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Hey, if he wants 40 acres to turn his rig around then do as the song says…

Winter had set in over Maine, and in late March 1983, it showed no sign of “heading out to sea” as the locals often said. Seven-foot snow drifts lined both sides of the two-lane highways. The temperature topped out at 14 degrees – downright balmy. I was a 16-year-old volunteer fire-boy (some might say “firefighter,” but I never earned such a distinction). We’d been called to a car accident south of town, one I never got close enough to see. My orders? Walk the line of vehicles rapidly stacking up and tell the drivers to find a different route. The road would be closed three or four hours. That’s all I knew, and it’s all I said. The first half dozen cars pulled three-point turns and headed northward. Next, I approached an 18-wheeler loaded down with pulp wood. I climbed to the window of the truck like I knew what I was doing and told the driver my now well-rehearsed line, “Might as well turn around.” He looked at me like the brain lobe supplying “good sense” had liquified and poured from my left ear. The driver wasn’t particularly fond of a half-wit kid wearing a fire helmet (and to think I thought it was a sign of authority) telling him to reverse course in the confines of a 22-foot wide two-lane highway probably narrowed to 18 feet with the snow drifts. He responded with a few choice words – “ignorant” and “stupid” made his list as did some expletives and a brief commentary on the failures of public education. Holy–! I forgot! I climbed down from the cab and shied away. I didn’t know squat about trucks, but I did know trucker music. But for those few moments, I failed to heed what I’d learned. *                    *      * The Willis Brothers recorded several albums of trucking-themed songs during the 1960s, three decades after getting their start on an Oklahoma farm. Two of the brothers and a friend formed a band in the early 1930s, performing as “The Oklahoma Wranglers.” One brother and the friend left before the end of the decade. By 1939, The Oklahoma Wranglers consisted of three Willises. Before the brothers caught a break in music, World War II arrived. The trio enlisted and served the duration of the war. In 1945, The Oklahoma Wranglers returned home and picked up where they left off. Within a year, the group performed on Ryman Hall’s Grand Ole Opry stage, and in their spare time they played backup on early recordings of Hank Williams, Sr. The road Hank Sr. followed is well-documented, and The Oklahoma Wranglers chose not to follow. Eddy Arnold came calling in 1949, and the band toured with him for 8 years. The exposure was great, but in 1957, the “Wranglers” decided to strike out on their own. To avoid confusion, they adopted a new name truly reflecting who they were – “The Willis Brothers.” The brothers first two albums (1962 and 1963) barely registered a blip on clear-channel AM radio, and another in 1965 gave no indication stardom rest on the horizon. With the release of a second 1965 album, “Give Me 40 Acres,” The Willis Brothers fortunes changed. The title song soared up the country charts, hitting No.9 in the U.S. and No.1 in Canada (it always seems Canadiens and Europeans appreciate the best U.S. country music has to offer faster – and longer – than Americans). The tunes bluegrass influence and lyrics painted a picture of a rural southern truck driver overwhelmed by the congestion of New England – specifically Boston, just 90 minutes south of my adopted hometown. Taking the lyrics another step, on the other hand, “Give me 40 acres and I’ll turn this rig around; it’s the easiest way that I’ve found…” connected with not only truckers but with most anyone who didn’t like crowds. The Willis Brothers never had a bigger hit song, and they stuck with the trucking-theme for another 1965 album and three in 1966. *                    *      * Fortunately, no one died in the 1983 car accident I worked as a fire-boy, but I was adequately humiliated (I mean, it has been 36 years, and it’s burned in my brain so I can write about it in detail). That truck driver who so eloquently defamed me didn’t get his 40 acres, but he lucked out and didn’t need to turn his rig around anyway. After about 15 minutes, the road cleared, and The Willis Brothers lyrics no longer mattered – especially when the trucker offered me his humble grin. As he shifted into gear, I’m pretty sure I heard him sing ever so faintly, “Give us 15 seconds, and I’ll bury him in the snow…” Until next time, stay with the rhythm.

Four more races Republicans need to win to ensure keeping Senate

In the last edition of Truckload Authority, we highlighted four races for U.S. Senate seats that Democrats are hoping will enable them to take control of Congress in the November 3 election. While Democrats are working to hold onto the seats they have, they also need to oust at least four Republicans if they are to control the agenda in Washington in the coming years. Republicans, while also fighting to hold onto Senate seats that have been dependable for many years, have their sights on some races they hope to turn from blue to red — enough to offset any potential losses. In this edition, we offer a little insight into four more races that may be tipping points in the battle to control the Senate chamber. Texas Incumbent John Coryn (R) vs. M.J. Hegar (D) A force in Texas politics since 1977, John Coryn is seeking reelection to a fourth term in the U.S. Senate. First elected in 2002, he is considered among the most reliable conservative voices in Washington. M.J. Hegar is a political newcomer, a decorated U.S. Air Force pilot who served three tours in Afghanistan. She has championed opening military combat roles to female soldiers and highlights military service on her campaign website. The Real Clear Politics (RCP) polling average indicates Coryn is holding a 10-point lead over Hegar, an average that has held since the Democratic runoff gave Hegar a slight boost. Still, based on the latest polling, 20% of voters remain undecided. Heading into the final weeks of the race, Coryn is standing by his conservative Senate voting record that has made him overwhelmingly popular among Texans, while Hegar is appealing to socially liberal voters, including Hispanics, which she hopes will carry her to victory based on the immigration plank in her platform. Iowa Incumbent Joni Ernst (R) vs. Theresa Greenfield (D) After a 22-year military career, in 2014 Joni Ernst became the first female voted to represent Iowa in federal office. Unopposed in the 2020 Republican primary, Ernst is now battling for a second term against Democratic challenger Theresa Greenfield. Having lived her life on an Iowa farm and working as a single mother, Greenfield has the experience to resonate with fellow Iowans. In the most recent polling data released by Spry Strategies, Greenfield holds a 2-point lead over Ernst with 12% of voters undecided. Numerous other polls conducted since early June have shown the race to be tight, with Greenfield consistently holding the same two-point edge. Alabama Incumbent Doug Jones (D) vs. Tommy Tuberville (R) If name recognition is important in political races, former Auburn University head football coach Tommy Tuberville would handily defeat most any resident of Alabama. Tuberville has taken a socially conservative agenda on the campaign trail. Incumbent Doug Jones has been in the Senate since 2017 when he won a special election. Jones’ positions are generally socially liberal; however, the Birmingham News describes him as a “moderate Democrat,” noting his primary focus is on health care and the economy. Recent polling data indicates Tuberville holding an 8- to 10-point advantage over Jones. Georgia Incumbent David Perdue (R) vs. Jon Ossoff (D) Business-leader-turned-Senator David Perdue arrived in the Senate in 2015 with promises to break the gridlock and offer change. Perdue has become known as a staunch supporter of President Trump and serves on Senate committees. Democrat Jon Ossoff, 33, is challenging Perdue. Ossoff’s career has included time as an investigative journalist. Recent polls show Perdue holding a 3- to 7-point lead over Ossoff, with RCP indicating a 5-point running average in favor of the incumbent.

Driver Safety series, Part 3: Self-defense options while on the road are plentiful; planning can prevent violence

“Really, it’s no different than speed limit laws,” David Heller, vice president of government affairs for the Truckload Carriers Association (TCA) said of various state laws governing traveling with firearms. “A truck driver may be cruising along at 65 or 70 miles an hour and cross into a state with a lower speed limit.” In such a case, the driver needs to adjust. When it comes to self-defense, carriers also plan for such changes. In coordinating with a team, carrier-employed drivers can use the same tactics to avoid potentially violent situations and plan routes that decrease the likelihood of drivers being placed in unsafe situations that could require the use of self-defense tactics. Your priority as a truck driver is safety. You are concerned for the safety of your truck and cargo, as well as the safety of everyone on the roads. When parked or otherwise stopped, your concern likely shifts to personal safety — protection from someone wishing to do you harm. In the first two parts of this series, we touched on some problems related to traveling with firearms. With those issues in mind, how can you, the driver, work with your carrier to keep you out of harm’s way while on the road? The first and best option is avoidance — a team effort including carrier employees and drivers. Communication is the first line of defense. Your carrier holds a degree of responsibility when it comes to your personal safety as a driver. The effort begins before you’re assigned a route, and it continues until you return to the point of origin. Before your trucks leaves a terminal, a route planner should work with you to develop a path of travel that takes into account road conditions, construction zones, lane blockages and similar factors. Your personal safety while traveling should be a priority as well. The availability of safe, secure parking areas is important, as is avoiding areas with high crime rates or recent violent acts against truck drivers. Arrival times planned around a destination’s hours of business also come into play. Drivers, dispatchers and customers need to combine knowledge to choose a travel plan as efficient and safe as possible. During the time between your departure and your return, constant communication is vital. “Drivers, customers, dispatchers and route planners need to communicate and pay attention to industry news and information feeds impacted a planned route of travel,” Heller said. Routes may need to be adjusted because of road-blocking accidents, unexpected construction zones or issues you learn from chatter on your CB radio. If you reach your destination before opening hours, you should work with your team to find a safe place to park. As several cases have proven, choosing to park in unsafe locations for even a couple of hours can be a fatal decision. When push comes to shove, unarmed drivers have options for self-defense. Perhaps the most-often considered tool for self-defense is a tire iron, and sleeping with one within arm’s reach is perfectly legal. Another everyday item you likely carry aboard you truck is a broom. While any broom can be used to offer some protection, you should consider purchasing one with a fiberglass or metal handle. A household broom with a wooden handle is likely to break after one swing; a metal or fiberglass handle can knock your attacker out cold. As a driver, you carry various tools on your truck to make repairs or to provide a means of escape in the case of accidents. Pry bars, hammers and even large wrenches are not likely to break, and they can help you escape a potentially dangerous situation. A number of manufacturers design simple tools, such as tire gauges, that play double-duty for self-defense. Tire gauges built into the handles of clubs, special umbrellas and knives are options. Even a jackknife can be enough to deter a potential attacker — but make sure you know how and when to use it. “Pepper spray” or similar gels may be your choice of tools for self-defense. These devices come in sizes and forms ranging from those disguised as pencils or carried on keychains to those the size of small fire extinguishers. When discharged, the liquid or gel can disable an approaching criminal through ingestion or when the substance comes in contact with the eyes. The best sprays have ranges of at least 20 feet and do not require a direct hit to be effective. Take care when selecting a spray device. You need a product strong enough to disable an individual under the influences of alcohol or drugs. While any spray is better than none, law-enforcement-grade sprays are available online or from stores specializing in self-defense products. Some self-defense product vendors sell self-defense packages or kits. Items included in the kits include extendable steel batons that can be used as a striking tool or glass breaker. Some have pointed tips that can inflict pain on an attacker. Other items found in kits include pepper spray and a “ready knife,” a plastic knife you hold in the palm of your hand, ready to be used if an altercation becomes physical. Finally, a flashlight with stun gun capabilities is another choice of self-defense for many drivers. Let’s talk tasers. The TASER, a brand name now used as a common term to describe a self-defense tool producing electric current, has been growing in popularity in the U.S. Similar to stun guns based on technology first developed in 1745, tasers came along about 1970. Stun guns inflict pain and are useful when the device touches an attacker, but tasers are effective from distances up to 30 feet. They come in various shapes and sizes; many are similar to handguns and are carried in holsters. They are becoming a first choice of defense in law-enforcement agencies, with protocols guiding officers as to whether nonlethal or lethal force is needed. While tasers are affordable and, for the most part, reliable, state laws related to tasers differ nationwide. All but five states and districts consider tasers to be legal without a permit. The others — Hawaii, Rhode Island, Massachusetts, New York, New Jersey and Washington, D.C. — have banned tasers. Other states do not ban them, but Illinois, Maryland, Minnesota, Connecticut, Delaware, New Mexico and North Carolina all have requirements ranging from permits to background checks and specific locations where tasers can be carried. As with firearms, it pays to be familiar with state laws before choosing to carry tasers while traveling. And training is all important. Choose a shield, not a sword. Regardless of the self-defense tool you choose to employ as a truck driver, you should be thoroughly familiar with it and how it can used in self-defense. If necessary, undergo training for specific devices such as pepper spray and tasers. A self-defense course is always a good idea. Keep in mind, by definition a self-defense tool is a “shield” for defense, not a “sword” for offense. While the line between defense and offense can cross in a violent situation, as you plan, remember lethal force is a last resort. As your father may have taught you, a “jab in the eye with a sharp stick” is enough to neutralize most any attacker.

