and free flow of commerce in the region’s critical waterways,” the statement said. The United States and other countries are sending additional ships to the southern Red Sea to provide protection for commercial vessels passing through the critical Bab el-Mandeb Strait. A senior Biden administration official declined to provide the Associated Press with detailed rules of possible engagement if the attacks continue but underscored that the Iranian-backed Houthis should “not anticipate another warning” from the U.S. and its allies. The official, who spoke on the condition of anonymity under ground rules set by the White House, spoke soon after the countries issued a joint statement earlier Wednesday condemning the attacks and underscoring that international patience was strained. The attacks are causing one of the largest threats to worldwide trade since the COVID-19 pandemic. According to the news source El Pais, “The impact on freight rates has been astronomical: they have almost tripled since the attacks….” The escalating cost of transport threatens the world economy with a further inflationary setback, although experts are confident that the effect will be limited. In a Dec. 8, 2023, Washington Post article, Ryan Petersen, CEO of logistics company Flexport, said shipping carriers expect most services to avoid the Red Sea through China’s Lunar New Year festival. The two weeks leading up to the celebrations is a peak period for shippers, who rush to deliver goods before the holiday, which starts Feb. 10. “It’s about an 8% longer journey, which is going to drive prices up quite a bit for ocean freight — that’s a material impact on prices for the goods themselves,” Petersen said of the rerouting of shipping around the Cape of Good Hope. The rising costs will affect the price of “most of the stuff that you see in all the stores,” other than food, raw materials, and energy, he added. In the meantime, the United Nations (UN) is not standing still. A number of resolutions have been adopted condemning the Houthis, including a statement by the UN Security Council that “attacks against commercial vessels transiting the Red Sea, and in light of ongoing attacks, including a significant escalation over the past week targeting commercial vessels, with missiles, small boats, and attempted hijackings” must cease. A Jan. 3 statement from the White House noted, “Ongoing Houthi attacks in the Red Sea are illegal, unacceptable and profoundly destabilizing. There is no lawful justification for intentionally targeting civilian shipping and naval vessels. Attacks on vessels, including commercial vessels, using unmanned aerial vehicles, small boats, and missiles, including the first use of anti-ship ballistic missiles against such vessels, are a direct threat to the freedom of navigation that serves as the bedrock of global trade in one of the world’s most critical waterways.” Time will tell what actions will be taken against the Houthis, as well as their Iranian supporters, if the attacks on commercial shipping vessels continue. In the meantime, all stakeholders, include trucking firms, can only wait and hope a repeat of pandemic supply chain issues is not in the offing. The Associated Press contributed to this report.

Sneak Attacks: How can carriers, drivers guard against fuel card skimmers?

It’s a sunny day in Fort Worth, Texas. A driver pulls up to a diesel island at a favorite interstate truck stop and swipes a company fuel card. As $800 worth of diesel fuel slowly fills the tanks, the transaction seems perfectly normal. Appearances, however, can be deceiving. It might be weeks before the carrier notices something strange about the driver’s fuel card statements. The fuel card was, as expected, used to pay for diesel along the driver’s regular route across the southern tier of the U.S. However, it also filled the tank in places like New York and Iowa. Before long, accountants handling fuel payments for the carrier realize the driver has been a victim of fuel card skimming. “The actual cost of fraud for trucking is unclear, but agencies have stated it’s millions of dollars each month,” said Spencer Barkoff, co-founder and president of Relay Payments. The problem is growing. “Overall, the FBI reports an increase of 700% of card skimming at all businesses in the first six months of 2022,” he continued. A fleet of 100 trucks might pay $20,000 a month in fraudulent charges. However, the impact of these charges goes beyond the company’s financial bottom line. “Additional costs include the operational headaches that fleets and drivers face when they are the victims of card skimming,” Barkoff said. Drivers are grounded because they’re unable to pay for fuel. Deliveries are delayed. Drivers have fewer available hours of service. And the carrier provides poor customer service. “Dealing with the aftermath of fraud, such as identifying and disputing fraudulent transactions and submitting claims is burdensome,” Barkoff said, noting that it complicates cash flow and back office operations for fleets. “We have one fleet customer whose CEO had to drive to meet a driver and physically hand them a new credit card after their existing billing card was closed due to card skimming fraud,” he said. “It’s a logistical and cash flow nightmare.” Barkoff explains how fuel card skimmers operate. “Card skimming involves the use of illegal devices that steal credit or debit card information from unsuspecting individuals,” he said. “Skimmers are installed on ATM machines or fuel pumps, and they capture sensitive data when a driver swipes a card.” Because fuel cards are a primary form of payment in the trucking industry, truck drivers are particularly vulnerable to card skimming. “Card skimmers collect the information to create dummy fuel cards, make fraudulent fuel purchases with those cards, and resell fuel for their own personal profit,” Barkoff said. Carriers and fuel-card issuers often set daily spend caps to limit fraud risk, but scammers have various ways of working around these measures. So, how can carriers and drivers fight fuel card skimming? Richard Sullivan, a consultant with the Truckload Carriers Association (TCA), says a primary method is education. Sullivan has worked with the North Carolina Attorney General’s office to develop materials to educate fleet operators, drivers, and law enforcement about fuel card skimming, the complicated process, and the multiple crimes being committed. “Law enforcement will arrest someone for using a skimmed card, but they seldom hold those responsible,” Sullivan said, “Law enforcement doesn’t understand the enormity of the fraud taking place. A series of criminal actions are involved.” Scammers create a device solely for the purpose of skimming sensitive information and then install it inside or on a fuel pump. Then, using trucks illegally retrofitted with bladder tanks that hold 250 to 500 gallons, they purchase fuel using the skimmed cards. These bladder tanks are unregulated, and they’re dangerous; static electricity can easily create explosions. Later, the trucks deliver the fuel to a central hub, where it is sold on the black market. No taxes are collected, so the merchant, fleet, driver, and government are all subjected to fraud. It’s a complicated network that is operated by cartels. “The simplest solution — and one that truck stops are advocating for — is using digital payment methods to pay for fuel,” Barkoff noted. “With no physical card, there’s no opportunity for card skimming.” This solution can benefit truck stops because they don’t have to spend revenue and handle the back-office issues created by skimming. “Carriers and drivers also benefit, dealing with far fewer hassles and saving time and money as a result,” Barkoff said. “With no card, there’s no magnetic swipe, and thus no card skimming,” he continued. “There’s also no opportunity for other forms of card fraud, because the digital solution relies on one-time payment codes that don’t have to be tied to any credit card as a form of payment.” Until digital or some other fraud-proof payment system gain widespread use, what can the average driver do to protect against fraud? The TCA recommends that drivers look at the card slot on the diesel pump. One that’s been fitted with a skimming device will often look different than slots on nearby fuel dispensers. Drivers should also take notice of broken inspection seals on the fuel dispensers. These can mean that the dispenser has been opened, allowing someone to attach a skimmer inside the machine. In addition, drivers should use the fuel pumps closest to the entrance of the truck stop when possible. Skimmers are most likely to work the pumps farthest from the building, so they won’t be noticed installing their devices. Finally, if a driver has repeated problems with a transaction or receives error codes, the issue should be reported to dispatch immediately. As for the future of fuel card skimming, Barkoff says the industry can’t let its guard down anytime soon. “Criminals are creative, and have found countless ways to steal credit card information,” he noted. “Those who continue to rely on modes of payment such as credit cards, checks, and cash will face more instances of card skimming.” He believes digital payments are becoming better options and that more companies will invest in non-magnetic swipe methods of payment in the future. “The good news is that many carriers, drivers, and merchants are waking up to the issue and have begun to digitally transform with digital payment solutions,” Barkoff said. This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Doing what he loves: TCA Driver of the Year still having ‘a great time’ after three decades on the road

