Perspective Archives

Malcom McLean: Former gas jockey revolutionized shipping to become ‘father of containerization’

Kris Rutherford - September 6, 2024

Malcom McLean (1913-2001) despised inefficiency. So determined was he to streamline his life and business that he dropped the superfluous letter “l” from “Malcolm” to make his name a little shorter to write. “Who on earth is Malcom McLean and why do we care?” you might ask. Bear with me as I share my tale, and you’ll soon understand the role he played in innovating the freight industry. A penchant for saving time and money Even as a youngster, McLeandemonstrated a zeal for making money, selling eggs from the family farm at a roadside stand in North Carolina. After graduating from high school, he didn’t bother with college (perhaps he found the process of getting an education too cumbersome). Instead, he went to work as a stockboy in a grocery store. In 1931, McLean took his hard-earned money and bought a gas station. While working in the gasoline business, he found a way to save $5 — a substantial sum in those days — on each delivery of gas used to fill his tanks, and he immediately implemented it. Three years later, he decided to expand his business and bought a single delivery truck, which he drove. That truck was the first of many in what became one of the Southeast’s largest truck lines — McLean Trucking — which hauled textiles and cigarettes along the East Coast. And McLean continued to look for ways to save money. At one point he redesigned his trailers to increase their aerodynamics, saving a few cents on every tank of gas his trucks burned. Over the next decade, those few cents began to add up. When traffic congestion in the U.S. increased in the early 1950s, McLean set out to find a way for his business to operate efficiently. The interstate system was still years away, and McClean knew he couldn’t control any of the traffic on the highways other than his trucks. And those trucks, all too often, were stuck in traffic. McLean’s solution was to reduce his reliance on highway transport — he’d move his cargo by sea instead. However, he discovered, this wasn’t as simple as it sounded. The process of shipping by vessel had been essentially unchanged for centuries. Products were delivered to the docks in containers of all types, shapes and sizes. Each container was loaded individually onto a ship, which carried tens of thousands of containers ranging from bags to boxes. Once a ship reached its destination, all those tens of thousands of containers had to be offloaded and set out on the dock. From there, they were reloaded onto trains, trucks or wagons and sent to their final destinations. During this process, each and every container had to be picked up and moved at least five times before. McLean determined that the cost at each point of handling was nearly $6 per ton. He knew a more efficient method of shipping could be developed. So, he came up with an idea that revolutionized the shipping business. If his trucks could simply drop a fully loaded trailer on the dock to be transferred in its entirety to a ship, McLean surmised, he could save time and money picking the trailers up at ports to be hauled by truck. He could ship several trailers at once, and his idea would minimize highway time between the point his trucks loaded with cargo reached their destinations. Unfortunately, McLean’s, his idea was filled with inefficiencies of its own. First, trailers took up far too much space on an oceangoing vessel, reducing the amount of cargo the ship could transport. The birth of the shipping container McLean addressed this problem by designing shipping containers that could be separated from the trailer chassis. Not only did this innovation eliminate the need for the entire trailer to be shipped, but it allowed the containers to be stacked, greatly increasing the amount of cargo a ship could transport. But there was yet another problem: The shipping industry wasn’t equipped to unload such heavy containers. Cranes had to be built and installed at the docks, and the docks had to be retrofitted to compensate for the space taken up by the new cranes. Furthermore, the longshoremen who had long worked the docks vehemently opposed the idea of containerization. After all, the new method decreased the need for manual labor. Unions fought against McLean’s idea, at least until regulators assured them that workers’ wages would not be cut as a result of the innovation. With McLean’s method reducing handling costs to only eighteen cents per ton, the longshoremen’s fears were warranted — but other jobs became available that were far less strenuous and dangerous than the ones longshoremen had performed for centuries. In 1955, McLean sold off his trucking business and invested in a fledgling shipping line, which he renamed “Sea Land Service.” Soon, McLean’s ships carried his specially designed cargo containers all along the East Coast, eventually using the Panama Canal to serve the West Coast and Alaska as well. In 1964, when an earthquake in Alaska created a desperate need for building materials, only Malcom McLean’s shipping business could reach the state with the necessary speed. Before long, other shippers wanted in on McLean’s innovation. They designed similar containers, but Mclean held the patent on his own, so no universal design was available to serve every ship. The inefficiency of having numerous container designs disturbed McLean — and the military was particularly interested in standardizing shipping in order to supply troops in Vietnam. So, McLean released his patent. Soon all shipping containers were of the same design; they could be easily stacked and could be mounted on any trailer chassis. McLean’s Sea Land Service became the standard for international shipping. So, the next time you see one of those now-familiar pod-like containers traveling down the highway or being hauled by rail — or you position your rig beneath a crane at a sea port and see the endless stacks of neatly stacked containers on board the ships entering and leaving port — you can thank McLean’s unyielding passion for efficiency. McLean’s innovations in intermodal transportation earned him the title, “The Father of Containerization.” For the young egg salesman from North Carolina, the high seas were likely only a dream. But his invention goes down as one of the most important in shipping history.

