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Kris Rutherford

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About Kris Rutherford
Since retiring from a career as an outdoor recreation professional from the State of Arkansas, Kris Rutherford has worked as a freelance writer and, with his wife, owns and publishes a small Northeast Texas newspaper, The Roxton Progress. Kris has worked as a ghostwriter and editor and has authored seven books of his own. He became interested in the trucking industry as a child in the 1970s when his family traveled the interstates twice a year between their home in Maine and their native Texas. He has been a classic country music enthusiast since the age of nine when he developed a special interest in trucking songs.

Posts by Kris Rutherford

Walmart Associate-to-Driver grad Ashley Milacek embraces new role on the road

By Kris Rutherford -

“Most graduations have something in common: They inspire hope for new opportunity,” said Chris Nicholas, executive vice president and COO of Walmart USA. New career opportunities are exactly what Walmart’s Associate-to-Driver training program provide. Until recently, the retail giant’s private driving school was open only to members of the company’s supply chain and transportation departments. Inspired by the overall success of Walmart’s driver training program, along with a need for more drivers, company officials have opened the training to any associate employed by Walmart or Sam’s Club who lives within 250 miles of one of seven Walmart Transportation Offices across the U.S. As of this writing, nearly 200 employees have successfully completed the Associate-to-Driver program, according to Nicholas. Many of these new drivers have moved from hourly roles into driving positions that offer far greater wages. “Now as proud holders of a Class A CDLs, they’re on their way to making as much as $110,000 in their first year as Walmart drivers,” he said. Ashley Milacek is among the newest of Wal Mart’s 13,500 truck drivers. A working alumnus of two Walmart stores in the Gainesville, Texas, area, Milacek has already experienced the endgame of Walmart’s private trucking fleet — consumers buying products truck drivers deliver to the retail outlets. Since joining the Walmart team in 2014, Milacek has worked in five different roles, from overnight stocking to the front, and eventually as general manager of a Walmart store. Now, however, she is experiencing an entirely new side of Walmart’s supply chain as a regional truck driver. “I heard about the Associate-To-Driver program,” she said. “I wanted to try something completely different and decided to give it a try.” Milacek is among 72 recent graduates of the Associate-to-Driver program. “I came into this job having never stepped behind the wheel of a truck before. I didn’t know what to expect, but I came in hungry and ready to learn,” she said. “Walmart’s team of facilitators and certified driver trainers fed me all the information I needed, and even tailored the training to my individual learning style. It helped me to be the best driver I could be during my three months of training.” Milacek also rose to the challenges of being a woman in a career field traditionally dominated by men. “I didn’t realize what kind of impact being a female driver would have until I started driving for Walmart,” she said. “Making this career jump has made me want to represent other females who aspire to do this job.” Milacek admits she entered the program with some worries about her safety on the road, and says she believes other women also have this concern. However, she says, Walmart’s training program, along with the company’s equipment and fleet policies, set her mind at rest. “Walmart really engages us and has many safety measures in place, like top-of-the-line equipment and access to any well-lit Walmart parking lot when breaks are needed,” she said. “They also prioritize our safety and urge us to avoid driving in unsafe road conditions during storms. Systems like NTransit give drivers better directions to execute their trips successfully and safely. Measures like this make all drivers — not just women — feel more comfortable on the road.” While working as a truck driver offers its challenges, Milacek says the transition from store to the highway has been smooth, at least for her. “The schedule has been easier than I thought it would be to adjust to,” she said. “I thought early mornings on the road would be tough, but it can be amazing. I get to see the sun rise, and I really enjoy being out on the open road.” Walmart’s fleet combined fleet drives more than 900 million miles each year. That’s a lot of sunrises to be seen. As for her future as a driver and in her career with Walmart, Milacek said she looks forward to continuing to service customers for years to come. “This career has already been incredibly rewarding,” she said. “It’s really a phenomenal feeling.” And the rewards keep building. “The first time I ever sat in the driver’s seat, wearing my Walmart driver uniform, I was able to feel how big the responsibility of this job truly was,” she said. “Having the honor to deliver items at an incredible value to communities across the country is what I will continue to look forward to for years to come.” Milacek has a simple word of advice for anyone, particularly women, considering a career as a truck driver. “Do it. You won’t regret it,” she said. “Don’t be afraid to take the jump if it’s something you’ve been thinking about. It is making a huge difference for me and my family.”

Need timely payment for loads? Consider using a factor, says Samer Hamade of RoadEx

By Kris Rutherford -

Drivers may love the peace and solitude of the road, and they may love seeing America. But let’s face it, when the rubber really hits the road, truck drivers do their work for the same reason as everyone else — to get paid. And getting paid quickly and accurately is a bonus all owner-operators and small freight businesses would like to have. Enter the concept of factoring. “Factoring helps truckers receive payments faster and handle the invoice payment, processing and collection for drivers,” said Samer Hamade, vice president of operations for RoadEx. Under a factoring arrangement, the driver trades a small percentage of the invoice to the factoring company for its services. Factoring companies offer multiple services to encourage drivers to sign on, ranging from credit checks on potential customers to low fees. It’s important that owner-operators understand the terms of their factoring contract and how a factoring partner will benefit their operation. Times are rapidly changing, and changing technologies are impacting the way factoring companies operate. “Technology has played a major role in factoring and has become more sophisticated over time,” Hamade said. RoadEx is among the first in the industry to offer factoring clients a bank account and card that allow drivers to receive their funds quickly, with no minimums or fees associated. According to a company statement, RoadEx RapidPay can help drivers secure money for their loads when they need it the most, even during the holidays and on weekends. “There aren’t many companies who provide speedy funding for invoices, but as an early adopter of this kind of service in the industry, we’ve listened and recognized that getting paid in a timely fashion continues to be a challenge for truckers,” Hamade said. “Our goal with RoadEx RapidPay is to bring convenience to companies so they can have quicker access to their money.” Once a delivery is complete, RoadEx RapidPay users upload the invoice to their rep; as soon as the invoice is approved, the money is deposited into the driver’s account in 10 minutes or less and can be easily accessed through the client’s bank card. “Cash flow is an essential element owner-operators consider when trying to determine if factoring is the right financing option for them,” Hamade said, noting that whether it’s a driver’s first year or 10th year on the road, it’s important to receive payment quickly instead of waiting 30 to 40 days.” Smartphone technology has helped factoring grow in popularity. “Drivers find it easier to use their phones to access their information instead of going through longer processes like submitting an invoice … during a truck stop,” Hamade said, adding that more drivers are using factoring companies to manage their accounting functions, from invoicing to collections. “Thanks to factoring, truckers have more time and ease to focus their attention on other areas of the business,” Hamade said. “At RoadEx, our ‘for truckers by truckers’ mantra guides how we support our customers and we’re always looking for ways to scale our services to further meet the needs of drivers, Hamade said. “As our industry navigates through a challenging trucking recession, rates are lower than ever and payments are higher, which makes it hard for drivers to have positive cash flow. RoadEx RapidPay will directly address this pain point for owner-operators who need to pay their drivers or pay for emergency repairs.” He describes RoadEx RapidPay as a “one-stop shop” for owner operators. “Factoring funds can go toward a client’s insurance, or fuel without dealing with multiple vendors. Trust and transparency are key components to a great owner-operator and factoring partner relationship,” Hamade said. “At RoadEx, we have dedicated and knowledgeable account representatives, who work to help truckers get reasonable rates and top-notch customer service.” When looking for a factoring company, owner-operators should do their research and be familiar with the services provided, as well as the company’s reputation. “Whether it’s hidden fees or the amount of time it takes to receive funds, it’s important for owner-operators to do their research on a factoring company by checking reviews and making calls,” Hamade said. “Doing the research prior to a contract commitment will help trucking companies find the right factoring partner to support their business.”

Diesel technicians play vital role in the trucking industry

By Kris Rutherford -

While drivers are often the most visible faces of the trucking industry, there is another group that is equally important to the supply chain. Skilled diesel technicians are required to keep those big rigs rolling — and to solve any issues when they arise. Just as there are training facilities to put prospective drivers behind the wheel, there are a variety of options for aspiring diesel technicians. Perhaps the most common method of training for a mechanic is to check into programs at a local community or technical college. Likewise, high school trade programs can pair interested students with businesses that use mechanics and technicians; the two entities often work together to provide apprenticeship programs. But, then again, high school students and recent graduates don’t always know what direction they want to take in life. Love’s Travel Stops has developed a unique option for those seeking a fast-track entry to the profession or who are looking for a career change. The Love’s Truck Care Academy, a cooperative effort with Speedco, opened its doors to students in April 2022. Gary Price, executive vice president of Love’s, says the program, which is the only one of its kind, has been nothing short of successful. In fact, the Academy recently celebrated its 300th graduate. Students in the program receive both classroom instruction and hands-on experience in seven heavy-duty truck systems. Those completing the program enter the workforce armed with a tool set valued at $3,500. Currently there are two training centers, one in Amarillo, Texas, and one in El Reno, Oklahoma. Love’s plans to open two more facilities in Arizona and Indiana. The plan is to double the diesel technician program’s number of graduates in the next year, Price said. “We have the largest over-the-road workforce of diesel technicians and mechanics, and we want to help them realize their career goals,” Price said. “This truly is the application of the American Dream.” Keven Avalos, a recent graduate of Love’s Truck Care Academy, now works in Tolleson, Arizona. He says the Love’s training academy was the only viable route for him to enter the profession once he realized what he wanted to do. “In school, I was always getting in trouble because I had to be working on something with my hands,” Avalos said. “I also knew what it was like not having transportation because of mechanical issues.” Avalos’ uncle worked on cars, and Avalos liked the idea of helping people solve those mechanical issues. In addition, he said, he was drawn to the profession because he knew there were a lot of truck drivers on the road in need of mechanical services — and he knew that some providers were overcharging for their services. “My plan right after high school was to go to a technical institute,” Avalos said. “It’s a trade school for all type of mechanical classes.” The problem for Avalos was that even though trade schools are far cheaper than traditional colleges and universities, his family couldn’t afford to send him. It just so happened, however, that Avalos’ sister, who is a Love’s employee, told him about the program. “You should look into working with Love’s,” she told her brother. “They teach you the mechanical training and how to change tires, oil changes and other jobs.” As of that conversation, Avalos’ future was planned. Today, Avalos is proud of the work he does for Love’s. “(Drivers) come to our shop, we do the repairs for a fair price and they get back on the road, get home to their families and get back to making money,” he said. “But my favorite part of the job is meeting new people and new drivers every day. It’s great to go home knowing I helped someone. I made someone’s day better.” Avalos says Love’s program prepared him for a promising future. “It helped me so much,” he said. “I was really motivated to catch on quickly. I knew it would be going to school for four weeks, six days a week. I had to get on my horse and ‘go, go, go’. I still have a long way to go, but I’ve learned to be a better mechanic, and I want to take advantage of all the opportunities Love’s has given me.”