“I guess I won’t retire until it stops being fun,” Thomas Sholar, 69, says after more than 30 years behind the wheel of a big rig. Because of his accomplishments both on and off the road, Sholar has been recognized as one of five 2023 Drivers of the Year by the Truckload Carriers Association (TCA). His journey began back in 1992, when Sholar was working in iron construction in the Houston area. “I got kind of tired of working until a project was finished, then being laid off,” he said. “My girlfriend told me that her ex-husband was a truck driver. She said, ‘You don’t get dirty driving a truck,’ so I went for it.” After earning his CDL, Sholar hit the road, working for carriers in Alabama and Oklahoma before finding his niche at Maverick Transportation, a flatbed hauler based in North Little Rock, Arkansas, 26 years ago. He’s been there ever since, and now resides in Doddridge, Arkansas, just a few miles north of the Louisiana border. Sholar chuckled as he told Truckload Authority that the promise of not getting dirty doesn’t apply when hauling flatbed cargo. In three decades as a driver, Sholar has seen a lot behind the wheel. Today, he says the biggest recognizable change from his early years as a driver is the amount of traffic on the roads. “(There’s) a lot more,” he said. “Trucks are also a lot more sophisticated, and they are easier to drive. Of course, DOT always adds more rules, but I’m not complaining.” Unlike many drivers, who see electronic logging devices, or ELDs, as an unnecessary intrusion into their work, Sholar has a different mindset: “I get the same mileage, it improves my work ethic, and I get a lot more rest,” he explained. Like many drivers, early in his career, Sholar’s favorite part of being a truck driver was traveling and seeing the country. Now, after all his years on the road, he says he has a different view of the job. “(Now,) one of my favorite things about driving is that I get to go to shippers and receivers and see what they do with the product I’m hauling. I’ve always found that fascinating,” he said. When discussing the challenges he’s seen and overcome on the road, Sholar is quick to point to traffic. “There are so many trucks and cars and other vehicles on the road these days, it makes it harder to get where you are going,” he said. “And most of the businesses work regular hours. I may get there at an odd hour and have to wait for the business to open to unload my truck. It makes for a lot of wasted time.” Being honored as a TCA Driver of the Year is not the only accolade Sholar has received during his driving career. In 2016, he was recognized as Maverick’s Driver of the Month, and most recently, he was a finalist for Maverick’s Trainer of the Year Award. Lou Shoults, a fleet manager for Maverick, praised Sholar’s skills as a driver trainer. “Tom is an excellent trainer,” Shoults said of Sholar’s accomplishments when he was nominated for the honor. “Tom has trained 74 total students since he started training and has had great retention with the 19 who are still at Maverick. He shows the trainees how to work hard and do things the Maverick Way.” During the COVID-19 pandemic, Sholar says, he stepped away from his work as a trainer. “But I love teaching. I love showing people how to do things easier and right,” he said. Sholar has served on Maverick’s Drivers Advisory Council as an advocate for road trainers. In doing so, he has been influential and essential in shaping the training program and helping drivers have a good experience with Maverick. “Tom is a true driving professional,” said Callie Heathscott, an advertising manager for Maverick. “I’ve had drivers I trained who are trainers now themselves,” Sholar said. “I don’t think I had so much to do with turning them into good drivers. I just had a lot of good guys training under me.” Five of Sholar’s trainees have gone on to be honored as Maverick Drivers of the Month. As far as the advice he has given to his trainees — the same advice he offers to all young drivers — Sholar says the best path to success and safety is to focus on dedication to the job, do the best you can do, and — most of all — avoid shortcuts. “(Driving is) a lifestyle, not a 9-5 job. It won’t make you a millionaire, but you’ll make a good living,” he said. “Driving is a job you can start and work until you don’t want to work anymore.” These days, Sholar generally drives a dedicated route; however, when he visited with Truckload Authority for this story, he was traveling to New York to make a special delivery. When asked about his experience as a 2023 TCA Driver of the Year, Sholar remains modest, recalling that the Maverick team created a video about his career with the company and nominated him for the honor. “Sometime later, they called and said I had won. I thought they were playing with me!” he said. “I don’t really know why I won. I’m nothing special. I do my job the best I can. I’ve always said, if you’re going to do something, do it well.” Since being named a TCA Driver of the Year, Sholar has had an opportunity to attend numerous association events, where people at all levels of the industry have thanked him for his service. His response? “I’m just doing what I’m supposed to do,” he said, adding that he’s enjoyed being a part of TCA. “They are some of the nicest people I’ve come into contact with,” he said. “It’s been a great experience.” Sholar is very appreciative of the team at Maverick Transportation. As an example, he shared this experience: A few years ago, he underwent treatment for cancer; once the treatment was complete, he underwent surgery to repair the damage caused by the treatment. All the while, Maverick was “unbelievably patient,” he said. “I don’t consider Maverick to be people I work for or with. They’re my friends.” As far as his future is concerned, Sholar says he’ll keep driving until he doesn’t enjoy it anymore. He points to the old adage, “If you find a job you’ll enjoy, you’ll never work a day in your life.” “I don’t feel like I’m working,” he said. “I’m having a great time. I can’t imagine not doing what I’m doing.” This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Carved in solid Oak: Songs that would be gold, Part 2

In last month’s Rhythm of the Road, I began a countdown of the Top 10 songs recorded by the Oak Ridge Boys (ORB) that, in my opinion, should have topped the country music charts — but somehow were overlooked. And so, without further ado, let’s continue the countdown of the obscure but outstanding cuts from the soon-to-be retired Oak Ridge Boys: “Dancing the Night Away” Country radio didn’t seem to care for five-minute recordings in the ’70s. A few novelty songs like “Convoy” managed to top the charts, but songwriters seemed hooked on what I call the “Rhinestone Cowboy Formula”: Verse 1, Chorus, Verse 2, Chorus, Repeat Chorus, Fade. “Dancing the Night Away,” featuring Joe Bonsall’s elevated tenor offered a whole new ORB sound. Perhaps an intentional throwback to Bonsall’s American Bandstand days, the song abandoned pure country for a bit of rock/pop. It should have exposed the ORB to fans from other walks of life. Now, anyone who knows me knows I am no fan of crossover country … but this tune showcased the ORB’s diversity and ability to perform gospel, classic country and pop. Little did we know the song was a precursor of things to come just a couple of years later. “I Would Crawl All the Way to the River” In 1981, ORB fans snatched up copies of “Fancy Free,” the multi-platinum album that remains the group’s top seller to this day. This album, of course, is best known for the ORB’s signature song and megahit “Elvira.” In fact, “Elvira” alone likely carried the album to its success and entrenched the ORB as a major player across musical genres. The tune drove the Boys into the crossover ranks, but without the “in your face” plunge a few unnamed country artists took. (Yes, at least one of those gamblers won big-time, but was it really good for country music? But I digress.) While “Fancy Free” took the ORB to an entirely new level in the national spotlight, the album also returned them to their gospel roots. The only thing I knew about gospel music at the time came from mouthing my “ABCs” silently as a congregation belted out seemingly unending verses from dusty church hymnals. In short, my gospel exposure was boring. No offense to any gospel aficionados who may be reading, and I am certainly not demeaning religious songs, but any kid exposed to off-key singing accompanied by an out-of-tune piano would have had the same reaction. I’d heard the ORB was actually founded as a gospel group and that they remained so until I picked up their first country album, but I couldn’t name a single gospel song they’d recorded. The lively hidden gem from this album, “I Would Crawl All the Way to the River,” made me seek out some of those early tunes that earned the ORB multiple Dove Awards. Gospel, I realized, wasn’t necessarily painfully slow, poorly sung songs from the pews of a church with bad acoustics and an outdoor toilet. Thanks to this song — the last on Side 2 of the album — I discovered earlier ORB recordings like “Heaven Bound” and “The Baptism of Jessie Taylor.” Both have become favorites. “Would They Love Him Down in Shreveport” In 1982, ORB’s “Bobby Sue” album introduced fans to a girl that I suppose must be the third lady in a string of the Boy’s hearts’ desires, after “Emmylou” and “Elvira.” For the second straight album, the ORB included a gospel tune to offset the title cut — a song that may be the most energetic they ever recorded. This time, the gospel selection couldn’t have been more opposite from the album’s hit. “Would They Love Him Down in Shreveport,” which was also recorded by George Jones in 1990 (do I sense a pattern here?), didn’t offer the up-tempo energy of “I Would Crawl All the Way to the River,” but by this time, I was actually beginning to pay real attention to lyrics — and the words to this song quickly grew on me. I’ve always been a bit of a geography nerd, so the featured cities of Nashville, New York City (Wall Street), Wichita, Salt Lake City, Boston and Shreveport naturally piqued my curiosity. The words, however which wrapped around a religious theme, stretch far beyond gospel and hold deep meaning in secular life as well. While several cities are called out by name, any American town could be inserted in place of any on the list. The lyrics offer no condemnation of those who live in these places; however, they do highlight stereotypes and prejudices that are simply a fact of life in all areas of the country. Featuring all four vocalists in separate verses, “Would They Love Him Down in Shreveport” forces the listener to look inward. Duane Allen seemingly directs the song’s final word to the individual: “Would you laugh and call him crazy and send him on his way?” The question forces each to face his or her own pitfalls and accept their own prejudices. Gospel or not, the theme can’t help but resonate with anyone who pays attention. “My Radio Sure Sounds Good to Me” Any list of ORB favorites would be incomplete without including a song featuring contra-bass Richard Sterban. Long before he “Oom-pop-a-mow-mowed” his way into country music history, you could find Sterban “On the radi-i-o-i-o-o.” Oddly enough, “My Radio Sure Sounds Good to Me” isn’t country … and it isn’t pop. Technically, it’s a pure 1970’s funk tune (I admit I found that on Wikipedia, so it must be true). I’d forgotten all about funk music. From what I can tell, a funk group called Graham Central Station actually recorded the song a year before the ORB. So, here we have a group of four guys who can sing gospel, country, crossover-country and pop — and I can now add funk to the mix! Allow me to pause while I take some deep breaths as this sinks in. Well, at least the ORB haven’t released any heavy metal …yet. I guess a little funk makes sense. As I recall from my vague memory of the genre, it was all about fun, and “My Radio Sure Sounds Good to Me” is nothing if not a fun tune. Don’t try to find any depth in the lyrics, because they are pretty shallow. As a matter of fact, is it even possible to put the lyrics of this song in writing? Every once in a while, it’s nice to read a piece of corny poetry from Robert Frost or find some William Faulkner short story he enjoyed writing but would probably rather forget. Such is the case with “My Radio Sure Sounds Good to Me.” You gotta love it. Incidentally, are you aware that the word “funk” is derived from an African word meaning “bad body odor?” It’s amazing what you can learn on Wikipedia! “Old Time Lovin’” You can say I lack creativity all you want, but when I’m looking for ORB hidden gems, I just can’t get away from the year 1977. Once again a few years ahead of my age (at least at the time) in subject matter, “Old Time Lovin’” is another slice of undeniably classic country music. This cut, like so many others in the ORB discography, features a solo for each member and teases the ear with a bluegrass-country blend. The arrangement of harmonies versus the lead, tenor, baritone and bass solos on this recording keeps every vocalist fully engaged. Richard Sterban’s bass sets a perfect lead-in to the harmonic, “How I want that old time love again with you” on two occasions, and the change of key in the oft-repeated ending chorus is the icing on the cake. Plus, the ORB performed the song on an episode of “The Dukes of Hazzard.” Can it get any more country? With that, we’ve covered nine ORB non-hit songs you may have never heard of before. What’s No. 10? Check back next month to find out!