Driver Safety series, Part 2: Packing on the road — Freedom of choice isn’t as free as it first appears

Here’s a word of advice for truck drivers who hold concealed-carry permits in their home states to consider before carrying a firearm on the road: Arm yourself with knowledge before arming yourself with the gun of your choice. With no national law specifically addressing the right of truck drivers to carry firearms, drivers must abide by state laws along their routes. And because there is no readily available, well-versed source of information on the varying state laws, gun-toting drivers could find themselves in deep legal trouble if caught with a firearm in the wrong state. In fact, if you can afford to hire a well-versed gun-law attorney to ride shotgun, it’s likely worth the investment. A recent survey of truck drivers revealed that 73% of respondents have been in a situation where they did not have a firearm available but wished otherwise. That’s not to say they would have actually used said firearm; rather, having one within arm’s reach would have made them more comfortable. However, driving with a firearm in tow is risky business. Whether you are a company driver or an owner-operator, knowledge is your best friend when choosing a method of self-defense for a given route. Packing a handgun or any other firearm may offer a sense of personal safety, but without knowledge of firearm laws, which vary with the crossing of every state border, your concerns about self-defense might be related to your cellmates instead of roadside assailants, and you can be sure you won’t have a firearm available behind bars. Begin with your carrier’s policy “A majority of carriers prohibit drivers from having firearms with them in the cab of their trucks,” said David Heller, vice president of government affairs for the Truckload Carriers Association. Before arguing that such a company policy violates state law or your Second-Amendment rights, realize you’ll be fighting a losing battle. To date, courts have not issued a ruling that says the Second Amendment applies to the workplace. The bottom line is that you are bound by your employer’s policy. If your carrier says drivers cannot carry firearms in its trucks, you’ll be instantly unemployed when your boss realizes you are packing while driving. Most likely, your employer is concerned for your safety. In general, carriers simply prefer to use options other than firearms when it comes to drivers’ protection. “One way carriers keep drivers safe in lieu of allowing them to carry firearms is through communication,” Heller said. We’ll discuss communication and other safety options in Part 3 of this series. For the time being, unless you’re an owner-operator, chances are that your employer is unlikely to allow you — or any other driver — to travel with a firearm in tow. Concealed-carry reciprocity between states When it comes to carrying firearms for personal protection, owner-operators have the freedom of choice — but an uninformed choice is not a good one. Drivers need to learn about the gun laws of each state along their planned route. Access to updated information regarding guns laws and concealed-carry reciprocity between states is vital. But the patchwork of state laws makes for complicated planning and can lead to lengthy delays that are sure to cost you not only time but also money — money in the form of unpaid contracts and fines for violating state laws. “Contracted drivers need to be aware of the varied state laws related to firearms,” Heller said. “It comes back to knowledge. Drivers need to know where they are and know the laws.” Much of the knowledge Heller refers to involves route planning. If certain states have laws prohibiting out-of-state drivers from carrying firearms, alternate routes need to be considered. Even then, finding a legal route between points may not only be difficult; it could be impossible. An extreme but very real example Let’s consider a Vermont-based driver headed for Kentucky or vice-versa. Both states are similar in that they are “constitutional-carry” states; that is, the laws of both states recognize an individual’s freedom to own and carry a firearm (with some restrictions). Armed with that information, one might think traveling between the two states with a firearm is a matter of just hitting the road. Nothing is further from the truth. A quick glance at a map showing reciprocity of concealed carry permits between states shows the first problem — New York, a state with gun laws that are among the strictest in the nation. Pennsylvania’s laws may also create problems when carrying a firearm and traveling between Vermont and Kentucky, but the most obvious issue is New York. One cannot leave or enter Vermont (except to Maine and New Hampshire) without crossing New York. If you carry a firearm for personal protection, you’re out of luck. The Federal Firearm Owner Protection Act (FOPA) offers provisions allowing to transport firearms, but the requirements defeat the purpose for truck drivers. Under FOPA, a firearm must be unloaded, not readily accessible and carried in locked storage. Because of this, if a criminal attacks a sleeping driver, a firearm carried under FOPA regulations will not be of much use for self-defense. The Vermont-New York-Kentucky route is but one example of how state laws impact truck drivers’ ability to carry firearms for self-protection. State laws are as varied as the states. And don’t try to include Canada in your route to bypass state laws. Canada bans some categories of firearms and severely restricts others. Unless you’ve taken steps to ensure your firearm is legal to carry across the border, be prepared to pay a heavy fine or spend some time in jail if authorities happen to spot your firearm. Luxury may not be worth the cost If you are an owner-operator and have the luxury of choice when it comes to carrying a firearm on the road, think twice. Make sure you are armed with knowledge before choosing to pack. And take Heller’s advice before heading out on the road: Familiarize yourself with the laws in your state, your destination’s and every state in between. You may find the luxury of personal choice more of a burden than a carrier’s policy prohibiting firearms in its vehicles. Check back tomorrow to read the last installment of this three-part series about violence against truck drivers and self-protection. we’ll take a look at how carriers work to keep their drivers safe and how some drivers protect themselves by means other than firearms. Editor’s note: The Trucker recommends that any driver looking to learn about the legalities of carrying a firearm in their truck should defer to their company’s policies and state, local and national guidance. This article is only an overview and is not meant to be taken as legal advice regarding carrying a firearm in a commercial vehicle.

Driver Safety series, Part 1: Safety is always a priority for truck drivers but involves more than driving practices

As any truck driver knows, the occupation requires adherence to one principle above all — safety. Never mind the strict Federal Motor Carrier Safety Administration (FMCSA) regulations truckers must follow, statistics noting that the majority of accidents involving trucks are the fault of the other drivers, or the untold investments in safety that truck manufacturers and carriers have made to enhance the safety of both the equipment and the drivers operating it. No doubt, safety is of paramount concern for truckers. But what is forgotten is that safety is a two-way street. Truck driving is among the most dangerous occupations in the U.S. and has been for many years. Most fatalities among truck drivers result from highway accidents and the many causes of those accidents. But even when trucks are parked, drivers must remain alert. Too often, drivers are the victims of violent crime. In an internet search for information about crimes committed against truck drivers, the results instead offer screen after screen of cases in which drivers are the alleged criminals. In fact, in 2016 an FBI crime researcher wrote, “If there is such a thing as an ideal profession for a serial killer, it may well be as a long-haul truck driver.” Regardless of the articles and reports that paint drivers as criminals, if one digs deep enough, they’ll find drivers are at high risk of becoming victims of violent crime. The Bureau of Labor Statistics notes that between 2003 and 2015, at least 110 truck drivers were murdered on the job. A few of these homicides took place while the driver was at the wheel, but the majority happened when truck drivers were stopped. Incidents have occurred when drivers were fueling their truck, honoring hours-of-service regulations or even sleeping in a truck’s berth. Most driver homicides happen during robberies or theft of cargo; aside from safety behind the wheel, a driver is also responsible for the safety of the cargo being hauled. In any case, specific incidents have given the FMCSA cause to initiate studies to increase driver safety, including the need for increased parking and, more recently, a three-year study of violence against women and minority drivers. “Jason’s Law,” a federal law passed in 2012, was enacted in the wake of perhaps the most notorious case of violence against a truck driver. Jason Rivenburg was a driver who, in 2009, was unable to find a safe parking area in St. Matthews, South Carolina. Because the wait for his delivery point to open was only a couple of hours, Rivenburg parked in front of an abandoned gas station. Soon he was face to face with a killer. Rivenburg died because a criminal was willing to kill him for $7 — and because of a system that offered no protection to accommodate truckers when passing mandates requiring them to remain parked under hours-of-service regulations. But Jason Rivenburg is just one case in which a truck driver became the victim of violent crime. 2012: A driver stopped at a privately owned overnight-parking facility after a day on the road. While asleep in his berth, another driver appeared at his door with a pry bar and screwdriver. Upon making eye contact, the other driver left, climbing into a truck that was parked so close to the potential victim’s truck that when he confronted the other driver, who was prepared to, at minimum, steal items from the truck, he had to stand on the other driver’s step. With the victim clinging to the side-view mirror, the other driver started his truck and headed for the exit. Eventually, the victim lost his grip, fell and was run over by the truck. The truck then backed up and ran over him again. Somehow, the victim survived. 2015: After one of the drivers was cut off, the driver of a passenger vehicle and an older truck driver stopped in a construction zone, exited their vehicles and argued about who was at fault. The passenger vehicle’s driver began beating the truck driver, who defended himself with a tire iron. Construction workers separated the two and did not notify the police. 2015: A charity-truck driver was accused of driving too fast through a residential area. Residents of the area used vehicles to block the driver’s exit, and one resident began beating on the trucker’s windshield with a hammer. Other residents circled the truck, two carrying firearms. Police de-escalated the situation and led the truck driver out of the hostile situation. 2018: A motorist whose vehicle was being towed from an accident slashed the throat of the tow-truck driver. The driver survived. 2018: A 65-year-old truck driver was attacked while in the cab of his truck, struck with a blunt object and beaten. The attacker then began tossing items for the truck onto the ground before continuing to beat the driver. 2020: A truck driver in Memphis escaped becoming the victim of an alleged highway sniper’s actions when a sniper hit his truck with at least two rounds. These are just a few of the acts of violence committed against truck drivers in the U.S. But the problem is an international concern. Between early 2018 and August 2019, protesters in South Africa called for only the nation’s citizens to be given truck-driving privileges inside its borders. Violence against foreign national drivers became common. By early autumn 2019, at least 230 drivers had been murdered by the rioting protestors. Clearly, violence against truck drivers is a concern for carriers, government agencies, and drivers and their families. It is likely that many incidents go unreported, and those involving workplace violence committed by co-workers are largely unreported, remaining internal company affairs. So, how do carriers and federal and state government agencies address violence and protect drivers? Likewise, what can drivers do while on the road to protect themselves? The answers are not easy, and they are complicated by carrier policies and differing laws among the many states truck drivers pass through while traveling. Personal protection is a concern among truck drivers, who are often caught in dangerous situations far from home and along highways they have never traveled. Yes, safety is the primary responsibility of all truck drivers, but “safety” involves more than drivers protecting other travelers by employing safe driving methods. Personal safety is a concern for every truck driver on the highways. In fact, personal safety is sometimes a matter of life and death. Check back tomorrow for Part 2 of this three-part series about violence against truck drivers and self-protection, which will explore firearms and concealed-carry laws. These laws differ by state and can place unwitting drivers in deep trouble with the legal system.

Remembering Bill Mack: Riding shotgun with truckers for six decades

Bill Mack’s connection with truck drivers came naturally. Not only was Mack’s father a truck driver, but Mack was born in Shamrock, Texas, in 1932, during the depths of the Great Depression. Shamrock was one of many towns that flourished during the heyday of Route 66. Thousands of “Arkies,” “Okies” and other Americans flocked to California via the famed highway during the Depression, and early versions of semitrucks traveled westward through downtown Shamrock. Mack made a 60-year career of his relationship with truck drivers who listened to the radio during the overnight hours that coincided with Mack’s preferred time slot. Mack died July 31 from complications associated with COVID-19. He was 88 years old. Bill Mack, whose surname was actually “Smith,” was a musician first and a radio announcer second. Growing up in Shamrock, he learned to play guitar and harmonica. He formed a band that had a stranglehold on playing at dances in town, particularly at Shamrock High School. When he moved to Canyon, Texas, where he attended West Texas State College, he worked for the campus radio station. A year later, just 19 years old, Mack became news director at KLYN in Amarillo. But he didn’t care much for news radio. In interviews later in his life, Mack admitted to pulling on-air pranks that were largely intended to make the station’s managers fire him. When he wrote phony stories for an announcer, he knew would read the news “cold” without proofing in advance, he quickly found himself unemployed. But that didn’t matter to Bill Mack. It was all part of his plan. By 1951, Mack was a songwriter, musician, cartoonist, author and DJ. His first break came when he signed on to host “The Big Six Jamboree” on KWFT-TV in Wichita Falls in the early 1950s. Mack’s work with KWFT landed him a recording contract with Imperial Records. As a recording artist, Mack turned out 30 songs, none of them particularly successful. However, his varied talents kept him popular in the music business throughout his life. Through the late ’50s and ’60s, Mack continued recording, switching labels frequently but never finding success. Up until 1970, his one true hit was a song he wrote but did not record — “Drinking Champagne.” Cal Smith recorded the first version of the song, which reached the Top 40 in 1968, while George Strait took his cover of the song to No. 4 in 1990. While Mack might have received his first break in Wichita Falls, his “big” break came in 1969 with WBAP-AM in Fort Worth. The 50,000-watt clear channel station could be picked up on airwaves nationwide during the overnight hours, during Mack’s favorite shift from midnight to 6:00 am. His all-night show, “Open Road,” attracted a huge following, especially among truck drivers. Soon, Bill Mack became known as “The Midnight Cowboy,” continuing in WBAP’s overnight slot. He received on-air calls from truck drivers around the country. Mack also listened to the CB radio, and on occasion, drivers would stop in at the station and Mack would interview them live on the air. The only time Mack ever thought that having drivers show up at the station would land him in trouble was when a driver with a tall load took out the WBAP sign outside the station. While WBAP made Mack a nationwide star and essentially served as a satellite station, he also hosted the syndicated radio show “Country Crossroads,” heard on more than 200 stations. He later made the switch to real satellite radio, remaining on Sirius XM until his retirement in 2012. Between his move from syndication to satellite radio, Mack left his major mark on country music when Lee Ann Rimes, a 13-year old singer with a voice along the lines of Tanya Tucker, recorded “Blue,” a song written by Mack nearly 30 years before Rimes was born. Mack claimed the song had been intended for Patsy Cline, but she died before recording it. Regardless, Rimes took the tune to No. 1, a capstone in Mack’s career. While Mack spent the last eight years of his life off the air, no doubt many truck drivers who listened to him regularly early in their careers are still on the road today, and to the generation before those drivers, Mack was an icon. Thanks to YouTube and similar streaming websites, his barrel-like radio voice will live on. Route 66 turned into Interstate 40 many years ago, and Shamrock, Texas, is today nothing more than an interesting exit between the Oklahoma state line and Amarillo, Texas. But chalk another one up to old Route 66. The highway west undoubtedly led country music’s most famous DJ into a career riding alongside and entertaining truck drivers — wherever they might travel.