David Frizzell, brother of superstar Lefty Frizzell, carved his own path to the top of the charts

By Kris Rutherford -

If your last name is Frizzell, you may or not be country music royalty. But if your last name is Frizzell AND your brother’s name is Lefty, chances are you’re a crown prince. Such is the case of the subject of this issue’s Rhythm of the Road column — David Frizzell. David Frizzell was born in El Dorado, Arkansas, in 1941, just three months before the Japanese bombed Pearl Harbor. The family later moved to Greenville, Texas, and Frizzell’s father, an oilman, went off to join the war in Europe, leaving his eight children at home. During this time, the oldest Frizzell, Lefty, was busy making a name for himself and growing in popularity, touring and playing gigs in Arkansas, New Mexico, Texas and even Las Vegas. Young David was no slouch, either: By the age of 9, he had his own radio show in Kermit, Texas. Soon, Lefty had his first No. 1 hit, “If you got the money (I’ve got the time).” By late 1950, the younger Frizzell joined Lefty at his home in Sulphur Springs, Texas. Three years later, David joined Lefty’s band and hit the road. From the early 1950s through the mid 1960s, the Frizzell brothers could be found on stages, radio shows and television broadcasts across America. By the time David joined the U.S. Air Force in 1966 and was shipped to Vietnam, Lefty was a bona fide country music superstar. Unfortunately, Lefty was also nearing the end of his career — an end largely brought on by his alcoholism, personal demons and a generally disagreeable nature when it came to working on Music Row. But stardom still awaited younger brother David. Following his stint in the Air Force, David signed a contract with Columbia Records in 1970. He soon charted his first Billboard hit with “L.A. International Airport” and later had a Top 40 record with “I Just Can’t Stop Believing.” Largely still making a living off his brother’s name, Frizzell spent the early 1970s making regular appearances on “Hee Haw.” He was eventually dropped by Columbia Records and re-signed with Capitol. But for David, real success remained fleeting, and as a “crown prince” of country music, it just made sense to team up with a country music princess to gain success. That’s just what he did. In 1981, he joined country superstar Dottie West’s daughter, Shelly West, in the recording studio, and the pair produced the aptly named album “Carryin’ on the Family Names.” During the session, the duo belted out Frizzell’s first No. 1 hit, “You’re the Reason God Made Oklahoma.” The song, about two lovers separated by different dreams, became a lasting success for both singers. It garnered awards, including Song of the Year from the County Music Association, as well as a Grammy nomination. It also led to the Academy of Country Music awarding Frizzell and West with the Vocal Duo award in 1981 and 1982. Finally, the song made its way to Hollywood and was featured in Clint Eastwood’s movie “Any Which Way You Can.” With a blockbuster hit under their belts, David and West followed up on their success with 11 more singles over the next four years, including the Top 10 “A Texas State of Mind,” “Another Honky Tonk Night on Broadway,” and “I Just Came Here to Dance.” By 1985, the duo stopped recording together, ending the early 1980s as one of country music’s most popular duos. But David had not planned on making a career as a singer on duets. Soon after his success with “You’re the Reason God Made Oklahoma,” David released a solo hit, the No. 1-charting “I’m Gonna Hire a Wino to Decorate Our Home.” The song has been infamously noted as country music’s 17th-best drinking song ever recorded. However, after a couple more Top 10 songs, David’s career waned. By 1984, his solo songs fell out of the Top 40 and only a handful were released as singles for the rest of the decade. By 1990, he was essentially a has-been — but his fate bested that of his brother Lefty, who had died 15 years earlier from alcoholism and with a career and personal life fraught with distress. From 1993 to 2014, David released several compilation albums, including the trio of “Frizzell and Friends.” None of them scratched the country charts in the U.S., but they kept Frizzell at the forefront of country music in Great Britain. During the best years of his career, David never released a trucking song. But in 2003, his song “18 Wheels Hummin’ Home Sweet Home” appeared on a compilation album. Had it gained popularity, it could have gone down as one of several trucker’s “anthems,” as the song covers a variety of issues to which drivers can relate. David sings of a lost love in Texas who left “us” (the “us” referring to the driver and his truck). Now, “this lonely truck’s the only thing I know … Sometimes I overwork her,” he sang, “but I never would desert her.” Frizzell and his truck certainly seem to have had a close relationship. “It ain’t the latest model and it can’t take much throttle,” the song goes. But “them shiny rigs ain’t been where this one’s gone, and we ain’t in a hurry — we lope along, with 18 wheels a humming home sweet home.” Whether the old truck and driver ever reach “home sweet home” and what they find there is left to the imagination. Until next time, remember: Your brother’s shadow may not be as bright as the spotlight, but then again, the spotlight’s rays won’t fade your rhinestone-studded Nudie suit. RIP Lefty Frizzell. Fortunately, we have the career of David Frizzel to look back on after we lament the potential you left behind.

42 years on the road: ‘Dan the Driver Roe’ has seen it all

By Kris Rutherford -

If you’re in search of a driver who’s seen it all, look no further than Dan Roe. Known by his LinkedIn profile “Dan the Driver Roe” to thousands of social media followers, Roe has been in the trucking business for 42 years, all of them as a driver. A native of Chandler, Indiana, just east of Evansville, Roe caught the trucking bug early on — and in the same way as many drivers who began their careers in the early 1980s. “My inspiration for driving a truck stems from those truck-driving songs, movies and television shows from the 1960s and ’70s,” Roe said. “One of my first truck driving jobs was hauling eggs for a family-owned company in Booneville, Indiana, in 1980.” Just two years later, Roe decided he wanted to be an owner-operator. In owning a truck at such a young age, however, Roe faced a couple of challenges. “In 1982, I was too young for any carrier to lease me on,” he said. “So, I wildcatted, hauling exempt commodities and trip leasing. My credentials were fake, and everything I did was illegal.” Fortunately, the statute of limitations on Roe’s early transgressions in the industry has long passed. “The first couple of years were pretty rough,” he said. “I ended up going broke, so I went back to driving a company truck for the egg company. I was later made transportation manager at the egg company. I was responsible for anything transportation related.” In 1988, Dan Roe decided he wanted to be an owner-operator again. This time he made it, and he’s been trucking ever since. “During the 1990s, I thought I wanted to be a fleet owner,” Roe said. “I had a fleet for a couple of years, but I didn’t have the temperament for having employees.” In 1994, he sold the fleet and purchased his first brand-new truck. “I’ve been a single owner-operator since 2000,” Roe said. “I’ve had customers ask me to add trucks and drivers, but I won’t do it. I can’t say that I lost money having employees — but I never really made money either.” As one can imagine, over the decades, Dan Roe has traveled far and wide. “I have been a nationwide driver,” he said. “But I have had more success concentrating on a certain lane and developing relationships.” For the past few years, Roe has focused solely on driving between Indiana and Florida. He has homes in both states. “I’ve developed some great relationships with shippers,” he added. He hasn’t hauled for brokers in several years. As one would expect after driving for more than four decades, Roe has seen a lot of changes in the trucking industry during his career. “When I first started driving, it was a different culture. The trucking community was tight-knit,” he said. “Drivers knew other driver’s trucks, talked on the CB radio, traveled at the 55-mph national speed limit, and stayed on the lookout of ‘Smokey Bear.’ “We did things we probably shouldn’t have done,” he continued. “We moved a lot of freight, and we had a lot of fun doing it. All those trucking songs and movies … yeah, we lived them.” Roe refers to the themes of the songs and movies as “fictional facts,” adding, “We hung out and we partied a lot.” As far as the trucking industry is concerned, Roe pointed out a few major changes that have impacted his career. “The biggest changes were deregulation and the sunsetting of the ICC,” he said, referring to the agency that oversaw interstate transportation from 1887 until 1995. “Deregulation was good for the entrepreneur, but bad for the driver.” Roe has also noticed lots of changes in the trucks seen on the highways. “First they changed for the better, then for the worse,” he said. “Now they’ve changed for the better again.” Like many drivers who spend much of their lives on the road, Roe says he has several hobbies to take his mind off work and help him cope with time away from home. “My hobbies include boating and water sports,” he said. “I can still get out on the water on one ski at age 61. I own a houseboat I keep on the Ohio River. I belong to a national boat club.” When Roe trailers his houseboat (dubbed “The Roe Boat”) and pulls it from the water, he uses — you guessed it — the same truck he drives all over the eastern U.S. “It’s not easy balancing the professional and family lifestyle,” Roe said. “You have to prioritize your time.” Fortunately, Roe said, his wife and sons have always been able to handle domestic issues in his absence. While being a truck driver does mean spending many nights away from home, Roe wouldn’t trade his career for any other. “I’ve enjoyed being able to travel the country and experience everything this great country has to offer,” he said. He’s also been able to make his own career decisions without the direction of a boss. Most importantly, he’s developed relationships with long-time customers. Roe has advice for up-and-coming drivers. “Learn everything about this industry,” he said. “You have to know it all to be successful.” He adds that knowing how to repair your equipment is vital. “It’s not enough to know how to drive the truck; you need to know how to make the truck go.” Roe also advises new drivers to develop relationships. “Build relationships with everyone who is important to you,” he said. “This includes brokers, shippers, receivers, mechanics, suppliers, and many more. Be loyal. If you want good friends, you must be a good friend. “The trucking lifestyle isn’t for everyone,” he continued. “You have to develop an attitude for it. It can be very rewarding, but above all, truckers must take care of their health.” Attitudes and relationships are important in the trucking business. Perhaps that’s why Dan Roe still hauls eggs for the same family business he drove for after high school. That 42-year relationship, built in his youth, continues to pay off. Follow Roe on LinkedIn.