Tracy Byrd: This cowboy-hat-wearing performer is from the country — and he likes it that way

Kris Rutherford - August 27, 2024

During the 1970s, as country music artists gradually crossed over to pop, one casualty of the genre’s evolution was the cowboy hat. While some artists like Riders in the Sky and Hank Williams Jr. held on to the tradition, many singers of the era abandoned hats. Some gave up their cowboys hats for ball caps — and some of the old cowboy-hat-wearing singers, like Ernest Tubb, decided their time in music had passed. The likes of Kenny Rogers and Ronnie Milsap, kings of crossover, never wore hats on stage, but their popularity came at a time when the genre didn’t command it. Then, with the arrival of the 1980s and the phenomenal success of George Strait, the cowboy hat began to return to country music. Strait has never been seen on stage without his trademark Resistol cowboy hat, either black or off-white, depending on the season (if you’d like one of your own, they’re about $285). Imitation is the best form of flattery, and by the end of the decade — and a few Entertainer of the Year awards for Strait — the cowboy hat made its return to mainstream country music. In fact, enough performers took to wearing cowboy boy hats that they almost made a sub-genre themselves, known as “hat acts.” The hat became so important as a part of these artists’ personas that they were contractually required to wear them. Some of these performers came and went, while others held on throughout the 1990s. One of the more successful hat acts was Tracy Byrd. Tracy Byrd came by his cowboy hat honestly. He was a native Texan, born in Vidor in 1966. First attending college at Lamar University in Beaumont, Texas, Byrd later transferred to what is now Texas State University to study business. While there, he performed as a vocalist with a local band called “Rimfire,” which also featured fellow southeast Texan and future hat act star Mark Chesnut. But Byrd had little musical ambition. He wasn’t an outstanding guitar player, but he DID have a voice. On the dare of a friend, he recorded Hank Williams’ “You’re Cheatin’ Heart” at a small studio. The results so impressed the studio owner that he entered Byrd in a local talent contest. He must have fared well; by 1992, MCA had signed Tracy Byrd to a recording contract. Byrd’s first two singles with MCA made little noise on the charts, with neither breaking into the Top 40. Then came a bombshell. “Holding Heaven” — just Byrd’s third single from his debut album — skyrocketed to No. 1. After a lackluster follow-up single, Byrd released his second album, “No Ordinary Man,” and began a streak of Top 10 hits with “Lifestyles of the Not So Rich and Famous” and what has become his signature song, “Watermelon Crawl.” He followed up those efforts with a No. 5 hit, “The First Step,” then released the No. 2, “The Keeper of the Stars.” The latter won Song of the Year at the Academy of Country Music awards in 1995. After a lackluster third album, Byrd released “Big Love” in 1996. The title track made it to No. 3 on the charts. The follow up, a cover of Johnny Paycheck’s “Don’t Take Her, She’s All I’ve Got,” followed at No. 4. He scored another No. 3 hit two years later with “I’m From the Country.” It would be another four years before he racked up another big hit with “Ten Rounds of Jose Cuervo.” This one reached No. 1 and is noted by some sources as the “funniest song in country music history.” If there had been any question about Tracy Byrd’s priorities after “I’m From the Country,” all one had to do was look at his pursuits beyond music to see he truly was a country boy at heart. An outdoorsman, Byrd is credited with developing a crank bait, aptly named, “Lifestyles of the Not So Rich and Famous.” He hosted the “Tracy Byrd Homecoming Weekend” — a golf, music and fishing event to raise money for children’s charities — and he competed in the Houston Marathon in 2002. Byrd even published a book, “Eat Like a Byrd,” a collection of his favorite outdoor recipes. As an outdoorsman, Byrd has appeared on TNN Outdoors and Mossy Oak’s “Hunting the Country” television shows. In fact, he frequently wears camo while performing on stage, and his bass players uses a camo-themed instrument. As for TNN, Byrd says, “I love hunting and fishing. The TNN work gives me another avenue to express what I feel and love to do and tell all the people that’s important to us. God has given me a gift. People look up to me and I believe that I have a responsibility to give something back to them. I want to support hunting, fishing and the out-of-doors. I believe that nature enhances my creativity.” He notes his love of the outdoors in one of his later songs. In “Before I Die,” he sings, “I wanna float the Mississippi in a boat I’ve yet to buy.” He considers “Before I Die” to be among his favorite songs he ever recorded, despite the fact it was released long after the name Tracy Byrd quit appearing on country music charts. When it comes down to it, for Tracy Byrd, the “hat act” is really no act at all. He truly is a cowboy-hat-wearing lover of the Texas outdoors, and he’s not ashamed to let anyone know. Until next time, don’t go 10 rounds with Jose Cuervo. As Tracy Byrd sings, “after round five or round six” you’ll have forgot what you came to forget in the first place. Photo from tracybyrdmusic.com.