Poor word choice blocks highway to song’s status as anthem for lonely drivers

The “Country Gold” era (early 1950s to mid-1970s) gave rise to a few real-life truck drivers who took shots at making their names in the music business, either in Nashville, Tennessee, or on the west coast in Bakersfield, California.  None rose higher than Elvis Presley, a performer who erased the boundaries of musical genres worldwide. In high school, “The King” drove a truck for an electric company — but he knew his future awaited him behind a microphone, not a steering wheel. He must have been a pretty good driver. After all, when Presley met with Eddie Bond, a Memphis band leader who was looking for a vocalist, Bond told him to stick to driving trucks. Shortly thereafter, Presley recorded “That’s Alright (Mama).” Eddie Bond ate the crow Presley left in the lunch pail in the seat of his electric-company truck.   Ferlin Husky was another truck-driver-turned-musician, first appearing on the charts about a decade before Presley. Born in 1925 in Cantwell, Missouri, Husky began a seven-decade career in St. Louis in the early 1940s. Over the years, he performed a variety of country music styles including honky-tonk, ballads, recited songs and even the occasional rockabilly tune. He never joined the early 1960s fray of artists performing truck-driving songs, but Husky did have a road song or two in him.  “I Hear Little Rock Calling,” a 1966 road song penned by Dallas Frazier, gave Husky a No. 17 hit. But in hindsight, with the change of a single word, Husky and Frazier might have recorded a trucker’s anthem to put all other anthems to shame. Fortunately, more than 50 years later, we have the hindsight the singer-songwriter combo lacked. Today, we can make the change, and we don’t even have to worry about infringing on a copyright.  Before Husky found stardom — or maybe before stardom found him — he paid his dues, working in a steel mill and as a truck driver while playing St. Louis honky-tonks at night. Then he served a stint in World War II as a merchant marine, entertaining soldiers who were headed to the battlefronts of Europe on transport ships, including at least one shipload filled with young men destined to invade Normandy on D-Day.   After the war, Husky took a job as a disc jockey, a job that gave him access to record executives and promoters. He recorded a few albums — but they weren’t under his given name. A record promoter decided the words “Ferlin Husky” wouldn’t be an appealing site on a venue’s marquee. Instead, he convinced Husky to adopt a stage name, “Terry Preston.” The name brought no success, and when Husky signed with Capitol Records in 1953, he drove Terry Preston and the promoter to a bus headed to music’s hall of shame. The two were last seen bordering the bus, right behind Elvis Presley’s detractor, Eddie Bond. It’s a fine line between fame and infamy.  Husky’s first two singles, both duets with Jean Shepard, screamed to the top of the charts. The first, “A Dear John Letter,” gave Husky a No. 1 record with his first single. The second single, “Forgive Me John,” hit No. 4. Over the next couple of years, Husky charted a few more songs, including the No. 1 “Gone” in 1957, a song that crossed over to the pop charts. But it wasn’t until 1960 that Husky achieved country superstar status with his signature hit “On the Wings of a Dove.” The song held the No. 1 spot on country charts for 10 weeks. Husky never recorded a bigger hit, and “On the Wings of a Dove,” is frequently noted as an all-time top country hit.  With notoriety on his side, Huskey had arrived. A popular performer on radio and stage, he made the transition to television, appearing with Ed Sullivan and Merv Griffin, and on at least three episodes of “Hee-Haw.”  In the middle of it all, he recorded “I Hear Little Rock Calling,” until now just one in a chain of road songs in the vein of Roger Miller’s “King of the Road” and Charley Pride’s “Is Anybody Going to San Antone?” While not as popular as many other road songs, Husky’s recording is pure country, flawlessly expressing the feelings of young men who lament leaving home before they are ready. In fact, the lonesome road and regret of ignoring his parents’ advice and pleas to remain at home are evident in Husky’s opening lines:   “I hear Little Rock calling, homesick tears a falling,   “I’ve been away from Little Rock way too long…  “…they said, Son, don’t go away. Now I wished I would’ve listened to their call….”   The song goes on to sum up life on the road in a few well-chosen words. Husky misses “Mom and Dad and the many good friends he had,” but he misses his “hometown sweetheart most of all.” Likewise, the lyrics reveal that the “thrill of traveling this old world is gone,” as well as the heart of the matter: “I’m troubled in my soul.” In the song, Husky decides to jump the next train home. As he heads toward Little Rock, excitement builds — after all, “I’m gonna have a worried mind ’til I cross that Arkansas line.” Little Rock continues to call.  So, exactly how did Frazier and Husky miss out on scoring a timeless trucker’s anthem? In a song with otherwise flawless lyrics, they chose just one word incorrectly: “train.” Had Husky jumped a “truck” instead of a “train,” he might have recorded a nearly perfect trucking song. And with highways filled with drivers substituting their own hometowns for “Little Rock,” truckers alone might have carried the song to legendary status. Then again, hindsight always serves us well.  Until next time, stay off those trains and just follow Ferlin Husky’s voice back home. Those tears will wash away with every passing mile.  

Another ‘Red’ rides white line and love-hate relationship to trucking music glory

Country music has offered its share of memorable opening lines over the years. With “It’s a Bloody Mary morning,” Willie Nelson jolted radio listeners out of bed. “Busted flat in Baton Rouge…,” a “semi” trucking (pardon the pun) song brought Kris Kristofferson fame — and a lot of royalty checks. And truck drivers alone carried Ed Bruce’s “After All” to the top of the charts with a rewrite of the lyrics following the song’s opening line, “There’s a parking lot….”  But when it comes to profound opening lines that offer listeners an indication of what’s to follow, it’s hard to beat Red Simpson’s 1971 hit song’s introduction: “Hello. I’m a truck.”  Joe Cecil “Red” Simpson was born in 1934 in Arizona, but like so many others during the Great Depression, his parents and 11 siblings soon relocated to Bakersfield, California. His family’s passion for music lit a spark in Simpson at an early age when daily gatherings featured his father on the banjo and sisters singing in harmony. Simpson became a master at the piano and on the fiddle and guitar. He wrote his first song at age 14 but earned his “teenage living” shining shoes and mowing yards in the early ’50s prior to graduating from Bakersfield High School.  A sheet-metal worker by trade, Simpson joined the Navy but found himself assigned to a hospital ship during the Korean War. While onboard, he and a few other musicians formed a band.   Upon Simpson’s return to Bakersfield, Merle Haggard and Buck Owens were busy pioneering the “Bakersfield Sound.” This hard-driving form of country music, strongly influenced by rock ’n’ roll, featured electric instruments, an element that, to that point, had been left out of most country recordings. With tele chord guitars awaiting his arrival, Simpson entered the fray by the mid-60s, playing early honky-tonks in Southern California.  Simpson never received the notoriety of Haggard or Owens, but then, he was more of a songwriter than a singer. In fact, Simpson wrote or co-wrote several songs for Owens, who between 1963 and 1967 recorded 15 consecutive chart-topping songs. If Simpson was going to ride anyone’s coattails, he couldn’t have found any better to climb aboard than Buck Owens’. Between 1964 and 1970, Simpson wrote 25 songs with fellow Bakersfield performers like Owens, Haggard and Don Rich. Only one of those songs hit the top spot on the charts — Buck Owens “Sam’s Place” in 1967.  Early in his career, Simpson became a leader in the writing and recording of truck-driving songs. Growing up close to Highway 99, he became familiar with the trucks and drivers hauling citrus and other bulk crops, but Simpson never drove a truck, aside from a stint at the wheel of an ice-cream truck. Always the good guy, Simpson gave away lots of ice cream to kids who were living in poverty, and the company soon fired him.  As a musician, Simpson found a niche and became a pioneer of the truck-driving music that bridged the ’60s and ’70s. Unfortunately, even when the public built truck drivers into cultural icons based on songs like the ones Simpson wrote and performed, he saw little success on the country charts. Of the eight albums he released between 1966 and 1973, only two achieved Billboard Top 10 status. Five never even reached the charts. Simpson didn’t fare much better with his single releases, with only eight of 25 singles reaching Billboard’s Top 100. “I’m a Truck” was by far his highest-charting song at No. 4, and none of his other singles ever reached higher than No. 34.  For trucking-music followers, however, Simpson remains a pioneer who recorded more songs targeting drivers than any other performer of note. Even truck-driver favorites like Red Sovine and Dave Dudley couldn’t hold a candle to Red Simpson. At least nine of Simpson’s singles, and several of his albums, specifically refer to trucks in their titles, and a number of others focus on truck-driving themes.   As a singer-songwriter, Simpson will always be remembered for “I’m a Truck.” While the song is found on countless online sites offering opinions of history’s top trucking songs, to most, the song is a novelty. Within the genre, however, its staying power places it a cut above many other recordings.   Simpson performed “I’m a Truck” from the perspective of a truck that has a love-hate (mostly hate) relationship with its driver. The truck’s dislike for its driver shows in lyrics like, “When we’re on time, he gets the credit. When we’re late, I take the blame.” The truck also tells of the time it saved the driver by clinging to the shoulder of the road when its driver took a curve on Route 66 too fast, and another time when the driver missed a gear and a “Volkswagen bus full of hippies” passed him.   “I’m a Truck” is humorous throughout, but one of its best lines comes when the driver parks his unappreciated truck next to a cattle hauler. “Why couldn’t he have parked me next to that little pink Mack over there?” the truck asks. “Gosh, she’s got pretty mud flaps.” As the song fades, Simpson gets in a jab at his buddy Owens with the complaint, he’ll “take out that Buck Owens tape and play it again. I don’t know why he doesn’t buy a Merle Haggard tape.”  Despite a career spent largely in the shadows of Owens and Haggard, Simpson made a name for himself on the streets and in the clubs in Southern California, where he was referred to as the “Bard of Bakersfield.” If you’re into truck-driving music, you’ll be pressed to find a discography as full of trucking-themed songs as Simpson’s. Chances are it will take some digging to gather the full compilation, but YouTube is a wonderful source.  Until next time, keep in mind that first impressions live on with people you meet. If you’re at a loss for words, just fall back on, “Hello. I’m a truck.” After all, it served Red Simpson well.   Stay safe.  

$64,000 question: Can the trucking industry emerge from the COVID-19 pandemic stronger than before?