Transportation among Top 5 industries prone to wage theft, survey shows

By Kris Rutherford -

A number of truck drivers are not happy about working conditions, wages and other issues, and they are making their voices heard. According to a report in The Guardian, U.S. truck drivers are pushing for federal action to address what they say are deteriorating working conditions, decreasing pay and rampant fraud. In early May 2023, nearly 100 drivers with the Truckers Movement for Justice took part in a protest at the U.S. Department of Transportation headquarters in Washington, drawing attention to the issues of wage theft and broker transparency (or lack thereof). From unpaid hours spent waiting to load and unload to schedule disruptions that can impact a driver for days, lack of overtime pay, victimization through double broking and other issues, changes in the industry have drastically reduced truckers’ wages. The Guardian reports that, when adjusted for inflation, the $110,000 per year the average trucker earned in 1980 has decreased to just $48,000 in 2023. A new study, Wage Theft in America, could add fuel to the fire. The 2023 study of 1,000 Americans, conducted by Verfico, revealed that the trucking industry is not immune to the issue of wage theft. “Our survey ‘tool buckets’ trucking, transportation, and warehousing into one category — transportation,” explained Matthew DeSarno, CEO of Verfico. “We found that when respondents were asked to identify the industries where they thought wage theft was most likely to occur, transportation was in the Top 5.” According to the report, “Wage theft encompasses a range of practices, such as misclassifying employees as contractors, not paying overtime, asking employees to work off the clock, not paying minimum wage, withholding a part of an employee’s pay for taxes, and paying employees late.” Many truck drivers can likely all claim to be a victim of one or more of these illegal practices on occasion. But, too often, wage theft goes unnoticed. When asked to identify the industries where they felt wage theft was most common, respondents ranked construction as No. 1, with 43% of those in the industry reporting they are aware wage theft occurs. In the transportation industry, those who say they know about instances of wage theft is comparatively low at 14% — however, the level of theft is in the untold millions of dollars. What’s more, the results of the construction portion of the survey seemed to set the pattern for other industries. First, there appears to be a general lack of understanding of what “wage theft” means. The definition of wage theft is commonly unknown, with only 20% of all respondents able to note that it involved employers withholding a portion of an employee’s pay. In fact, 10% of survey participants thought the term was employee-centered and referred to workers stealing from their employers. Among Americans surveyed, 38% say they have personally experienced wage theft or know someone who has been victimized. But the actual percentages are likely more staggering. As the study notes, “Fear of reprisals and lack of knowledge prevents most from reporting wage theft — and among those who did report wage theft, many did not receive their wages back.” This fear, and a lack of knowledge about wage theft, indicates education is a vital step in unveiling the offenders and decreasing the practice. Of the survey participants who had personally experienced wage theft, only 38% stated they had reported it. Among those, 61% were successful in obtaining their lost wages, while 39% received nothing. Those who know they have been paid short of what is legally required often say they don’t trust the systems or their employers. Fear of reprisals was the most noted reason (31%) among those who failed to report wage theft. And reprisals did occur, the most serious being termination of employment. Those who are aware of wage theft and its characteristics have suggestions for actions that can be taken again those who intentionally commit the crime. First, in terms of penalties, 74% of construction workers encouraged taking harsher action against offenders. But education was still a major issue. Large percentages recommended educating the public about wage theft and requiring that education be offered in specific industries (i.e., construction). Others thought new technologies should be developed to avoid unintentional wage theft among employers. “This survey underscores the critical need for greater awareness and understanding of wage theft, especially in industries like construction,” DeSarno said. “By embracing the right combination of education, technology, and public policy solutions, we can empower both employers and employees to take a stand against wage theft, ultimately fostering a more just and equitable workplace for everyone.” The lack of education about wage theft and fear of reprisals likely impact many industries other than transportation and construction. As a professional driver, it is to your benefit to be familiar with the definition of wage theft, intentional and unintentional examples of wage theft, and how you can report the practice without fear of repercussions.

Thinking of becoming an independent driver? Don’t forget operating authority

By Kris Rutherford -

Operating Authority is really a simple concept. As defined by the Federal Motor Carrier Safety Administration (FMCSA), it is a carrier’s right to operate a commercial motor vehicle for transport of goods or passengers for hire. If you’re a company driver, you may think Operating Authority requirements are something your employer has to worry about. For the most part, you’re right. But as the driver of a big rig, you are responsible for knowing what you are hauling and how it fits into your company’s Operating Authority. For independent drivers, however, the story is quite different — the responsibility for complying with Operating Authority requirements falls squarely on the driver’s shoulders. If you’re thinking of investing in a truck and driving independently as an owner-operator, you need to be fully aware of filing fees, the type(s) of authority your business will require and minimum insurance requirements. As the owner-operator of a Class 8 rig, you must be assigned a Motor Carrier (MC) number by the Federal Motor Carrier Safety Administration (FMCSA). This is required for any entity that transports federally regulated cargo across state lines. Most freight shipped in the U.S. is federally regulated; a few exceptions unprocessed or unmanufactured goods, fruits and vegetables, or small items of little to no value. Before getting into the requirements under Operating Authority regulations, let’s first eliminate the situations in which it is unnecessary. If your carrier is private and hauling the company’s own cargo, no Operating Authority is needed. Likewise, if you work for a “for-hire” carrier transporting specific exempt commodities, you need no authority. And finally, if you operate within a federally designated “commercial zone” that is not regulated, operating authority does not apply to you. But in most cases, if you are hauling cargo that crosses state lines and that cargo is owned by someone else, you’ll need to get your Operating Authority. Depending on what you haul, you may need to obtain more than one designation. So, why does Operating Authority matter? As noted earlier, it specifies the type of cargo you can haul. Secondly, the cargo directly impacts the amount of insurance you are required to carry. When it comes to Operating Authority, in most cases, an owner-operator will fall into one of two categories — 1) motor carrier of property (except household goods); or 2) motor carrier of household goods (i.e., a moving company). In either case, a carrier must file proof of liability insurance (bodily injury and property damage) with the FMCSA. While a carrier transporting household goods is required to have cargo insurance, if household goods are not hauled, no such insurance is needed. When it comes to insurance, levels of liability vary greatly and apply to different levels of freight. For instance, insurance must be carried in an amount of $750,000 to $5 million, depending on the freight being hauled. However, if you are hauling non-hazardous freight in a truck weighing less than 10,001 pounds, you’ll only have to carry $300,000 in insurance. If you are carrying household goods, you must carry $5,000 in insurance per vehicle. Before setting out on the road to becoming an independent driver or starting a small trucking company, make sure you understand the Operating Authority requirements. In addition, insurance can be expensive, especially in the case of carriers needing high liability limits. Then again, running a trucking business without Operating Authority is illegal — and the expense of violating FMCSA regulations may cost you even more. For more information about Operating Authority from the FMCSA, click here.

High school truck driving course teaches students the ways of the road

By Kris Rutherford -

  PATTERSON, Calif. — It’s not too often you’ll hear even a novice compare a golf cart to an 18-wheeler. But for a portion of Patterson High School’s truck driving education program, students find the two interchangeable. Innovation is an important part of planning and operating one of the country’s few high school-based truck driving programs. Launched in 2017, Patterson High School’s one-year course meets the FMCSA Entry Level Driver Training theory standards and prepares students to earn their commercial learner’s permit. For program coordinator and instructor Dave Dein, golf carts are just one of several of his program’s tools. “We incorporated the golf cart into the program about two years ago,” Dein said. “I was investigating ways I could provide engaging hands-on experiences.” The program already had two Advanced Training Systems simulators, but Dein wanted another, more “hands-on,” alternative. “The golf cart is used to create a sense of ownership in the vehicle the students drive,” Dein said. “It teaches the same sense of ownership a trucker has in his truck when he enters the industry. The students must sign out the cart and perform a pre-trip inspection. (Students) are held accountable for the safe operation of the vehicle.” The golf cart helps the students experience and practice space management in a controlled environment. But one of its most useful purposes is in teaching students the basics of backing up a vehicle — something many professional drivers admit they struggled with in training. “The golf cart is connected to a 7-foot utility trailer,” Dein said. “Students can practice straight-line, 45- and 90-degree ally, offset, and parallel parking. Once the students perfect their backing skills on the golf cart, we then transfer them to a full-sized semi truck.” Another innovative aspect of the Patterson High School program came in the form of a gift from Loves Travel Stops. “The Love’s donation provided the materials needed to purchase the infrastructure for a golf cart ‘course’ on our training site,” Dein said. “Not only that — it also allowed us to purchase a pair of ‘Fatal Vision’ goggles.” These goggles allow students to learn about driving under the influence by replicating the effects of alcohol on vision. The exercise makes traversing the golf cart course much more difficult, Dein says, and helps students understand what they’ll be facing on the road if they operate a vehicle while intoxicated. “It is so important to give students an experience to emphasize the dangers of distracted or impaired driving rather than just telling them not to do it,” Dein said. To help ensure using the goggles and experiencing “drunkenness” had a meaningful impact on students, Dein asks the young drivers to become familiar with personal stories from people who have been impacted by impaired driving. “It allows them to put faces behind the staggering statistics,” Dein said. It doesn’t matter whether a vehicle is a golf cart or a semi, it can still be deadly in the wrong hands. Both the golf cart and the “Fatal Vision” goggles help Dein drive this point home. “Regardless of a person’s age, climbing into a commercial motor vehicle for the first time can be a little intimidating,” Dein said. “We found that the golf cart is a nice bridge in building those skill sets that are transferable to the trucks. It all is part of building confidence.”