Carved in solid Oak: Songs that would be gold, Part 1

The Oak Ridge Boys (ORB) have announced their retirement and farewell tour. It’s been a long, 50+ year career for the current quartet — and they have a boatload of hits and awards to show for all those decades. They also have a basket full of songs that, with a little luck, should have charted in country music’s Top 10. You can find classic country jewels right between the wide lines on your old ORB vinyl LPs — the tracks you never ran your needle through like you did with “Elvira,” “I’ll Be True to You” or “You’re the One.” On the other hand, if you’re a collector of old 45 RPMs, take a look at the flip side you’ve ignored for the past 30 years. There they are … the precious gems of classic country music. Most never made it to the radio and haven’t been played at a live ORB concert in years, but give them a listen. You’ll find some of the ORB’s finest work. A fan since the tender age of 10, when the “Y’all Come Back Saloon” album first charted, I’ve carefully selected my favorite nine ORB songs that would (or should) be gold. So, in no particular order: “Easy” As far as I’m concerned, the body of work of “Y’all Come Back Saloon” remains ORB’s greatest masterpiece to this day. Other albums offered bigger hits, but as a collection, it’s hard to top the 10 tracks on this record. Give me one album to listen to on a cross-country ride, and it’s no contest. “Y’all Come Back Saloon” put country music on notice that gospel didn’t have the ORB under lock and key. No song better exemplifies the group’s transformation than “Easy.” Keep in mind that this was back in the days when Dallas’s WBAP still used that annoying “BLEEEEP” to censor Faron Young’s “Here I am in Dallas, Where the Hell are You?” Nearly five decades later, the risqué lyrics of promiscuity and teen pregnancy featured in “Easy” are mild at best, but I’m not even sure “outlaw” country artists would have been so bold in 1977. Duane Allen’s vocals on “Easy” are, to at least my ears, the best he ever recorded. Changing his voice inflection from a matter-of-fact mood to one of sympathy with a touch of anger and then to understanding and tenderness in the span of three minutes must have been a hard chore. At the age of 10, I had nary a clue what “Easy” really meant. When I reached high school, though, the raw honesty, emotion and depth of the lyrics became clear. Never released as a U.S. single, “Easy” became an overseas hit and the subject of a very early music video. Had conservative country radio been ready to openly discuss the matter at hand, “Easy” would have surely been a chart-topper. Thinking back on it, I may remember “Easy” so well from the infamous episode when my mother heard me singing along and asked me if I even knew what the words meant. Without thinking, I responded with a short, “No, but it’s a hell of a tune, ain’t it?” She bleeped me all the way to my bedroom. “Didn’t She Really Thrill Them (Back in 1924)” Even though I was wet behind the ears when this one was recorded, I connected with the song immediately. I may have been a legal resident of Maine, having moved there at the age of 3 months, but Mainers only accept someone as a native if they are born inside the state lines. As far as they were concerned, I was “From Away.” Summers spent in Texas did little to hide the Scarlet “FA” on my sleeve. I may have been considered an outsider in New England and a Yankee in Texas, but those summers in the South allowed me to experience rural life. Northeast Texas’ Lamar County, my summer home (and the roots of the modern Rutherford family), is still 99.7% rural. For a kid, that statistic translated to “99.7% old folks.” The lyrics of “Didn’t She Really Thrill Them” still stirs my senses today. The story of an old maid and a schoolgirl takes me back to the many hours I spent around those Texas ladies who, at the time, seemed ancient. Duane Allen’s trademark smooth delivery brings memories of sipping iced tea on a Texas porch. I can picture myself in the shoes of the schoolgirl (well, make it schoolboy, in my case) who made daily visits to the old maid’s house. Rather than trying on dresses and looking at old dance cards, I could be found sucking on three or four lemon drops that had melted together in a cut-glass bowl because old people hadn’t yet discovered the convenience of air conditioning. In the end, “Didn’t She Really Thrill Them” isn’t really a song about an old maid and a teenage girl. It’s about choices — making choices that may be unpopular with some and living with the choices that can’t be undone. The ORB’s lawyers should have sued George Jones’ songwriter for stealing their idea 20 years later. “An Old Time Family Bluegrass Band” My dad was a bluegrass fan when I was a kid, but I didn’t get it. Sure, I loved “The Beverly Hillbillies” theme, but bluegrass was way too primitive for me. How about using some electricity when you cut an album? “An Old-Time Family Bluegrass Band” changed my attitude. I became downright addicted to the sweet cocktail of fiddles, mandolins, guitars and banjos featured in the song. Despite his Philadelphia upbringing, Joe Bonsall puts on a pretty good impersonation of having been reared in the deep woods of Eastern Kentucky. The song is the story of bluegrass itself and depicts the genre in no uncertain terms. No one can walk away from “An Old-Time Family Bluegrass Band” without understanding that bluegrass music is all about preserving the rural lifestyle, simpler times, and the sense of family among those who may have been separated by miles of wooded hills. “Dig a Little Deeper in the Well” As hard as it is, I’m breaking away from 1977 and skipping ahead two years to the ORB’s third album, “The Oak Ridge Boys Have Arrived.” For anyone who inexplicably missed out on the debut album, the hit songs “Sail Away” and “Leaving Louisiana in the Broad Daylight,” and Richard Sterban’s masterpiece “Dream On” undoubtedly caught their attention. For my money, though, there isn’t a better song in the bunch than “Dig a Little Deeper in the Well.” The upbeat tune features each vocalist’s distinct tone, the perfect harmonies pulling the listener into the recording studio. The song is even better live and has been a favorite at every ORB concert I’ve attended, playing second fiddle only to “Elvira.” “Dig a Little Deeper in the Well” is classic country at its finest, its lyrical euphemisms and energy carrying through until the band hits the tune’s last abrupt note. That’s all for this time. Tune in next month for the last five ORB songs I believe should be gold. Merry Christmas to all!

New York City’s truck routes to be revamped for 1st time since 1970s

NEW YORK — If you’re looking for traffic congestion caused by big rigs, look no further than the impoverished boroughs and neighborhoods of New York City where property values are low. So says New York City Council member Alexa Aviles, who represents Sunset Park, an area having some of the most congested streets in the city. Aviles championed Introduction 708, a bill requiring the Department of Transportation to redesign its truck route system for the first time in over 50 years. The bill passed by a 44-1 vote on Nov. 15 and drew support from environmental groups and transportation advocates. “Since the pandemic, our neighborhoods have experienced a proliferation of last-mile facilities flooding our streets with truck traffic,” Aviles said. “This is not just a transportation issue. It is a climate issue, a labor issue, a human rights issue.” What Aviles refers to is the fact that New York’s truck routing system was established in the 1970s and has been only slightly modified since. During that time, and particularly since 2000, many distribution centers for ecommerce companies like Amazon, Federal Express and UPS have moved into neighborhoods with low property values. The truck routing system now requires that the vehicles servicing these companies pass through low-income communities, where they create traffic congestion that can lead to increased problems with asthma, cardiovascular diseases and other health concerns, as well as increased pedestrian-traffic conflicts, according to city leaders and environmentalists. A total of 68% of traffic injuries occur on truck routes throughout the city — routes that cover more than 1,300 miles of city streets in five boroughs. Of course, truck routes are vital to industry, and any solution must have input from trucking logistics firms, associations and last-mile delivery industries. The Trucking Association of New York (TANY) supports, in general, the goals of the legislation. “The truck route network is a key safety tool, and we must ensure trucks stay on route,” said Zach Miller, TANY director of metro region operations. Industry statistics indicate that, during the pandemic, package delivery to New Yorkers doubled over previous levels. Since the pandemic, these levels have not decreased. The various neighborhoods and boroughs are being overrun with delivery vehicles. Some 120,000 delivery vehicles hit the streets each day to deliver more than 3 million packages and envelopes to the community. That means 90% of the total delivery traffic in the city is via truck. The city is trying to deal with the demand and the congestion it causes. The New York City Council’s website states, “The city’s truck route network is vital to the region’s industries and commercial enterprises and increasingly important to residents who have shifted buying patterns in favor of home delivery. Yet, the routes come at a cost to the neighborhoods they run through.” Councilwoman Aviles said, “Large corporations cannot continue to exploit our land and roadways without addressing resident needs. Communities like the one I represent should not be forced to bear the weight of the ecommerce alone.” For its part, DOT generally agrees. “The current situation is already problematic, a spokesman said. “We want fewer truck miles on our streets.”

