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Deep-breathing exercises can be a driver’s best friend in fighting stress

As a truck driver, spending long hours behind the wheel and dealing with tight schedules and constant road stress can take a toll on your health. While you might not be able to control traffic or deadlines, one powerful tool is always at your disposal — breathing. Deep breathing isn’t just about taking in oxygen; it’s about activating your vagus nerve, which plays a critical role in reducing stress, improving digestion and supporting heart health. The best part? It only takes a few minutes — and it can be done right from your driver’s seat! What is the vagus nerve and why should you care? The vagus nerve is like the body’s superhighway, connecting your brain to major organs like the heart, lungs and digestive system. When activated through deep breathing, the vagus nerve signals your body to shift from a stressed-out “fight or flight” mode to a calm and relaxed state. For truckers, this means: ✅ Lower blood pressure, which helps prevent hypertension and heart issues ✅ Less stress & anxiety, which promotes a calmer, more focused drive ✅ Better digestion, which reduces acid reflux and improves gut health ✅ A stronger immune system to boost resilience against illness ✅ Improved sleep, which helps combat fatigue and promotes restful nights A simple deep-breathing exercise for truckers Try this Deep Belly Breathing Exercise the next time you’re parked or on a break: Sit comfortably with your hands on your belly. Inhale deeply through your nose for 4 seconds, expanding your belly. Hold the breath for 4 seconds. Exhale slowly through your mouth for 6 to 8 seconds, deflating your belly. Repeat 5-10 times, feeling the stress melt away. Pro Tip: Pair this exercise with your pre-trip inspection or fuel stops to make it a habit! Breathe better, drive stronger Your breathing is a powerful tool for improving health, reducing stress and keeping you alert on the road. Just a few minutes of deep breathing a day can help you feel more energized and focused while preventing long-term health issues. Give it a try today — because a healthier, happier trucker means a better ride!

Contemporary recording artist Phil Vassar provides long line of ‘classic country’

Phil Vassar first appeared on the country music scene in the late 1990s. That doesn’t exactly place him in my category of “classic” country. However, he’s older than me … so that makes him a classic in my book. Plus, it’s hard to ignore his discography when it comes to some of the best music of the past 30 years. Just “American Child,” an autobiographical hit suggests, Phillip George Vassar was born in Lynchburg, Virginia, in 1962. An accomplished athlete, he earned a track scholarship to James Madison University in Harrisonburg in Northern Virginia. During his time at university, however, he took up the piano — and he became genuinely interested in music. He later decided to pursue his new passion as a career. He traveled to Nashville, where he played the piano and performed original songs in local clubs. One listener took a special interest in Vassar’s music and took a demo tape to his father, who just happened to be easy-listening crooner Engelbert Humperdinck. The star, who had by then had many hit songs of his own, took a special liking to the tune “Once in a While,” a song Vassar had co-written. It was the break the young singer-songwriter needed. In short order, Vassar signed a publishing contract with EMI and began churning out hit records for artists ranging from Collin Raye (“Little Red Rodeo”) to Jo Dee Messina (“I’m Alright”). Other hit makers like Tim McGraw, Alan Jackson and Blackhawk also recorded his music. Once he broke into the business, Vassar’s path to success was short and quick. By 1999, when he was a performer for Arista Records, he took home ASCAP’s songwriter of the year award. His first album, simply titled “Phil Vassar,” produced the Top 5 hit “Carlene,” a song about running into an old high school acquaintance years after graduation. He followed it up with his first No. 1 song, “Just Another Day in Paradise.” Two other songs from the album — “That’s When I Love You” and “Six Pack Summer” — also reached the Top 10. That first album sold half a million copies and was certified Gold. His follow-up album, “American Child,” was released in 2002. The title track earned Vassar another Top 5 hit. When reviewing the album “American Child,” country music critic Rick Cohoon credited Vassar with a “solid, enjoyable effort with few flaws.” “What makes Phil Vassar a true find in today’s Nashville climate is his rock-solid ability to pen a convincing song and then turn around and sing it in an equally convincing manner,” Cohoon wrote. “His writing has been embraced by everyone from Alan Jackson to Cledus T. Judd to Engelbert Humperdinck. Vassar’s sophomore album on Arista Records, ‘American Child,’ is exactly what he wants it to be: 12 songs that he had a hand in writing and knew he could convey to his audience.” While “American Child” only produced two hit songs — the title track and “This is God” — the significance of the title single in the early 2000’s cannot be ignored. While many artists, particular those in the country vein, rode the wave of patriotism following 9/11 to hit song after hit song, Vassar was a little more subtle in his praises for his home country. Unlike Toby Keith’s “in your face” patriotism and Alan Jackson’s classic “When the World Stop Turning,” “American Child” wasn’t a direct reference to the terrorist attacks — but it did get Vassar’s point across about the virtues of growing up in the United States. His lyrics, “I was ten, I was thin, I was playing first base, with a secondhand glove, and dirt on my face,” gave a sense of Americana to which most listeners could relate. “419 Lakewood had no silver spoons, just an old beat-up upright that played out of tune,” revealed that Vassar was just an ordinary person in an ordinary town. Then he proved the value of the American dream with the lyric, “Now, I’m singing and living the life that I love.” If you ask me, “American Child” ought to be required material for any country music fan’s playlist. Vassar’s next album, “Shaken, Not Stirred,” produced only one hit — but it was a good one. “In a Real Love,” shot to No. 1. Just three albums and five years into his recording career, Vassar released a Greatest Hits album chronicling his career thus far; but the album also included a new song, the No. 2 hit “Last Day of My Life.” The fact that Vassar only released a few albums early in his career was not because of lack of production; rather, it was due to the quality of the songwriting. Recording his own material, Vassar churned out song after song, and many of them were released as singles. His next album, “Prayer of a Common Man,” produced another hit single — “Love is a Beautiful Thing,” a song that carried him to No. 2 on the charts. The album hit No. 3 on the U.S. Charts, Vassar’s top performing record. Following “Prayer of a Common Man,” Vassar’s recording career slowed. He released two more albums between 2009 and 2011, neither of which received significant airplay or produced hit songs. Since then, he has released only two additional albums, both with similar results. But by no means did he slow down. He continued to perform live around the country throughout the 2010s, and his appearances on television kept him in the limelight. In addition, throughout the decade he continued to produce material for other artists like Kenny Chesney, Neil McCoy, Kenny Rogers and even accomplished songwriters like Skip Ewing. For all Phil Vassar has achieved in his career, it almost came crashing down in 2023 when the 62-year-old performer suffered a heart attack. As he told “Taste of Country,” he actually died twice during the ordeal, but eleven shocks from the paddles of life brought him back. “I just had genetic heart disease,” he shared. “I wasn’t a drinker and a partier, or any of that. I worked out every day. You know, I kept feeling bad so I kept really concentrating on my health and trying to — I never ate anything fried or anything like that. Never did. It just caught up with me, you know, the genes.” The heart attack was followed by a stroke during which Vassar was clinically dead for 30 minutes. “Thank goodness for medicine,” he said. Needless to say, Vassar’s touring and recording schedule has slowed in the months since his medical ordeal, but he still appears regularly at various venues fairly. Until next time, perhaps Staci Zaretsky, editor of James Madison University’s “Above the Law” said it best: “Phil Vassar is a poet, and if you can’t get through your day by listening to his beautiful words, you are a monster.”

Harness the power of your emotions to rev up your exercise routine

Most people know about the many benefits of regular exercise and the absolute need to incorporate it into their lives. Surprisingly, however, only a small percentage of people in the U.S. are active enough to reap the health benefits of physical exercise, whether that exercise is done with the help of a professional trainer, through a gym membership or by working out in or around the semi truck. Around the beginning of each year, I hear about a spike in fitness efforts and active gym memberships. Attendance is usually high for about a month after those resolutions are made … but then more than half of the people who start an exercise regimen as a New Year’s resolution start to slow their efforts, and most will drop out in just a few short months. Positive emotional change Creating a positive emotional change can be a key factor in keeping your physical activity engaged. One use of emotional change involves keeping your exercises fresh and new. New routines that promote positive after-session feelings — being revived and energetic instead of experiencing negative, worn-out, tired feelings. As a fitness professional, I try to use these emotions and feelings associated with drivers based on their schedules. Results from exercising build up over time to improve a person’s exercise longevity. Using emotional change as motivation can pay off through reductions in exercise dropout. This is the first step. The next step in designing an emotions-based exercise program involves developing a plan around the exercise you will do. Note that I said what you WILL do — not what you SHOULD do. This factor alone can promote long-stay engagement. Find a way to fit exercise into your weekly routine based on your driving schedule. If at all possible, try to work with both resistance training and brisk walking. Together, a variety of different exercises can also stimulate results and engagement. Next, in step three, observe how your results have changed. Positive results should be increasing after completion of exercise, and physical exhaustion should decline. The fourth step is to use an app to track your results, or enlist the aid of a CDL health coach who can provide the knowledge you need to track changes and make your exercise routine more successful. Remember, results happen over time — not overnight.