The COVID-19 crisis isn’t the type of tunnel one enters with an optimistic eye. After all, a global enemy infecting more than seven million people to date and killing hundreds of thousands is difficult to look beyond. Likewise, as proven in the U.S. economy, a crisis of COVID-19’s magnitude can destroy businesses that have taken decades to build. The adage “every cloud has a silver lining” is not on many people’s minds amid the COVID-19 pandemic. But if it does hold true, which industries could emerge stronger than before 2020 began? Anecdotal evidence suggests the silver lining is actually chrome — dual stacks and trim of the 18-wheelers traveling America’s highways. Public opinion of the trucking industry appears to be on the upswing, maybe as high as when truck drivers became cultural icons of the 1970s. Will this upswing in public appreciation for truck drivers hold?  If so, the industry stands to benefit. Ultimately, if the industry is thanked for its efforts, an indicator could be in the courtrooms, where juries have increasingly returned “nuclear” verdicts against the industry. The shift in public opinion has been a long time coming. Crises tend to pull the veil from decades of misconceptions and negative publicity. 2020 may become the year truck drivers attained a status like that of first responders — heroes, or at least doers of heroic deeds. “No one thinks of trucks until they are needed,” said Interstate Trucker Ltd. and Drivers Legal Plan President Brad Klepper. “COVID-19 has shown how important trucking is in the U.S. Medical supplies are delivered by truck. Without truck drivers at work, the health care system can’t do its job.” Public-opinion surveys as recent as last October deemed trucks and drivers menaces of highways. But as the COVID-19 crisis spread, a change was felt. “I think public opinion has changed,” said Klepper. “The bias I’ve seen against truckers has decreased the last few months.” The role of the trucking industry in the U.S. has shone brightly this year. Americans seem to recognize it. Billboards offering thanks to truck drivers have popped up along highways, and strangers have often gone out of their way to thank these newfound “Knights of the Highway.” Politicians, including President Donald J. Trump, have even come out in support of the industry. Klepper wonders if changing perceptions will affect jury deliberations when truck drivers are the defendants. “When it comes down to it, 12 individuals, legally considered the defendant’s peers, decide a case. Truck drivers’ ‘peers’ have probably brought a negative bias to the courtroom. Identifying enough jurors with neutral opinions is difficult,” he said. A driver is seldom the sole defendant in a case, as insurance companies hold stake in the verdict. Americans might have had a negative view of truck drivers, but insurance companies receive even less respect. Dealing with an insurance company can bring much more aggravation than an accident. “Defending a driver is difficult enough,” Klepper shared. “When insurance companies are involved, it’s an uphill battle.” Klepper estimates that even in the most solid cases attorneys defend, their success rate is only 70%. When an insurer meets its obligations, the result is normally a skyrocketing premium or outright policy cancellation. Crippling premiums can prevent truck drivers from fulfilling their “heroic” role. Some insurers became more difficult to work with after personal-injury lawyers entered the scene. Their skills at encouraging juries to return “nuclear” verdicts against the trucking industry, as well as their marketing efforts based on successes, have helped shape the public’s perception of trucking. The tactics an attorney uses to reverse fault in an accident are simple. One Midwest law firm openly explains its approach to vilifying truck drivers on its website. Fault in an accident, according to the firm’s site, does not necessarily rest with either driver; instead, the truck is at fault. For instance, the law firm claims that in cases where 18-wheelers are equipped with “truck underride guards” (TUGs), the number of fatal accidents plummets. The firm claims federal safety standards require TUGs on specific trucks but not all. It also notes the FMCSA is considering strengthening requirements to include TUGs on the front, rear, and sides of all trucks. In other words, the attorney’s argument is that the law does not necessarily require TUGs in all situations, but it should. While insurance companies hold a tremendous stake in verdicts involving freight carriers, if the improved public image of truck drivers it real, it may show up in the numbers — the percentages of cases won and the damages awarded when cases are lost. It is too soon to decide if the public’s rediscovered support for truck drivers will carry into courtrooms. But with government officials and business owners lauding them as heroes, will lawyers continue viewing the industry as a rolling ATM machine? Klepper’s outlook is one of hope surrounded by pure speculation. “No matter how solid a case an attorney representing a truck driver presents,” he shared, “validity of the evidence can’t overcome bad facts put forth by personal injury lawyers.” The silver lining of the COVID-19 pandemic may be that the bias against truck drivers permanently decreases. For now, though, those monitoring the truck-versus-personal-injury-lawyer battle may find counting billboards to be the most accurate barometer of public opinion. A window does appear to be open, and the trucking industry may climb through it. If so, at least COVID-19 will have left something positive in its wake. “The trucking industry needs to capitalize on any improvement in public opinion and push it for all its worth,” Klepper said.

‘Rubber Duck’ has a sentimental side, and it’s only a flip side away

Among truck drivers, particularly those who drove during the 1970s and ’80s, C.W. McCall and his CB handle, “Rubber Duck,” point directly toward the No. 1 Billboard country hit of America’s Bicentennial year — the 1976 megahit, “Convoy.”   On the surface, many music historians might describe “Convoy” as a novelty song. But few novelty songs sell two million copies, reach the top of the charts in four countries, cross over to secure No. 1 status on pop charts or serve as inspiration for big-screen spin-offs. “Convoy” took the 1970s trucking world by storm and helped build truck drivers into cultural icons. Little did it matter that C.W. McCall was a fictional character created and portrayed by Omaha advertising executive Bill Fries; McCall still holds a special spot in 1970s nostalgia. His hit song’s continued airplay over four decades later cements his place in the annals of trucking songs.  One could write several articles on the story behind and meanings within “Convoy.” The satire and indirect references to politics, particularly how the government impacted truck drivers at the time, are many. For now, rather than dwelling on C.W. McCall’s biggest hit, let’s take a look at the song on the flip side of the 45 rpm record that producers never released as a single. You might call this song “C.W. McCall’s sentimental side.”  When we finally ran a needle through our copies of “Convoy” that helped fill our Christmas stockings in 1975, a few of us decided to check out the song on “Side B,” as it was labeled. That’s where we found a far less humorous — and far more reflective — song, “Long, Lonesome Road.” Many artists in many genres of music have recorded songs titled “Long, Lonesome Road” or some variation of the words. I’ve never found another version of McCall’s tune, but some struggling musician may have recorded one. When considering the song’s lyrics, it’s a wonder more performers didn’t give it a shot. “Long, Lonesome Road” could mean different things to different people — truck driver or not.  From “Six Days on the Road” to “18 Wheels and a Dozen Roses,” trucking songs are almost never written or recorded strictly for truck drivers. Superficially, listeners may consider a trucking song to be “just” a trucking song. But if you take the wrap off the truck, you’ll almost find something deeper inside.  “Long, Lonesome Road” is no exception.  On its surface, “Long, Lonesome Road” is the story of a truck driver facing life’s challenges in the company of what he refers to as his best friend — his truck. The phrases suggesting a friendship-like bond — “me and my good old friend,” “me and this good old truck,” and “me and this here old truck” — make it clear the truck means more to the driver than simply a tool that makes his life’s work easier. Symbolically speaking, the lyrics transform an inanimate object into a living being. Over time, the truck and driver have become so intertwined that one can’t be recognized without the other.   The combination of truck and driver in “Long, Lonesome Road” have traveled countless miles and overcome more than their share of adversity along the way. The lyrics tell us the driver expects the relationship to last forever — the two will travel “through the wind, rain and thunder, ’til the stormy skies are blue … ’til the sunrise lights the highway — headed home.” And we might assume the truck shares the sentiment.  “Long, Lonesome Road” could be interpreted as a song about a guy who really liked his truck. But I think we need credit Bill Fries and his alter-ego, C.W. McCall, for their ability to play the part of “Rubber Duck” on Side A before maturing on the flip side. We also have to give due credit to Fries for writing and recording a trucking song that anyone can relate to.   What — or who — has helped you along life’s journey? Maybe it’s your driving partner, your carrier or your clients. Maybe it’s the friends, or the countless strangers you encounter ever so briefly when traveling across the country. The “truck” could be seen as a euphemism for a spouse or partner, family, friends, a job or anything and anyone else that’s kept you encouraged. But the truck in “Long, Lonesome Road” doesn’t have to symbolize something so tangible. It might be a stand-in for intrinsic motivators, such as “never-say-die” attitudes or optimism. It might stand for a goal — the pursuit of fame, fortune or whatever else the listener seeks. The possibilities are endless — but I have an interpretation that others may or may not have considered.  I suspect that when Bill Fries wrote “Long, Lonesome Road” he had something spiritual in mind. Again, consider the lyrics. Spiritual themes can be found in phrases like “the load of life is heavy,” “the miles of life are many” and “the road ahead is troubled.” Likewise, the journey through life, the challenges overcome and the sunrise on the horizon can also be interpreted as spiritual thoughts. One can visualize the “big old rig” as the driver’s spiritual guide, one that stands looking over his shoulder as the stormy skies miraculously give way to sunshine.   Considering the public’s infatuation with truck drivers in the mid-1970s, it’s reasonable to suspect that iconic status offered Fries inspiration. After all, in 1976, it seemed everyone wanted to be a truck driver.   Songs are important in culture and in history. One song can capture a snapshot in time or fill a scrapbook that endures time. Those like “Long, Lonesome Road” invite the general population to rub elbows with what they wish, if only briefly, they might experience. These types of songs are the type that becomes hits. “Long, Lonesome Road” never had the chance, as it was relegated to Side B of a megahit that continues to receive airplay. But if released as a single, the song might have captured the public’s attention— at least for the two minutes and 15 seconds into which Bill Fries packed enough sentiment to keep some people intrigued for 40-plus years.  The moral here, as it often is in music, is that no more than a painter “simply” paints a picture does a songwriter “just” write a song.  Next time you’re experiencing tough times and need inspiration, take a cue from C.W. McCall. Change your perspective, and check out what “Side B” has to offer. It might be just what you need.  Until next time, keep the bugs off your glass and the bears off your… tail. This is Rubber Duck on the side. We gone. Bye-bye! 

One puzzle piece at a time: Robert Morris and ‘Fiona’ increase autism awareness with inspirational truck

VILLA RICA, Ga. — Robert Morris has a lot of women in his life. “I live with seven females,” he said. “There’s my wife, twin daughters Amber and Summer (19), and three other daughters, Hayley (15), Emily (13), Caydence (7) — plus the dog.” Then there’s “Fiona,” the 2018 Peterbilt Morris drives for CDJ Bulk Express, based in West Columbia, South Carolina. As for Morris, a lot of years passed between the first time he took the wheel of a tractor-trailer and Fiona’s arrival. Growing up below the wheel “I’m a 16-year driver with 38 years of experience,” Morris said with a laugh. Like several drivers we’ve met from the days before a truck-driving job required a commercial driver’s license (CDL), Morris got into the business at an early age. Then again, for kids like Morris growing up in Southern regions like Carroll County, Georgia, learning to drive before they could reach the brake pedals wasn’t unusual. Of course, most kids didn’t start out with an 18-wheeler. “My grandfather and father both drove trucks,” said Morris, who today lives in Villa Rica, Georgia. “I remember my grandfather’s first truck,” he said. “My grandfather had a K-100 cabover. It was the first truck I ever sat in.” It was also the first truck he ever drove. “I must have been 10 or 11,” he said. “We were traveling some empty road in Texas.” Morris’s grandfather told him to sit on his lap and trying steering the truck. The next thing Morris knew, he was sitting alone in the driver’s seat; his grandfather had slipped to the passenger side. “I don’t know how far I drove,” Morris said. “It may have been a quarter-mile, but to me it felt like a hundred miles. “At some point, my grandfather offered a little training,” he continued. “He pointed to the white line on the shoulder and said, ‘Don’t cross it.’ Then he pointed to the dashed line and said, ‘Don’t cross it.’ After that, as far as I know, he slipped off into a nap.” Trucking without a booster seat Despite the family tradition, Morris didn’t rush into a professional truck-driving job. He spent a few years working in the HVAC business before taking a step toward driving a truck. “I worked as a driver’s helper, distributing food products to all Burger King franchises in the Southeast,” Morris said. When the company created an in-house CDL training program, Morris jumped in with both feet. “It was a great setup,” Morris said. “I was riding in the truck, so I just as well could have been getting hours behind the wheel. After six weeks, I had the supervised experience I needed to take the CDL test.” After Morris received his CDL, he drove for five years before becoming a trainer himself. “I rode with 24 trainees,” he said. “As far as I know, all 24 are still on the road today.” Morris says truck driving is an occupation almost tailor-made for him. “I don’t like working inside, and I really don’t like working with a lot of people,” he said. Those preferences lead to Morris hauling a lot of specialty freight, something other drivers try to avoid. He’s worked as an OTR driver but prefers driving for a small carrier like CDJ Bulk Express. “When CDJ buys a new truck, the company encourages the driver to come up with a unique color scheme or wrap, and the company pays for customization,” he said. “When I got my truck, I wanted something different,” he continued. “The trucks arrive green, and a lot of drivers just add some black or white. But the company wants us to take ‘ownership’ of our trucks, so I kept looking for something unique.” Morris’ wife, Tiffany, works as a special-education teacher at a day care. When the son of one of her co-workers was diagnosed with high-functioning autism, Morris said the issue of autism awareness intrigued him. “The NFL and NASCAR have autism-awareness weeks,” Morris said. “I liked the idea. I showed the graphics guy the colored puzzle pieces symbolizing autism awareness. He took my idea to a whole new level. The wrap he put on is 3D.” Driving ‘Fiona’ “The hood looks like it’s ‘puffing’ out as you walk by. People can’t help but touch it. I’ve posed for a lot of photos with Fiona,” Morris said. But where did the name come from? “My last truck was green, and I called it ‘The Incredible Hulk,’” Morris said. “When the kids’ movie ‘Shrek’ came out, Fiona was the ogre’s girlfriend. The guys started calling (The Incredible Hulk) ‘Fiona’ instead.” With a new green truck, Morris decided to beat them to the punch. Plus, he said, “Fiona” is a good name. “Drivers like naming parts of their trucks,” Morris said. “Fiona has twin stacks — there’s Becky and then there’s Bill.’” You’ve got to give Morris a break, after all. With all those women around, it’s only fair he has an exhaust stack on his side. Morris said he hopes Fiona’s autism-awareness theme helps people understand the struggles different families face. “My first introduction to autism (was) a family at church who had a son on the spectrum. He was nonverbal, with sensory issues,” Morris said. For Morris, meeting and watching the youngster was an education in itself. “One day he had what other folks called a ‘temper tantrum,’” Morris said. “But it wasn’t a tantrum; it was a full-fledged meltdown. I could see his family was really struggling.” It turned out the wind had blown the youngster’s hair a direction he didn’t like, and he experienced sensory overload. “Part of Fiona’s message is, ‘Don’t judge a kid off what you think you know,’” Morris said. “Every kid is unique, and every family has unique challenges.” A benefit of driving Fiona is the many people, including drivers, who take the time to tell the stories of their own children who are on the autism spectrum. “They really seem to appreciate what I’m doing with my truck,” Morris said. Puzzling the pieces together Morris advises anyone interested in driving a truck to understand that it is not a job — and it is not a career, either. “Truck driving is a lifestyle,” he said. As a driver, he and his family accept the impact the nature of the job has on their lifestyle. “They all know that when I’m home, it’s only temporary,” Morris said. “And during that time, I only have a few hours a week to be a dad, husband, lawn boy and handyman.” As far as driving a truck for a living is concerned, Morris said young drivers need to steer clear of the stereotypes shown on television. “It’s not all ‘Smokey and the Bandit’ out there,” Morris said. As Morris suggests, driving a truck may not be as entertaining as Burt Reynolds and Jerry Reed creating chaos between Texarkana and Atlanta. In the real world, it’s Robert Morris, his family and Fiona, Becky and Bill, all traveling with a purpose — focusing on autism to remind us our differences don’t nearly offset the sum of what we have in common.prim