Driving with a purpose: Safety is simply part of the culture at FTCT

By Kris Rutherford -

  FTC Transportation, Inc. (FTCT) doesn’t operate to fill its trophy case with safety awards. Instead, this company’s fleet of trucks are on the highways completing a mission. Doing it safely is simply part of the company’s culture. “We don’t work safely to win awards,” said Emory Mills, director of safety and driver education for FTCT. “We work to be safe.” That doesn’t mean the company’s safety achievements go unnoticed, however. During the Truckload Carriers Association’s (TCA) annual convention, FTCT was honored with the 2023 National Fleet Safety Award for small carriers. Based in Oklahoma City, FTCT consists of just 25 trucks and a total of 33 employees. While FTCT acts as a broker and freight carrier, it is a wholly owned subsidiary of — and the leading carrier for — Feed the Children, a nonprofit founded in 1979. Feed the Children operates five hubs across the U.S. that ensure access to food for communities that need it most, and FTCT handles deliveries and transports in the lower 48 states. In 2022, Feed the Children and FTCT delivered 87.2 million pounds of food across the country. Not only does Feed the Children ensure that food shortages are addressed during all seasons, but in the summer, it also addresses a major national problem: Ensuring that children in need have food when school is not in session; when schools are closed, healthy meals are often not available. Feed the Children works to fill that void. The organization doesn’t just deliver food to help school children. It also distributes teaching supplies to schools in need. In fact, in 2022, it provided classrooms with $3.8 million in teaching supplies and $5.3 million in books. And, again, all of it is partially thanks to FTCT. “You might say that Feed the Children is the reason for our existence,” said Mills, noting that the organization began building its fleet of trucks in 1986. FTCT’s employees are proud of what this small group of dedicated individuals is able to accomplish. We have 25 drivers, two mechanics, and six administrators — and all have completely bought into (a culture of) safety,” Mills said. “It starts at the top and carries throughout the organization.” Unlike many carriers, FTCT does not operate its own driving school; instead, it depends on finding experienced drivers to fill openings. The fact that the carrier has won recognition from TCA as a “Best Fleet to Work For” for several years running probably makes recruiting rather easy. “We require that our drivers bring two years of safe driving experience with them when they sign on with us,” Mills said. Those drivers are fully vetted before they ever arrive for orientation at FTCT. “We want the best of the best as drivers, and it all begins with our hiring process,” she said. FTCT’s human resource team is just as concerned with safety as any other employee of the company, and it’s their job to find potential employees with impeccable safety records. FTCT does have a mentoring program in which new drivers learn the ropes of the company — including its culture — by teaming with an experienced employee. During this process, new employees meet with the entire FTCT team, from the company president and each department head, as well as fellow drivers. By the time they complete the orientation and mentoring process, new FTCT drivers understand how important safety is to the company. In fact, it’s so important that in 2022 the company logged over 2.3 million safe driving miles. Its drivers also had perfect safety records in 2020 and 2021. The culture of safety extends beyond truck drivers: FTCT has an equally impressive record when it comes to the safety of mechanics, administrators, and drivers who might be involved in non-driving accidents. Of course, a carrier doesn’t win TCA’s safety award based on just a one-year record; it’s a safe bet that award winners have been recognized as being safe by more than one organization. This is certainly the case with FTCT. It has won the Grand Trophy for safety among small carriers four times and has been named a leading safe carrier on eight occasions. FTCT has also won the Oklahoma Trucking Association’s Grand Trophy for safety six out of the last nine years and has been recognized for Outstanding Achievement in Highway Safety by the organization for twelve years running. It’s not just safety that makes FTCT stand out among the TCA membership. The company has been named to the Best Fleets to Drive For list 11 straight years and has been part of the Best Fleets to Drive For Hall of Fame the past two years. The carrier has also been named an EPA SmartWay High Performer. Employees of the company have been honored with their share of awards for individual achievements as well. For a trucking firm with the important mission of serving as “wheels on the ground” for Feed the Children, these accolades only serve to increase the pride in a job well done. “As a small trucking firm in Oklahoma, we are just honored to be on the radar,” Mills said. Photos courtesy of FTC Transportation, Inc.  This article originally appeared in the July/August 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

21st-century solutions: Cooperative supply chain information sharing initiative ‘FLOWs’ into second year

By Kris Rutherford -

It’s been over a year since Brian Deese, then the director of the National Economic Council, and U.S. Secretary of Transportation Pete Buttigieg met with stakeholders to discuss the early progress of the Freight Logistics Optimization Works (FLOW) program. The initiative, intended to speed the movement of goods and reduce the delays and costs in getting products to Americans, is based on information sharing — specifically, exchanging information about freight between various sectors of the supply chain. Essentially, FLOW is an effort to move transportation logistics to 21st-century digitization. “FLOW is a collaborative effort to combine disparate supply and demand data so that shippers and carriers can foresee and adapt to potential supply chain bottlenecks,” said Andrew Damkroger, director of logistics for Werner Enterprises. Werner was among the first stakeholders to sign onto FLOW. Over the past year, FLOW participants have been working with officials to build on the program’s potential. “It’s still in its infancy, but the amount of collaboration and willingness to share in hopes of contributing to the greater good has been very promising,” Damkroger said, noting that, during the next year, stakeholders hope to see the program seek scalability. In April, Buttigieg told Congress that the voluntary program will soon expand. “We brought in a number of players from across the sector — retailers, ports, anybody who we think has data that, if they were just talking to each other more, would make our ports more efficient and our supply chains more fluid,” Buttigieg said. His comments were largely based on the current number of participants in the FLOW program compared to when it was initiated. The program has grown from just 18 participants upon launch to 53 a year later, and that number is expected to steadily increase. Participants come from all sectors of the supply chain and include beneficial cargo owners (i.e., retail businesses), intermodal equipment providers, logistics real estate, and marine terminal operators, in addition to carriers in all sectors — motor, ocean, railway, and third-party logistics. Buttigieg says upgrades to the FLOW system will enable other types of products to be analyzed, including agricultural commodities. “We are working toward being able to have a prototype of that model up and running this year,” he said. He noted that the budget request for the upgrades will be small compared to other supply chain improvements. One of those is a $230 million request to improve programs aimed at making commercial port freight movement more efficient. Buttigieg has taken time to defend the administration’s record on improving supply chain activity to date, noting that tiny ports, like the one in Helena, Arkansas, have been improved, as have large ports like Portsmouth, Virginia. The key component of FLOW is centralization — not of location of cargo and infrastructure, but rather centralization of data. The Bureau of Transportation Statistics collects information voluntarily supplied by FLOW participants and is using it to develop a dataset on the level of other commonly referred to economic indicators. Doing this allows FLOW participants to track the activity of the supply chain on a broad level while also assisting in planning for individual sectors of the supply chain. Over time, FLOW will also improve the stakeholders’ ability to react to future supply disruptions, whether those disruptions are caused by pandemics, climate and weather conditions, or other factors. As mentioned in a White House news release, “FLOW is designed to support businesses throughout the supply chain and improve accuracy of information from end-to-end for a more resilient supply chain.” A more resilient supply change means efficient freight movement, stocked shelves, cheaper prices, and higher consumer satisfaction. In addition to easing freight congestion and streamlining movement, the FLOW program has been scrutinized for other advantages it might bring for the industry. One of those advantages involves emissions and climate. The International Transport Forum has suggested that a fully operational freight data system would lead to a 22% reduction in global supply chain carbon emissions by 2050. Likewise, the supply chain improvements would reduce ocean freight emissions by 280 million tons per year and freight carrier emissions by 260 million tons. It is estimated that such streamlining would save 2.5 billion barrels of oil annually. Reaching those goals, however, would require participation in a large freight data exchange network as a condition of accessing ports. In other words, the voluntary nature of data exchange in the current FLOW program would become mandatory. It is yet to be determined if stakeholders would continue to have the buy-in FLOW now enjoys. Buttigieg has already noted that willingness to share what stakeholders see as proprietary data is a potential detriment to FLOW. “One possible obstacle I can see eventually is, as we grow it people start to be kind of jealously protective of their data,” he said in the fall of 2022. Still, Buttigieg has made efforts to appease company executives’ concerns. “We’re not going after anybody’s proprietary data,” he said. “We’re just trying to get information that it would make sense for everybody to have.” He further suggested that reluctance to share data could be a problem in the FLOW program — but for the time being it’s a new program with optimistic participants. “It’s so new that I’m very satisfied with the level of participation we got and very mindful of that it is on us to, I think, get these prototypes going,” he said. Werner’s Damkroger agrees. “The program is on track. It’s been a well-coordinated effort,” Damkroger said, adding that FLOW has been a challenge and an ambitious undertaking with many potential pitfalls. “The FLOW team has done a wonderful job of getting us to a point where we are looking to scale and obtain some critical mass.” FLOW remains in its early stages, and the impacts are not yet measurable. But as a stakeholder, Damkroger has high hopes for the program. “The vision would enable demand predictability,” he said. This article originally appeared in the July/August 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Country singer/songwriter Ed Bruce immortalized parking lots back in the ’80s