Navigating the FLSA in trucking, Part 2: Legal Paycheck Deductions & State Laws

While the Fair Labor Standards Act (FLSA) provides clear guidelines on minimum wage and overtime, it also allows for certain deductions from employee wages—provided they do not bring an employee’s earnings below the federal minimum wage threshold. However, what deductions are legally permitted, and how do they vary across states? More importantly, how do deductions related to safety infractions or damage to company property fit within the legal landscape? Common Legal Paycheck Deductions Deductions from an employee’s wages generally fall into a few broad categories: 1. Legally Required Deductions – These include federal and state income taxes, Social Security, and Medicare. These deductions are non-negotiable and are mandated by law. 2. Voluntary Deductions – These are deductions employees opt into, such as health insurance, retirement plan contributions, or union dues. 3. Employer-Authorized Deductions – These include deductions for uniforms, equipment, and even loans extended to employees by the company. However, under FLSA, these deductions cannot bring the employee’s earnings below minimum wage for the workweek. 4. Disciplinary or Performance-Based Deductions – In some states, deductions related to safety infractions or damage to company property are permitted, but they must adhere to strict guidelines. This is where things get complicated. Deductions for Safety Infractions or Damage to Company Property While employers may be tempted to deduct pay for damages caused by an employee—such as a driver hitting a dock or backing into another truck—the legality of these deductions is highly state-dependent. · Federal Law Considerations: The FLSA does not explicitly prohibit deductions for damages or safety violations. However, any deduction that reduces the driver’s earnings below minimum wage is considered illegal. Employers must also ensure that such deductions are not retaliatory or arbitrary. · State Law Variations: Some states impose additional restrictions. For instance: o California – Strictly limits deductions for damages, requiring proof that the employee acted with gross negligence or willful misconduct. o New York – Strictly limits deductions in general, including those for employee benefits. o Texas – Permits deductions for property damage if there is an agreement in place, but employers must be cautious about reducing wages below minimum thresholds. For trucking companies operating across multiple states, it is essential companies stay updated on varying legal requirements to ensure compliance. The FLSA and State Law Variations in the Trucking Industry Although the FLSA sets federal labor standards, states often enact their own labor laws that expand upon or override certain provisions. Here are some critical distinctions: 1. Minimum Wage Differences – As mentioned in Part 1, many states enforce a higher minimum wage than the federal $7.25 per hour. For trucking companies paying per mile, ensuring compliance requires calculating total weekly earnings and comparing them against applicable state minimum wage laws. 2. Overtime Laws – The FLSA’s Motor Carrier Exemption means many truck drivers are not entitled to overtime pay under federal law. However, some states—such as California—require overtime pay for certain drivers, even if they fall under the federal exemption. 3. Rest Break and Meal Period Requirements – The FLSA does not mandate meal or rest breaks, but some states, like Oregon and Washington, have specific requirements for truck drivers, enforcing mandatory break periods that must be compensated. Jurisdictional Application of State Labor Laws For drivers who operate in multiple states or are employed by companies headquartered in different states, determining which labor laws apply can be complex. Generally, the labor laws of the state where the driver performs most of their work or where the employer is headquartered will govern the employment relationship. This means, in most cases, an over-the-road driver who lives in California but whose company is headquartered in Oklahoma would instead be governed by Oklahoma’s employment laws so long as the driver does not complete most of their work in California. If you believe something your company is doing is unfair, it’s always a good idea to talk to your Driver Manager, a senior Operations professional, and/or Human Resources. All should be well-versed on laws governing transportation, with HR being the most well-versed on employment law. Company Communication for Deductions Often, regardless of if state law requires it, employers will require candidate signature in orientation allowing deductions for negligent damage to company property. It is important to read the paperwork you sign and ask questions if you do not understand it. Should company property incur damage from an accident, typically a company would not deduct for that. It is part of the risk companies incur in hiring people for an important and difficult job. A few examples of negligent damage would be: 1. Driver had an animal in the truck that was not approved or potentially not trained in a way to avoid causing further damage than regular human wear and tear. 2. Driver was regularly relieving themself in the cab rather than at a truck stop and the cost to clean the truck of hazardous human waste is extensive. 3. Driver was smoking in the truck after requesting a non-smoking truck, which requires a more expensive deep clean. When it comes to safety infractions, I have rarely seen punitive deductions from trucking companies to drivers. Usually they instead will offer a safety bonus for a safe driving record, and drivers simply do not qualify for the bonus if they have certain safety infractions. I have also seen companies have certain requirements for an add-pay to apply, and if a driver does not meet those requirements than the add-pay may be removed. An add-pay is any set pay for specific types of work performed beyond that of mileage or percentage pay, such as tarp pay, repower pay, New York Burroughs pay, etc. Typically, a company would want to have a written policy in the policy book or a signed memorandum of understanding from a driver in advance notating what types of safety infractions would incur a wage deduction or what missed requirements would cause losing an add-pay. Conclusion The trucking industry operates at the crossroads of federal and state labor regulations, making compliance a constant challenge. Employers must be diligent about paycheck deductions, particularly for safety infractions and damages, ensuring they align with both federal and state laws. As state regulations continue to evolve, trucking companies and drivers alike should remain informed to safeguard their rights and responsibilities. Understanding and adhering to these laws not only helps avoid legal pitfalls but also fosters fair and transparent employment practices. As the industry continues to shift, staying ahead of these changes is essential for both drivers and employers navigating the complex world of labor law in trucking.

From the racetrack to the US highway system: Carl Fisher paved the way for commercial transportation

Ever heard of Carl G. Fisher? If the answer is “no,” let me ask another question: Have you ever heard of the Indianapolis Motor Speedway or driven along one of the many routes along the U.S. highway system? Assuming the general response to the second query is “yes,” let me share a little story. Humble Beginnings Carl G. Fisher was an unlikely transportation entrepreneur. Born in Greensburg, Indiana, in 1874, Fisher suffered from extreme astigmatism in both eyes. From childhood, his eyesight caused issues ranging from severe headaches to blurred vision. Needless to say, between the headaches and the poor vision, he had trouble paying attention in school. At age 12, he dropped out and went to work to help support his family, which had been abandoned by an alcoholic father. Over the next few years, young Fisher worked in grocery markets and bookstores, eventually becoming a salesman of newspapers, books, tobacco and candy on trains headed out of Indianapolis. In 1891, Fisher and his brothers opened a bicycle repair shop. It was Fisher’s first of many ventures into the transportation business. He soon became involved in bicycle racing, a precursor to an interest in automobile racing, which burgeoned at the turn of the 20th century. An Innovative Invention Before the automobile became Fisher’s obsession, however, he and a friend first helped perfect the acetylene headlight — a decade before the electric headlight came along. In fact, Fisher’s business supplied virtually every headlight used in every automobile in the U.S. When he and his partner sold their headlight company to Union Carbide for $9 million, Fisher suddenly found himself a very wealthy man. The Birth of ‘The Brickyard’ and the Indy 500 While living in Indianapolis in the early 1900s, Fisher operated what has been referred to as the first automobile dealership in the U.S. But his interests went far beyond selling motorized vehicles to the public. Carl Fisher loved racing, and he sponsored race cars in addition to racing himself. It’s only natural that he had a vested interest in developing dedicated racecourses where automobiles could safely race in front of spectators — who could be equally safe while watching the races. The result was the Indianapolis Motor Speedway, a 2.5-mile-long circuit that Fisher opened in 1909. In short order, the racetrack, then known as “The Brickyard” because of its brick-paved surface back in the day, became the preeminent leader as a testing ground for automobiles and racing. Surprisingly, the first event at the speedway was not an automobile race: It was a helium-filled balloon competition, another foray Fisher took into the transportation business. In fact, later that year, Fisher and a partner planned a Trans-Atlantic balloon crossing; however, the effort apparently never made it to fruition. From the Racetrack to the Road With the success of Indianapolis Motor Speedway, Fisher next set his sights on building roads to handle the growing automobile traffic across the U.S. In 1912, he proposed a trans-continental highway that would cross the country, beginning at Times Square in New York City and end at San Francisco’s Lincoln Park. Fisher called the transportation corridor the “Lincoln Highway,” named not after its terminus point but rather after Fisher’s favorite president, Abraham Lincoln. The highway’s original route passed through 13 states — New York, New Jersey, Pennsylvania, Ohio, Indiana, Illinois, Iowa, Nebraska, Colorado, Wyoming, Utah, Nevada and California. Some 700 cities and towns sat along the route, and the economic benefit for each community was impressive. Originally 3,389 miles long, the Lincoln Highway was well developed in some areas … but it was a muddy quagmire in others. The U.S. Army effectively demonstrated the high and low points of the route in 1919 when it staged an east-west convoy across the country. In fact, Dwight D. Eisenhower, future WWII general and president of the U.S., is thought to have developed his dream of the U.S. interstate system while participating in the convoy. Even though the Lincoln Highway had its difficulties, for automobiles it was the equivalent of a transcontinental railway — and it improved over the years. Eventually, a large portion of the highway became U.S. Route 30, from Pennsylvania to Wyoming. The highway was ultimately replaced by Interstate 80, today’s primary northern east-west route across the country. Moving Freight Across the Country Throughout its more-than-a century history, the route has been vital to U.S. commerce and has served as a major transportation route for both tourism and trucking across the north-central portion of the U.S. With the success of the Lincoln Highway under his belt, Carl Fisher decided to build on his efforts. His next project was the development of a north-south route from Michigan to Miami. Construction on the road began in 1914, and the route — known as the “Dixie Highway” — was completed in short order. Following the Dixie Highway’s completion in 1929, Fisher himself led the first caravan from Florida to Indiana. The Dixie Highway’s route was not as direct as that of the Lincoln Highway, and it ultimately stretched 5,786 miles, including both an eastern and western route. Today, U.S. Route 1 and Interstates 65 and 75 generally approximate the original corridor of the Dixie Highway. As Fisher’s highways developed and became even more vital to the nation’s economy, Fisher himself saw potential for development of Miami as a tourist destination. He funded the Collins Bridge connecting Miami and Miami Beach and was a leading promoter of the Florida land boom of the 1920s. He also saw an equal possibility for a tourism destination at the eastern end of Long Island, New York. Unfortunately, this idea came about in 1929 and was brought to an abrupt halt by the Great Depression. The stock market crash also stopped Fisher in his tracks and led to the loss of his formidable wealth. A Lasting Legacy No longer a rich man, Fisher settled in Miami Beach and performed odd jobs for acquaintances to get by. In 1971, he was inducted into the Automobile Hall of Fame in 1971 — and today, Fisher Island, located south of Miami Beach, is one of the most exclusive residential areas in the country. Tragically, Fisher was destined to follow his father’s footsteps into alcoholism, and he died of a died of a stomach aneurism in 1939. Today, Carl G. Fisher is best remembered as developer of the Indianapolis Motor Speedway and the “Greatest Spectacle in Racing.” Far more important, however, is his contribution to the U.S. transportation system and his foresight in developing the precursors to the U.S. interstate system. Indirectly, Fisher’s vision led to a boon for the commercial trucking business. As the freight industry expanded and spread from coast to coast, trucks laden with cargo traveled across the country — often along the routes paved by Fisher’s early highways.

Health matters: Should truck drivers give weight-loss drugs a shot?