Dan Seals’ trucking song teaches us to avoid regret and follow our dream

We could spend a week talking about the qualities of classic country music. Whether it’s momma, trucks, trains, prison or what have you, classic country is pure American music. It tells stories of real situations and real people. What’s more, no matter the story behind the lyrics, classic country allows listeners to relate a song to their own lives, problems, situations and dreams.  When I was a kid growing up in Maine, we counted snowfall by the foot. After three decades in the South, I’ve found it easier to measure in millimeters. Maybe because of this shift from New England southward during my college years, I’ve held on to a dream — probably longer than I should.   I was always fascinated with snowplows. I don’t mean a four-wheel-drive pickup with a blade attached. I’m talking about one of these big ol’ orange plows, complete with a salt spreader, two blades and enough firepower to bury a subcompact car until July. I’d been offered the chance to drive one of those for a couple of winters after high school, but I turned it down, using college as an excuse.  I’ve regretted it ever since.   While that dream may be about a different kind of truck than the one Dan Seals sang of in his 1988 hit “Big Wheels in the Moonlight,” the point behind this late-blooming trucking song is that we all have regrets about something. You may or may not regret that you chose truck driving as a profession, but somewhere along the way, you probably dreamed of the open road. Imagine life today if you had never pursued the dream. As we get older, regrets get stronger.  When it comes to 1980s country, few artists could better transcend all walks of life than Dan Seals. Artists like Seals remind us we aren’t alone.  Seals were no stranger to regrets. In fact, many of his 20 charting country singles deal directly with where he came from and the direction life took him. For four decades, he was a presence on the American music scene, and not just in country-music circles.  Dan and his brother, Jim, were born in Texas, where country music influences most future performers. But Jim turned to soft rock and made his name as the “Seals” of Seals and Crofts, a duo that recorded off and on for 35 years.  As for Dan, he originally planned to ride his brother’s coattails. Instead, he took a risk and adopted the name “England Dan,” a nickname Jim gave him as a child. England Dan joined forces with classmate John Ford Coley, and the duo recorded during the1970s and into the 1980s with modest success. The hit song most folks remember is “I’d Really Love to See You Tonight.”  But Seals became tired of the soft rock/pop scene.   In 1983, he moved to Nashville, changed his stage name to Dan Seals and embarked on a country music career. Early songs included “God Must Be a Cowboy,” “Meet Me in Montana” (with Marie Osmond) and “My Old Yellow Car.” Still, it wasn’t until he released the album Rage On in 1988 that he became widely popular on the country scene. Seals reached No. 1 on the country charts with the trucking song “Big Wheels in the Moonlight.”  No matter your profession or your lot in life, you can identify with “Big Wheels in the Moonlight.” It is a song about dreams we don’t follow and the regret we eventually feel.  In “Big Wheels in the Moonlight,” Seals first recalls growing up in a tiny town with few opportunities for escape. Every night he’d make his way to the intersection of the town’s only caution light and watch tractor-trailers speed through on their way to “who knows where.” When he got home, he’d lie awake and listen to the diesel engines on the distant highway, falling asleep and “dreaming of big wheels in the moonlight.”  In the next verse, Seals is no longer a kid. He has a wife, children and a good job — but something is missing. Even after all those years, he hasn’t lost the dream. But it’s not to be. Two lines of “Big Wheels in the Moonlight” put listeners in Seals’ chair, whether they dream of trucks or Pulitzer Prizes: “I know that there’s a peace I’ll never find … ’cause those big wheels keep rolling through my mind.”  Whatever your job or your situation, you surely have some dream you never pursued. All you have to do is slip that dream in place of Dan Seals’ description of his “wanderlust” to hear “some big old diesel whine.” Chances are, you’ll find yourself regretting some dream you left behind — one that, somewhere along the way, you’ve realized would never come true.   Until next time, if your dream is to drive a snowplow, either migrate northward, or, if you’re already there, don’t leave. Otherwise, you’ll be like me and use a radio-controlled bulldozer to clean the three millimeters of “heavy snow” your local meteorologist offers once or twice a year. I’ve tried, but operating my little tracks in the moonlight just isn’t fulfilling, and the thrill of stranding some poor fellow and his Yugo for four or five months seems to be lost.  

Asleep at the wheel: FMCSA can lead truck drivers to CPAP therapy, but it can’t make them sleep

Rusty Traxler insisted he never felt sleepy when operating a vehicle. “I never knew I had a big problem other than I’d stop [breathing] for slight moments, and I snore — at least according to my wife,” said Pennsylvania-based truck driver Traxler. After a sleep study confirmed he had obstructive sleep apnea (OSA), Traxler became a statistic. He was one of the 28% of truck drivers diagnosed with OSA. His career soon became complicated. “The issue has had me angry since they hit me with it,” said Traxler of his experience with Federal Motor Carrier Safety Administration’s sleep apnea guidelines. “I’ve been fighting to keep my CDL ever since.” According to the National Sleep Foundation (NSF), OSA is “a disorder in which breathing is repeatedly interrupted during sleep.” Conditions and symptoms of people with untreated OSA include anxiety, high blood pressure, and depression, all of which are known to increase the severity of OSA. The impact of a severe case of untreated OSA on a driver is the equivalent of operating a vehicle at twice the blood alcohol level considered legal in most states. Still, OSA is treatable. In most cases, those with the condition use a continuous positive airway pressure (CPAP) device to ensure productive sleep. Following his sleep study, with CPAP in hand, Traxler visited his physician, and he expected to receive clearance to drive. He was wrong. Traxler visited two physicians to obtain CPAP certification. The first told him to provide evidence of CPAP compliance for 30 days. The second asked for 60 days. Traxler eventually gained clearance, but that was not the end of his ordeal. When he needed recertification, a physician told him he needed a 90-day compliance record. Traxler says the FMCSA guidelines related to OSA are subjective, and different physicians can read the data and come to different conclusions. He believes the guidelines force physicians to take a cautious route for fear of being held liable in the event of an OSA-related incident. “I‘ve never slept more than five or six hours, with or without a CPAP,” shared Traxler. “I didn’t need a $700 study to tell me that.” An industry veteran’s view Cliff Abbott is a trucking industry veteran who has worked as a truck driver, recruiting manager, and director of driver developments; he has studied industry trends as a trucking-media veteran. Abbott has had his fair share of experience with what he calls “arbitrary” DOT guidance on OSA. He too believes the FMCSA guidance places too much of a burden on physicians’ analysis of subjective data. “The problem stems from the requirement that the physician not only recognizes sleep apnea but is satisfied with its treatment and control,” said Abbott. “Unfortunately, FMCSA guidance does not define what ‘treated and controlled’ means.” Examiners often look to physical characteristics such as neck size, body weight, and age when estimating whether a driver has potential for OSA. “While these may be indicators, they don’t prove anything,” said Abbott, noting that plenty of drivers have all the indicators, but they sleep fine without mechanical help. “There’s an overabundance of caution,” he said. FMCSA, drivers, physicians receive criticism “Examiners often ask for the latest printout from the driver’s CPAP machine,” said Abbott. “Other times, they’ll request a report from the driver’s primary physician based on the CPAP data.” FMCSA does not stipulate a timeline for when a report should be deemed invalid. Abbott has seen enough CPAP printouts to understand how 10 different doctors might interpret identical data in 10 different ways. Opinions of abnormalities based on the number of incidents of waking, gasping, and mask leakage differ among physicians, he said. “Too many drivers are delayed or even denied medical certifications based on a subjective process,” continued Abbott. Ultimately, drivers are often required to pay for testing while unemployed and uninsured. Abbott has concerns about FMCSA’s OSA guidelines, but he says drivers share the blame. While all drivers are not cut from the same cloth, “the driver population is notorious for noncompliance,” he said. Lack of compliance requires physicians to be cautious, he said. Compliant drivers are then unfairly subjected to increased scrutiny. FMCSA Spokesman Duane DeBruyne explained the federal-state partnership in ensuring all drivers are medically sound to operate a truck safely. “A CDL is a state-issued license,” he said. “The state is certifying that the individual possesses the knowledge and skills to operate a large commercial motor vehicle on public roadways.” As for the medical card, DeBruyne said the determination remains with the state. “When issuing a medical card, the examiner is certifying the individual is medically qualified to operate a large commercial vehicle. The medical examiner has an extremely high level of responsibility to protect the welfare of not only the CDL holder but also every person who travels on the nation’s public roadways.” Physicians and sleep specialists contacted for comment on this article were reluctant to be interviewed. However, in the FMCSA 2013 Expert Panel Report on Fatigue and Commercial Motorcoach/Bus Driver Safety, the three panelists — including Washington State University’s Dr. Greg Belenky, who is considered one of the nation’s foremost authorities on truck driver sleep and fatigue — offered comments on the issue of drowsy driving that supported those of Traxler and Abbott. As the study noted, “…it is not possible to regulate how much sleep a person obtains. Nor is it possible to regulate when they sleep.” Likewise, when discussing the impact of post-sleep alertness, the panel noted the results of two previous studies with the comment, “Their analysis could not link duration of nap sleep time with post-rest alertness; the authors postulated this might be due to wide variations among the individuals.” In other words, you may be able to lead truck drivers to CPAP machines, but you can’t make them sleep. Situations, drivers different NSF states, “All people need between seven and nine hours of sleep a night to feel well rested and function at their fullest.” The FMCSA guidelines for compliance fall well short of the NSF benchmark. And drivers like Traxler believe the claim that seven to nine hours applies to “all people” proves it is misleading. “Situations and drivers are different,” said Traxler. “To put a blanket rule on everyone holding a CDL without concern for their unique situations isn’t right. The main goal is to save lives, but it’s not right to ruin other lives in the process.” Traxler suggests FMCSA adopt an objective method of categorizing drivers’ levels of OSA risk, with action based on those categories. For Traxler, the entire OSA, CPAP, and federal certification issue created one of the physical reactions to stress that sleep experts claim can increase the impact of OSA. “I wasn’t nearly as anxious before all of this,” he said. For more information on sleep apnea and other sleep concerns, visit sleepfoundation.org.