Making the world a better place: Helping others comes naturally for TCA driver of the year Rose Rojo

Every truck driver has a unique story of how they got into the industry. For some, it’s a family tradition. Others take their driving experience from the military to the nation’s highways. And some make the conscious decision to enroll in trucking school at some point in what might be considered the “traditional” route. When it comes to the story of Rose Rojo, one five drivers honored by the Truckload Carriers Association as a 2023 Professional Drivers of the Year … well, you might say she took a non-traditional route. Back in 2000, when fewer women entered the trucking profession than even today, Rojo’s ex-husband, a non-English speaker, enrolled in trucking school. Rojo helped him out by sitting in the classroom and working with him to interpret his lessons. Fortunately, she retained what she interpreted. When it came testing time, the instructor told Rojo, “You’ve already taken the class — why not go ahead and get your CDL?” The rest of the story? Rojo has now been in the trucking industry for more than two decades. Rojo and her ex-husband started out in the industry as an owner-operator driving team, primarily hauling grain through the Texas Panhandle. After about six years on the road, Rojo left the trucking industry, going to work for the U.S. Department of Agriculture in Texas. But the lure of the highway eventually called her back, and by 2010, she reentered trucking, driving for C.R. England. During her career, she has worked for about four different carriers including eight years with John Christner Trucking of Sapulpa, Oklahoma, a city of 22,000 not far from Tulsa along Interstate 44. It was at Christner where she was nominated for TCA Driver of the Year after taking home similar honors from the Oklahoma Trucking Association. Recently, she made the move to for R.E. Garrison, an employee-owned carrier based in Alabama. What appeals to Rojo the most about truck driving is travel. And that’s a good thing. “It’s been two and a half months since I was home,” the Amarillo, Texas, resident said. “I’ve driven the I-10 corridor coast-to-coast from Florida to California,” she said, speaking of her years with previous carriers. “Today, I drive a loop from Texas to Louisiana and Oklahoma,” she said. While working in what is still grain country, Rojo no longer hauls grain, instead driving a reefer hauling beef, chicken and similar refrigerated products. While Rojo may be a truck driver — a profession often viewed as being ideal for loners — she is most definitely a people person. “I love helping people,” Rojo said. “It’s my goal to help those less fortunate than myself.” Rojo’s love for helping others manifests itself in several ways. First, she is a mentor for newer drivers, and she loves sharing her experiences and advice with women who are considering entering the industry. In addition, she makes annual mission trips to Honduras, where she provides children school supplies and helps deliver other needed items. Her true passion, however, is helping abused and neglected children. Rojo, who says she was a victim of child abuse herself, can relate to children who struggle to overcome abuse. “I’m super proud of what I’ve overcome,” she said of her life and career. As a mother and grandmother, Rojo says she’s also proud of the stigma she has overcome within the trucking industry. In a business where women are rare — though less rare now than when she started driving in the early 2000s — she has faced adversity. “When I first started driving, whenever we arrived for a drop-off or pick-up, my ex-husband went inside and handled the business side of things,” she recalled. “He protected me from the awkward looks and snide comments. I just drove the truck.” Times have changed. “Today, I believe women make up about 12% of drivers, so it’s not as bad as it was, but we are still fighting to gain acceptance,” Rojo said. “We can do this,” she continued. “From my background, going from foster home to foster home, I was able to become an owner-operator, owning my own business. You can do it. You have to keep that mindset. Nothing is impossible to achieve.” When asked about the hurdles she faces on a day-to-day basis as a truck driver, Rojo replied that a lack of safe truck parking and facilities is a big one. “We have to struggle,” she said. “You have to make sure you get into a truck stop at the right time, or you’re going to miss your mark,” she added, referring to hours-of-service regulations. “To me, it should be up to the driver. When we’re tired, we’ll stop.” While tracking time spent behind the wheel is important, Rojo is concerned that truck drivers are sometimes regulated too much. “With ELDs, once you start the clock you can’t stop it,” she said. “You are generally forced to do this or forced to do that. Let the driver choose, and I think it would be easier on drivers and it would ease the problem of truck parking.” When it comes to describing herself and her goals, Rojo keeps it simple. “I’m just down to earth. I want to help … and make the world a better place,” she said. Whether it’s driving a truck, traveling to Central America, or serving as a mentor to others in the trucking industry, Rojo has achieved a great deal in her career. She says she’s extremely proud to be chosen as a TCA 2023 Professional Driver of the Year. As Rojo says, no matter your background or how you enter your profession, nothing is impossible.

Giving Back: TCA Driver of the Year Rose Rojo believes nothing is impossible

Truck drivers tend to enter the profession for a variety of reasons. For some, it’s a family tradition. Others take their driving experience from the military to the nation’s highways. And some make the conscious decision to enroll in trucking school at some point in what might be considered the “traditional” route. For Rose Rojo, one of the Truckload Carriers Association’s 2023 Drivers of the Year, you might say she took a non-traditional route. Back in 2000, when fewer women entered the trucking profession than even today, Rojo’s ex-husband, a non-English speaker, enrolled in trucking school. Rojo helped him out by sitting in the classroom and working with him to interpret his lessons. Fortunately, she retained what she interpreted. When it came testing time, the instructor told Rojo she had already taken the class. Why not go ahead and get your CDL? The rest is a 20-year career in the trucking industry. Rojo and her ex-husband started out in the industry as an owner-operator driving team, primarily hauling grain through the Texas Panhandle. After about six years on the road, Rose left the trucking industry, going to work for the U.S. Department of Agriculture in Texas. But the lure of the highway eventually called her back, and by 2010, she reentered trucking, driving for C.R. England. Over her career, she has worked for about four different carriers including eight years with John Christner Trucking of Sapulpa, Oklahoma, a city of 22,000 not far from Tulsa along Interstate 44. It was at Christner where she was nominated for TCA Driver of the Year after taking home similar honors from the Oklahoma Trucking Association. Recently, she has gone to work for R.E. Garrison, an employee-owned carrier based in Alabama. What appeals to Rojo the most about truck driving is travel. And that’s a good thing. “It’s been two and a half months since I was home,” the Amarillo, Texas, resident said. “I’ve driven the I-10 corridor coast-to-coast from Florida to California,” she said, speaking of her years with previous carriers. “Today, I drive a loop from Texas to Louisiana and Oklahoma,” she said. While working in what is still grain country, Rojo no longer hauls grain, instead driving a reefer hauling beef, chicken, and similar refrigerated products. While Rojo may be a truck driver, she is a people person. “I love helping people,” Rojo said. “It’s my goal to help those less fortunate than myself.” Rojo’s love for helping others manifests itself in several ways. First, she is a mentor for newer drivers, and she loves sharing her experiences and advice with women who are considering entering the industry. In addition, she makes annual mission trips to Honduras, where she provides children school supplies and helps deliver other needed items. Her true passion, however, is helping abused and neglected children. Rojo, who says she was a victim of child abuse herself, can relate to children who struggle to overcome abuse. “I’m super proud of what I’ve overcome,” she said of her life and career. As a mother and grandmother, Rojo says she’s also proud of the stigma she has overcome within the trucking industry. In a business where women are rare — though less rare now than when she started driving in the early 2000s — she has faced adversity. “When I first started driving, whenever we arrived for a drop-off or pick-up, my ex-husband went inside and handled the business side of things,” she recalled. “He protected me from the awkward looks and snide comments. I just drove the truck.” Times have changed. “Today, I believe women make up about 12% of drivers, so it’s not as bad as it was, but we are still fighting to gain acceptance,” Rojo said. “We can do this,” she continued. “From my background, going from foster home to foster home, I was able to become an owner-operator, owning my own business. You can do it. You have to keep that mindset. Nothing is impossible to achieve.” When asked about the hurdles she faces on a day-to-day basis as a truck driver, Rojo replied that a lack of safe truck parking and facilities is a big one. “We have to struggle,” she said. “You have to make sure you get into a truck stop at the right time, or you’re going to miss your mark,” she added, referring to hours-of-service regulations. “To me, it should be up to the driver. When we’re tired, we’ll stop.” While tracking time spent behind the wheel is important, Rojo is concerned that truck drivers are sometimes regulated too much. “With ELDs, once you start the clock you can’t stop it,” she said. “You are generally forced to do this or forced to do that. Let the driver choose, and I think it would be easier on drivers and it would ease the problem of truck parking.” When it comes to describing herself and her goals, Rojo keeps it simple. “I’m just down to earth. I want to help … and make the world a better place,” she said. Whether it’s driving a truck, traveling to Central America, or serving as a mentor to others in the trucking industry, Rojo has achieved a great deal in her career. She says she’s extremely proud to be chosen as a TCA 2023 Driver of the Year. As Rojo says, no matter your background or how you enter your profession, nothing is impossible. This article originally appeared in the November/December 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Vicious cycles: Many factors impact drivers’ job performance and quality of life