Because there’s a high rate of overweight truck drivers, it makes for an active market for prescription weight loss drugs. Being overweight can cause serious health problems and can even put drivers in jeopardy of losing their medical cards to drive. There are very few occupations that require a medical card certification to drive! Have you tried dieting and exercise without seeing positive results? If your answer is yes, a prescription weight-loss drug may be a choice for you. Before you take the shot, do your research. Prescription drugs are medicines must be prescribed by a health care provider. The cost is high, and it can be a challenge to qualify. It’s also important to be aware that weight-loss drugs should be used in addition to — NOT instead of — a healthy diet and exercise. In addition, you may have noticed several companies connecting with what they call “compound pharmacies” to offer this new line of products. Here’s some important information you should know. Who’s a candidate for weight-loss drugs? Your health care provider may suggest a weight-loss drug for you if you meet certain criteria, specifically the following: Your body mass index (BMI) is greater than 30. Your BMI is greater than 27. You may have serious medical problems such as diabetes or high blood pressure. These drugs aren’t for everyone. Make sure they offer continued wellness support on how to continue to live a healthier lifestyle. Do the drugs work? When used in combination with lifestyle changes, prescription weight-loss drugs CAN lead to greater weight-loss success. Taking these drugs for a year can mean a loss of total body weight of 3% to 12% more than the amount you’d lose with lifestyle changes alone. That may not seem like a lot but losing 5% to 10% of your total weight and — keeping it off — can have important health benefits. For example, it can lower blood pressure, blood sugar levels and levels of fats in the blood called triglycerides. Potential side effects Mild side effects, such as nausea, constipation, and diarrhea. They may lessen over time. Rarely, serious side effects can happen. That’s why it’s important to do your research before you take the shot. Always keep in mind that the use of weight-loss drugs should be closely monitored by a health care professional.

Navigating the Fair Labor Standards Act in trucking, Part 1: Minimum wage and overtime

The trucking industry, known for its complexity, finds itself entwined with various federal and state labor laws that dictate how drivers are compensated and treated. One influential piece of federal legislation in this arena is the Fair Labor Standards Act (FLSA). This month, I want to illuminate the nuances of the FLSA as they pertain to commercial truck drivers, addressing key questions and exploring the implications of state-specific regulations. Can drivers legally be paid by the mile? The short answer is yes, commercial truck drivers can be legally paid by the mile. The FLSA does not prohibit per-mile compensation. Whether it is mileage pay, percentage pay or another form of payment, employers must ensure that the total workweek’s earnings do not fall below the federal minimum wage when divided by the number of hours worked over the course of the workweek. What is the current minimum wage? The current federal minimum wage is $7.25 an hour; however, 30 states, the District of Columbia, Guam, Puerto Rico and the U.S. Virgin Islands all require higher minimum wages. An article from Paycor discusses many increases at the state level that went into effect Jan. 1, 2025. In the event state and federal laws differ, generally the law that has a higher standard for the law’s intent prevails. In other words, if a person is employed in a state with a higher minimum wage than the federal requirement, the state minimum wage will prevail. How do you calculate a driver’s hours worked? For a driver considered to be an employee and keeping logs, time logged on-duty or driving is obviously considered work time. However, in Montoya v. CRST Expedited Inc., 1st Cir., No. 21-1125 (Dec. 12, 2023), both the district court and the appellate court determined time in the sleeper berth in excess of eight hours in one day is compensable under FLSA. Off-duty time logged when a driver must be “on-call” may also be considered compensable. The linked document above references the Field Operations Handbook (FOH) saying, “consistent with the waiting time regulations at sections 785.12-.16, waiting or layover time will be considered noncompensable off-duty time if the driver ‘is completely relieved of all duties and responsibilities, is permitted to leave the truck or temporary station to go anywhere, knows in advance that work will not resume until a specified time, and the period of layover is of sufficient length to be used effectively for the employee’s own purposes.’ FOH 31b09(c)(1).” Do drivers work over 40 hours weekly without overtime compensation? Under the FLSA, most employees are entitled to overtime pay for hours worked over 40 in a workweek. However, commercial truck drivers often fall under exemptions to this rule due to The Motor Carrier Exemption. The Motor Carrier Act exemption applies to drivers, mechanics and loaders whose duties affect the safety of operations in interstate commerce. This means that many drivers are not entitled to overtime pay under federal law. It’s important to note that this exemption does not apply universally and depends on specific job duties and employer classifications as seen in the fact sheet linked above. Are candidates in driver orientation entitled to FLSA protections? The language commonly used in trucking can be at odds with the language used by the Department of Labor (DOL). Depending on what’s included, “orientation” can be a bit of a misnomer. The DOL typically considers “orientation” to happen post-hire, but many companies are, in fact, offering a “training” to vet candidates ahead of making an offer of employment — but calling it “orientation.” This can lead to some confusion between carriers, candidates and the DOL. According to the DOL’s FLSA advisor, if this training meets the following requirements, it may be unpaid: The training, even though it includes actual operation of the facilities of the employer, is similar to that which would be given in a vocational school; The training is for the benefit of the trainees or students; The trainees or students do not displace regular employees, but work under close supervision; The employer that provides the training receives no immediate advantage from the activities of the trainees or students and, on occasion, his operations may even be impeded; The trainees or students are not necessarily entitled to a job at the conclusion of the training period; and The employer and the trainees or students understand that the trainees or students are not entitled to wages for the time spent in training. Ensuring minimum wage compliance with pay deductions When a company wants to deduct from a driver’s pay, it must ensure that such deductions do not reduce the driver’s earnings below the federal minimum wage. Many employers offer bonuses, to be paid only if certain criteria are met, but there are occasions in which an employer may legally reduce regular wages — but again, those deductions must be made thoughtfully to avoid reducing weekly earnings below minimum wage. Conclusion Understanding the intricacies of the FLSA and related state laws is crucial for commercial truck drivers and their employers. By ensuring compliance with these regulations, employers can foster fair labor practices while minimizing the risk of legal repercussions. Drivers, on the other hand, can better advocate for their rights and ensure they receive fair compensation for their labor. Next month, I’ll go into more detail on deductions and current differences in state laws, which are always evolving.

What is cortisol and why should truck drivers care?

Ever wonder what’s going on in your body and how it impacts your physical and mental health? If you’ve ever struggled with high levels of stress, listen up! Cortisol, commonly known as the “stress hormone,” is vital in regulating energy, metabolism, and your body’s stress response. For truck drivers, long hours on the road, erratic schedules and the job’s physical demands can lead to elevated cortisol levels. If unmanaged, this may result in health problems such as fatigue, weight gain, high blood pressure and even burnout. Managing cortisol levels is essential for staying healthy and focused, especially while traveling. Cortisol is directly linked to healthy levels of melatonin in your body. In addition, high levels of cortisol can often be confused with hormone imbalances like estrogen or testosterone. Let’s look at natural ways to manage cortisol, including recognizing the signs, eating the right foods, choosing helpful supplements and practicing exercises and breathwork. Signs and symptoms of high cortisol levels High cortisol levels can manifest in various ways. Truck drivers should watch out for these symptoms: Difficulty falling or staying asleep. Constant fatigue, even after resting. Weight gain, especially around the abdomen Mood swings, anxiety, or irritability Increased sugar or salty cravings Muscle weakness or joint pain Brain fog or trouble concentrating Recognizing these signs early can help you take proactive steps to manage your cortisol and improve your overall well-being. What to eat while traveling to help balance cortisol A balanced diet is a powerful tool for managing cortisol. While on the road, opt for foods that support your body’s ability to regulate stress, such as these cortisol-lowering options: Leafy greens: Spinach, kale and Swiss chard are rich in magnesium, which helps calm the nervous system. Nuts and seeds: Almonds, walnuts, and chia seeds are packed with healthy fats and magnesium. Fatty fish: Salmon and mackerel are high in omega-3 fatty acids, which reduce inflammation and stress. Fruit: Bananas, oranges and berries are rich in vitamin C and potassium to combat stress. Whole grains: Oats, brown rice and quinoa provide steady energy and support serotonin production. On the flip side, here are some foods to avoid: Sugary snacks: These can cause blood sugar spikes and crashes, worsening stress levels. Processed foods: These contain unhealthy fats and chemicals that can elevate cortisol. Caffeine overload: Too much coffee or energy drinks can overstimulate cortisol production. (I know this one can be hard, aim to kick caffeine by 9:30-11:30 am) PRO TIP FOR TRUCKERS: Prepack cortisol-balancing foods like boiled eggs, hummus and veggie sticks, trail mix (without added sugar; choose instead 70% dark cacao) and fresh fruit to avoid unhealthy truck-stop temptations. Supplements to support cortisol management While food is your first line of defense, supplements can provide additional support. Here are a few to consider: Ashwagandha: An adaptogen that helps balance cortisol levels and improve resilience to stress. Magnesium glycinate: Promotes relaxation and better sleep quality. Vitamin C: Reduces cortisol production during stress. Omega-3 fatty acids: Found in fish oil supplements to lower inflammation and cortisol. L-Theanine: Found in green tea, it promotes calmness without drowsiness. REMEMBER: Consult your healthcare provider before starting any new supplements, especially if you’re taking medications. Fitness for cortisol management Getting your body moving each day is crucial for reducing stress and lowering cortisol. As a truck driver you can incorporate these exercises into your routine, even while on the road: Walking: A 15-minute walk during breaks can significantly lower stress levels. Bodyweight exercises: Planks, squats, downward dogs and lunges can be done in or right next to your truck. Stretching or yoga: Simple stretches or yoga poses like child’s pose, knees to chest, figure four, cobra and reclined twist help relieve tension and stress and help balance your nervous system. Breathwork to calm the mind and body Deep breathing exercises can activate the parasympathetic nervous system, which lowers cortisol and promotes relaxation. Here’s how to practice “box” breathing: Inhale for 4 seconds. Hold your breath for 4 seconds. Exhale for 4 seconds. Hold your breath for 4 seconds. Repeat for 5 minutes. Lifestyle tips to maintain healthy cortisol levels Stick to a routine: Consistency in your eating, sleeping and driving schedules helps regulate your body’s internal clock. Get morning sunlight: Exposure to sunlight early in the day supports a healthy circadian rhythm. Stay hydrated: Dehydration can increase cortisol levels, so keep a water bottle handy. Prioritize sleep: Aim for consistent sleep the best you can. Consider a noise machine, sleep mask, weighted blanket or aromatherapy to help with sleep regulation. Driving a truck can leave your daily routine NOT so routine, so step back and consider what you can do each day that you have control over. Then, when you get on the road you can aim to stay consistent. Keep health in your front-facing view Managing cortisol levels naturally is essential for everyone, especially as we age. Eating the right foods, incorporating regular exercise and breathwork, and using targeted supplements can keep stress at bay and stay healthy, focused and energized. Remember, small, consistent changes can make a big difference in your well-being. You’ve got this! For more health, fitness and lifestyle tips from Hope Zvara, click here.