Truck OEMs retool to keep employees on the job, fight COVID-19 pandemic

When COVID-19 rose to the forefront of the nation’s news early this year, the trucking industry found itself in high demand. Carriers, company drivers and owner-operators alike worked around the clock to deliver essential goods to all corners of the country. Consumers grabbed most of those goods before another delivery arrived. While the COVID-19 crisis put most available drivers and trucks on the road, at least for a while, the same didn’t hold true for operations at America’s largest truck-manufacturing plants. Demand for new Class 8 equipment had been trending downward since late 2018, and the pandemic erased industry executives’ hopes that the new decade would spur an increase in truck orders. However, the trucking industry employs some of the brightest engineers and technicians in the country. Likewise, they have the latest technologies at their disposal. It didn’t take long for several of top truck manufacturers to rethink their strategies and start working to help fight COVID-19. Over the past few months, numerous truck manufacturers have shifted priorities. International Truck, Volvo North America, Mack Trucks, Navistar and PACCAR Inc. took steps to retool and focus on battling the coronavirus. The companies worked to minimize layoffs, provided personal protective equipment (PPE) for truck drivers in need, and produced personal protective equipment for those high-risk workers outside the trucking industry. The ability of the nation’s major truck manufacturers to change gears on almost a moment’s notice is a testament to American ingenuity, company pride and corporate responsibility. First-quarter indicators PACCAR, parent to Kenworth Truck Co., Peterbilt Motors and DAF trucks, was the first major truck manufacturer to report first-quarter earnings. The impact of COVID-19 on revenue and profits was clear. While PACCAR’s companies claimed 38% of new Class 8 truck orders in March, inventories began to grow after the delivery of trucks ordered in 2019, suggesting a downturn in the market for new trucking equipment. On the other hand, PACCAR set a record for parts sales in the first quarter of 2020, an achievement likely caused by heavy use of older trucks in the early stages of the pandemic. Preston Feight, CEO of PACCAR, said the company’s primary concern is employee health. “Once we take care of that, we’ll ramp back up our production,” he said. PACCAR suspended operations at plants worldwide in late March, and three major U.S. facilities still remain closed. As these plants gradually reopen, PACCAR plans to take special precautions. All workers will be screened before entering PACCAR facilities and will be provided with personal protective equipment. PACCAR is also working to ensure its workplaces will allow for proper social distancing. Putting drivers first It is vital to deliver essential items such as food, paper products and health care supplies during any crisis. Still, carriers realize that unhealthy drivers will only delay deliveries. The first task for International Truck was to equip drivers with personal protective equipment to shield themselves from exposure to the virus. If exposed, the company hoped drivers would be healthy enough to self-quarantine and fight off COVID-19’s potentially deadly effects. International Truck joined forces with business partners Triumph Business Capital and TriumphPay to purchase and distribute $75,000 worth of personal protective equipment to International dealerships in the U.S. and Canada. The three companies realized the need for protecting drivers after hearing from truckers like Ingrid Brown, an owner-operator and company driver in Illinois. Brown has been a driver for more than 40 years. Throughout her career, she has been an advocate for the needs of drivers. “While large fleets have a solid distribution network to provide protection to their drivers, many drivers for smaller fleets and independent drivers, like myself, are on our own,” she said. Brown said that personal protective equipment, ranging from hand sanitizer to disinfectant wipes and masks, is hard to come by. International is doing an excellent service to drivers by helping them access essential safety items, she added. International Trucks also launched “International Cares,” a program that allows buyers to delay payments for six months on new purchases and offers free access to “International 360,” a tool to help carriers safely manage fleets. International has also provided its worry-free truck-maintenance program at no charge for up to nine months or 100,000 miles. In April, before launching “International Cares,” company service centers provided 10,000 meals to drivers who were working long hours to deliver COVID-19 relief supplies. Michael Cancelliere, president, Truck, Navistar, said his company’s efforts are just a few of many initiatives to help drivers whether the country is in crisis or not. “[PPE is] still sparse at stores,” he said. “This is just another way we can show that International cares, and we’re with you for the long haul.” Retooling to defeat an invisible enemy Companies such as the Volvo Group and its subsidiary, Mack Trucks, are using the slowdown in truck manufacturing to design, test and produce personal protective equipment to help medical facilities and workers in other high-risk occupations. “Our employees and communities are extremely important to Volvo Trucks,” said Peter Voorhoeve, president of Volvo Trucks North America. “We want to do what we can to help during the current situation.” Volvo has taken steps using engineers and assembly-line employees to design and manufacture personal protective equipment. The company has also provided financial and in-kind donations to nonprofits that are battling the crisis. Volvo’s facilities in Greensboro, North Carolina; Dublin, Virginia; and Hagerstown, Maryland, have taken the lead in the company’s efforts to use its ingenuity and technology to meet new challenges posed by COVID-19. In one plant, employees from various departments teamed to design prototype face shields in cooperation with medical professionals. The face shield, team leaders said, is one of the most challenging pieces of equipment to find in the area. With the help of 3-D printers, Volvo is now producing face shield headbands and ear guards. Employees working from home have access to 3-D printers and provide them for delivery to area hospitals and nursing homes. Likewise, Volvo is donating healthy snacks to childcare providers. “The ingenuity of employees at the Hagerstown facility has never been more evident than during COVID-19,” said the facility’s vice president of powertrain production, Marcus Minkkinen. Using the same 3-D printing technology, employees at other Volvo locations are also manufacturing personal protective equipment. In addition, Volvo recently donated $68,000 to nonprofits serving the area of its North Carolina facility. “It’s great to see the drive and commitment from our employees at several Volvo facilities,” Voorhoeve said. Like Volvo Trucks North America, Mack Trucks has been manufacturing personal protective equipment at its Lehigh Valley Operation (LVO) plant in Pennsylvania. “The Mack Team is committed to doing what we can to help the communities in which we live and work,” said Rickard Lundberg, vice president and general manager at LVO. He noted that producing PPE is just another example of the company rising to the challenges of fulfilling vital needs — problems it has accepted for over 120 years. Going beyond delivering freight The steps major truck manufacturers have taken in recent months may have taken their employees out of their comfort zones. Still, the trucking industry employs some of the brightest and most qualified professionals in the country, and they regularly adapt to changing government regulations for equipment and shifting market forces. Using the best of the best allows truck manufacturers to rise up and become a driving force when many carriers are sidelined. Independent truckers like Ingrid Brown not only inspire manufacturers to reach new heights but also support their efforts. With personal protective equipment hard to come by, Brown said knowing that truck manufacturers are assisting in taking care of drivers offers comfort. “I can protect myself, assist in slowing the spread of this virus and still do my job,” she said.

The Oak Ridge Boys’ Joe Bonsall: Following his parents’ road map to success

“One thing about truck drivers is that they never change.” Those are the words of Joe Bonsall, one of four members of The Oak Ridge Boys (ORB), a quartet approaching a half-century atop the country music world. Over the decades as they’ve toured America, the ORB have shared untold highway miles with professional truck drivers. “Truckers are the same people they’ve always been. They have the same values. And every one you run into is solid red, white, and blue.” Bonsall’s description of truck drivers could just as easily apply to his own life. The ORB are perhaps best known for their 1981 song “Elvira.” Featuring Bonsall’s tenor voice contrasted with Richard Sterban’s bass in the repeated solo, “giddy up ba-oom papa oom papa mow mow,” “Elvira” was certified platinum. For several years, the only other country recording earning the same level of sales was “Islands in the Stream,” sung by the late Kenny Rogers and Dolly Parton. “When we recorded ‘Elvira,’ all of a sudden we went from being a big-name country act to a household name,” shared Bonsall. “It was so powerful and so huge. We were on every television show. We did ‘The Tonight Show’ 30 times. ‘Elvira’ was the number one country single from March until June 1981.” Finding his way Johnny Carson’s Los Angeles studio was a long road from the Kensington area of Philadelphia where Bonsall grew up with members of the “K & A Gang,” an organized crime gang working throughout the East Coast beginning in the 1950s. “I actually knew some of those guys and some of the young guys who wanted to grow up to be [in the K & A Gang],” he said. “It was a tough neighborhood, but nothing like what the area is today.” “In my neighborhood, you stood a pretty good chance every day of getting beat up or having to beat up somebody,” said Bonsall. “Today, some of the buildings have collapsed, and the drugs and hookers are present … it’s really sad.” Bonsall says he learned a lot growing up on the streets of a major American city. “I never, ever, ever, want to go back there. But I’m glad I was there.” Based on the experiences of his father four years before Joe was born, he was lucky to have been anywhere. As Bonsall wrote in G.I. Joe and Lillie: Remembering a Life of Love and Loyalty, one of 10 books he’s authored, Joe Sr. stormed Omaha Beach in Normandy as a 19-year old Army private on D-Day. He beat the odds and survived the initial invasion only to be seriously injured in combat six weeks later. While hospitalized he met Lillie, a Women’s Army Corps nurse. Three days later, the two married, eventually settling in the neighborhood where they raised a family with Lillie caring for her husband after he suffered a disabling stroke at the age of just 35. The loyalty, patriotism, and values Bonsall describes in his tribute to his parents have guided his life for 72 years. Values: The red, white, and blue and Jesus Bonsall wasn’t particularly religious as a youngster, but an unplanned trip to a live Southern Gospel quartet performance near his home had a profound impact on his future. In fact, looking back on “Elvira,” the song’s success allowed Bonsall to trade in his used Buick and buy a new Cadillac — “black with red interior” — an upgrade indirectly highlighting the day he was introduced to Southern Gospel. “I only went to church off and on,” shared Bonsall. “But a lot of kids were involved in a youth organization called ‘Christian Endeavor.’  They were always trying to get me to do stuff, but I never wanted to bother with them. They were ‘vanilla.’ They weren’t cool.” As “vanilla” as the youth organization seemed, one member attracted Bonsall, or rather, Bonsall was drawn to his car. “This guy had a white ’61 Buick convertible,” said Bonsall. “It was just incredible — white with red interior, a top-down.  The guy said, ‘A bunch of us are going out to the suburbs to hear a Southern Gospel quartet sing.’ Well, I wanted to ride in the Buick.” Bonsall hopped in the car. Being in the right place at the right time led to his first “big-time live four-part harmony” experience. “It saved my life,” he said. “I knew that was what I wanted to do.” Four-part harmony may have attracted Bonsall to music, but it wasn’t long before the lyrics’ meaning struck a chord. “I went with these kids to a youth camp, accepted Christ into my heart, and my whole life changed,” Bonsall said. “Instead of being a 10th grade hoodlum, I had a Bible study club with 235 members. I was making quartets out of every four guys.” He’s been following a similar road ever since. “Look at me,” he said. “I’m almost 72 years old. I’m sticking to it. So, I guess I had an epiphany growing up, and I’m very thankful for it. If I’d taken that left turn, who knows where I’d have ended up?” Still, success in the music business followed a winding road. Soon after becoming hooked on Southern Gospel music, he met another young quartet singer who would become a major part of Bonsall’s life for what is now approaching 60 years. Navigating a road to the top Richard Sterban was a 20-year-old native of Camden, New Jersey, across the Delaware River and a few miles south of Bonsall’s Philadelphia neighborhood. Despite growing up so close to each other, Sterban and Bonsall led much different lives. “Richard really grew up in church,” shared Bonsall. “He was always pretty strait-laced, and I met him when I was 15. He was singing bass with a group called the Eastman Quartet. “When I met Richard, he was working at Gimbel’s men’s store in Northeast Philly,” said Bonsall. “I would go up there and follow him all around and talk about gospel quartets and maybe buy a shirt from him.” Over the next few years, Sterban sang with the Eastman and Keystone Quartets, the latter based in Buffalo, New York. When Bonsall was 19, the Keystones asked him to join the group. “Richard and I sang together for six years before he joined The Stamps [Quartet] and went on to sing with Elvis [Presley],” added Bonsall. Bonsall then turned the Keystones into what he calls the “little Oak Ridge Boys.” “I hired a band, and we were singing about Jesus with a rock and roll attitude,” he said. When the real Oak Ridge Boys called Bonsall to join them in 1973, he brought that “edge” along with him. Arriving, but not at his final destination “When I joined the Oaks, we were singing all gospel music,” shared Bonsall. “But in the next year or so, a lot of the people that ran gospel kind of turned on us.” It seemed the ORB didn’t fall into Southern Gospel’s long-held image of clean-cut quartets with short hair and matching outfits. “The Oaks were the coolest act in gospel,” he quipped. “But we grew our hair long, we didn’t dress alike, and we hired a whole band instead of just a piano player. We were trying to advance in music the same time the gospel industry was [carrying] on. The Oaks were ready to move forward but gospel kept moving backward.” Following “the gray years” as Bonsall calls the mid-1970s, when the group feared it might starve to death, in 1977, they recorded the album many consider the group’s crossover between gospel and country music, “Y’all Come Back Saloon.” “We were on our way then,” said Bonsall. “But before that, man, it was some tough sledding.” Over the next three years, the ORB recorded five gold albums and had a dozen No. 1 hits on the way to three Country Music Association and Academy of Country Music Awards. In 1980, the ORB went on a 90-city tour with the late Kenny Rogers and Dottie West. The view from the high seats “Every seat sold out,” said Bonsall. “It was a big production with a big stage in the middle of the arena. We were the hottest young act in the business, and we just tore it up.” At the tour’s end, the ORB recorded “Elvira.” “Those days were just amazing times. They were the type of heyday most acts would give their right arm for,” shared Bonsall. The aftermath of “Elvira” is country music history. That history includes many more hit records, membership in the Grand Ole Opry, and induction into the Country Music Hall of Fame. As for Bonsall, he is especially proud of his status as a member of the Philadelphia Music Hall of Fame. Even as the ORB oldest members have reached the age of 80, Bonsall says they have no intention of slowing down. “We have 150 dates scheduled for 2020 (this interview was conducted prior to the COVID-19 crisis), and were setting up for 150 for 2021,” he said. And with his wife Mary Ann, two daughters, two granddaughters, a 350-acre farm, and a foundation dedicated to rescuing cats, Bonsall continues to juggle it all. The long road he’s traveled is only a bit shorter than it was when he joined the ORB, but Bonsall can’t see it ending. And the road continues to be filled with truck drivers, something Bonsall doesn’t see changing. Truck-driver talk Bonsall admits at one time he truly feared a group of truck drivers. “We pulled into this truck stop in Texas when ‘Y’all Come Back Saloon’ had just hit the charts,” he said. “We were so excited to see our record in the jukebox we sat at the counter and kept putting quarters in and playing the song over and over. The truckers were looking at us like we were a bunch of long-haired hippies,” he said. “It’s a wonder we didn’t get hit with a tire iron.” Things have changed since that early experience with truck drivers. “We never stop at a truck stop, fuel up, and go,” he shared. “We like to hang around, buy stuff, and fellowship with the truckers. When they recognize us, truckers make a big fuss.” In Bonsall’s mind, it’s the truck drivers who deserve the attention. “Truckers move our country,” he said. “These guys are the backbone of the nation.”  And, as Bonsall commented at the outset of our interview, “Truckers never change.” “Back when we traveled in one bus, we broke down in New Mexico,” said Bonsall. “A group of truck drivers took us to a place we could stay while the bus got fixed. They’re like that everywhere. I’ve been seeing it for decades and decades. Truck drivers today are the same as they always have been.” Bonsall doesn’t know what the future holds for the ORB or himself. But considering the many miles the group has put on multiple tour buses, he’s learned one thing about the future — “That’s one of those things down the road.”