What impacts can lack of sleep and job stressors have on a truck driver’s job performance and overall quality of life? The question seems to have a simple answer: Decrease stress and improve sleep habits, and job performance will naturally improve, as will quality of life and physical and mental health. Unfortunately, it’s not that simple. In fact, a pair of researchers that studied driver stress and sleep disorders have found the issue of driver well-being is far more complex. It includes vicious cycles and Catch-22s that must be broken if motor carriers are to build a culture of satisfaction and health among their drivers. Dr. Ethan Slaughter, a researcher of long-haul truck drivers at Indiana Wesleyan University, has been studying truck driver behavior for five years. “In looking at the industry, there is no bigger problem than driver satisfaction, driver turnover, or as some people call it, ‘driver shortage,’” Slaughter said. “I was really inspired by the complexity of the issue.” In interviewing drivers, Slaughter says he has discovered that the solution to driver shortages is not as simple as carriers providing more incentives. Instead, his research indicates, shortages are related to three primary stressors — pay, home time, and respect. Respect, he says, involves both internal and from others. Slaughter’s findings show that these primary stressors are exacerbated by job-related factors, including poor sleep habits, isolation, and a rise in health problems, both physical and mental. Drivers often turn to addictive behaviors to cope with physical issues, and in turn gain a perceived escape from their primary stressors. Both drug use and relationships with sex workers have been studied extensively when it comes to driver behavior, there are many other factors that call for further research, Slaughter said. He suggests that addiction to technology, overspending, food addictions, excessive use of pornography, and tobacco use are symptoms displayed not only by truck drivers in the U.S., but among drivers worldwide. These destructive behaviors aren’t a matter of culture; rather, they are job related issues. Stressors and health issues can create a vicious cycle. Poor health contributes to chronic fatigue, and chronic fatigue contributes to poor health — and ’round and ’round we go. According to Slaughter, drivers who complain of or are diagnosed with chronic fatigue typically point to three factors — strained relationships, financial stress, and job dissatisfaction. Drivers cope with these factors in various ways; for instance, many report spending money on unnecessary luxuries. However, spending money feeds into one of the most common causes of chronic fatigue — financial stress. These “luxury items,” often cars and boats, can be status symbols, meant to show the drivers can “keep up with the Joneses,” Slaughter says. However, many drivers don’t find the expected enjoyment in their purchases. More money is needed, so drivers work harder and stay out on the road longer, which strains personal relationships and contributes to physical and mental fatigue. All of these stressors, combined with chronic fatigue, generally contribute to another issue — poor sleep habits. According to Slaughter, poor sleep quality plays a major role in driver stress and mental health. Dr. Raina Gupta, a sleep disorder physician and founder of Sleepology Health in Chicago, agrees. In fact, she, says, quality of sleep directly impacts the quality of life among drivers and affects how well they cope with occupational stressors. “Sleep quality is important across all industries,” she noted. “It is important (to prevent) drowsy driving, maintaining road positioning, and maintaining speed.” DOT regulations focus on sleep from the physiological standpoint in efforts to reduce accidents. Those experiencing sleep dysfunction are two to 11 times more likely to be involved in preventable accidents when compared to unaffected drivers, Gupta said. Drivers who suspect they have a sleep dysfunction should ask themselves if they snore, wake up frequently, find themselves choking or gasping for air during the night, require frequent naps, or experience excessive daytime sleepiness. Each of these symptoms can indicate sleep dysfunction. Obstructive sleep apnea (OSA) is perhaps the most common. This condition affects 10% to 30% of adults. OSA is common among drivers, as it typically impacts men and is increased by obesity — a condition that 70% of drivers live with. Simple home sleep tests can assist in diagnosing OSA. Treatment options vary but are effective. Ultimately, OSA can severely impact a person’s quality of sleep, which in turn impacts quality of life. Poor sleep can have a negative impact on alertness, concentration, and decision-making abilities, all of which affect a driver’s performance. Depending on the severity of the OSA, the condition can have a significant impact on other areas of health, both physical and mental. High blood pressure or blood sugar, incidence of stroke, and abnormal heart rhythms leading to coronary events are all conditions that can accompany OSA. When it comes to mental health, OSA can create vicious cycles similar to those discussed earlier in this story. Lack of quality sleep leads to a poor mood, and mood impacts quality of sleep. It’s a cycle that must be broken if mental health is to be addressed. Even sleep conditions beyond OSA — insomnia, hypersomnia, restless leg syndrome, and hormonal changes during sleep — can impact a person’s daytime performance. Drivers who suffer from sleep disturbances can help break the cycle by developing routines. In general, Gupta says, it’s best to avoid food or drink and heavy exercise during the two to three hours before bedtime. In addition, reducing the use of technology (phones, tablets, computers, even TV) during this time helps reduce stress. Instead, listen to light music, read a book, write down thoughts from the day, and do gentle stretching exercises. Carriers can help drivers cope with some of the factors that lead to stress, poor sleep, and fatigue. For example, a company might expand its interest beyond the DOT regulations regarding OSA and focus holistically on individual drivers, working to find ways to operate within regulations. The most important thing carriers can do for their drivers, however, is to provide educational opportunities to help them create workable routines and find ways to alleviate stressors. “Education, allowing drivers to discuss the issue (is a key to addressing sleep quality),” Gupta said “Continuing education programs covering the topic are also helpful. Carriers should encourage drivers to talk with their doctors.” This article originally appeared in the November/December 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Those Who Deliver with RE Garrison Trucking, Inc.

When a carrier has a fleet filled with happy drivers, it’s already halfway to success. When that carrier also has a loyal customer base, the primary ingredients are in place for the business to succeed. And when that carrier concentrates on keeping both customers and drivers satisfied, it makes for smooth, efficient operations — both ends float evenly and feed off the success of the other. R.E. Garrison Trucking, Inc., is one such carrier. Founded back in 1959 by Roy Garrison, the company started out with just a single truck that hauled poultry products and produce. Today, in addition to its home base of Vinemont, Alabama, the carrier also has facilities in Tennessee, Georgia, Florida, Texas, Oklahoma, and Colorado. Last year, its fleet logged nearly 80 million miles serving the Eastern and Southeastern U.S., as well as the Central and Western states. The company’s drivers haul refrigerated products ranging from beef, poultry, and protein to vegetables and other cargo requiring refrigeration. In fact, refrigerated trailers are almost all that R.E. Garrison’s trucks pull, with only 15 flatbed trailers in the fleet. Consisting of about 200 company trucks and another 620 owner- and lease-operators, R.E. Garrison is all about two things — employee satisfaction and customer service. The Truckload Authority team recently had a chance to visit with Shawn Nelson, R.E. Garrison’s director of driver profitability. Nelson’s job title is telling — it affirms that the company connects its success to driver satisfaction. In fact, the company is so dedicated to its drivers that one-third of the firm is employee-owned. Over the years, the company grew from a single truck to a modest fleet of about 80 rigs. Even though it changed hands a couple of times, the company has retained the same core values held by its founder. In 1996, the company brought in owner-operators and lease-operators, and activity grew exponentially. Today, R.E. Garrison has 820 trucks on the road and almost double that number in trailers. While the company purchased some small carriers along the way, most of the expansion has been internally driven. “The growth has been organic,” said Nelson. “We’ve brought drivers in and expanded to meet customers’ needs.” Those drivers, mostly independent contractors, have become the main mast of R.E. Garrison’s business operations, he said. “I think we truly treat independent contractors as partners in our business,” he said. “We’re transparent with them. We give them the tools to be successful, teach them how to use those tools, and use training and mentoring to help everyone that comes in to have a fair shot at being successful at what they’re doing.” While the growth of its fleet shows that R.E. Garrison’s drivers thrive on being a part of the business, similar efforts go into taking care of customers. “We’re good partners with our customers as well as our drivers,” Nelson said. “We have long-term deals with our customers, and we give good service. We give a good rate, and we’re accountable. “The same things we do with our drivers we do with our customers,” he continued. “We’re open, transparent, and accountable to our drivers and independent contractors, and the same holds true with our shippers and receivers.” In addition to the trucking operations, R.E. Garrison also provides factoring, logistics, freight management, and equipment servicing. In every division, communication, service, and accountability are hallmarks of the organization. On top of its dedication to providing excellent customer service and, of course, a profit, the carrier has a goal of being an integral part of the trucking industry. As the company website notes, now is an exciting time to be in the trucking industry. R.E. Garrison prides itself on being proactive rather than reactive to the changing environment of trucking. The company has spent time, energy, and resources to provide a good mix of equipment, facilities, and people to be successful. “Failure,” the website notes, “is not an option.” Nelson echoes the website’s statements of the company working to ensure the greater good of the trucking. “We are proud to be part of this industry,” he said. “Trucking moves all of America.” As part of the trucking community and a member of the Truckload Carriers Association (TCA), Nelson says, R.E. Garrison finds not only support, but also opportunities to bring about change for the better. We’re proud to be part of the TCA and to be able to go to the call on Washington on behalf of this industry,” he said. “I don’t just mean for our drivers or our carrier, but for the entire industry. We’re glad to be a part of making this industry stronger.” Nelson says he has high hopes for the future of trucking, noting, “A rising tide raises all ships. When R.E. Garrison gets better all companies get better and vice-versa.” This article originally appeared in the November/December 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Cowboy crooner Gene Autry’s ride to stardom, Part 2