2-hit wonder: Leroy Van Dyke’s career helped define country music

When discussing the names of legendary country performers of the mid-20th century, chances are the name Leroy Van Dyke doesn’t immediately come to mind. Van Dyke didn’t have a lot of hits, but two of his songs that DID make the charts have become synonymous with country music. Those hits spurred a career that is now in its eighth decade. Leroy Van Dyke was born in Missouri, the son of farming parents. In fact, his entire extended family was involved in the agriculture industry. During his youth, the music business never entered Van Dyke’s mind as a potential career. He attended the University of Missouri, majoring in agriculture and agriculture journalism, later working for the Chicago Tribune. But during his college days, Van Dyke picked up the guitar for the first time and taught himself to play. He quickly discovered his tenor voice could really belt out a tune, and he started writing songs. One of those, based on his family’s life in agriculture, became a hit upon its release as Van Dyke’s first ever recording. In fact, it became so popular that during his tenure in the military, serving as a soldier in Korea, he was invited to open Marilyn Monroe’s USO show. “The Auctioneer” “The Auctioneer,” released on country radio as a single in 1956, tells the story of a boy from Arkansas whose life goal is to become a cattle auctioneer. Something about the fast-talking auctioneers appealed to the youngster, and he escaped to the cattle yards whenever he could to listen and mimic the auctioneers’ calls. Much to his mother’s chagrin, the boy dropped out of school to pursue his dream, practicing auction cries both day and night. When the boy’s father hears the boy practicing, he’s less than impressed. “Son,” he said, “we just can’t stand to have an ordinary man selling things at auction using our good name.” So, he sends the boy off to auction school, where he excels. Ultimately, he reaches the top of his profession “and the people would come from miles around just to hear him make that rhythmic sound that filled their hearts with such a happy cheer.” Soon, the boy’s name spreads nationwide, and he’s known as the best auctioneer in the land. “The Auctioneer” isn’t autobiographical, although Van Dyke did spend some time in the profession. Rather, he dedicated the song to a cousin who was a well-known auctioneer in the Missouri area. Van Dyke does display some of his own “calling” abilities throughout the song as it is interspersed with fictional auction cries. The lyrics are a bit hard to follow, but one interlude, in effect, is as follows. I challenge you to say this three times fast (or if you’re up to Van Dyke’s standards, try memorizing and singing it untold thousands of times). Twenty-five dollar bid’ja now, thirty dollar, thirty wudja make it thirty bidda onna thirty dollar thirty dollar wouldja gimme, wouldja give me thirty dollar bill? I gotta thirty dolla bidja, now, five, wouldja beedle onna thirty-five biddle on a thirty-five, thirty-five? Who’s gonna bitta the thirty-five dollar bill? “The Auctioneer” rose to No. 9 on the U.S. Country charts and remained Van Dyke’s only recording for nearly five years. After his military service ended, Van Dyke returned to agriculture journalism and worked for newspapers in the Midwest. But he didn’t forget his fledgling music career. He appeared on the television show “Ozark Jubilee” on a regular basis and performed on Chicago’s WGN radio. In 1961, Van Dyke headed for Nashville, where he signed with Mercury Records. “Walk on By” One of Van Dyke’s first releases with Mercury Records was the title song of his first-ever album, “Walk on By.” The song, with lyrics lending itself to one of country music’s early “cheating” songs, shot to No. 1 on the charts and stayed there for an astounding 19 weeks. After that, it remained at various levels on the charts for nearly an entire year. “Walk on By” surpassed “The Auctioneer” as Leroy Van Dyke’s signature song, selling 1.5 million copies and even hitting No. 5 on the pop charts. The song had lasting appeal and was played on country radio for decades to come. In fact, in 1994, Billboard Magazine ranked “Walk on By” as the biggest song in country music history based on chart performance and sales. Think about it. A relative unknown outside of country music beat out the multitude of recordings from the likes of Hank Williams, Patsy Cline and Ray Price for the most popular country song of all time. The song also garnered a Grammy for Van Dyke and led to his invitation to perform on the Grand Ole Opry a year later. Eight decades in the business The rest of Leroy Van Dyke’s performing career has been long — but largely forgettable Other than a follow up hit to “Walk on By,” Van Dyke never again appeared in the Top 10, languishing in the depths of the charts with most of his releases. Many of his singles were covers of those of other artists. However, he did have a final minor hit in 1977 with “Texas Tea.” Despite his limited success, Van Dyke made a career of the few hits he recorded. He never again opened for the likes of Marilyn Monroe. However, he appeared at countless fairs, festivals, auctions, rodeos and conventions. He also became a minor draw in Branson, Missouri, where country music fans flock to hear artists whose songs no longer appear on the charts. Today, at the age of 95, he still performs on occasion. There’s no word if he ever flexes his vocal cords to call an auction. Nearly 70 years after its release, “The Auctioneer” still receives occasional airplay. While some may consider it a novelty song, it has outlasted many other hits of its age. Whether “The Auctioneer” or “Walk on By” holds sway as Van Dyke’s signature song is up to the listener. “Walk on By” has been covered by numerous other artists over the decades, but with “The Auctioneer,” Van Dyke virtually remains in a class of his own. Until next time, auctioneering isn’t as popular as it once was in the U.S., so if you aspire to cry out, “I just sold that pig for a 50-dollar bill!” I suggest you don’t quit your day job. To read more of Kris Rutherford’s Rhythm of the Road content, click here.

Reba McEntire broils up controversy with ‘Fancy’ as her signature song

I love Reba McEntire. As far as I’m concerned, she bests Patsy Cline as the greatest female country artist of all time. “When Whoever in New England’s Through with You” and “The Greatest Man I Never Knew” are just a couple of my favorites. I even like her television shows. I haven’t read her books, but I have little doubt I’d like them, too. But there’s one Reba song that sometimes rubs me the wrong way — “Fancy.” Now before you offer up those chastising emails, please hear me out. I realize that “Fancy” is Reba’s signature song. It’s the one she sings at the inevitable curtain calls when she plays in concert, and she admits it’s her favorite song she’s ever recorded. “Fancy” is a rags-to-riches story, she’s shared, and she loves the story it represents. That’s where we part ways, if only for a moment. Every time I hear “Fancy,” I have to ask myself: Does this song glorify prostitution? I’m not alone in that thought. The song is noted on most lists of the “most controversial country songs ever recorded,” and for good reason. Of course, “Fancy” also sits high on the list of the most popular country recordings. To be clear, Reba did not write “Fancy,” nor was she the first to record it. Both of those credits go to Bobby Gentry of “Billy Joe McCallister” fame. Gentry released the song in 1970, and it made it to No. 26 on the charts. Gentry has said she looks at “Fancy” as a feminist statement. “‘Fancy’ is my strongest statement for women’s lib, if you really listen to it,” Gentry says. “I agree wholeheartedly with that movement and all the serious issues that they stand for — equality, equal pay, day care centers and abortion rights.” If that’s what Gentry claims about “Fancy,” we can only assume it to be true. She did, after all, write the song. But it’s the first time I’ve heard an argument that feminism equates with prostitution. That’s quite a leap of logic. The “Fancy” story If you’re not familiar with the story of “Fancy,” it is truly a rags-to-riches tale, as Reba says. However, I believe the song shouldn’t be confused with the extended music video that accompanied its release. The music video tells us how to interpret “Fancy” — and that’s one of my pet peeves about country music and videos in general. Music is an auditory experience. Let’s leave a little bit to the imagination. Then again, if ever a song and its accompanying video were hard to separate, “Fancy” fits the bill. Fancy, the name of the song’s main character, lives with her mother and baby sister in a “run down shack on the outskirts of New Orleans.” This brief description of poverty sets the stage for the song’s storyline: Fancy’s mother has a plan to help her daughter escape a life without a foreseeable positive future. The song’s lyrics refer to the family as “poor white trash.” I don’t like the phrase, but it may be fitting (at least that’s what the video leads us to believe). In brief, the plan is for Fancy to escape poverty by embarking on a life as a prostitute. We can’t be sure the mother actually sells Fancy into prostitution — but if we follow the video’s images, there’s a strong reason to believe it to be the case. Fancy is picked up by what appears to be a wealthy man in an expensive black car. That darkness implies that some sort of “sale” — or at least an “arrangement” — was involved, and that the man in the car is up to no good. Again, such a conclusion requires that we see the video and lyrics as one. As noted, I don’t like to look at music that way. As the song tells us, especially in the extended version that doesn’t often receive radio play, Fancy DOES become a prostitute (although the word is never mentioned). It’s noted that a benevolent man took her off the streets, a place prostitutes often live. And Fancy “charmed” a “king, a congressman, and an occasional aristocrat.” I don’t think we need to interpret much to know the type of “charming” to which the lyrics refer. In the end, Fancy’s escape from poverty somehow leads her to a luxurious lifestyle (not to mention the acquisition of a sizeable sum of money). If we go back to the video, Fancy managed to parlay her stint as a prostitute into stardom as both a singer and actress. The “Fancy” message Here’s my beef. I worked for an anti-sex trafficking organization for a few years, and I’m familiar with TAT, or Truckers Against Trafficking. I learned a few things along the way. For one thing, few prostitutes willingly enter the trade. it’s not something girls aspire to do when they grow up. Most states have laws noting that a minor cannot be charged as a prostitute. Why? Because there is always an adult — let’s call a spade a spade and just say it, a pimp —behind teen prostitution. And in most cases, even when reaching the age of majority, a sex-trafficked woman is often controlled by the same pimp. The lyrics to “Fancy” reinforce this, stating, “for me there was no way out.” Of course, listeners learn that, for Fancy at least, there WAS a way out, and it led to an enchanted lifestyle. This is where we get down to the question at hand: Does “Fancy” glorify prostitution? Even more sinister, if it does, does it also glorify sex-trafficking? Now, I’m not going to suggest that Reba’s signature song has inspired some wayward girls to enter prostitution as a profession. If nothing else, it may have inspired them to escape the sex trade. But the question remains. Should a song that, in conjunction with its video, alludes to prostitution as a means of escape from poverty be held in such high regard? Despite my misgivings, my answer is “yes.” I believe “Fancy” takes a headlong look into the issues of life in the United States, particularly in the South. That, after all, is what country music is all about. Until next time, support TAT. You can make a difference.