Kathy Mattea finds a diamond in the rough with 18 wheels, a dozen roses

Contrary to popular belief perpetuated by her late 1980s country music video, Kathy Mattea never met a soon-to-be-retired truck driver named Charlie at a truck stop, and she never autographed a photo for Charlie to give to his wife (we’ll refer to her as June) upon arriving home. Likewise, Mattea didn’t write a song inspired by this chance meeting — because the meeting never happened.  All this may be hard to digest for those who are familiar with the popular and lasting music video that accompanied the release of Mattea’s award-winning “18 Wheels and a Dozen Roses” on country radio in 1988.  Perhaps no song in country music history better highlights the gap between interpreting the lyricist’s meaning in a song and watching someone else’s interpretation play out on the screen. What a songwriter has in mind when composing may or may not be what the music-video producers have in mind when setting a song to film. In addition, what listeners interpret may be much more than the songwriter ever intended.  Kathy Mattea grew up in West Virginia, but music did not run in her bloodline. It wasn’t until college that she joined her first bluegrass band. After two years at the University of West Virginia, Mattea took what she’d learned from her campus band and headed for Nashville where, like so many others, her dreams of stardom turned into a journey of odd jobs. But unlike so many others, Mattea eventually received the opportunity to record demo tapes for other artists to consider when planning upcoming albums. After recording enough demos, Mattea’s voice caught the ear of a record executive. By 1983, she’d signed a contract with Mercury Records, and her first two albums enjoyed moderate success. But her 1986 album “Walk the Way the Wind Blows” brought the stardom Mattea had left college to find. A single from the album, “Love at the Five and Dime,” scored a Grammy nomination, and in the meantime, Mattea picked up a number of country music awards.   While the story of “18 Wheels and a Dozen Roses” may not have risen from a chance meeting with a truck driver seeking an autograph, it did follow the route many songs take toward “hit” status. The song was a product of demo tapes like those Kathy Mattea recorded before landing her own contract.  While preparing to record her fifth Mercury album, “Untasted Honey,” Mattea picked up a stack of demo tapes her producer had selected. Some songs fit her style; others were thrown in to help her focus on the songs she liked best. The process was likely straightforward, and the songs the producer expected Mattea to choose rose to the top. But, on occasion one of the demo tapes that’s “thrown in” becomes a diamond in the rough. Such was the case with “18 Wheels and a Dozen Roses.”   Mattea liked the trucking song as written by Paul and Gene Nelson, but she knew she had slim chances of recording it. Female artists didn’t record trucking songs, and songwriters didn’t write them with female artists in mind.  For whatever reason, Mattea overcame the odds with “18 Wheels and a Dozen Roses.” The songwriters granted her the rights to record their song, and likely unbeknownst to them, they also struck a chord of marketing genius. After all, when a female gains admittance into a male-dominated genre, the audience for a song basically doubles. In the case of “18 Wheels and a Dozen Roses,” the audience received an extra boost. Mattea’s voice allowed a theme hidden in the song to shine through — one the songwriters may not have considered when penning the lyrics. The result was a “throw in” demo tape of a trucking song riding an unlikely superhighway to country gold.  The character of Charlie, as both the song and music video suggests, is a truck driver on the last leg of a 30-year career on the road. The gold watch his carrier presented as a retirement gift hardly compares with the untold number of miles Charlie has driven. The watch is deemed even more insignificant when the discerning listener realizes Charlie’s career kept him from spending time with his devoted wife (June, as we named her at the outset of this column). Like the gold watch, the dozen roses Charlie gives June after parking his truck for the last time cannot possibly repay her for the years she spent standing behind Charlie, counting the days until his return. At this point in the song, just before the first chorus, the impact of Kathy Mattea’s voice in a truck-driving song is fully realized.   The words to “18 wheels and a Dozen Roses” do tell a story of Charlie and his retirement, but with Mattea’s voice, the meaning expands. The song isn’t just about Charlie after all. Instead, it is about Charlie, June, and their relationship. The phrase, “She’ll no longer be counting the days” is the turning point. For the remainder of the song, June, even if unnamed, is what keeps the story alive. Without her, Charlie’s retirement means little and the lyrics no longer have a purpose.  One would think Charlie would like to settle down and spend some time at home after a lifetime on the road, but when considering June’s life, the second half of the song reinforces that we’re listening to a story of a relationship.   “They’ll buy a Winnebago,   Set out to find America,   Do a lot of catching up   A little at a time.  With pieces of the old dream,  They’re gonna light the old flame,  Doing what they please   Leaving every other reason behind.”  Charlie has seen the sights of America. Now it’s time to see them again — but this time with June, as a couple. Charlie’s retirement is not an end; rather, it’s the beginning of what Charlie and June have waited for their entire adult lives.   With Mattea’s voice, what may have been intended as a simple trucking song becomes much more. The theme of relationships, which possibly never crossed the songwriters’ minds, overrides any intent they may have had of the song becoming a sentimental favorite of lonely drivers on the interstates, dreaming of the day when they, like Charlie, could climb out of the cab a final time.  “18 Wheels and a Dozen Roses” could have been just another song “on the all-night radio” of which Kathy Mattea sings, but thanks to her voice, the song became arguably the most popular female-recorded trucking song in history — and it is undoubtedly among the best trucking songs of the past 40 years.   Until next time, try listening to a few of your country classic favorites while blocking images of the music video from your consciousness. You may find that what you thought was merely a good story set to music is really a diamond in the rough, if only in your own mind. 

Driving for the stars: Bud Hunter tells of 30 years hauling for entertainers

Bud Hunter can’t remember a time when trucking wasn’t part of his life. “Ever since I was born, I was always around trucks,” the Joplin, Missouri-based driver said. Hunter grew up around trucks for good reason: The occupation runs in the family. “My dad was a truck driver. I went with my dad every chance I got,” he said, adding that he wasn’t simply tagging along for the ride. “Little did I know, the whole time I rode, he was teaching me the business,” Hunter said. “He’d always tell me to pull out the road map and tell him how far it was from this point to that point. Doing things like that helped me learn without realizing it.” Hunter laments the fact that many young drivers he runs into today can’t read a map. “My dad would also hand me his logbook,” he said. “He’d write in what he needed to, but he’d have me connect the lines.” Hunter took what he learned from his dad and eventually opened a trucking company of his own. “At one point I had 30 trucks and more trailers,” he said. “Today, I’ve downsized to three trucks, and two of those are for sale.” In the early 1990s, Hunter ran into a dispatcher who worked for a company that leased its trucks to entertainers. “They needed more trucks, so I started leasing some of mine to them,” Hunter said. Before long, he was hauling entertainers’ equipment himself. Hunter said he’s worked with more recording artists than he can remember but that most of his work has been with country music performers. “Deana Carter, Ricochet, John Michael Montgomery,” he said, listing just a few. “But my main deal was with Randy Travis.” Hunter drove for Travis for more than 15 years, until the Country Music Hall of Fame member suffered a stroke in 2013. “I think we were going to Deadwood, South Dakota,” Hunter said. “I was about to leave the house. The trailer was loaded, and we were planning to leave at 7 a.m. But about an hour before we left, I got a call that Randy wasn’t feeling well. “That’s the downside of working for entertainers, I guess,” he continued. “You develop great relationships with these folks, but it can quickly come to an end. Randy [Travis] is one of the greatest guys I’ve worked for. I love the man dearly.” Fortunately for Hunter’s business, there is usually an entertainer in need of a truck driver. “I do a lot of stuff on my own, but I’ve worked a lot for one of my heroes, Charlie Daniels,” he said. “He does a lot of charity work and is just a super person.” While Hunter regularly drives for his “old staples,” including Charlie Daniels, the Oak Ridge Boys and more, he also occasionally signs on for a music superstar that transcends genres. “Last year, I drove for Michael Bublé,” he said. “He had 20 trucks. And I’ve been talking to another performer who will have 40 trucks on tour.” That’s a lot of equipment to be hauled. But even 40 trucks may not be enough in an era when concertgoers have come to expect laser light shows and hydraulic stages. “I’ve heard of some entertainers who have a hundred trucks on tour,” Hunter said. When driving for high-profile celebrities, drivers sometimes travel incognito, or they might pull visible trailers promoting the performers. “When I drove for Randy [Travis], we had vinyl wraps on the trailer with picture of him and maybe the album he was promoting,” Hunter said. “Other performers don’t want a $10,000 wrap. With a group like the Oak Ridge Boys, I’ve had their logo on the side of the truck and back of the trailer.” Hunter said entertainment drivers need to remember that when pulling into a truck stop, they are representing the performer. Performers treat drivers well and consider them vital to a successful tour. Hunter knows he has a standard to uphold beyond himself. “There’s probably been a difference — and I don’t mean it in a bad way — when I compare myself to other drivers or when I’ve hauled typical freight,” Hunter said. “You have to keep yourself clean and wear decent clothes. When you are working for the best, you have to realize they are playing before huge crowds because they are the best. You have to do your best to represent them,” he continued. “When you’re out there at a truck stop, people don’t see you as a person but as a reflection of the artist you work for,” he said. Of course, rabid fans will go to great lengths to get close to someone who is close to a performer they faithfully support. “When I had the wrap for Randy Travis … oh my gosh!” Hunter said. “People would chase me into the bathroom and talk to me like I was him.” Hunter recalls one time when he left a truck stop and could see lights all around him. “I’m thinking, ‘What have I done?’” he said. “It turned out the lights were flashes from the cameras and phones of about 15 people taking photos of the truck.” And the photos don’t stop when Hunter leaves a truck stop. “I’ve gone around curves at night, and in my mirror I’ll see red lights,” he said. “I figured out it was cars behind me holding up their phones and taking pictures.” Another difference about driving for entertainers compared to hauling standard freight is the pay and other bonuses that come along with the job. “Maybe the pay is better,” Hunter said. “If you talk to a driver who gets so much per mile and tell him how I’m paid, he’ll turn around without really understanding. You might say entertainment drivers get a daily rate, but there’s a purpose for that.” Meals and drinks are furnished, he said, and there are other savings typical OTR drivers don’t receive. Hunter said the entertainment business never slows down in normal times. When one performer takes a break after a six-week tour, Hunter switches trailers and heads back out on the road with another entertainer. That’s another major difference between typical OTR drivers and those who drive for entertainers. “A few years ago, I remember I was home 20 days out of the whole year,” Hunter said. If Hunter is a reflection of the artists he works for, a schedule like that proves he has a high standard to uphold. And he has been doing just that for 30 years.

Trucking through COVID-19: PI&I Motor Express protects employees in economic freefall because ‘it’s the right thing to do’

“It’s a simple matter of corporate responsibility,” Joe Kerola said, referring to taking care of his employees during the current economic downturn. The president of Ohio-based carrier PI&I Motor Express said his company is a “family” that was 67 years in the making. And families stick together when times get tough. That’s why, during the midst of the worst national economy since the Great Depression, Kerola is seeing to it that no employee is let go because of the carrier’s financial performance. PI&I, flatbed hauler of steel, pipe, and industrial raw materials, has more than 400 employees working in all aspects of company operations and an equal number of trucks and trailers in its fleet. “We primarily carry raw materials on flatbeds for use in industry,” Kerola said. For example, PI&I hauls a lot of steel from Pennsylvania and the Midwest to automobile manufactures in Detroit. Likewise, the company serves oil companies, delivering pipe and drilling supplies across the country. Oil and automobile manufacturing are important indicators of the strength of the nation’s economy, and Kerola has learned that when the two industries experience financial difficulties, the trickle-down leads to PI&I in short order. Kerola is a big fan of the CARES Act. He is also a beneficiary of the economic stimulus program as a recipient of a Payment Protection Program (PPP) loan intended to keep small businesses from laying off employees. Not only has PPP provided Kerola an opportunity to help stimulate the economy, but it has also allowed him to avoid placing a financial burden on a staff that’s already overwhelmed with impacts of the COVID-19 crisis. PPP funds included in the CARES Act are intended to support small businesses through low-interest and potentially forgivable loans, provided the businesses use funding to sustain salaries, wages and jobs. The program also shortens unemployment lines and ensures businesses are ready to resume normal activities as the economy improves. After just two weeks, loans depleted the initial $350 billion provided for PPP. Congress and President Trump responded in late April with another $310 billion. “I wanted to avoid layoffs,” Kerola said. “The loan covers eight weeks of personnel costs for 400 PI&I employees.” True to Kerola’s word, he hasn’t laid off a single employee. “We wouldn’t have been able to withstand a 30% decrease in demand and revenue without PPP,” Kerola said, adding that PI&I remained busy through the month of March, but as demand for products slowed, so did the need for raw materials. By mid-April, the company experienced a drastic decrease in business. “Low fuel prices help, but we supply companies that drill for oil,” Kerola said. “When oil prices drop, they don’t drill, and they don’t need us to deliver drilling supplies.” The same holds true with automobile manufacturers, he said. When fewer cars are built, demand for steel decreases, and the need for PI&I to haul the raw material used to build cars falls as well.” Kerola is grateful for what PPP has allowed him to do for his employees. People are facing enough problems beyond their control, he said. PPP relieves a burden on employees and government programs. “By taking advantage of PPP, we aren’t burdening an unemployment system already overwhelmed,” Kerola said. While PI&I Motor Express is just one company, Kerola understands the importance that businesses accepting PPP loans use them for their intended purpose. “It’s a simple matter of corporate responsibility,” Kerola stated.