Last month, I shared the first of a two-part series about one of America’s cowboy heroes — Gene Autry. When we left off, Texas-born Autry was setting off for the Big Apple in hopes of getting his official start in the music business. Unfortunately, Autry found the trip disappointing. He met with the Victor Talking Machine Co. (Victor Records) and was turned down — not because of his singing ability, but because the company already had two similar singers under contract. A Victor executive advised Autry to start singing on the radio, gain some experience and then return for another audition. Autry returned to Oklahoma with that advice and landed a slot on Tulsa radio station KVOO, where he performed as “Oklahoma’s Yodeling Cowboy.” When he signed with Columbia Records and moved to Chicago to appear on “America’s Barn Dance” in 1929, his native Texas grew more distant than ever. Over the course of his career, Autry recorded nearly 650 songs. Of those, he wrote 300, including one of his most widely played tunes, “Back in the Saddle Again.” His popularity boomed across the nation, and Autry’s record sales numbered in the tens of millions. He outsold the likes of Bing Crosby, a star who appealed to every region of America, and he turned out the first-ever gold-certified record. While Autry built a wildly popular career on radio, diversification turned him into the huge star he became. After achieving stardom, he went into the movie business and was wildly successful, starring in “B” Westerns that appealed more to small-town America than big-city markets. Of course, Autry realized that in the 1930s, more people lived in small rural communities than big cities. Autry played along sidekick Smiley Burnett and guest-starred with his horse “Champion” in low budget films debuting at the rate of seven per year. By 1940, he could command more money per film, and his name became a marquee drawing card in cities and rural communities alike. Autry productions grew in budget as much as they did popularity. In the 1940s, when kids caught the cowboy “bug” and Western films offered an entire generation the means of escaping the trials of childhood and schooling, Autry not only appeared on screen but also released 39 hit records. All those songs peaked in the Top 10 on US Country Charts, and nine became No. 1 hits. On screen, Republic Studios promoted Autry as “King of the Singing Cowboys.” His drawing power reached immense proportions and carried an entire generation of stars including fellow Texan Bill Boyd, born just a county east of Autry in Ladonia, Texas. Autry soon called the shots in what rapidly rose into a lucrative career. After his contract with Republic Studios ended, Autry moved to Columbia Pictures. At Columbia, he mesmerized audiences nationwide with his ballads, surrounded by Western plots, on the movie screen. The change also took him back across the country, again bypassing his native Texas to land in California. The “Monogram Ranch,” purchased in the early 1950s, became the filming site of many of Autry’s and other Western stars films and television shows, including “Gunsmoke.” By the end of the 1950s, Autry was one of wealthiest Hollywood stars and claimed a spot among the richest men in America. He later built the Museum of Western Heritage in Los Angeles, a display of countless Western artifacts accumulated over a lifetime. In 1961, he purchased his own major league baseball franchise, the California Angels. He owned the team he until his death in 1998. Autry also got into the rodeo business. He purchased a ranch adjacent to Berwyn, Oklahoma, owned stock supplying rodeo promoters throughout the West. He also starred in his own line of comic books and earned royalties from toys ranging from pistols to guitars. He even owned a Los Angeles television station. While he may not have made his riches in Texas, he certainly earned them in the true Texas way — diversity coupled with ingenuity and a recognition of good investments over bad. Looking back to 1936, when Autry was only a few years into his career, the city council of Tioga took up a proposal to rename itself “Autry Springs.” Although newspapers reported Gene Autry played no role in the campaign, they also documented a plan to turn Tioga into a resort community, much like Mineral Wells west of Fort Worth. Tioga claimed mineral waters of its own, and it seems Autry, or at least his supporters, had eyes on using his fame to turn the town into both a tourist attraction and a money-making machine. On Jan. 6, 1937, Tioga held a community-wide vote on the issue, and Tioga’s 600 or so citizens overwhelmingly declined the change by a margin of 2:1. A number of reasons for the ballot issue’s failure were reported, most notably that the older citizens of the community voted against the proposal. Another story, unconfirmed, claims one of Tioga’s prominent citizens — a doctor, who attended Autry’s birth — spoke loudly against the name change, claiming Autry’s parents never paid their bill. Regardless, Autry Springs was left without a home, and the tourist attraction never came to fruition. Still, when Autry’s true birthplace passed on its claim to the singing cowboy, an Oklahoma town stepped in. Although Berwyn, Oklahoma, couldn’t market itself as the home of Gene Autry, the community could claim that it served as the springboard for launching Autry’s career. After all, had the young singer not spent his shift in the local telegraph office, singing and playing his guitar, he might have never met Will Rogers or taken a shot at the recording business. And when Autry purchased land for his ranch adjacent to the community, Berwyn saw an opportunity to capitalize on its neighbor’s name. In 1941, bolstered by the efforts of a local deputy sheriff, citizens of Berwyn claimed Gene Autry as their own, not out of genuine right but from association. On Nov. 16, just three weeks before the Japanese bombed Pearl Harbor, Gene Autry, Oklahoma, was born. A crowd of 35,000 turned out for the ceremony, which concluded with Autry performing his nationwide radio show, “Melody Ranch,” on CBS live from a flat car on the railroad tracks. And so, that is the story of the man who should be remembered among Texas’ most popular native sons — the only entertainer to have amassed five stars on Hollywood’s Walk of Fame. While Oklahoma may have stepped in and taken Autry’s Texas valor, he will forever remain a Texan by birth.

Cowboy crooner Gene Autry’s ride to stardom, Part 1

Those who know me sometimes say I have a one-track mind when it comes to music. That is a fallacy. After all, I listen to both country AND western. So, for a bit of a twist, I thought I’d concentrate a couple of columns on the less appreciated (at least by today’s standards) of the two — western. With that, here’s the story of how tiny Tioga, Texas, lost its claim as the home of recording and silver screen star Gene Autry. Not only did Tioga lose its star, but so did Autry’s home state. Silent film actors like Tom Mix, a native of Pennsylvania, are credited with starring in the earliest Western films. While cowboy antics of the Old West as fictionalized on motion picture screens remained only a generation in the past, Mix and others, like Broncho Billy Anderson and William S. Hart, began filming early westerns around the turn of the 20th century. Perhaps the most noted film of the era was “The Great Train Robbery” — which is actually not based in the West, as some would expect, but instead in Paterson, New Jersey. A number of western movie stars of both the silent and modern era played cowboy roles set in the rough and tumble towns of Texas, the badlands of New Mexico and the deserts of Arizona. These actors came from across the country and called states like New York, New Jersey, Ohio, Michigan and California their homes. The early western stars used the concept of “Texas” as a stage for their on-film personas. Too often, the actors never actually set foot in the Lone Star State. After all, California offered its share of terrain that resembled parts of Texas, and it cost producers far less to film near the motion picture hub of Los Angeles than traveling nearly halfway across the country. In many ways, it could be said that Hollywood stole Texas’ identity and passed the masquerade off as “authentic” to the generations of western movie fans who followed. But if you’re from Texas, misleading moviegoers was not nearly as criminal as the true story of a Texan who was considered among the most popular of all 20th century entertainers. Orvon Grover “Gene” Autry was born Sept. 29, 1907, near the small town of Tioga in north central Texas. At the time of Autry’s birth, Tioga claimed less than 800 citizens, a number that declined to 600 by the time Autry began his show business career two decades later. Tioga was cattle country — and true to his on-screen persona, Autry was every bit a cowboy, growing up on his parents’ ranch. One newspaper declared that Autry was “riding a horse before he could walk.” He eventually worked on the ranch and entered his first rodeo at the age of 12. But even more than cattle, Gene Autry loved music. Although the stories documenting Autry’s earliest days in music vary, most agree he began singing at a very young age. When he was 10, Autry decided he didn’t like the way his voice sounded without instruments in the background. He saved up $5 to buy a mail-order guitar and taught himself to play chords. Soon he was playing and singing at nightspots along the Red River. While the reported date of the event varies, at some point during this period Autry and his family moved 60 miles north of Tioga to Ravia, Oklahoma. In fact, many accounts of Gene Autry’s life note Ravia as his boyhood home. But Texas doesn’t like to turn loose of its heroes. Perhaps it’s a coincidence that Tioga, Texas, took its name from a New York Indian tribe. After all, as so many supposedly Texas-based movies were filmed on out-of-state sets, it could be considered poetic justice that Autry lived in a town named after northerners. Then again, Autry was no Yankee. He was Texas-born and played the role of a Texan in most of the 93 films in which he starred from the 1930s to the 1950s. If only it could be so easy for Texas to lay claim to Hollywood’s first and most successful singing cowboy. Some historians have credited Autry as the second most influential star in the development of country music, arriving on the scene just a few years after Jimmie Rodgers. Biographer Don Cusic noted Autry as using the appeal of western movies along with his distinction as a singing cowboy, to introduce much of America to country music, a genre rooted in the South. And there is little doubt Autry’s singing gave a sub-genre of country music — western — its first widespread popularity outside states like Texas and Oklahoma. Moviegoers perceived Autry for what he was — a singing cowboy from Texas (although it was a brand of Texas twisted to Hollywood’s marketing preferences). Autry never lived in the cactus-thriving region of West Texas and Big Bend Country, the fictional set of many of his movies. And he certainly was not native to California, where he shot his 1950s television show, “The Gene Autry Show,” on a ranch he purchased. Despite the entertainment business’ ability to parlay the Texas mystique into untold millions of dollars, in reality, Autry only occasionally performed live shows in his home state. The rest, as they said, was “Hollywood.” It was also reality — Autry didn’t begin riding the trail to stardom until he drifted across the Red River to Oklahoma. Ravia was only a short distance north of Tioga, but it might as well have been a world away. After all, Texans stake claim to anything happening inside Texas boundaries. In North Texas, the determining factor depends on which side of the Red River the event occurs. And the privilege of claiming to be Texan follows along the imaginary lines dividing Texas from its four bordering states and Mexico. The width of a cowboy boot is the difference between being a Texan or just another cowpoke. Autry attended school in Ravia, Oklahoma, and eventually took a job as a telegraph operator with the Frisco Railroad. Working the late-night shift, he passed his time singing and strumming his guitar in the Berwyn telegraph station, a short distance from his adopted home. Eventually, he went to work for another telegraph company in Chelsea, a town in northeast Oklahoma. Here, company policy prohibited Autry from playing music on the job, and he soon found himself unemployed. But before his dismissal, his singing caught the ear of Oklahoma’s famed humorist Will Rogers, who suggested the young singer take his music to a larger stage. Autry didn’t find that larger stage in Dallas or San Antonio; rather, he traveled to the Victor Talking Machine Company in New York City to get his official start in the music business. That’s where we’ll pick up next month for the continuation of Autry’s story. Until next time, have a listen to the western side of the country music business. In some cases, it’ll conjure up old memories, and in others it may just spur a love for a whole new brand of listening pleasure.