The cannabis question: Shifting policies could require industry to reimagine impaired driving prevention

Brad Klepper - August 26, 2024

Let’s cut to the chase. I make my living out of defending truck drivers — and while speeding tickets can negatively affect a driver’s career, things like DUIs are career-enders. Now, even though I’ve built my career defending truck drivers, it doesn’t mean I don’t want to see drivers who put other motorists in danger held accountable. Just the opposite in fact. However, if we’re going to end someone’s career, we’d better make sure we’re doing so justly and that we’re minimizing human biases and assumptions. Even in cases where the driver is accused of driving under the influence of alcohol, the situation is not necessarily as clear-cut as you’d think. Field sobriety tests, which are designed to measure the level of alcohol influence on a subject, still rely on human observation. And human observation can be affected by bias or inadequate training on interpreting results. Additionally, there are many variables at roadside that can unfairly impact the outcome of the test. Despite all this, alcohol is the drug we feel most confident measuring for driving impairment. The question of cannabis With that in mind, how in the world are we supposed to respond to the sweeping state legalization and decriminalization of cannabis? While the federal government’s stance on cannabis hasn’t changed, many states have legalized cannabis in some form, and the way Americans view cannabis has changed substantially. This is especially for younger people who came of age around people who treat cannabis like my generation would treat alcohol, or even caffeine. When you’ve grown up seeing both coffee shops and cannabis shops on every corner, the social stigma of cannabis use really goes away. And to be honest, folks, the tide isn’t reversing! In conservative states where legislators are not changing the laws, the people are putting it on the ballot. There are only 4 states left in which cannabis in any form is fully illegal. And frankly, even citizens in the states still toeing the federal line commonly visit neighboring states to sample these products. When you add in the fact that truck drivers are naturally in a mobile, often interstate job, it’s basically irrelevant where your drivers call “home.” Drivers can readily pick up lotions and oils with THC (sometimes even by mistake). I know, I know … they were just in the wrong place at the wrong time, with no idea a drug was potentially entering their system. However, some of these excuses are ringing truer than they ever have before. Determining level of impairment So, you ask, how do we as an industry respond to this cultural phenomenon? I often attend conferences or visit clients who have become some of my closest friends over the years. While I go because I enjoy maintaining these relationships, it’s also important to me that I stay connected to the carriers’ perspective on industry challenges. For years now, even though cannabis is still federally illegal, carriers have been expressing how challenging it is to navigate this societal contradiction. There are so many questions. For carriers that perform new hire hair follicle drug testing, do you still test for THC? If an employee used cannabis in some form prior to hire, how do you weigh that in your hiring decision? How much does cannabis influence driving ability, and how do you measure it? Let’s say a driver fails a post-accident drug test for THC, which is certainly bad. How do you know if the driver was actually impaired by cannabis the time of the accident? I am no scientist. However, I am, and have always been, very curious. And when I want to learn about something I don’t really understand, I am not opposed to reaching out to people who are way smarter than me (about 98.2% of the population falls into this category). So, that’s exactly what I did. I became convinced there had to be a better way to determine if a driver is impaired. Because that is the fundamental question. Regardless of the substance or reason, shouldn’t our most basic question be whether a driver is impaired at a particular point in time? “Surely somebody must be looking at it from this perspective,” I thought. So, I began my online research. And lo and behold, just a little to the north of us, the Canadians have been grappling with similar challenges on how to measure cannabis impairment — including how it relates to driving. In looking for new solutions for this growing challenge, I came across a cognitive research-based company focusing on measuring driving impairment: Impirica. Because I have never been shy, I reached out to them, and they were gracious enough to talk to me. Multiple times (a decision I am sure they regret). Through our conversations, I have learned quite a bit about the nuances in cannabis impairment. Simply stated, THC absolutely impairs the cognitive functions critical for safe driving. The time that the body metabolizes the negative influence of THC is between two and six hours post consumption. This is the window where an impairing “high” is experienced. Unlike alcohol, which is water soluble and metabolizes in a linear way in the body, cannabis is fat-soluble, so it attaches to body fat, which means a completely variable metabolism rate. In layman’s terms, this means that body composition can heavily impact how impaired a person becomes. Skinny folks and “husky” folks like me can be impacted differently. Also, impairment varies based on whether you smoke cannabis or eat a gel capsule, because they are absorbed into the body differently. All these variables mean that the amount of cannabis ingested does not necessarily predict impairment. Testing for THC impairment So, how do we presently test for cannabis impairment? The two primary approaches are behavior based (think field sobriety test or test conducted by a “DRE”) and biology based. The biology-based test measures the concentration of THC in a driver’s blood. Three states have laws saying that