By Kris Rutherford -

Parking is still a hot issue in the trucking world, and the lack of it creates headaches for most every truck driver at some point. Well, country music was worried about your plight long before ELDs and down time became an issue. Yep, it was the fall of 1983 when long-time singer-songwriter William “Ed” Bruce hit the radio waves with his homage to parking lots. In fact, at least according to my research, Bruce’s No. 4 single, “After All,” is the only song in country music history that kicks off with a lead line that mentions these places that leave a lot of room when they are empty but are much needed when they are not. Bruce begins “After All” with the famed line, “There’s a parking lot where the corner café stood, one of the places we first fell in love.” There you have it. Even back in 1983, Ed Bruce could see the area of study we now call “urban archeology.” All those great local landmarks from our youth are gone, and all too often a parking lot fills the void. Now, if you’re a late-night driver looking for a parking space, chances are that you’ve “fallen in love” with whoever had the grand idea of replacing that corner café with a rest area for vehicles. Bruce was a native of the Arkansas Delta, born in Keisner (Mississippi County) — a town that would later become Exit 44 on Interstate 55, which connect West Memphis, Arkansas, to St. Louis. While he may have been born along the Mississippi River, his claim to fame awaited him a few miles east of Keisner and south along the waterway’s east bank in Memphis. Like so many musical hopefuls of the 1950s, Bruce did a little singing at Sun Records, where he caught the ear of the legendary Sam Phillips. Phillips asked Bruce to record the song “Rock Boppin’ Baby,” which one can guess by its title fell into the rockabilly genre that was making the likes of Jerry Lee Lewis famous at the time — with a little help from Elvis Presley. While Bruce may not have been Elvis, and “Rock Boppin’ Baby” may not have secured a slot on the record charts, he hung around town a few years. In the early 1960s, he recorded for some small labels. Those records didn’t turn into hits, but he gained experience as a songwriter, where he had more success. Bruce wrote a handful of country and pop tunes. In 1965, he had his first success when Charlie Louvin reached No. 7 with the Bruce-penned “See the Big Man Cry.” A year later, Bruce returned to the studio and recorded the albums that gave him his first charting records — “Walker’s Woods” and “Last Train to Clarksville.” Still, stardom eluded him. Despite the slow ride up the country music ladder, Bruce stuck with songwriting. In the early 1970s, he wrote his biggest hits to date with the Tanya Tucker-recorded “The Man that Turned my Mama On” (No. 4) and “Restless” for Crystal Gayle. But his most famous song waited in the trenches. It was 1976 when Bruce wrote “Mamas Don’t Let Your Babies Grow Up to Be Cowboys.” Bruce originally recorded the song on a self-titled album, and cowboy singer Chris LeDoux used the tune on one of his albums the same year. Bruce still had to wait for fame and fortune … but not for long. In 1978, the hottest duo in country music recorded the song and made it famous. Waylon Jennings and Willie Nelson, leaders of the “outlaw” movement, covered “Mamas Don’t Let Your Babies Grow Up to Be Cowboys” for their album “Waylon and Willie.” The tune stayed atop the charts for four weeks — an impressive stretch even in the days when songs had lasting power — and opened the door for Bruce to become an entertainer in his own right. A year later, Tanya Tucker recorded Bruce’s “Texas (When I Die)” on her infamous “TNT” album. The song registered in the Top 5. Undoubtedly, the controversy over the “TNT” album and its cover kept the song in the news longer than it might have been, and it was a boon to Bruce: Recording executives decided it was time for him to do some singing of his own. Recording for MCA, Bruce opened 1981 with hits like “Diane,” “When You Fall in Love (Everything’s a Waltz)” and “The Last Cowboy Song.” In 1982, he recorded his biggest hit, the No. 1 “You’re the Best Break This Old Heart Never Had.” It was also at this time that Bruce earned his persona. Even though he was from eastern Arkansas, songs like “Mamas Don’t Let Your Babies” and “The Last Cowboy Song” naturally made his fans think of Bruce as a Texas cowboy. He joined right in and promoted his love of the Old West. Most notably, he accepted the role of the sheriff in James Garner’s “Bret Maverick,” a remake of the 1957 TV western “Maverick.” The show lasted two years and firmly implanted Bruce as a cowboy in the public eye. He appeared in several other bit roles during the 1980s as well. as providing voiceovers and making appearances in some TV commercials. Closer to home, he hosted the show “Truckin’ USA” in the late 1980s. Bruce had an up-and-down career, but he’ll always be associated with Waylon and Willie and their cowboy ways. “Mamas Don’t Let Your Babies Grow Up to Be Cowboys” still receives plenty of airplay today, and country DJs often give a nod to Ed Bruce as they cue the song. Following a strong career in the late 20th century, Bruce made his way during the early 2000s, largely living off his previous successes. He died in January 2021 in Clarksville, Tennessee. Until next time, when you’ve been looking for a parking spot for what seems like hours, check out any spot where a corner café once stood. You just might find what you’re looking for.

US legislators weighing numerous bills that will impact trucking industry

By Kris Rutherford -

In late May, the U.S. House Transportation and Infrastructure Committee passed several bills onto the House floor in efforts to upgrade the supply chain and prevent future supply disruptions. Five of those bills directly impact the trucking industry. While most easily passed Committee vote, some stakeholders have hesitancy regarding others. Truck parking remains among the top concerns of drivers and the industry. HR2367, the “Truck Parking Improvement Act,” is intended to address the issue head-on. Introduced by Rep. Mike Bost (R-IL), the bill provides for the construction of commercial motor vehicle parking at both existing and new parking areas. Perhaps more importantly, it requires these parking spaces be accessible to all commercial motor vehicles at no cost. “I grew up in a family trucking business,” Bost said. “I understand how difficult, and oftentimes dangerous, it can be when America’s truckers are forced to park in an unsafe location.” Bost noted that expanding parking for truckers not only makes the roads safer for commuters and other vehicles, but it also improves the efficiency of the supply chain. “This is a matter of public safety,” he added. The bill, which establishes a $755 million grant program for truck parking expansion, passed out of committee on a 60-4 vote. Rep. Darin LaHood (R-IL) sponsored HR3013, “The Licensing Individual Commercial Exam-takers Now Safely and Efficiently (LICENSE) Act of 2023.” This bill is intended to reduce regulatory restrictions on CDL licensing by making permanent two waivers issued by the Federal Motor Carrier Safety Administration (FMCSA) during the COVID-19 pandemic. The waivers, which allow CDL examiners to provide both the skills and knowledge portions of the tests and to offer the skills test no matter where the candidate received training, will improve the efficiency of the testing process, according to supporters. “Trucking workforce shortages continue to be a persistent challenge for small businesses throughout America, and the downstream effects are harming working families,” LaHood said, noting that the legislation would help streamline the process of obtaining a CDL and eliminate unnecessary “red tape.” Additional bills passed by the committee were related to weight increases for specific products that motor carriers haul on a regular basis, and for alternative-fuel vehicles. HR3318, sponsored by Rep. Rick Crawford (R-AR) establishes a 10% axle weight variance for dry bulk products, provided there is no increase in the overall federal gross vehicle weight (GVW) limit. Crawford’s bill addresses the fact that dry bulk cargo — including grains, aggregates, plastic pellets, etc. — tend to shift during transportation. The result is a redistribution in the truck’s weight. The bill provides leeway for trucks hauling such materials, avoiding the need to reduce load weight to account for the shifting. “Commodities such as flour or rice have the tendency to shift when the driver comes to a stop, even when packaged properly,” Crawford said, adding that the current law doesn’t take the uncontrollable movement of such freight into account. “This legislation is a commonsense solution for truckers transporting dry bulk by giving more flexibility for weight per axle requirements,” he said. HR2948, the “Carrying Automobiles Responsibly and Safely (CARS) Act,” is sponsored by Rep. Lance Gooden (R-TX). The bill, which passed through committee on a 30-29 vote, provides for efficiency in the supply chain by extending the ability of automobile transporters to continue carrying the number of vehicles currently allowed. The bill seeks to take into account the increasing weight of newer vehicles. Overall, under the bill, a 10% weight increase will be allowed for specific types of automobile transporters. “Car haul carriers across the nation have been backed into a corner by the Biden administration’s supply chain crisis,” Gooden said following a vote that passed along party lines. “The CARS Act would ensure vehicle transportation does not fall behind by restoring lost load capacity to transport carriers that are witnessing a surge in heavier cars on the market,” he said. Gooden says the bill is a simple solution to an industrywide problem, noting that “countless stakeholders” worked with him on the legislation in the interest of maintaining the supply chain. Finally, HR3447, sponsored by Rep. Greg Stanton (D-AZ) received bipartisan support. The bill provides a 2,000-pound weight exemption for hydrogen-powered vehicles, allowing them the same exemption as those powered by natural gas and batteries. The intent of the bill is to allow fleets investing in alternative fuel trucks greater flexibility and the opportunity to make the selection of power that is right for their company. By doing so, supporters hope, motor carriers and drivers will be more accepting of vehicles fueled by alternative power sources. The measure was passed on to the House floor by a 55-5 vote. While all the bills passed through committee have merit among stakeholders, one trucking industry insider stops short of endorsing the full slate of legislation. “Obviously, the inclusion of funding to create safe and secure parking is a win for the industry and (our organization,” said David Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA). However, Heller was less enthusiastic about weight variances. “We remain concerned over the provisions that would allow for weight increases over 80,000 pounds,” he said. “As an association, we will continue to advocate for supply chain solutions that will benefit the truckload segment of the industry and voice our opposition to weight increases that could jeopardize safety on our highways.” Heller went on to note that the trucking industry supports the nation through its commitment to delivering freight and providing jobs to Americans. But, he added, “TCA will urge Congress to find freight productivity solutions that will encourage everyone to safely deliver to the nation.” Floor debate on the various bills is pending at the time of this writing.