As repercussions of Celadon bankruptcy case continue behind the scenes, asset acquisitions and auctions go on amid pandemic

The aftermath of the closing and subsequent bankruptcy filing of Indianapolis-based carrier Celadon made for prominent headlines in trucking industry news from December 2019 until late February 2020. But that was before COVID-19 supplanted almost all news coverage ranging from major media outlets to industry-specific publications and digital media. The fallout from the Celadon bankruptcy continues, but those not following the story may have lost track of the complicated proceedings in a case involving multiple subsidiaries in numerous states and three countries. While proceedings may be moving a bit slower than usual during the global health crisis, plenty of action is ongoing behind the scenes. Celadon, among the largest carriers in the U.S. and the largest serving the U.S., Canada and Mexico, abruptly ceased operations without notice to employees over the weekend of Dec. 7-8, 2019. After sending announcement to drivers via the carrier’s in-cab messaging system shortly before midnight on Dec. 8, Celadon filed for bankruptcy just hours later. In the meantime, the carrier’s actions stranded drivers across the three countries. Fuel companies canceled driver cards, and reports indicated some equipment was repossessed. The initial confusion eventually cleared, and all drivers returned home with the assistance of other carriers and businesses. It then became apparent that Celadon’s Chapter 11 filing would spark the most significant truck carrier bankruptcy proceedings in U.S. history. The following is a summary of significant developments in the Celadon bankruptcy and wind-down since late February. PAM abandons acquisition of Celadon’s Mexico assets; new buyer found In February, Arkansas-based carrier PAM announced an agreement with Celadon’s bankruptcy oversight team to acquire the former carrier’s Mexico-based operations at the cost of $7 million. As an intracontinental carrier, before its bankruptcy Celadon managed several holdings in Mexico, including 100% of Celadon Mexicana and Jaguar Logistics & Leasing Servicios. The company also controlled 75% of Transporación Corprativos. The agreement included Mexico tax refunds due to Celadon for approximately $18.5 million. Following PAM CEO David Cushman’s retirement on May 1, reports emerged that PAM sought to renegotiate the terms of the agreement. The reports suggested the unforeseen impacts of COVID-19 on the trucking industry — and PAM operations — had created new market conditions. Celadon’s representatives showed no interest in renegotiating the deal and instead sought another buyer. White Willow Holdings of Newfields, New Hampshire, back by New York City investment firm Luminus Management LLC, provided the most viable offer for the Mexico assets. In early May, a press release announced the New Hampshire carrier would acquire Celadon’s Mexico business for $2.7 million. Terms included the $18.5 million in Mexico tax refunds and a commitment on the part of While Willow Holdings to invest $550,000 in the Mexico operations immediately. Assets included in the transaction included all former Celadon holdings, the most prominent being Jaguar Logistics & Leasing, previously valued at $23.4 million. White Willow is no stranger to the Celadon proceedings. The company purchased Celadon’s North Carolina-based carrier Taylor Express earlier this year at the cost of $14.5 million. Celadon spin-off assets acquired in a joint venture A joint venture including Chicago-based Hilco Global and New York City’s Colbeck Capital Management acquired assets associated with a former Celadon truck leasing affiliate on May 1. The terms of the agreement were not disclosed. Former Hilco Performance Solutions president Steven Tanzi is CEO of the new venture to be known as H19 Capital LLC. H19 Capital should not be confused with 19th Capital, a similar joint venture between Celadon and Toronto-based Element Fleet Management Corp. When Celadon formed Quality Companies to handle its truck-leasing business in 2015, it assumed a minority role in the venture, owning 49.99% of 19th Capital. Celadon sold its entire share to Element Fleet Management three years later. Quality Companies came under federal scrutiny when Celadon auditors raised questions about investment strategies. The investigation revealed that executive decisions and handling of assets cost stockholders more than $60 million. The executives involved in the dealing were eventually charged with federal crimes. In the May 1 agreement, H19 Capital LLC acquired assets that included thousands of trucks and trailers, all service and support machinery equipment, intellectual property, a portfolio of accounts receivable, and 600 existing truck leases. Real estate included in the transaction consists of two truck yard leases and a 136,000-square-foot maintenance facility in Indianapolis. The facility has a storage capacity of 1,700 trucks. Hilco Global intends to continue operating the truck-leasing company and hopes to expand operations during the anticipated post-pandemic economic resurgence. Element Fleet Management originally planned to close 19th Capital and disburse its assets after three years. Officials stated more recently that the deteriorating market for used trucks forced a change in its time line, resulting in the sale to H19 Capital LLC. Element Fleet Management and H19 Capital noted that the agreement would save “dozens” of jobs. Celadon assets among $43 million in auction proceeds In late April, Ritchie Brothers Auctioneers of Houston held a two-day auction that included trucks and trailers previously owned by Celadon. While the exact equipment and auction value for Celadon-specific assets are unknown, the sale included 370 trucks and 350 dry van, reefer and flatbed trailers. FreightWaves reported that the auction included “hundreds of trucks and trailers” previously owned by Celadon. Likewise, Ritchie Brothers indicated it would be selling more than 300 Celadon trucks and 1,400 trailers, including International ProStars, Kenworth T680s and Volvo VNL6702s. The Houston auction also included farm and oil-drilling equipment, making it difficult to estimate the portion of the $43 million in sales related to the trucks and trailers. Preregistered bidders totaled 8,600 from 62 countries worldwide. Of total sales, 93% went to U.S. bidders, primarily in Texas, California and Florida. Other buyers included companies or individuals in Peru, India and Italy. Stakeholders selected Ritchie Brothers to sell more than 1,700 pieces of Celadon equipment at auction during March, April and May at 19 locations in the U.S. and Canada. Ritchie Brothers delayed all but three auctions due to COVID-19. As of mid-May, Ritchie Brothers plans to sell 563 pieces of Celadon equipment in online auctions at 16 locations by the end of June. A schedule of auctions is available at www.rbauction.com/store/celadon. The website also provides instructions for bidders and guidelines for limited on-site equipment inspections. Ritchie Brothers describes its inventory with the note, “Celadon Group’s reputation for using best-in-class trucks, maintenance programs and technology over their 30 years in business is second to none, and the pride in ownership shows in every asset.” Former Celadon executive team members assume new roles with new firms Reliance Partners, a commercial insurance agency with several U.S. locations, has named Thom Albrecht, a former Celadon executive, as its chief financial officer and chief revenue officer. Albrecht, while lacking experience in the insurance sector, brings his reputation as a leading analyst of freight transportation to the company. Reliance headquarters in numerous states, including Tennessee, Alabama, Texas, Illinois, Wisconsin, California and Florida. Albrecht is the last of Celadon’s five-member executive team to assume a leadership role at another U.S. firm. In January, former Celadon CEO Paul Svindland assumed the same post with STG Logistics of Chicago. Celadon’s former executive vice president and general counsel joined Svindland at STG Logistics in March, accepting the role of chief administrative officer and general counsel. In late April, Celadon’s former vice president and chief accounting officer Vincent Donargo joined the Indianapolis tech start-up Novus Capital Corp., a company announcing its intent to go public with a $100 million offering. Previously Celadon’s chief operating officer before the company’s bankruptcy filing, Jon Russell left the company in November 2019 to join Indianapolis-based TVC Pro Driver, a provider of legal services to commercial truck drivers and fleets.

Country’s best-known ‘common man’ connected in the trucking-obsessed 1970s

When it comes to performers, the connection between singer and songwriter is not just important — it is an absolute must. Since country music was born a century ago, it has become America’s heartbeat, and its lyrics pay tribute to American values in a way no other musical genre can rival. When a singer, a songwriter and a song fail to connect, the result is like a sore thumb on the airwaves. It’s hard for any performer to replace the passion a songwriter puts into lyrics based on personal experience. That’s why the country’s iconic artists often write their own songs. When it comes to writing from the heart, no one ever put the lyrics of his life to music better than “The Hag,” Merle Haggard.  Haggard was a Depression-era baby, a true child of the Dust Bowl. Along with other families moving from Middle America to California in search of a mythical lifestyle, Haggard was the son of “Okies,” his parents relocating to the West Coast to escape the Oklahoma drought. Haggard drove that point home point decades later with his 1968 signature song, “Okie from Muskogee.” But he was more than an Okie. Haggard was a working man — a blue-collar, flag-waving, right-winged performer whose music appealed to the millions holding similar values at the height of the cultural shift of the 1960s.  Young Haggard did little to overcome the hard lot he drew in life. He spent years in juvenile detention facilities and eventually wound up in San Quentin State Prison, mostly for minor but habitual offenses. By the time he left prison for good in 1960, he had a new attitude, knowing that another misstep could send him back for good. In true blue-collar style, Haggard assumed what is often joked about as the lowest of jobs — ditch digger. In his spare time, he pursued music, writing songs that recounted his life and experiences. By 1970, Haggard had climbed the charts to become one of the most famous musicians in America.   In 1974, America’s oil embargo shined a spotlight on one of the blue-collar jobs Haggard paid tribute to in his songs, the truck driver. At the time, drivers were on the verge of national heroism and enjoyed status as cultural icons in the U.S. In fact, it’s hard to discuss 1970s culture without at least casually referencing truck drivers and the “fans” passing them on the interstates begging for the satisfying air-horn salute. It was only natural that Hollywood seized the moment to propel truck driving even higher in the public consciousness.   In 1973, producers Barry J. Weitz and Philip D’Antoni (a 1973 Academy Award winner for “The French Connection”) pitched the NBC network on a television movie capitalizing on the public’s interest in truck driving. In May 1974, their idea aired as “The Tandem,” starring Claude Akins and Frank Converse as independent truck drivers Sonny Pruitt and Will Chandler. The movie’s plot focused on a pair of rogue drivers coming to the aid of citrus growers exploited by the agriculture industry. “The Tandem” was received well enough that NBC signed Akins and Converse on for the ensuing series, “Movin’ On,” that debuted in the fall of 1974.  Theme songs were all the rage in 1970s television. A good theme song went a long way toward making a series successful. Weitz and D’Antoni knew “Movin’ On” had to connect with a blue-collar audience. They also knew no singer in America connected to the “working man” more successfully than Merle Haggard.  When offered the chance to write and perform the theme to “Movin’ On,” Haggard wasn’t sure he was right for the job. As a singer-songwriter, he had become successful because he’d lived his lyrics. Since recording his first No. 1 Billboard Country single in 1966, Haggard had released 27 singles, 22 of them hitting No. 1 and the other five rankings no lower than No. 3 on the charts. Writing a song with a predetermined title for a TV series with a predetermined plot was like nothing Haggard had done musically. Perhaps the idea offered a challenge he couldn’t resist. But more likely, Haggard realized that the theme song, no matter if it ever reached radio, guaranteed him a national audience of millions of television viewers at least one night a week on television at precisely 8 p.m. Eastern time.  Haggard decided to write the song like he would one about his own life, only he wrote through the eyes of an observer of the show’s fictional characters. In fact, he makes reference to “Will and Sonny” in the lyrics. The words pay homage to truck drivers and the work they do, with a special emphasis on the importance of the trucking industry in the phrase, “The white line is the lifeline of the nation.”  While “Movin’ On” only lasted two seasons on television (44 episodes), it served as a precursor to the CB radio craze and other truck-driving cultural icons such as C.W. McCall and his massively popular song, “Convoy.”  As for Haggard, the brief popularity of “Movin’ On” forced him into a situation of recording and releasing the song as a radio single. He did just that in 1975, and “Movin’ On” joined the likes of “Sing Me Back Home,” “Mama Tried” and “If We Make It Through December” as a No. 1 Merle Haggard recording. While it may not be remembered as Haggard’s most popular song, “Movin’ On” was one the public begged for in the mid-’70s, and Haggard did not disappoint his audience.  Until next time, make sure the only fever you run is for “jamming gears,” and stay safe as you prove Haggard’s words to be true. Truck drivers are truly the “lifeline of the nation.”