anything greater than 0ng/ml shows impairment. Four states have limits of 5ng/ml, while 10 other states use a positive metabolite test. In other words, there is no standard biology-based test to determine actual impairment resulting from cannabis use. To add another layer of complexity, testing for the presence of THC doesn’t necessarily predict impairment either, for a few reasons. Due to the variables mentioned before, some people may have a higher “tolerance” for cannabis than others (I suspect Willie — that’s Nelson to those of you not “in the know” — may have a higher tolerance than most folks). If you’re looking at body fluid from a traditional drug and alcohol test, the only way you to determine recent use is with a saliva swab (or cannabis breathalyzer) that picks up impairing THC residue in the mouth, so you can infer impairment based on that two- to six-hour window. If you look at blood and/or urine you will detect carboxy or hydroxy-THC, which is a metabolite and has NOT been linked to impairment. Metabolites could be present several weeks after use. This means someone could have smoked a week ago and be well out of a state of impairment, but they would still fail these drug tests. So, we ask again, how DO we test for cannabis impairment? And this is where I think we get stuck and lose sight of the ultimate goal. What are we really trying to prevent — drug use or impaired driving? As I mentioned earlier, I think we’ve gotten so focused on identifying the source of the impairment that we’ve gotten away from the fundamental question determining fitness for duty: Is this person impaired? “Okay Brad,” you say. “So, how do you measure impairment then?” First, let’s define what we are trying to measure. Impairment is when an individual loses their functional ability to operate safely within a given environment. The three key functions to drive safely are: Motor skills (muscular skeletal) Sensory (eyesight/hearing) Cognitive (judgement/reaction time/etc.) This means that if we can measure an individual’s motor skills, sensory abilities and cognitive abilities as it relates to driving, we can determine whether they can safely operate a motor vehicle, regardless of whether the cause is cannabis, alcohol, sleep deprivation, cognitive decline or any other cause. Based on my conversation with the folks at Impirica, it appears they have done just that. They’ve developed impairment testing that’s modeled against the data of more than 200,000 real-world driver assessments and have scientifically validated their solution through collaborative studies with Colorado and Canadian universities. Their research has been heavily peer-reviewed, as they have been researching and developing in this space for over 30 years. As impairment testing pioneers, they have engaged with government task forces in Colorado and Canada who are grappling with the same questions we’ve been discussing. Driver-specific screen With specific reference to transportation, Impirica has a cognitive screen that actively measures a driver’s risk of impairment. The screen has been designed and validated to engage the brain in the same way it would be during driving, and it provides a predictive measurement of driving risk. While this cognitive screen has been scientifically validated to measure impairment risk associated with the use of cannabis, the screen itself is cause-agnostic, meaning it focuses less on the cause of impairment and more on whether the driver is fit for duty. Thus, it has application beyond cannabis use and addresses a multitude of factors that could render a driver impaired. Perhaps most fascinating, at least to me, is that Impirica’s solutions are currently in active use. They have transportation clients actively using their product, in addition to clients in the health care and workplace safety industries. In workplace safety, this type of testing easily becomes a proactive prevention of workman’s compensation claims. Warehouse and maintenance workers can be tested as part of the sign-in process for each shift. Impirica has also worked with law enforcement to enhance the SFST (standardized field sobriety testing) process and support more accurate and complete data at roadside. To further complicate the issue … While the U.S. Department of Justice has announced that the Attorney General has initiated the process to consider moving cannabis from a Schedule I to a Schedule III drug, Pete Buttigieg, U.S. Secretary of Transportation, says cannabis would still be fully prohibited for truck drivers. However, if the proposed schedule change goes through, it’s likely pharmaceutical companies will begin to include THC derived from cannabis in new medications. In this case, drivers could theoretically receive prescriptions containing THC from their doctors that they pick up at Walgreens or CVS. If we’re going to reconcile the differences in how cannabis is regulated for our industry versus how our future driving candidates view cannabis, we’re going to have to provide an innovative solution from the industry. At the end of the day, I am not a scientist or cognitive researcher. Hell, I don’t even play one on TV. However, I have been a “successful” attorney and business owner in the transportation industry for decades. I have been proud of how we adapt to significant changes in regulations and continue to embrace innovations that make our roads safer. However, as recreational/medical cannabis use continues to expand, we as an industry have struggled to adapt how we screen new and current drivers. How can we truly feel confident we are not putting impaired drivers behind the wheel? How can we know if cannabis is actually the cause of an accident when the driver may have smoked over a week ago? How can we know before he or she crashes if our driver picked up a prescription with THC from the pharmacy and is impaired? We need to think outside the box and embrace a test that can accurately determine impairment. To that end, I applaud the folks at Impirica and others who are working to make this happen.