Freight industry will always have need of qualified drivers, says Roadmaster’s Brad Ball

The truck and transportation sector lost 36,700 employees in August. But that doesn’t mean motor carriers closed or that truck drivers experienced mass layoffs. Instead, many of those jobs were lost as drivers either retired or left trucking for another industry. Brad Ball, president of Roadmasters Drivers School, offered The Trucker some insight into the truck driver shortage and what is being done about it. “The driver shortage is caused by a number of things,” he said. “Right now, it’s muted because of the economy. The ATA estimates a shortage of 64,000 drivers this year, and that’s down from 78,000 last year.” Ball says he anticipates the shortage will grow over the next 10 years as the economy improves. “The average age of a trucker right now is about 55 years old. They’ll be retiring, and with the economy on the rebound, there’ll be jobs for drivers,” Ball said. “There are already jobs out there for all our graduates. Our students are pre-hired and have a job ad company ready to go to work for.” Founded three decades ago, Roadmasters now has 24 training locations around the country and graduates about 7,000 drivers a year. For Roadmasters, pre-hiring is a prerequisite for entering the school. All graduating students have been through physical exams and drug testing and are ready to hit the road with their new carriers, according to Ball. “It doesn’t benefit anyone to put drivers through school then find out they can’t get a job,” he said. “As far as our driving school is concerned, we are recruiting the unemployed and underemployed,” he continued. Prospective students don’t have to have any prior training in the trucking industry to start. “We aren’t looking for college degrees,” Ball said. “If you were to walk onto one of our campuses, you’d find the average age of a student somewhere in their 30s.” Driver training can open the door to a whole new career for many students. “Lots look to driving as a first step into the transportation industry,” Ball said, adding that driving is a very diverse occupation and that Roadmasters now enrolls about 20% female students. “It’s a great industry for people from all walks of life,” he said. “The industry has worked hard to make trucking safer. Younger people can stay in touch with family through social media. There are more truck features, both for comfort and safety.” In addition, truck drivers can often find jobs that allow them to be home as much (or as little) as they like. “Home time is of great appeal to our younger drivers,” Ball said. “Many of our graduates start off driving over the road for about six months then find their way into local, regional, or dedicated jobs that provide more home time.” While federal law prohibits drivers under the age of 21 to transport cargo across state lines, the U.S. Department of Transportation has been working to implement an apprenticeship program that could allow qualified 18- to 20-year-old drivers to participate in interstate transport. Ball says Roadmasters is closely watching the initiative and its results, noting that these younger drivers can already drive long distances — from Key West, Florida, all the way to Tallahassee, Florida, for example — but can’t cross state lines on runs that are much shorter in length. “The planned pilot program hasn’t taken hold yet,” he said. “Initially, it had requirements that made it difficult for carriers to comply.” Overall, Ball says, the trucking industry is one industry that is going to be seeking workers, particularly drivers, over the next decade. “It’s a great industry,” Ball said. “The pay is good, benefits are good, and there is job security. It’s not an easy job but it’s a good one.” Ball says the economy is key to the future of the occupation. “The driver shortage will grow,” he said. “Pay will increase, and more people will be attracted to the industry.” To those worried about the impact of automation, such as “self-driving” trucks on the nation’s need for truck drivers, Ball says it’s not a concern. Even the most sophisticated automated systems for heavy-duty trucks require a human operator. “We don’t see driverless vehicles,” he said. “Driver-assisted perhaps. But a new driver coming out of school today will always have a job in the trucking industry.”

Higher and Higher: Fuel prices top contributor to surge in operations costs

Inflation is hitting all sectors of the economy, and the latest statistics from the American Transportation Research Institute (ATRI) indicate the trucking industry has not escaped increasing prices. In its 2023 Update to ATRI’s Analysis of the Operational Costs of Trucking, the verdict is clear: Operating a truck is getting more expensive. For the first time since ATRI began tracking operational costs, trucking crossed the $2 per mile mark in 2022, settling at $2.251 per mile — a 21.3% increase over 2021. Hourly operations expenses also broke a record in 2022. According to the report, the report showed the cost of operating a truck in 2022 was $90.78 per hour — a 21.6% increase over 2021. The increases in both measurements stem from several double-digit increases in cost components. “Our carriers are definitely aware of and feeling the pain of increased and rising operating costs” said Amanda Pearson of the Truckload Carriers Association (TCA). Pearson serves as facilitator for the TCA Profitability Program (TPP). In 2022, fuel costs had the greatest impact on overall operations, rising a whopping 53.7% over 2021. But the increase was joined by growth in truck/trailer lease and purchase payments (18.6%), driver wages (15.5%), repair and maintenance (12%), tires (9.8%), truck insurance premiums (2.3%), and driver benefits (0.5%). Only permits and licenses (-6.3%) and tolls (-12.5%) decreased in cost compared to the previous year. In terms of fuel, Russia’s invasion of Ukraine in February 2022 had a major impact on diesel costs. While the price of fuel began to slide during the second half of the year, it did not reach pre-invasion prices before the year’s end. Fuel prices topped $5.50 per gallon in July 2022 and hovered at nearly $4 per gallon as of the ATRI report’s ending date of May 2023. “Carriers are working hard with OEMs to maximize fuel savings,” Pearson said. “Reduced speed, limiting idle time, trip planning, and adaptive cruise control are being employed to recognize the most savings. Companies have rolled out mpg expectations and bonus programs to support improvement.” Shepard Dunn, program manager for TPP Benchmarking, echoed Pearson’s thoughts, noting additional steps carriers are taking to decrease costs across the board. “Carriers are revisiting all supplier pricing,” Dunn said. “Some are resizing fleets and changing networks for better efficiencies.” Carriers are also educating employees on “cost awareness,” maintaining that employee productivity impacts operating costs. From a technological standpoint, Dunn said, automating as many processes as possible is a proven cost savings tool. “Carriers are having to question every cost they have and decide whether or not (the costs) are justified,” he said. From the perspective of equipment costs, the ATRI report notes that, “Carriers that acquired trucks in the first half of 2022, during a period of limited supply, paid a premium.” In the early months of 2022, used Class 8 truck prices were 79.9% higher than the same period in 2021. “Every carrier has been faced with substantial increases in equipment costs,” Pearson said. “Not only did they battle to receive units, [carriers] struggled to forecast and plan for price increases.” While companies and manufacturers work together to catch up to market demand, Pearson noted that many industry organizations, including TCA, support the repeal of the federal excise tax (FET). This tax, which went into effect in 1917, levies additional taxes on truck sales. “We believe this tax hinders fleet investment and delays the purchase of safer and more fuel-efficient trucks,” she said. The availability of new equipment in the latter half of 2022 tempered the increase in repair and maintenance costs. Even so, the cost of maintaining equipment increased substantially over 2021. The costs associated with repair and maintenance were .196 cents per mile in 2022, bolstered by parts and labor expenses increasing 13% over 2021 costs. Carriers with larger fleets saw per-mile savings in repair and maintenance costs, likely due to purchasing new equipment. Still, parts shortages and increased labor maintained per-mile costs at relatively high levels in spite of savings experienced by larger carriers. Tire prices, closely connected to global oil costs, also rose in 2022. Overall, carriers of all sizes saw tire prices of .045 cents per mile. The price of liability insurance remained relatively steady in 2022. Insurance costs were up only 0.2 cents per mile, averaging 8.8 cents per mile for carriers. This represented a 0.1% increase over the three-year average. The stability in insurance costs is largely attributable to fewer miles driven during the pandemic. Even with more miles driven in 2022 — and a corresponding increase in accidents and repairs — the COVID-19 pandemic period profits seen by insurance companies allowed them to pass the savings on to the trucking industry. The insurance savings did not carry over to small carriers, however, as small, specialized fleets saw premium increases of 1 to five 5 cents per mile. A review of increasing operational costs and declining freight rates emphasizes the importance of operational efficiencies to carriers of all sizes. Empty mileage, dwell time, and mpg are all critical in computing cost efficiencies, and 2022 saw trends offering a mixed bag for carriers of all sizes. Non-tanker “deadhead” mileage was up to 15.4% in 2022, an increase of 0.7% over the previous year. Dwell time for the industry was measured at 1 hour and 46 minutes per stop, a nine-minute decrease over 2022. Still, dwell time is listed in the Top 5 issues facing the industry in multiple surveys of trucking professionals. Fuel economy was up slightly over 2022, with trucks averaging 6.68 mpg. Speed governor usage is credited as being largely responsible for mileage improvement. “Carriers are looking at every aspect of their operations to ensure costs are in line,” Pearson said. “Companies are diligently investing in technology and processes to increase efficiency, ensuring their teams are right sized to provide valuable service to drivers and customers, and aligning their networks.” This article originally appeared in the September/October 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Help Wanted: Demand for diesel techs remains high even as engines evolve