Connecticut groups working to give former inmates a second chance through trucking

By Kris Rutherford -

HARTFORD, Conn. — The effort to overcome the nation’s truck driver shortage has gained new support from an unlikely source — a partnership between Connecticut’s Department of Corrections (CDC) and Department of Motor Vehicles (CDMV). The two agencies now operate a program that helps incarcerated individuals prepare to earn their commercial driver’s license (CDL) while still behind bars, helping to equip them for employment upon their release. The program has the full support of Connecticut’s trucking community, largely attributable to the efforts of former State Sen. Will Haskell who championed a bill for the program in the state legislature. “This is a ‘win-win’,” Haskell said during hearings on the bill in May. “Many formerly incarcerated individuals have trouble finding work upon release, which can drive them back into crime. Meanwhile, workforce shortages in the trucking industry have strained our supply chain, here in Connecticut and across the country.” Uzoma Orchingwa, co-founder of Emerge Career, a job-training service that specializes in helping low-income and difficult-to-employ candidates, immediately saw how his company could join forces with the CDC and CDMV to make the program a success. He helped kick off the program in early 2022. “Ninety percent of people coming out of incarceration in this country have no access to job training,” Orchingwa said, noting that his company provides online and video-based training while people are still imprisoned to prepare them to earn their CDL — and hopefully obtain a job soon after they are released. “We actually have some candidates who emerge with their CLP (commercial learner’s permit) and are pre-hired,” he said. Western Express and Schneider are two carriers that have stepped up to hire graduates of the Emerge Career program. “To date, we have a 100% job placement rate. We’ve graduated 30 students to date and are contracted for 100 by the end of 2023,” he said, adding that, while all students to date have been hired by carriers, that isn’t necessarily an indication the record will continue. “We’ve received feedback that most carriers are open to hiring students who were in prison for non-violent offenses,” he said. Those who have violent offenses on their records, he believes, will see more opposition from prospective employers. Overall, he said, he is pleasantly surprised at the willingness of carrier to hire the program’s students. Perhaps part of the willingness stems from the Motor Transport Association of Connecticut’s (MTAC) support of the program when it was still a legislative bill. “We are fully supportive of giving incarcerated individuals a second chance,” said MTAC president John Blair. “MTAC sees this program as a way to fill job openings while helping the very important reentry program.” Orchingwa says the program is open to women as well as men. In fact, one of the first graduates was Florene Little, a former inmate who says she has wanted to be a truck driver for years — but the cost of training stood in her way. Through the Emerge Career program, she was able to overcome that barrier. But the biggest barrier she faced was getting a job. “You’ll be judged for your record,” said Little, who now drives an 18-wheeler on long-haul routes. “So, I feel like I got a second chance.” While indications from the first year suggest that the program has been a success, Orchingwa doesn’t want to make too many assumptions based on a small sample size. But he is talking with other correctional institutions in San Diego, Cal., Alexandria, Va., Worchester, Mass., and New York about bringing the program to those communities. While Emerge Career tries to make the program available to as many students as possible, they do have qualifications that must be met. “We vet the students before they enroll,” Orchingwa said. “We want to make sure they will qualify for a CDL after they are on the outside. We don’t want to build false hope when a prospective student has something on their record that will prevent them from getting a CDL.” Orchingwa notes that literacy is a very important qualifying aspect of the program, and says he’s pleased with the program’s progress. For a trucking industry in need of more drivers and a corrections system in need of better preparing inmates for reentry, Orchingwa and Emerge Careers are providing a service that is on the verge of going nationwide. “Our students find that they enjoy traveling across the country while driving trucks and being able to provide for their families,” he said.

‘God Bless the USA’ singer/songwriter Lee Greenwood is more than a one-hit-wonder

By Kris Rutherford -

Country crooner Lee Greenwood isn’t a one-hit wonder, and this performer didn’t just come to Nashville after drifting down some “Dusty Dixie Road.” But, then again, it sure seems that way. This slight-built singer with a big, vibrato voice has been performing for decades. Last year he celebrated his 60th year in music. He has performed professionally for more than four decades. Greenwood, a native of Los Angeles, California, got his start in music at age 7 when he learned to play the piano. By 12, he had perfected the saxophone. He soon started his first music group, the Moonbeams. By the time he graduated from high school, Greenwood was drum major for the marching band and could play nearly every instrument in the school orchestra. At the same time Greenwood was honing his musical skills, he was enjoying equal success in athletics. He was drafted to play professional baseball and was offered track and field scholarships … all of which he passed up to pursue a music career. He even missed his high school graduation to perform at a casino in Reno, Nevada, with his new band, the Appolos. In part, Greenwood can thank country artist Mel Tillis for launching his musical career. While playing another casino in 1979, he ran into Larry McFaden, Tillis’ band leader. McFaden brought the Californian to Nashville and, in short order, got him signed with the Halsey publicity agency, an agency that also represented the Oak Ridge Boys. In 1981, Greenwood signed with MCA Records. Greenwood’s first single, “It Turns Me Inside Out,” from the 1981 album “Inside Out,” gave him an immediate hit song, topping out at No. 17 on the country charts. The song leaned heavily on Greenwood’s vibrato voice, a voice that gained him much fame over the next several years. He followed the song up with a string of Top 10 hits, including “Ring on Her Finger, Time on Her Hand,” “She’s Lying” and “IOU,” a song that made an appearance in the Billboard Hot 100. By 1983, Greenwood was a bona fide country star. That year, he released his first No. 1 hit, “Somebody’s Gonna Love You,” a song he followed up with another No. 1 release, “Going, Going, Gone.” He continued to turn out hits through the late 1980s, including five more No. 1s, ranging from “Dusty Dixie Road” to “Morning Ride” and “Hearts Aren’t Meant to Break.” But despite the body of work that made him one of country music’s most popular acts during the 1980s, it was a 1984 song that only rose as far as No. 7 on the charts that has best withstood the test of time. This song has ensured ongoing fame for Greenwood, even as his career has waned. In 1983, in response to the shooting down of Korean Airlines Flight 007 by the Soviet Union, Greenwood penned “God Bless the USA” while traveling on his tour bus. “It’s the song I always felt the need to write,” he once said. “I wanted to write something that would unite Americans coast to coast, and to instill pride back into the United States.” The song, he added, represents his family, his community, and the men and women who have paid the ultimate price for the freedoms we enjoy. While “God Bless the USA” was only a minor hit for the overachieving Lee Greenwood, its impact has lasted longer and stretched further than even the singer/songwriter himself ever imagined. In fact, “God Bless the USA” has kept Greenwood, who is now 80 years old, relevant to not only country music but also to American pride for nearly four decades. While it fell short on its initial release, today “God Bless the USA” is the only song in any genre that has appeared in the Top 5 three separate times (1991, 2001 and 2003). And the reasons are obvious. Like “God Bless America” and “America the Beautiful,” Greenwood’s song has become a de facto “national anthem” for the U.S. Whenever the nation is threatened or achieves something important on the world stage, radio stations will pop in “God Bless the USA” and play it until the news cycle ends. After its initial release, the song again appeared on the charts during Operation Desert Storm, in the aftermath of 9/11, and again during the second Gulf War. But “God Bless the USA” is not confined to radio. Greenwood’s signature song is regularly performed at military ceremonies, sporting events and patriotic events throughout America. It is even used in the film the Department of Homeland Security plays during the swearing-in ceremony for new Americans. Much of the time, it is Greenwood himself who performs the song. Greenwood, a staunch conservative, took his song on the political road for Donald Trump’s presidential campaign, singing it at rallies across America in both 2016 and 2020. More than a few other politicians have informally adopted the song for their own purposes, using it to add a patriotic flair to rallies and appearances. Needless to say, the song long ago achieved Platinum status. But to think of Lee Greenwood as just one song, or as a cross-bearing conservative, is a mistake. Since 2008, through two Republican and two Democratic presidencies, Greenwood has served on the National Council on the Arts. He has written a best-selling children’s book titled “Does God Still Bless the USA?” He has also been awarded the MMP (Mississippi Music Project) Award for Lifetime Achievement. Awards in general are not something Greenwood has missed out on. During his career he has been nominated by various organizations for awards 26 times, winning five of them. Nominated for six Grammies, he took home the award in 1984 for Best Country Vocal Performance for “IOU.” The Academy of Country Music has nominated him for nine awards, and he brought home top male vocalist in 1984. The American Music Awards has nominated Greenwood four times, and the Country Music Association has nominated him 12 times. Of those, he won three times, including Song of the Year for “God Bless the USA. Chances are, as long as Greenwood can still sing, you’ll find him on stages and at special events across America, belting out what seems to be one of the most impactful songs of the last four decades. Until next time, while you’re out on the road take a look at the USA through your windshield. It’s easy to see what inspired Lee Greenwood. God has truly blessed this nation.