Keep on truckin’: 6 key moves for unstoppable knee health

Hope Zvara - August 22, 2024

When you’re driving down the interstate, mile after mile, it’s easy to forget about your joints … until they start to complain. Your knees, especially, can take a hit from all that sitting. That’s why it’s vital to give them some TLC. Here are six knee-friendly exercises you can do almost anywhere. They’re simple, quick and just what you need to keep those knees as strong as your love for the open road! 1. Walking Backwards Sometimes moving forward means taking a few steps back. Walking backward does wonders for your knee joints. It strengthens the muscles around the knee and gives the patella (your kneecap) a new groove to move through. Find a safe, flat area at a rest stop, and walk backward for a few minutes. Feel the difference? That’s your knees saying thank you! 2. Standing Hamstring Curls Strong hamstrings support healthy knees. Stand beside your truck for support and bend one knee to lift your heel towards your butt. Hold for a couple of seconds and then lower your foot to the ground. Do 10 reps on each leg. This will keep the back of your legs and your knees strong and supple. 3. Calf Raises Strong calves are key to knee stabilization. Stand flat-footed, rise to your tiptoes and then lower yourself back down. Do 10 to 15 reps. Pumping these muscles keeps the fluid in your knees moving, reducing stiffness. 4. Quad Sets This exercise is simple yet effective strengthener. Sit with your legs extended in front of you. Press the back of one knee down toward the ground, tightening the muscles on the top of your thigh. Hold for five seconds and then release. Do 10 to 12 reps on each leg. This “quiet” exercise packs a “loud” punch for knee stability. 5. Seated Leg Extensions Sit on the edge of your bunk or chair. Extend one leg out straight and and then flex up your foot so your toes point to the ceiling, squeezing the quadricep. Hold for a minute and then lower your leg. Alternate legs, aiming for 10 reps each. This will combat the negative effects of sitting for long stretches (don’t you just love a good exercise pun?). 6. Half Squats There’s no need for heavy weights — your body is enough for this one! Stand with your feet hip-width apart and lower yourself into a shallow squat, keeping your weight on your heels. (NOTE: If your body wants to shift forward, it’s a sign you need to stretch your calves more. Hold onto your truck for balance, if needed.) Repeat 10 to 12 times. This semi-squat protects your knees by building the muscles evenly around them. Here are a couple of other pointers: Stretching is crucial. Don’t forget to stretch after your exercises. Try a standing quad stretch, pulling your heel to your butt, or a gentle hamstring stretch, reaching for your toes while seated. My personal favorite for knee health is the calf stretch — dropping your heel off the truck step for five to 10 breaths each, three times a day. Just five minutes of stretching can increase flexibility and reduce knee aches. Sleep for knee recovery. Sleep isn’t just about catching Zs — it’s also vital for healing. Elevate your legs on a pillow when you sleep to reduce inflammation and support your knees. Aim for six to nine hours of good-quality sleep. Also, your bed matters! The mattresses a semi-truck comes with are not made for humans, and investing in a good-quality mattress that supports your body correctly can help you feel refreshed the next day, help your joints and reduce muscle soreness. Remember, every bit helps when it comes to knee health. Integrate these exercises into your daily routine; your knees will have the strength and flexibility to keep pace with your trucking lifestyle. Safe driving and healthy living to you all! Note: Always consult a health care provider before starting any new exercise program, especially if you have pre-existing conditions or concerns about your health and fitness.