FMCSA’s SMS overhaul: Will it fix problems or just shift the gears?

All right, drivers, buckle up! There are some big changes coming to the Federal Motor Carrier Safety Administration’s (FMCSA) Safety Measurement System (SMS) in 2025. Depending on who you ask, these changes could be either the best thing since cruise control or another regulatory headache waiting to happen. Let’s take a quick peek at what’s going on with this overhaul. What’s changing? For those of you who have been focused on the road rather than regulatory updates — and who can blame you? — here’s the short version: The FMCSA is revamping its SMS. “Brad, what is the SMS and what’s changed?” you say. Well, I’m glad you asked. The SMS is the system the FMCSA uses to track violations and determine safety scores for carriers. To help everyone sort it all out, the FMCSA has provided a downloadable document comparing the current SMS methodology to the anticipated changes. Some of these changes include: Reorganized Behavioral Analysis and Safety Improvement Categories (BASICs): Combining Controlled Substances/Alcohol violations into Unsafe Driving and splitting Vehicle Maintenance into Driver-Observed and General categories for better focus. Violation Grouping: The over 2,000 existing violation codes will be consolidated into roughly 100 broader categories. Simplified Violation Scoring: Violations will now be scored with a severity weight of 1 or 2 instead of the current 1-10 scale. Intervention Threshold Adjustments: The two Vehicle Maintenance categories, Hazardous Materials, and Driver Fitness thresholds are all being adjusted based on the FMCSA’s study of which violations more strongly correlate to crashes. Proportional Percentiles: Say “goodbye” to safety event groups and hello to a new system that promises to be more stable across different-sized fleets. 12-Month Violation Focus: The FMCSA will only factor in violations from the past year, rewarding recent safety improvements. Why some folks are revving their engines for this Clarity is king One of the biggest gripes with the current SMS system is that it feels more complicated than trying to back a triple-trailer into a tight dock. The simplified scoring and violation grouping are designed to make it easier for drivers and carriers to understand how violations affect their scores. Fewer numbers and less confusion? Sign us up! A fresh start By focusing only on the past 12 months of violations, the FMCSA is essentially wiping the slate clean each year. This means that if your record’s looking a little rough, you’ve got a real incentive to tighten things up and improve. Tailored comparisons For drivers hauling specialized loads — think hazardous materials or using specific equipment — this overhaul promises fairer evaluations by comparing apples to apples. No more lumping you in with carriers operating completely differently. Why other folks are slamming on the brakes Too much simplification? Sure, a simplified 1-2 scale sounds great on paper — but critics argue it’s like comparing a fender-bender to a five-car pileup and calling them the same thing. A minor paperwork error and a serious safety violation carrying similar weight? That’s got some folks scratching their heads. Small carriers feeling the squeeze Small fleets could be disproportionately affected. With fewer inspections overall, even one violation could tank their percentile rankings. For drivers working for smaller operations, this could mean tighter scrutiny and potential job instability. Grouping gripes The new grouping system might make enforcement easier — but it could also hide critical details. For example, not all brake violations are created equal. Was it a routine wear issue? Neglect? A manufacturer’s defect? The devil is in the details … and those details might get lost. How will this impact you? If you’re parked at a truck stop right now, wondering what all this means for your career, here’s the rundown: The Good News: For many, especially those who’ve had a run of bad luck with inspections, the 12-month focus gives you a chance to start fresh. And the simplified scoring? That might mean fewer late-night headaches trying to decode your safety record. The Bad News: If you’re with a small fleet, every violation matters more than ever. That means you’ll want to be extra vigilant about pre-trip inspections and staying compliant. The Big Unknown: How enforcement will handle these changes remains to be seen. Are inspectors ready for the new system? Will it actually reduce inconsistencies or just create new ones? Time will tell. What can you do? Here are some practical tips to navigate these changes: Brush Up on the Rules: Understanding how violations will be grouped and scored can help you avoid costly mistakes. Communicate with Your Carrier: Ask how they’re preparing for the overhaul and what they expect from drivers. Speak Up: If something about the new system doesn’t sit right, share your thoughts with industry groups or during public comment periods. So, Brad, what’s the bottom line? Just like any change to a system, the FMCSA’s SMS overhaul is bound to have some bumps along the way. Whether you’re optimistic or skeptical about the changes, one thing’s for sure: Staying informed and proactive is your best bet to navigate these changes and keep your wheels turning.

Truckers should try these tips to feel more connected to loved ones during the holidays

As a professional truck driver, working and being away from loved ones during the upcoming holiday season can be very challenging. Over-the-road drivers often feel isolated and alone, left out of gatherings back home. Here are some ideas to help manage those feelings and make your days (and nights) a little less stressful. Remind yourself to be thankful. Each day, take inventory of all the good things you have going on in your life. For example, you’re working, you have wonderful friends and family, and you’re healthy. I try to practice two rules: Be thankful for what I have; and Don’t forget rule No. 1. Create a familiar atmosphere in your bunk. Before you head out on the road, try to make your bunk area as close to a homelike setting as you can. Surround yourself with a few comforts of home — for example, a favorite pillow and blanket. If you’re able, having a pet along for the ride can be comforting. Remain a part of events back home. Ask your partner, friends and family to record important concerts, plays, or messages from loved ones during gatherings you can’t make it back for. You can play them back when you have reached your destination. Don’t forget to exercise. Make sure you incorporate some form of regular exercise each day, even if it’s just walking around your truck or at a rest stop. Exercise can actually increase your energy levels, giving you more energy to manage stress more easily. I have found that whenever I’m feeling overwhelmed or stressed, exercise brings me back into a mind space that helps me step back and think. Usually, I find that the problem wasn’t as difficult as I had imagined! Stock your fridge. Make sure your fridge is stocked with healthy foods and snacks. You can even include a couple of special treats that remind you of home and family. While on the road, it’s all too easy to use junk food to fill the void of being alone and unhappy … and then we feel guilty for not taking care of ourselves. Keep recent photos or memorabilia in the truck. Having pictures of your family and friends nearby is a great way to help keep away the homesickness. When you’re stopped, you can scroll through photos and videos saved to your phone or tablet. Also, be sure to schedule “face time” calls with loved ones; this will help you feel a sense of togetherness and keep up with current events.

Remembering a country great: Kris Kristofferson’s legendary resume

“If it sounds country, that’s what it is. It’s a country song.” Truer words than Kris Kristofferson’s introduction to his recording of “Me and Bobby McGee” may never have been spoken. But to truly SOUND country, a song must take full advantage of the songwriter’s experiences. After all experiences are what country music is all about. Kristofferson, who died Sept. 28, 2024, at age 88, had as many experiences as anyone in the business. Kris Kristofferson’s resume is impressive — and not just for his musical experience. In addition to numerous accomplishments in music and show business, Kristofferson could boast of being the following: An English major with award-winning essays; A college athlete; A Rhodes Scholar; An attendee of Oxford University; A U.S. Army Ranger, captain, and helicopter pilot; and A part-time dredger. Even with all that, when he got out of the Army and looked toward a career as a songwriter, the best job he could find was sweeping floors in a Nashville studio. He made ends meet by flying helicopters off oil platforms in the Gulf of Mexico while trying to get some of his songs into the hands of a performing star. His early efforts at songwriting were memorable, but none met with commercial success. Artists like Billy Walker, Faron Young and Roger Miller all recorded songs penned by Kristofferson. But even Miller, who recorded “Sunday Morning Coming Down,” didn’t exactly have a hit with the song. Fortunately, a few years later, Kristofferson hooked Johnny Cash up the same song. Cash’s first performance of “Sunday Morning” on live television became a legendary moment in country music history. Ironically, perhaps Kris Kristofferson’s most popular and most-often-covered song, “Me and Bobby McGee,” became a mega-hit … but Janis Joplin, the rocker who brought it to No. 1 status, was far from a country musician. Others had great success with the song as well, including Roger Miller, Jerry Lee Lewis, Kenny Rogers, and even the Statler Brothers. Moreover, the song officially marked Kristofferson’s acceptance as a songwriter, and more of his music began to be recorded by country’s biggest stars. Stepping behind the microphone himself, Kristofferson also gained success as a performer with the hit song “The Silver-Tongued Devil and I” and “Loving Her was Easier than Anything I’ll Ever Do Again.” In 1971, he had an impressive showing at the Grammy Awards as many of his songs took home top honors while others were nominated in various categories. Hits like “Help Me Make it through the Night” and “For the Good Times” followed. Again, both songs were covered by numerous artists, reaching hit status for several of them. By the mid ’70s, as if being a Grammy award-winning songwriter wasn’t enough of a feather in the Kristofferson’s hat, he began to make inroads in Hollywood. In the coming years, he starred in numerous movies alongside the likes of Gene Hackman and Burt Reynolds. Perhaps his most notable role was opposite Barbara Streisand in “A Star Is Born.” In 1978, Kristofferson starred in “Convoy,” a film-based take on C.W. McCall’s hit song of a few years earlier. He played the lead role in the movie — Martin “Rubber Duck” Penwold. While the film was not as successful as “White Line Fever” or “Smokey and the Bandit,” two other trucking-based movies of the day, it did pull in $45 million at the box office. Kristofferson’s acting career didn’t slow down in the ’80s, and he starred in several more films alongside co-stars like Steven Segal, Johnny Cash and Jane Fonda. While it seemed Kristofferson succeeded in every form of entertainment at which he tried his hand, perhaps his most notable accomplishment came in 1985 when he teamed up with his long-time friends and mentors Willie Nelson, Waylon Jennings and Johnny Cash to form the country group The Highwaymen. The four superstars won song of the year with “Highwayman,” and they recorded several others over the ensuing years. But it was the live performances that brought the group some of its greatest fame. Arguably, never in the history of country music had a more star-studded lineup of musicians been on stage at the same time than in a performance of “The Highwaymen.” Kristofferson, Nelson, Jennings and Cash made three-hour performances out of singing their own songs and each other’s. Many of those, including “Help Me Make it through the Night,” “Blue Eyes Crying in the Rain,” “Luckenbach, Texas,” and “There Ain’t No Good in an Evil Hearted Woman” were megahits long before the foursome teamed up. As the ’90s passed, Kristofferson’s commercial success slowly began to wane. He remained popular on-stage as one of The Highwaymen, but his songwriting slowed. He continued to take on acting parts but none of the films met with much success. But while he may have lost a step as an entertainer, it was time for Kristofferson to reap the rewards of a career well-spent. Already inducted into the Songwriters Hall of Fame and the Nashville Songwriters Hall of Fame, he received his induction into the Country Music Hall of Fame in 2004. He followed this with other awards, including the Johnny Cash Visionary Award, the Johnny Mercer Award and even more Grammy nominations. He continued to produce music throughout the period, and although it met with critical success, it did not perform well commercially. Finally, in January 2021, Kristofferson announced his retirement. Long after Kristofferson’s death, his legacy will live on. His achievements before he ever even became involved in entertainment are legendary — and those beginning in the late ’60s, when he first entered the music business, are stellar. There has never been an entertainer like Kris Kristofferson, and country music will be hard-pressed to ever find another of his caliber. But don’t worry, music fans: Rest assured that artists will be covering Kristofferson’s music for decades to come … and no doubt, some of those old songs will reach the top of the charts once again. Until next time, keep that Country Gold playing on the satellite radio. The greats are dying off too fast to forget them. Photo courtesy of Kris Kristofferson’s official Facebook page