FreighTrax, University of Central Oklahoma collaborate on online driver training

By Kris Rutherford -

EDMOND, Okla. — FreighTrax, an online training company, and the University of Central Oklahoma (UCO) have teamed up to present easily accessible, ongoing training for professional drivers. “We want to deliver anytime-anywhere training to truck drivers,” said Chris Reed, a member of the FreighTrax team. “We know how hard it is for drivers to make time to sit in a classroom for traditional learning. Our courses are meant for use on the go, available on a mobile device.” The FreighTrax courses are designed primarily for CDL holders who want to expand their knowledge of a specialized portion of the logistics chain. “The University of Central Oklahoma is proud to partner with FreighTrax in offering courses such as SandTrax and PortTrax,” said Dr. Robin Lacey, chairperson of adult education and safety sciences at UCO. The courses, she says, will provide students with invaluable knowledge and a solid foundation in the trucking industry. “We’re excited to join forces with the University of Central Oklahoma to develop the next generation of logistics professionals,” said Robert Moore, FreighTrax vice president of operations. “This collaboration is an example of how higher education institutions and industry leaders can work together to create innovative and relevant learning opportunities for continuing education,” Lacey said. FreighTrax currently offers courses in sand hauling and ports of call, both sectors in which fleet managers want to be confident their drivers have the advanced knowledge needed to operate in unique environments. “It’s very useful for a driver who wants to learn another area of the trucking sector. They want to know that the drivers know what they’re doing,” Reed said, noting that drivers receive a microcredential in the area they’ve studied. “For our PortTrax class that opened (May 15), we already have over 50 drivers signed up,” he continued. “This type of training is going to be in demand in the future, and we are already looking at upgrading our offerings.” Upgrades include a basic CDL course for those wanting to learn the business of trucking, as well as a “masters” course that is currently in the planning phase. One aspect of the courses FreighTrax offers that makes the programs appealing to drivers is affordability. “Our price point is a major advantage,” Reed said. “Our $199 classes beat the competition by $100 to $250 for the same material.” In addition to allowing drivers to enhance their skillsets, the courses can prepare students for advancement in the industry. The PortTrax course, Moore noted, will equip students with skills to work in supply chain management. “It will address the ever-changing needs of the drayage industry, and where confident our collaboration will drive meaningful change and growth in the sector,” Moore said. For more information, visit freightraxtraining.com.

Driver-trainer Ryan Bell shares how employees can build a thriving career with Estes

By Kris Rutherford -

This year, Estes Express Lines, based in Richmond, Virginia, celebrates a milestone — the 20th anniversary of the company’s in-house driver training program. If you’re looking for a success story from this dock-to-driver (DTD) program, look no further than driver-trainer Ryan Bell. “Back in 2007, I was in a minimum wage job with a wife and a baby. We were living in my dad’s basement because we couldn’t afford an apartment,” said Bell, now 37. “I got started at Estes, worked the dock for a year and started seeing better pay checks. I moved to the switcher yard, and eventually bought a house and nice vehicles.” Bell’s story doesn’t end there, however. “After four years in the switching yard, I was asked if I wanted to do the driving school. I was, like, ‘Absolutely!’” he said, adding that he’d wanted to attend the school for a while — but back then the training program was held only twice a year. Estes’ DTD program is open to all employees; anyone within the company can attend driver training with the approval of their terminal manager and regional safety manager. The DTD program guides students through the process of earning a commercial driver’s license (CDL), obtaining clearances and undergoing the required drug tests. From there, it’s a two-week trip to driving school for a combination of classroom and field training. Estes even pays transportation costs and per diem expenses for employees. “I went to driving school in December of 2011,” Bell said. “We were a class of 12. We stuck together, learned how to do pre-trip (inspections) and handle a 10-speed transmission. From there, I spent two weeks learning to drive city routes and eventually was sent to Aberdeen, North Carolina; (that was) my first real experience in a city.” Bell’s love for the road has grown by leaps and bounds. “I’ve been driving 12 years now, and I still love it every day,” he said. Aside from driving for the company, Bell now has the opportunity to train new drivers through the Estes driver training program. He has been a driver-trainer at Estes’ High Point, North Carolina, location for three years. From High Point, Bell says they offer training to recruits from a large part of the country. “The driver training program started in 2003 with the idea of offering in-house employees the career opportunity of driving a truck,” he said. “High Point was our first location.” Estes now operates a similar program in San Antonio. “We do a class just about every month,” Bell said. “People from the Northeast, Midwest and Southeast all come to North Carolina for their training.” The typical class ranges from eight to 18 students, although with the growing demand for training, Bell says he’s seen classes with as many as 24 students. “There’s no shortage of students,” he said. “We want to offer employees already with the company the chance to grow and succeed. “Back in 2011, I wanted more for my family — a better job — plus, I’ve always wanted to be a truck driver,” he continued. “This program made that a reality.” While other carriers offer DTD programs, Bell says there are few things that set Estes’ training apart from the rest. First, he said, Estes pays employees their regular salaries while they are in training. “We pay you to learn,” he said. “There are schools out there charging $5,000 to $7,000 to teach you to drive a truck. I’ve heard people say they learned more about playing poker than trucks while in the class.” In addition to an automatic transmission, Estes trains its drivers to operate a 10-speed transmission. “Our drivers can have no restrictions on their licenses,” Bell said. “Being able to drive only an automatic is a no-go.” This requirement, he says, is good overall, but students vary in their ability to learn the 10-speed transmission. “We teach students to upshift, downshift and double clutch,” he said. “A lot of our students have never even driven a stick-shift car — but that’s often a good thing. Many who drive one have invariably learned some bad habits along the way, and we have to overcome them.” Estes’ DTD program originally had a minimum age requirement of 23, but it has been lowered to 21, Bell said, bringing a new dynamic to the classroom. “Some of the younger students haven’t even been driving a car very long,” he said. “While they have a learning curve in terms of driving, they are often far ahead of older students in terms of technology.” Mastering the use of hand-held devices and computers in trucks — learning what is really a step beyond driving — is typically easier for younger students, Bell noted. To better serve the students — and ultimately the carrier’s clientele — Bell says that Estes’ DTD program is constantly evolving to match changes in the industry. However, he noted, the base education remains regimented. “Driving a truck isn’t too different today than it was when I went through the training program in 2011,” he said. “It’s electronic logging, devices that track pick-up and delivery, and other technological changes that drivers have to adjust to. We just teach them how to drive the same way we have for as long as the program has existed.” Bell is particularly proud of the success rate of his students. “I can say that there have been only a handful who haven’t been able to pull-through the program,” he said. “And we don’t want to see anyone go through the program and not accomplish their goals. We do everything we can to help students succeed.” Overall, Estes’ DTD program has a high success rate and turns out good drivers in terms of their level of safety and mindfulness when driving a truck, he added. Since the program’s inception back in 2003, the number of drivers trained annually has generally trended upward every year. That first year, about 60 students successfully completed the program; in 2022 there were nearly 300 graduates. While the training program does not produce the majority of Estes’ new driver hires, the percentage is increasing, and that includes women. “We are seeing an increase of women employees coming through,” Bell said. “And we’re seeing a much better turnout in diversity throughout the program in general. We want to hire from within, and this program allows us to do so.” Bell says he does notice a few students who struggle — but not because of a lack of ability. It’s typically because of a language barrier. “We have had a few students from foreign countries who have difficulty with the language barrier. This usually creates problems in classroom training,” he said, adding that, for the most part, the students and instructors are able to overcome these barriers, resulting in successful completion of training. When asked about his memorable moments in teaching students to drive, Bell said, “It’s very humbling. You don’t realize what graduating from our program means to people. Some are crying when they get their certificate.” Most students, Bell said, enter the program with the same goals: to earn more money, give their family a better opportunity and to see the country. By graduation day, however, being given the opportunity to grow and thrive in a driving career means much more to students. “It means a lot to me to be able to teach them and be a part of their lives,” he said. “I just want to help them along their way, and it is very humbling.”

So, you want to be a truck driver — Part 4

By Kris Rutherford -

In this series, we look at the steps and missteps involved in obtaining and maintaining your CDL. Well, look at that! You have your CDL! Congratulations! It’s been what seems like a long ride since you first had aspirations of being a truck driver; in some cases, it was a lifelong quest. Now that you’ve achieved it, what’s next? Depending on how you were trained, your path may already be paved — or you might have to do some job searching. If you attended a carrier truck driving school, you’ve probably signed on with that carrier to drive for a specific period of time. Be sure you fulfill your commitment. Otherwise, your carrier may come back on you expecting to be reimbursed for your training — that’s something that could cost you $15,000 or more. You’d be well-advised to complete your required period of employment. If you attended an independent truck driving school or were trained elsewhere, one of two things will probably — or has already — happened. First, your training establishment may have relationships with various carriers already. These carriers will recruit graduates of your training program, and that includes you. Be ready, because a trainer might be aligned with several carriers, all of which have different incentives to lure you to join them. Consider everything: payment per mile; promises of weekly mileage; bonuses for achieving stated goals; safety incentives; and fast-track training to make you eligible for higher paying long-hauls. On the other hand, if you don’t want to be a long-haul driver, some carriers can offer regional or local jobs, dedicated routes, port routes and even inner-city driving jobs. Make a list of what is important to you and your family, listen closely to the various offers and pick the job that’s right for you. However you obtain your first trucking job, your carrier will have additional training for you — an orientation, if you will. This will include familiarization with the carrier’s policies and procedures, direct training in the carrier’s equipment, along with a host of other carrier-specific information. Pay close attention. There is no guarantee that the equipment you trained in will be the same your employer uses. You need to be as familiar with your carrier’s equipment as you are with your own passenger vehicle. And don’t forget to follow those ELD procedures just as you are trained. Lack of an understanding of the ELD system can bring your career to a slow-down in a hurry. Remember, especially early in your career, you don’t want to develop a reputation as a “job hopper.” Of course, if you get into a job situation and discover it’s not right for you, by all means look for an alternative. No one wants you to be trapped in a career of misery. It can impact both you as a driver and your carrier’s reputation. But don’t be one of those drivers whose resume bounces from carrier-to-carrier and makes it look like you’re never happy anywhere. That’s a red flag for recruiters. All carriers want drivers who will sign on and remain with them for a long period. It’s less costly for the carrier in terms of recruiting, and good retention statistics make the carrier more attractive to other recruits. So, you are now a truck driver! You’ve entered a great profession, and many opportunities will open for you in the coming years. Go forward and make your life — and the world — everything you ever wanted it to be! To find truck driving schools in your area, click here. This is the final installment in The Trucker’s “So, you want to be a truck driver” series.  