Stop the nutritional merry-go-round: Pick the right ‘fuel’ for your body’s needs

Bob Perry - July 31, 2024

It seems that every week there’s a new finding on how to eat, what to eat, what not to eat — all advice designed to help us lose weight. I’m always interested by the number of people I come into contact with each week who are trying a “new” diet program because the one touted in last week’s big news splash didn’t work. The first question I ask is this: how often do you change the brands or types of oil or fuel you use in your truck? This may seem completely unrelated to your food intake — but think about it. When it comes to your truck, or even your personal vehicle, I’m sure you want to put in the best products that will give you the best outcomes in terms of mileage, performance and endurance. The same could be said of what you put into your body. This why it’s important to learn about understanding what works best for you when deciding what foods are best for fueling your body. Here are some tips that can help you navigate the jungle of food and diet options out there. Be realistic when setting goals, and then be consistent. Reaching and maintaining good health is about being consistent, along with setting realistic goals based on the lifestyle of everyone who’ll be impacted by your food choices. For instance, if you typically travel and cook with a partner whose nutritional needs vary from yours, meal prep can be a challenge. Find middle ground, or make it a rule that you each prepare your own meals. In addition, eating healthy can be a challenge for drivers. When shopping at your favorite travel center when you stop to fuel up, options are often limited. If you must eat at a travel center, a good rule to follow is search for salads in the cold-case section. I suggest stocking up on prepackaged, ready-to-eat tuna, chicken or salmon packs that you can add to a salad for extra protein. (You can also look for canned products in the convenience store.) Pay attention to food labels and ingredients. Know what’s in the food you’re eating. In particular, beware of an item’s sodium level (this means salt). Consuming too much sodium can lead to high blood pressure, even for a healthy person — and if you already have high blood pressure it can make it hard to manage your levels. The recommended daily allowance (RDA) for sodium is no more than 2,000 mg. That’s equivalent to about one teaspoon of salt for the entire day! Watch your serving sizes. Another rule to follow is to pay attention to the number of servings noted on a product’s nutritional label. Food packagers are tricky! That “individual” package that has two oh-so-yummy chocolate-chip cookies probably actually contains TWO servings rather than one. That means that if you eat both cookies, you’re getting double the calories, sugar, etc. The nutritional info for other packages that appear to be “single serving” may actually allow for three — or even more — small servings. This is where many of us make a huge mistake in not calculating our caloric intake, if you are counting calories and watching sugar. For example, one 12-ounce can of non-diet soda has about 36 grams of sugar. Let’s see … 1 tablespoon of sugar is equal to 12 grams, so 36 divided by 12 equals 3 full tablespoons of sugar in a single serving. According to the American Heart Association, the RDA of sugar is 36 grams (9 teaspoons) for men and 25 grams (6 teaspoons) for women. That means that, for women, one can of soda can be responsible for 50% of sugar intake for a 24-hour period! In short, it’s vital that you understand the amount and type of fuel your body (your “engine”) requires and needs, and that you meet those needs without going over the recommended limits. To read more from Bob Perry, click here.