As motor carriers continue to seek and retain qualified drivers, there is another personnel shortage impacting their ability to keep trucks on the road — diesel mechanics. High school programs across the country are geared toward preparing students for four-year colleges and universities. But as college costs soar and student debt has become a political issue, more students are looking at training for trades, particularly the ones touted as “recession-proof.” The role of diesel technician and mechanic is one of those trades. Even so, the number of new diesel technicians has failed to keep pace with industry needs. “College is not for everyone,” said Lucas Subler, president of Ohio-based Classic Carriers. “I believe that narrative is starting to gain some traction in many areas of the country.” Subler notes that the cost of college has deterred many high school students from looking at traditional higher education. The trades, including diesel mechanics, are an attractive alternative. “The lure of getting kids into trades early on in life and making a great living is starting to resonate,” he said. Of course, preparation for a trade, like preparation for college, is something that begins in high school. Subler lauds schools that are presenting trades programs through creative partnerships. “Our high school runs an apprenticeship through its Future Farmers of America (FFA) program,” Subler said. “The FFA finds the kids that are interested in a wide variety of trades and places them with businesses in our area looking for labor.” This “Capstone” program allows high school students to attend school part time and work part time in their chosen trade. The number of hours a student is allowed to leave school to work is determined by the student’s grade point average; this information is provided to the student’s work supervisor. Love’s Travel Stops has presented another alternative to those wishing to become diesel technicians. Love’s recently celebrated the 300th graduate of its in-house training program, Love’s Truck Care Academy, a partnership with Speedco. The program, launched in April 2022, combines classroom instruction with hands-on experience in seven heavy-duty truck systems. Love’s program is the only accelerated diesel technician training program of its kind for beginners. Keven Avalos, a graduate of the Love’s program, described what lured him to the diesel trade. “My plan right after high school was going to a technical institute — a trade school for all types of mechanical classes,” Avalos said. Unfortunately, the cost of trade school, much less college, was beyond what his family’s income could handle. Avalos’ sister, a Love’s employee, suggested he check into the program. “(The Love’s program) helped me so much,” Avalos said. “When I went to the academy, I was leaving my family for the first time, and I was really motivated to catch on quickly. Knowing that going to school six days a week would make for a short process, I had to get on my horse and go, go, go. I learned so much.” Avalos admits he has a long way to go but says the program has taught him to be a better mechanic. Along with diesel mechanics, the need for technicians to maintain battery-powered vehicles is increasing as the electric vehicle (EV) segment of the trucking industry slowly grows. Community college programs, including several in California’s San Bernardino County, have pioneered programs to introduce would-be diesel mechanics to a whole new aspect of the trucking business. San Bernardino Valley College launched its EV technician training program, funded by Volvo LIGHTS through California Climate Investments in 2020. The COVID-19 pandemic truncated the original course schedule, but when the program reopened its doors, more students joined, bringing the program’s total enrollment to 26. The program can lead to a certificate or an associate degree for students who want to pursue college. Kenny Melanchon, faculty chair of the college’s heavy- and medium-duty trucks technology program, notes that EVs’ share of the heavy-duty vehicle market is growing. “They’re saying by 2026, all diesel buses will be gone,” he said. “They’re almost all gone now.” The alternatives will be engines powered by compressed natural gas or electricity, and trained technicians will be needed to maintain both. For the time being, however, most long-haul trucks are powered by diesel engines. No downturn is expected in the near future, and the need for diesel technicians will continue to grow. With numerous initiatives launched to bring new truck drivers into the industry, it’s only natural that the ratio of technicians to drivers will have to keep pace. That means new jobs and new opportunities in various areas of the trucking industry. Subler firmly believes the need for additional diesel technicians will continue, and as technology evolves, so will the role. “The diesel tech trade has evolved immensely over the past 30 years, and I believe it will continue to do so,” he said. “Thirty years ago, a good tech would listen to an engine and diagnose what they thought was making the noise. Today, they plug (the truck) into their laptop for a diagnosis.” This means education and training will become more important to the mechanic profession. “Our next generation of techs must be as good — or better — with a computer as they are with a 9/16th wrench,” Subler said. “I believe this shift to a more technological role has helped gain interest in our industry as it is not the ‘dirty old mechanic’ trade anymore.” This article originally appeared in the September/October 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Leon Everette rode ‘Hurricane’ to fame

Leon Everette may have grown up in Queens, New York, but his South Carolina roots were pure country. During his childhood, Everette didn’t aspire to be a musician. He said the radio was always on, but it was just background noise for an otherwise urban upbringing. In fact, it wasn’t until Everette joined the U.S. Navy and was assigned to an aircraft carrier in the South Pacific that he developed an interest in music. His fellow seamen had a variety of instruments with which to while away the hours. During a stopover in the Philippines, Everette purchased a guitar and smuggled it aboard. Before long, he was eyeballing other naval musicians and learning their techniques and picking up the notes by ear. By the time his stint in the Navy was up, Everette had won a singing contest. He returned to South Carolina with a country music career on his mind. Unfortunately, it had to wait while Everette made a living, working for a power and gas company. But Everette had learned to thrive on applause, and the power industry didn’t offer the residuals he yearned for. Against the wishes of his wife and family, Everette decided to pursue a career in the music business. After a fallout with his boss at the power company, he abruptly quit, bought a new guitar, formed a band and started playing clubs in South Carolina and Georgia. The band was popular, but Everette was the only member who yearned to pursue a career in music. Even winning a contest that included a recording contract with a small label didn’t convince his fellow bandmates, and Everette soon set out on his own. He went to Nashville, where that recording deal offered him very little leverage — but he did manage to crack a door into the industry. He continued to travel solo to Nashville, hoping he’d grab someone’s ear and get a real shot on 16th Avenue. That chance finally came. In 1976, Everette was working in the mail room of True Records, when the company heard that a rival, Doral Records, had released Everette’s first single, “Running State of Mind.” True Records took notice and decided to give Everette a shot. It just so happened that Everette’s first recording session was about the time of Elvis’ death. He recorded a tribute song to the King of Rock ‘n Roll, and it met with immediate success — but only become it was the first out of the gate. As other artists released their own tributes, the popularity of Everette’s song plummeted. Still, Everette’s producers were intrigued with what they heard, and pressured him to record pop music. Everette refused. As far as he was concerned, it was country or nothing. He was so bullheaded about it that when the label threatened to drop him unless he met its terms, he gladly walked away. Not long after the breakup with True Records, Everette performed what he viewed as a farewell show in Iowa. He’d taken a shot at music and didn’t see eye to eye with the industry about his talents, so he decided a 9-5 job back in South Carolina would be his next move. But first, he had to fulfill a contract and perform in the Midwest. There, he met a supportive Florida businessman who knew little about music but offered to bankroll Everette’s career. Everette’s plans to return to the daily grind of an ordinary worker dissipated. Soon, the pair formed Orlando Records. In 1978, Everette returned to Nashville and began to make contacts with songwriters. A chance meeting with Bill Rice of the Foster-Rice songwriting duo paid off. They wrote several chart singles including “We Let Love Fade Away” and “Never Ending Crowded Circle,” but Orlando Records was too small of a production company to make much headway on the radio. Eventually, “Don’t Feel Like the Lone Ranger,” broke into the Top 30, and Orlando Records began to gain traction. Everette’s career desperately needed the boost of a major label, but the hardheaded performer wanted total control of his songs and production. RCA expressed interest, but the large company wasn’t about to give control to an unproven singer. However, when “Over You” hit the Top 10, the company reconsidered. In 1980, Leon Everette signed with RCA and received the creative license he craved. “Giving Up Easy” and “I Keep Going Crazy,” Everette’s first two RCA releases, shot up the charts, both reaching the Top 10. This led to the release of his first RCA album, “I Keep Going Crazy,” a mix of country/rock and ballads. The album even included a version of Willie Nelson’s “It’s Not Supposed to be that Way.” All the while, his stage show grew in popularity because of its high energy and hard-cranking music. Some described Everette as a hurricane on stage. It just so happened that a song of the same name became Everette’s top hit. “Hurricane” is the story of Everette’s meeting with an old man while a hurricane churns “30 miles out in the Gulf Stream” off the Louisiana coast. As the bridge “looks lower” and the “shrimp boats hurry home,” Everette meets a man in the French Quarter of New Orleans who has little fear of what the hurricane might bring to the city. His attitude toward the storm is that “nobody taught ’er that it takes a lot of water to wash away New Orleans.” “Hurricane” became immensely popular along the Gulf Coast and, coupled with its national airplay, the song reached No. 1 on the country charts. Leon Everette’s career was off to the races. He followed with three consecutive Top 10 hits — “Midnight Rodeo,” “Just Give Me What You Think is Fair” and “Soul Searching.” Everette was a true force among male country performers throughout the mid-80s, although he began to fall from the charts after reaching No. 6 with “I Could’a Had You” in 1984. After his career waned, Everette accepted Jesus Christ as his savior and made the switch to gospel music. He remains active in the genre today. Until next time, don’t let a late start or a negative attitude among your peers keep you down. Like Leon Everette, you may be a “Hurricane” lying in wait.