The road to mindfulness: Meditation can help truckers reduce physical and mental stress

In the ever-demanding world of truck driving, where long hours on the road can become both a physical and mental challenge, finding peace and calm can feel impossible … unless you have a plan and understand how to incorporate meditation in its simplest form. The concept of meditation is often misconstrued as a complex, time-consuming ritual. At its core, however, meditation is the simple yet profound art of being fully present and engaged in the moment, of being focused rather than fragmented. Let’s talk about the significant benefits for truck drivers and a practical deep breathing exercise to kickstart a journey toward mindfulness. Understanding Meditation Meditation is often visualized as sitting cross-legged under a Bodhi tree, seeking enlightenment. The truth is that the true essence of meditation is much more accessible and practical. It’s about training in awareness and getting a healthy sense of perspective. You’re not trying to turn off your thoughts or feelings; you’re learning to observe them without judgment. And, eventually, you may start to understand them better as well. For truck drivers, meditation can be a tool to navigate the stresses of the road, enhancing focus and reducing the feeling of being overwhelmed. The Benefits of Meditation for Truckers Recent studies have illuminated the profound impact meditation can have on both the mind and body, making it an invaluable practice for truck drivers. Stress Reduction: This is the most well-known benefit of meditation. A study published in the Journal of Health Psychology shows that mindfulness meditation can significantly reduce stress levels. Enhanced Concentration: According to research published in the Psychological Science journal, mindfulness training can improve cognitive focus and the ability to sustain attention, which is crucial for long drives. Improved Sleep Quality: The Journal of the American Medical Association published a study indicating that mindful meditation can help combat insomnia and improve sleep – a common challenge among truckers. Emotional Stability: Meditation can decrease levels of anxiety and depression, promoting a more positive mood and emotional well-being, as supported by findings in the Social Cognitive and Affective Neuroscience The Art of Paying Attention At its heart, meditation for truckers can be seen as the practice of paying full attention to the road — not just in the literal sense, but in being cognizant of the present moment, wholly and completely. This mindfulness translates to safer driving, heightened awareness of your surroundings, and a deeper appreciation for the journey, beyond just the destination. If we all meditated as drivers, what would the road be like? How to Practice the 5-5-5 Breathing Technique The 5-5-5 breathing technique is a simple and effective way to reset your mind and body amid the busy life of a truck driver. Here’s a step-by-step guide to help you get started: Find a Comfortable Position: Whether sitting in your truck at a rest stop or lying down in your sleeper berth, make you’re comfortable. If possible, close your eyes to reduce external stimuli. Inhale Deeply: Slowly breathe in through your nose while you count to five. Concentrate on filling your lungs, allowing your abdomen to expand. Hold Your Breath: Hold your breath for a count of five. Try to remain still and avoid any movements during this pause. Exhale Fully: Gently exhale through your mouth for a slow count of five. Focus on releasing all the air from your lungs, along with any tension. Repeat: Continue this pattern for five minutes (or as long as comfortable). Focus solely on counting and your breathing to help clear your mind and reduce stress. This technique is designed to be quick, relaxing, and easily integrated into your daily routine, ensuring you remain focused and calm throughout your long drives. It may help to listen to this meditation. The Road Ahead Although the path of a truck driver is often laden with challenges and solitary moments, embracing the practice of meditation can transform these experiences into opportunities for growth, mindfulness and inner peace. It’s all about learning to live the journey fully, one mile at a time, with a calm mind and an open heart. Remember, the ultimate destination is not the place at which you arrive, but the peace and mindfulness you cultivate along the way.  

It’s time to take the pledge and join the 22×22 Veterans Suicide Prevention Challenge!

It’s time enter your pledge and join this fall’s “Keep Pushin’ 22” challenge! The 22×22 Veterans Suicide Prevention Challenge begins Nov. 1 and continues through Nov. 22. For those of you who aren’t familiar with the challenge, it was originally known as “Kill 22,” and was started in response to a horrific statistic released by the VA over a decade ago: An average of 22 military veterans commit suicide every day. While the actual number of veteran suicides varies from year to year, the “22×22” tag has become the most recognized. In late summer of 2016, the awareness campaign — which involves participants doing 22 push-ups each day for 22 days and donating to foundations that provide veteran services — went viral. Social media outlets like Instagram, Facebook and news feeds began to promote video posts of celebrities doing their 22 pushups and then challenging other celebrities, pro athletes, politicians and so forth to do the same. It caught my attention because so many drivers are veterans, and several of my family members served in the military, including an uncle I never met who was killed in conflict. However, once celebrities stopped posting videos, the challenge seemed to lose momentum. With the support of Women In Trucking, The Trucker Media Group and FIT DRIVERS, we are working to keep that awareness alive. Each day of the 22×22 Veterans Suicide Prevention Challenge (Nov. 1-22), thousands of participants post their videos daily on social media. We’re also grateful to sponsors Tenstreet, Estes, Spiritune and Trucker’s Body Shop. I encourage you to take the pledge to help raise awareness of the challenges faced by military veterans after returning to civilian life. It’s important to note that about 10% of the nation’s professional CDL holders are military veterans. It’s also important to note that the trucking industry loses about 300,000 drivers each year to poor health. Because of this second fact, my goal is both to help reduce the number of veteran suicides and to improve drivers’ overall health. This year, Veterans Day (Nov. 11) falls during Women In Trucking’s annual Accelerate! Conference & Expo. During the conference, we will be paying tribute to military veterans and veteran truck drivers. Special guest Sarah Lee will share her journey as an Army OIF combat veteran. In 2004 she was deployed to Iraq with the 216th Combat Engineers under the 1st Infantry Division. In 2018, she completed a cycling journey of more than 4,000 miles across America. Her blog, A Vicious Cycle, chronicles her road to healing as she traveled across the land she had fought for as a sergeant in the U.S. Army. The mission behind 22×22 is not about how many push-ups you do. It’s about bringing awareness to the number of our nation’s heroes who commit suicide, and about donating to reputable organizations that provide support for veterans. This year, I encourage you to donate to Sarah’s foundation, Waypoint Vets. You can take the pledge and upload your videos here.

Are you ready for changes to FMCSA’s Drug and Alcohol Clearinghouse?