As efforts to ease the driver shortage continue, safety remains a top concern

By Kris Rutherford -

WASHINGTON — After falling early in 2023, recent statistics from the U.S. Department of Labor show trucking jobs increases over the past few months. While early statistics indicated that during March the truck driving industry added more than 6,000 new jobs, the labor department revised those numbers down to more than 3,000. April numbers show a gain of 3,000 jobs, to a total of 1,612,500 jobs in the trucking industry. Many of these positions were filled by trained CDL drivers, but the experience level of the new job force is questionable. As the push to hire new drivers continues, Congress is considering numerous pieces of legislation that will, either as a primary purpose or secondary effect, open the industry to a broader range of drivers. The tax incentives package recently proposed by Rep. Abigail Spanberger (D-Virginia) and co-sponsor Rep. Mike Gallagher (R-Wisconsin) is but one example. But with all the good that increasing job opportunities may offer the trucking industry and its stakeholders, safety concerns naturally rise. According to Barrett Young, head of fleet safety for Netradyne, stakeholders recognize the impact of softening the driver shortage will have on the U.S. economy. “The driver shortage has been an ongoing issue for some time,” said Barrett Young, head of fleet safety for Netradyne. “It’s exciting to see some action being taken to help curb the challenge many companies are feeling. As a nation, we will feel a positive impact on our supply chain if we can truly help more drivers enter the industry.” Stakeholders recognize the impact of alleviating the driver shortage will have on the nation’s economy, Young noted. “One important point, with more new drivers, it will require more training and safety measures to be in place,” he said, adding that, if done correctly, it will “not only fix the shortage but improve safety on our roads.” Young called for an element of legislation to include improvements to existing safety guidance so new drivers can utilize the benefits of video safety systems to continuously coach and improve driving skills. At the same time, he says, the old ways of improving fleet safety and driver performance are “perfectly suited to a world that no longer exists” — in other words, fleet owners must take advantage of modern technology to keep pace with other industries. He calls for measures including advanced artificial intelligence video telematics, citing as an example Netradyne’s Driver system. “(This) is the only system that can recognize positive driving so fleet managers and new drivers can see the entire picture and take the proper actions to make each driver a top performer,” Barrett said. Barrett emphasized that he is in favor of legislation that will increase the number of drivers on the road. “New incentives and (bringing) new drivers into the industry is great,” he said. “Let’s just make sure we are not sacrificing road safety in the process.”

So, you want to be a truck driver — Part 3

By Kris Rutherford -

In this series, we look at the steps and missteps involved in obtaining and maintaining your CDL. Well, you’ve jumped the first set of hurdles, and you have your commercial learner’s permit (CLP). At this point, you can practice driving — provided you have someone riding shotgun who already has their commercial driver’s license (CDL) in hand. Pay attention to what that person tells you; let them show you what they’ve learned about navigating the road. Soak in what they do well … but don’t ignore their mistakes. Everyone has made a few from time to time. Any trainer worth their salt will own up to the ones they’ve made. There’s plenty to be learned, both good and bad, from every person you have the opportunity to train with. You can learn all the tricks of the trade from any long-time CDL holder, but as of Feb. 7, 2022, the Federal Motor Carrier Safety Administration (FMCSA) has specific training requirements. Anyone who wants to get a new Class A or B license, or upgrade a license from Class B to Class A, must successfully complete the FMCSA’s Entry Level Driver Training (ELDT). The same holds true if you’re applying for a hazardous materials (hazmat) endorsement for the first time. So, you ask, what is ELDT? Essentially, ELDT is part of the same process would-be commercial drivers went through to earn a CDL before the term was created and mandated. When the FMSCA unveiled the ELDT requirements, it estimated that 85% of entry-level drivers already had gone through ELDT-approved training. The primary difference in CDL training before and after Feb. 7, 2022, was the curriculum. Before that date, curriculum for various training programs might have varied to some extent. The new law mandates the same curriculum be used for every driver training program. So, most driver training programs that existed before ELDT became effective still exist today. In fact, the FMSCA even has a handy Training Provider Registry to help you find a trainer that’s just right for your situation. Now, when it comes to selecting a driver training program, options exist on almost every corner. Some carriers offer programs as part of their driver recruitment programs. Community colleges, independent school districts, private training companies, rural cooperatives and some state workforce programs also provide ELDT-approved training for commercial drivers. If you want to earn your CDL, check out the Training Provider Registry. Chances are, there’s a program near you. As you train, you’ll study a combination of book knowledge (“theory”). You’ll also have lots of opportunities for “in-the-cab” training. Once you meet the minimum requirements of both (check your state’s requirements), you’ll be ready for testing. Testing is divided into two parts, written and skills. Assuming you’ve been paying attention in class, practiced your driving skills on the road and passed the necessary background checks, you could be holding your CDL on your first try! If you fail the first (or even the second) time, however, don’t get discouraged. Maybe you need to study harder or practice certain skills a little more. Put your heart and soul into your chosen career, and you’ll make it through. Once you have that CDL in hand, you’ll be ready for the road. One thing is guaranteed: You will never stop learning. To find truck driving schools in your area, click here. Check back next week for the next installment in The Trucker’s “So, you want to be a truck driver” series.

Better together: Industry coalition working to pave the road to clean energy

By Kris Rutherford -

Despite political squabbling on both national and international scales, it is becoming increasingly clear that clean energy will play a major role in the future of the global economy as well as in the health of the environment. In addition, as technologies advance — and with tax levies sure to come for those who don’t climb aboard the clean energy bandwagon — finding alternatives to fossil fuels will likely become less expensive. For trucking, clean energy is not a matter of “if”; rather, it is question of “when.” In March, leaders in the trucking industry made a formal commitment to clean energy with the launch of the Clean Freight Coalition (CFC). The Truckload Carriers Association (TCA), along with the American Trucking Associations (ATA); the American Truck Dealers, a division of the National Automobile Dealers Association; National Tank Truck Carriers; and the Truck & Engine Manufacturers Association are the founding members of the coalition, and the National Motor Freight Traffic Association was quick to jump on board. The CFC represents motor carriers of every size and in every sector, along with truck manufacturers and truck dealers. Together, these industry stakeholders hope to better pave the way for zero-emissions heavy-duty transport vehicles. Jim Mullen will serve as CFC’s executive director. Mullen has extensive regulatory, legislative, and legal experience within the industry, having previously served as acting administrator and chief counsel for the Federal Motor Carrier Safety Administration, chief administrative and legal officer of a publicly traded autonomous truck developer, and general counsel for a large publicly traded truck company. “Trucking is the backbone of our economy and critical to the nation’s supply chain. It is an honor to lead the CFC in its pursuit to get to zero emissions in a responsible and feasible manner,” Mullen noted. TCA President Jim Ward voiced his industry’s dedication to clean energy. “Truckload has long been on the road to zero — embracing new advancements in emissions-reducing technology and critical improvements to infrastructure,” he shared. “The key to our shared success will be in establishing a realistic time line and multiple-solution approach that ensures productivity for drivers and reliability within the supply chain for consumers.” The CFC is committed to adjusting the motor freight industry to take advantage of new and developing technologies and participate in policy making — rather than trying to make clean energy fit the needs of the industry. “For this to happen, we need carrier involvement in all stages of the testing process to help identify operational challenges on the ground,” Ward said. “All modes of our industry stand ready to work together to prepare for this essential transition.” Specifically, the three-part mission of the organization includes educating policymakers on the progress the trucking industry has already made in reducing emissions and protecting the environment; promoting work that’s underway to reduce greenhouse gas emissions from freight transportation; and advocating for public policies that transition toward a zero-emission future while ensuring affordable and reliable freight transportation protecting the nation’s energy supply. The CFC website notes, “As the trucking industry’s essential role in the economy continues to grow, our environmental footprint continues to shrink.” For example, today’s trucks emit 98% less nitrogen oxide and particulate matter than those manufactured just 35 years ago; it takes 60 modern trucks to emit the pollutants of one truck manufactured in 1988. Other accomplishments include the virtual elimination of all sulfur oxide emissions in the last 17 years. In partnership with the U.S. Environmental Protection Agency (EPA), over the past eight years freight carriers worked closely with the U.S. Department of Transportation on both Phase 1 and Phase 2 regulations to reduce greenhouse emissions. These regulations are expected to reduce carbon dioxide emissions by 1.37 billion metric tons and reduce oil consumption by over 2.5 billion barrels. Also in partnership with the EPA, the industry created the voluntary SmartWay program in 2004. The program and its participants cut carbon dioxide emissions by 152 million metric tons and saved 357 million barrels of oil. The CFC notes that the cuts represented, in terms of electricity, the amount of energy used in 23 million homes. The CFC partners acknowledge that the transition to zero-emissions won’t be an easy one. The coalition notes that full electrification of the U.S. vehicle fleet will require 40% of the nation’s electricity generation, and — depending on the state — up to 60% of existing electricity will be required. This is no small feat, and it will take a combination of many types of power sources to make up the difference. Solar, wind, hydroelectric, and biofuels are just a few of the existing energy sources that will be tapped. Success relies on a careful process, taking into consideration important factors such as cost parity, market incentives, infrastructure, and access to a variety of scarce natural resources. According to the CFC website, national standards that are technology neutral will be required to achieve the zero-emissions goal — and those standards must empower innovation and enable the industry to plan and invest in its future. From the standpoint of government, policies and programs must provide sufficient lead time, create regulatory stability for consumers and manufacturers, and support necessary infrastructure development. Success also depends on the joint efforts of every industry partner within the CFC, as well as those who have yet to join. Zero emissions is a lofty goal, but with a unified industry and government agencies both focused on the same end, the means will follow, and the road to clean energy in the freight industry may set a standard for the rest of the world to follow. “The trucking industry starts with ‘Yes,’ as we’ve demonstrated through massive emission reductions over the last three decades,” said ATA President and CEO Chris Spear. “To get to zero, we have to be honest and transparent about the road ahead. Success depends on a national energy strategy that is inclusive of our industry — the most central and critical link in the supply chain.” This article originally appeared in the May/June 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.