Let’s get this out of the way up front: I am a staunch advocate for road safety. I believe that no policy or regulation aimed at protecting drivers should be exempt from scrutiny or debate. An unexamined rule isn’t worth enforcing. When you combine that with my commitment to transparency and public accountability, it’s clear why I’m a vocal proponent of the Federal Motor Carrier Safety Administration’s (FMCSA) Drug and Alcohol Clearinghouse. It’s a critical tool for enhancing road safety and maintaining the integrity of our transportation system. This system is not without its critics. Some argue that the Clearinghouse could unfairly penalize drivers for past mistakes or lead to privacy concerns. Moreover, while it provides a path to rehabilitation, the barriers to re-enter and the difficulty involved in finding a company willing to take the risk of rehiring a driver with that documented history causes many drivers to leave the industry. This exacerbates the driver shortage. But let’s be real: The primary goal here is safety. We’re talking about preventing potentially catastrophic accidents caused by impaired driving. The benefits of such a system outweigh the drawbacks. With all that said, I’d like to provide a bit of a crash course on the FMCSA’s Drug and Alcohol Clearinghouse and what new changes will take effect on Nov. 18, 2024. The First Clearinghouse Rule: Establishing the Database The first Clearinghouse rule, which came into effect in January 2020, laid the groundwork for the entire system. This rule mandated the creation of the Drug and Alcohol Clearinghouse, a centralized database designed to track drug and alcohol violations among commercial driver’s license (CDL) holders. Before this rule, there was no single source of information for employers, state agencies or law enforcement to verify a driver’s compliance with drug and alcohol regulations. This lack of centralized data made it easier for drivers with violations to move between employers undetected, potentially endangering everyone on the road. Here’s how the first rule changed the game: Real-Time Data Access: Employers must check the Clearinghouse database before hiring a new driver and annually for current drivers. This ensures that any past violations are flagged and addressed. Mandatory Reporting: Employers, medical review officers, substance abuse professionals and other relevant parties are required to report drug and alcohol violations to the Clearinghouse. This includes positive test results, test refusals, and actual knowledge of violations. Return-to-Duty Process: Drivers with violations must complete a return-to-duty process and follow-up testing plan before they can resume safety-sensitive functions. This is tracked within the Clearinghouse, ensuring no driver skips steps in their rehabilitation. The first rule essentially built the infrastructure for a safer, more transparent commercial driving industry. It closed significant gaps in the system, ensuring that all stakeholders have the information they need to make informed decisions about driver safety and compliance. The Second Clearinghouse Rule: Expanding Scope and Enhancing Safety The second Clearinghouse rule, proposed in 2021, is set to take effect Nov. 18, 2024. While the first rule focused on establishing the database and mandatory reporting, the second rule seeks to broaden who has access to this critical information and under what circumstances. Here’s what the second rule introduces: State Driver Licensing Agencies (SDLAs) Access: Under this rule, SDLAs are required to query the Clearinghouse before issuing, renewing, upgrading or transferring a CDL. This ensures that no driver with outstanding drug or alcohol violations can obtain or renew their CDL without first resolving those issues. Annual Queries for SDLAs: In addition to pre-issuance checks, SDLAs must perform annual queries on all CDL holders licensed in their state. This regular check helps maintain ongoing compliance and catches any new violations promptly. Enhanced Employer Notifications: Employers can now receive real-time electronic notifications when there is an update to a driver’s Clearinghouse record. This immediate feedback loop allows for faster action and response to any new violations. The second rule is about fortifying the safety net established by the first rule. By expanding access to the Clearinghouse and ensuring continuous monitoring, the FMCSA is making sure that drivers with unresolved violations do not slip through the cracks at any point in their careers. So, what does this mean for employers? The second rule mostly adds standards for the states but leaves the legislation and processes they enact to meet these standards up to them. Ideally, this means rather than adding work for employers it will save them time. Employers should see from running the Motor Vehicle Record (MVR) whether a driver has a downgraded license due to a “prohibited” Clearinghouse status — and thus cannot be employed. Since this rule has been in the works for three years, let’s cross our fingers that the states are already prepared to implement this change However, given how long it’s taken some jurisdictions to implement Real ID, let’s not count on immediate time savings immediately come November.

Harness the power of your thoughts and feelings: The road to self-awareness for truckers

Navigating the roads is much like navigating the pathways of the mind. With approximately 60,000 to 70,000 thoughts daily, a trucker’s mind is ever active, mirroring the relentless hum of tires on pavement. Yet 90% of these thoughts are repeats of our previous days. This repetition leaves only 10% for fresh, innovative thinking — unless we consciously step into new behaviors, environments, conversations and routines. For truck drivers, the expansive hours alone can become a canvas for personal transformation, painting a picture of who we are and who we could become. Understanding the Languages of Mind and Body Our thoughts are the “language” of the brain, shaping our cognitive experiences and forming the blueprint of our actions. Our feelings, on the other hand, are the language of the body, expressive, visceral responses to the worlds within and outside us. With awareness of how these two interact, we can avoid being driven by habituated patterns and never shift out of autopilot. Building self-awareness is critical for steering our lives towards our desired destinations. Just as you use your mirrors to check your environment while driving, self-awareness helps us keep an eye on our internal world and make necessary adjustments. 3 Steps to Developing Self-Awareness Mindful Reflection: Challenge your current thoughts. Use the quiet stretches of the road to reflect on your thinking patterns. Are they serving you or hindering you? Mindfulness apps or scheduled thinking, breathing, or meditation breaks can guide you from that repetitious thinking. Journaling: Keep a journal in your cab and jot down thoughts and feelings as they arise, or record voice notes using the hands-free feature on your smartphone. This can help you detect patterns and identify what triggers stress or joy on the road. Educate Yourself: Reading, listening to podcasts and engaging in conversations about psychological topics can provide new perspectives and stimulate different ways of thinking, disrupting the repetition of thoughts from your yesterdays. 3 Steps to Living a Happy, Joyous Life Cultivate Positivity: Begin with gratitude. Start or end your day by listing three things you’re grateful for. A positive mindset can shift your body chemistry, influencing your feelings and actions. Connect with Others: Modern technology allows us to remain connected to others even on long hauls. Regular calls with loved ones or engaging in online communities of fellow truckers can bring joy and a sense of belonging. Just be careful not to go down the negative rabbit holes so often seen in social media — that will suck the life out of you before you know it. Invest in Yourself: Whether it’s picking up a new hobby, learning a new language through audiobooks or practicing a craft during breaks, personal investment leads to joyous fulfillment. For truckers, the solitary confines of the cab can be a sanctuary for self-discovery. Just as you maneuver through traffic, weather, and the contours of the land, so too can you navigate the terrains of your mind and heart. By actively engaging in new behaviors and breaking the monotony you can open the door to a world that’s brimming with possibilities. Instead of succumbing to the muscle memory of routine thoughts and behaviors, choose to live differently. Truck driving doesn’t have to be a solitary endeavor of the mind. Through self-awareness and intentional living, it can be a journey not just of miles but also of personal growth. Each mile can be a mile of learning, healing and becoming, setting the course for a life worth driving toward. Remember this: You are the driver, both in the seat of your mind and in your vehicle. Take control, steer consciously and embark on the most critical journey of your lifetime — the journey within.

Western swing entertainer Spade Cooley detoured down a murderous path

It’s generally accepted that Bob Wills, along with his Texas Playboys, remains the “King of Western Swing.” But in the 1940s and early 1950s, a competition was afoot. While Wills held firm control of Western Swing bragging rights in Texas, on the West Coast, another musician — “Spade” Cooley — busily fought Bob Wills for the top spot. Cooley was indeed a fine musician, band leader and part-time silver screen star. He even had some accomplishments to back up his claim to being Hollywood’s “King of Western Swing.” But in spite of any acclaims Cooley received as an entertainer, his legacy is that of a vile human being. Donnell Clyde Cooley was born in 1910 in Grand, Oklahoma, a community that today is a ghost town a few miles east of the Texas Panhandle. Because he was one-quarter Cherokee, Cooley attended what was then known as an “Indian School” in Oregon. It was there he perfected the art of playing the fiddle — something his father had introduced him to back on the pre-depression Oklahoma farm. In fact, Cooley had his eyes set on becoming not just a fiddler but a violin virtuoso. However, he was held back from this goal by lack of access to a formal music education and violin-specific lessons. But he “made do” as what musicians might consider a second-rate violinist — a fiddler with flexibility to play varied forms of music. When he was 17, Cooley returned to Oklahoma and married his first wife. The entire family moved to the West Coast during the Dust Bowl years, however, and Cooley’s set out to forge his path. Unlike the rest of his family, he would not be a migrant farm laborer. His future was in music. Soon after arriving in California, Cooley earned the nickname “Spade” after a particularly successful run at the poker table. To hear Cooley tell the story, he drew three consecutive full houses of spades — but that claim is highly questionable. The odds of drawing a full house of spades just once are only 1 in 13,000. One can only imagine the odds of doing it three consecutive times! Regardless, the nickname stuck. It may have been an early indicator of Cooley’s shady character. While his family worked in the fields, Cooley took a job playing the fiddle in the Venice Pier Ballroom, a venue that drew thousands of dancers on weekend nights throughout the year. As lead fiddler in Jimmy Wakely’s Big Band, Cooley gained a lot of exposure. Then, when Wakely quit the band for a career as an actor, Cooley took over as bandleader. The following 18 months brought the Venice Pier Ballroom some of its biggest fame as Cooley took Bob Wills head-on in the fight for “King of Western Swing.” As part of his battle to be king, Cooley hired Tex Williams, a deep baritone, as his lead vocalist. Williams’ counterpart in Bob Wills’ Texas Playboys was the famed Tommy Duncan. As far as Cooley was concerned, the fight for supremacy was on. In 1944, Cooley recorded his first successful record, “Shame on You,” which perhaps offered a hint of what was to come as he embarked upon a womanizing, heavy-drinking lifestyle. The song sat at No. 1 for a full two months and was one of six consecutive Top 10 tunes he recorded. Perhaps Cooley’s most notable tune was “Detour (there’s a muddy road ahead),” a song that today still receives occasional airplay on online country music platforms. During this period, he married his second wife, Ella Mae Evans, a singer in his band. Despite Cooley’s immense success as a bandleader, his eye was on the silver screen. One afternoon, he was hanging around Gene Autry’s set, and Autry almost mistook Cooley for Roy Rogers. Autrey introduced the two, and Rogers hired Cooley to be his stand-in and stunt double. Cooley went on to appear in 38 western films. But Rogers recognized Cooley for his fiddle-playing even more than his acting. Cooley soon became lead fiddler in Roy Rogers band, “Riders of the Purple Sage.” The gig enabled Cooley to appear in even more western films during the 1940s. By 1948, Spade Cooley, a good-looking, well-spoken performer, attracted the attention of television producers. Soon he had his own variety show, aptly named “The Spade Cooley Show.” The show was a huge success on the West Coast and soon went national. It lasted until 1956 when executives cancelled it because of changing viewer patterns. Nonetheless, the television show, along with his other accomplishments in California’s entertainment scene, gained Cooley his own star on Hollywood’s Walk of Fame. The concrete was poured in early 1960. If the Walk of Fame’s governing body had known what was to come, perhaps it wouldn’t have been so hasty to immortalize Spade Cooley’s name. By all visible accounts, Cooley’s second marriage was no different than any in Hollywood — high profile and followed by the media. The undertones of what went on in the Cooley household didn’t make the media; however, it was well-known that the marriage was not as smooth as it seemed. Cooley accused his wife of having an affair with Roy Rogers, something she later admitted to, either because it was fact or to merely suit the views of her increasingly drunken husband. In turn, she accused Cooley of being the womanizer he was already well known to be. She claimed he impregnated 10 women (none of them her) in a single year. The claims against his character didn’t set well with Cooley, but no one imagined how violent a man he had become. On April 3, 1961, Cooley and his wife had an argument at their home outside Los Angeles. Apparently wildly drunk and overcome with jealousy (Ella Mae had filed for divorce just days earlier), Cooley became increasingly violent. The ensuing fight is well-documented elsewhere, and there is no need to go into the details here. Quite simply, Spade Cooley beat his wife to death in front of their 14-year-old daughter. Cooley was soon arrested. He claimed innocence by reason of insanity. In a high-profile trial during which Cooley’s daughter testified against him, the state forced him to drop his insanity plea. He was found guilty and sentenced to life in prison. However, the judge ruled that Cooley was not a candidate to be imprisoned at one of California’s famed prison farms like Folsom or San Quentin, instead sentencing him to a state hospital. There, Cooley had an easy sentence. As a celebrity, he was welcomed by both the staff and inmates, and he regularly entertained and taught music classes. He served nine years of his sentence before being paroled effective February of 1970. It’s believed that actor-turned-California-governor Ronald Reagan was instrumental in granting Cooley his freedom. On November 23, 1969, shortly before his scheduled release, Cooley was granted permission to play a benefit concert in California’s Alameda County. He wowed the crowd — until the first intermission, when he went backstage to sign autographs and get ready for his second appearance. During that fateful intermission, he dropped dead of a massive heart attack. Many thought it was fitting for a man who had served so little time for such a heinous crime. In the years since, when one talks about the “King of Western Swing,” Spade Cooley hardly receives a mention. It is Bob Wills who ultimately claimed the title. Until next time, watch out for those detours, and let this story be a cautionary tale. Even a muddy road through crop fields might be better than what that deceptively glamorous route offers. Photo courtesy of the Oklahoma Historical Society

Build core fitness from the driver’s seat and help reduce back pain

As a truck driver, you spend countless hours behind the wheel, navigating various terrains and enduring long periods of sitting. Your truck seat supports you mile after mile, but is your own body’s support system — your core area — up to the task? Back pain isn’t just a possibility without adequate core strength; it’s an impending reality. Your body’s foundation matters on the road. Before delving into core exercises or ergonomic truck seats, let’s talk about where your core strength begins — your feet. Surprised? You shouldn’t be. On the open road, everything starts from the ground up. The same could be said for your body. Your foot health determines your core system’s integrity, influencing your posture and potential for pain. It’s time to kick off those shoes whenever possible, stimulate your feet and integrate practices like massage with a tennis ball, calf stretching and toe movements into your daily routine. It’ll ignite your physical circuit board for better core performance and less strain! Build your core strength from the ground up. Think of your body’s core area as a building. To build a sturdy core, start with your “foundation” (your feet) and make your way up to your “walls” (your pelvic region). These aren’t just simple checkpoints; they’re a comprehensive path toward achieving a neutral, pain-free posture. Align the outer edges of your feet, straighten the fold lines behind your knees, and stack your pelvis (straighten out that curvature in your back and align your spine so your ribcage is “stacked” above your pelvis). It might initially feel odd, especially if your driving routine has led to twisted and misaligned muscles. Lay the “flooring” for optimal core strength. Your pelvic floor is pivotal. An ignored or weak pelvic floor is like having a hole in the floor of your truck; eventually, everything starts to fall apart. Get intimate with this area. Know the landmarks: pubis bone, sitz bones and tailbone. From there, build control and awareness, maneuvering through contractions without relying on your glutes. Secure the “roofing.” Just as with any well-constructed building, your rib cage — the “roof” — needs proper alignment. A misaligned rib cage will snowball into many issues that will have a negative impact on your back, shoulders and neck. Think foundationally now instead of bracing for a backache on your next haul. Address your body’s mechanics from feet to pelvic floor to rib cage, and you’ll experience a remarkable difference. Your core is more than just muscle. It’s an integrated system essential for enduring who you are as a trucker — vigilant, enduring, and always on the move. Every truck driver deserves to be pain-free both during and beyond their journeys. Start building your body like a house that’s meant to last for the long haul.

Institute a comprehensive safety plan to help ensure fleet safety — Part 5

After taking a hiatus last month to explore the ramifications of the proposed rescheduling of marijuana, we’re back with the fifth — and final — installment of a series designed to help motor carriers create and implement an effective safety plan. If you missed Parts 1-4, click here for to access previous Ask the Attorney columns. In those first four installments, we talked through each team’s role in onboarding and continuing to develop safe drivers. Now we come to an all-important question: How can we know what is working and where we should invest our efforts? Here’s a breakdown that may help. Recruiting What does success look like for a recruiter in hiring safe drivers? The point at which you pay a bonus will tell the recruiter what to value. You may want recruiters to bring as many interested and basically qualified people as possible and let the orientation team worry about safety-mindedness — or you may want the recruiters to invest more time upfront to bring in safety-minded (but fewer) candidates, spending less money on travel/hotels and time with the wrong people. You must determine what setup is right for you. If you do want to hold recruiters accountable for the success of the driver, it is important to measure how many of their individual recruits succeed in orientation and the reasons their recruits fail orientation. How can you help improve the recruiter’s conversation around that topic, either disqualifying the candidate in advance of coming or setting better expectations for the candidate ahead of coming? Is the recruiter ensuring the driver completes anything in advance? New hire paperwork? Advance safety training? Drug screens? Physicals? If these are encouraged rather than required, what percentage of the recruiter’s candidates are actually completing the recommended pre-orientation steps? What can they do to improve completion? Orientation and Road Training To avoid bias (or even the appearance of bias) in who you determine is or is not a safe fit throughout the orientation process, you can implement assessments with well-defined right and wrong answers. Well-planned assessments both mitigate biases and create useful measurements — and measurements create the opportunity to evaluate correlations. Correlations allow you to hypothesize what changes could be made to improve the effectiveness of your safety training and, as such, both assemble a safer fleet and expand your pool of candidates. For example, you might create a points system with pass/fail scores on your road test, similar to that of a driver’s examination. On the form you would note what infractions were made and how many negative points were accumulated for those infractions. This reduces any concerns of possible bias during the examination, and it also creates a measurable metric you can use to compare against CDL schools attended, previous experience driving, etc. Using this information, you may be able to have conversations with specific CDL schools about what portions of your road test their alums are failing. You could also consider what additional training you may want to offer/require based on an applicant’s previous driving experience. You may want to update pre-orientation materials you offer based on trends you see in previous driving experience, or even require folks with less experience come a day early for additional instruction. You may want to stop hiring from certain CDL schools altogether if they’re unwilling to update their programs to improve their alums success in your orientation. Similarly, an assessment at time of upgrade from road trainer to a truck would provide an excellent review of the road trainer’s work as well, along with giving you the ability to see what topics road trainers may need to cover in more detail during road training. Or, perhaps, you might find an opportunity to consider adjusting training in orientation to cover the topic in more detail (or maybe insight into who should be removed from your road trainer program). Orientation supervisors and road trainers should be very well trained in and given a voice in these assessments. The more say people have in a process, the more likely they are to follow it. Schedule a regular review, perhaps quarterly or biannually, to review your assessments with those facilitating them and discuss updates. At your discretion, share the trending results you see from the assessments and ask their suggestions on what can be adjusted in training so more people with the right attitude can learn the skills to be safe. Perhaps they’ll have ideas on other items to measure. First Year and Beyond In Part 3 of this series, I asked a few questions to get your mental wheels spinning about what to measure in your fleet and how to structure your training and coaching around those measurements. Who is having what kind of accidents — and when and why? Are poor directions taking them down bad roads? Can you train drivers to better evaluate directions and look ahead to be sure they make sense? Or who to call and how to maneuver if they wind up in an unsafe area? Are drivers having accidents at a specific customer location? Is the freight, traffic, warehouse employee attitudes or limited space creating tight space or requiring snap decisions? Can you set alerts to coach or send a video training to a driver when he/she is assigned a load to that customer and then measure any reduction in accidents at that location? It’s important to tell people the “why” and “what’s in it for them” to get their buy-in, so I encourage you to share the metrics you measure and how completing the training and giving feedback will help them succeed. You certainly do not want to defame a customer to your fleet, but you can professionally share with your drivers that you have seen a location requires a higher level of preparedness to avoid accidents. What’s Worth Measuring? When determining if something is worth measuring, always ask yourself these questions: What are the possible results of this measurement? What else could be affecting that result? What action(s) can we take to minimize a negative result and/or improve a positive result? For example, say you decide to measure what day most people fail in your orientation. Is it more likely people are failing because there is something inherently unlucky about Mondays, or is it that your road tests are on Mondays? I’m going to guess it’s because of your road test. You’re not going to stop having class on Monday to reduce failures. It might seem interesting to know what day most people fail, but it’s not actionable — and it’s likely not any root cause to a negative or positive result. On the other hand, it might be worth moving road tests from Monday to Tuesday to see if fewer people fail. Perhaps traveling and getting in late Sunday, then taking the road test when drivers are tired and have anxious first day jitters on Monday is not the best situation to assess. It’s all in how you ask the question and what you’re willing to change based on the answer. Anything you measure but are unwilling to change is a waste of time. What about Operations and Maintenance? Operations and maintenance are also key partners in safety. It is important to share with these teams the information you’re gathering, how you intend to improve, and — again — what is in it for them. How can safer drivers make their lives easier? What training would their departments like to see drivers go through? Driver managers and other drivers are the most influential in how your drivers behave in their daily lives. You’ll certainly want to get operations and your trusted, tenured drivers (namely your road trainers and mentors) on board. Give them a voice with anything you plan for your current fleet before you launch. You may not make the changes they want to see, but you can listen and respond with how you decided on a solution and that you’re open to changing course and continuing to hear their suggestions if you do not see the positive impact you expect. Closing Remarks This concludes my lengthy series on building a comprehensive safety plan throughout your company. Each team’s impact on safety could be a series of its own right, but I hope these got some internal conversations going that will turn into productive action on each team. If not, at least you all now have another team you can point fingers at for safety infractions! Click below to read the first four installments in this series: Part 1 Part 2 Part 3 Part 4 Disclaimer: The contents of this article are intended to convey general information only and not to provide legal advice or opinions. The contents of this article should not be construed as, and should not be relied upon for, legal or tax advice in any particular circumstance or fact situation. The information presented here may not reflect the most current legal developments. No action should be taken in reliance on the information contained in this article, and we disclaim all liability in respect to actions taken or not taken based on any or all of the contents of this site to the fullest extent permitted by law. An attorney should be contacted for advice on specific legal issues.