Navigating the road to positivity: Understanding the ‘positive person cycle’ for truck drivers

Hope Zvara - July 31, 2024

The life of a truck driver — spent navigating endless miles and spending long hours in solitude — presents a unique set of challenges. Amidst the vast stretches of road, stress, isolation and, at times, negativity, can loom as constant companions. However, as someone once said, the journey of a thousand miles begins with a single step. For truck drivers, that step is the cultivation of positive self-talk within a very isolated and often stressful space. This is where the concept of the “Positive Person Cycle” emerges as a beacon of hope. The positive person cycle is a journey of self-improvement and positivity that begins with how individuals communicate with themselves and then extends to the world around them. It emphasizes the importance of nurturing a positive internal dialogue; this is a cornerstone for surviving and thriving amid the solitude of the road. Why does positive self-talk matter? For men and women who spend much of their lives on the road, embracing positive self-talk is crucial. That inner voice can either be a harsh critic or a strong supporter. Positive self-talk helps combat stress, boost self-esteem and helps build resilience against the challenges faced while driving. It is the first step in the positive person cycle, influencing how one feels, reacts and connects with others, ultimately impacting overall health and well-being. What should I talk to myself about? Here are a few simple ideas: Affirm your strengths. Think of your resilience, skills and achievements. “I am a skilled driver who can easily handle challenging situations.” Embrace optimism. Cultivate an optimistic outlook. “Every mile I drive brings me closer to success.” Seek learning. View challenges as opportunities to learn and grow. “This setback is an opportunity to improve my problem-solving skills.” Celebrate the small wins. Acknowledge and celebrate every success, no matter how small. “I handled today’s route efficiently.” Don’t underestimate the power of your surroundings. The positive person cycle isn’t just about self-talk. It’s also significantly influenced by the people you surround yourself with and the content you consume. The environments we immerse ourselves in can either elevate our mindset or pull us into negativity. Here are some tips: Choose positivity. Engage with colleagues who uplift you and encourage your growth. Limit exposure to negative news and content that drains your energy. Listen to inspiring content. Opt for podcasts, audiobooks and music that boost your morale and offer new perspectives. Connect with supportive communities. Participate in forums or social media groups dedicated to truck drivers, offering a platform to share experiences and positive vibes. Beyond food and exercise: The holistic approach to health It’s essential that you understand that your health extends beyond the physical, encompassing the food you eat, the exercises you practice and the thoughts you harbor about yourself and the world. Improving your health often begins with reshaping how you think about yourself. Incorporating positive self-talk and cultivating a supportive environment are fundamental steps in enhancing your overall health and well-being. The positive person cycle invites you to embark on a journey of self-improvement, where each positive thought and interaction propels you further along the path of physical, mental and emotional well-being. As you continue to navigate the open road, remember that your journey to health and happiness is ongoing. By embracing the positive person cycle, you are not just driving on highways but also on the pathway to a healthier, happier you.

From disco to country, ‘Big’ Al Downing made his mark

Kris Rutherford - July 22, 2024

Only one performing artist can lay claim to having the No. 1 disco single in the U.S. and Europe one year and following it up with a Top 20 country single just two years later. And the fact that artist was a Black man only makes the feat more impressive. Considering his background, it’s only natural that “Big” Al Downing would be the man to achieve this feat. Alexander “Al” Downing was born in 1940, one of 12 children in a sharecropping family in Centralia, Oklahoma. Young Al had no musical training, but he grew up singing gospel songs with his family. It wasn’t long until he and his brothers dragged home a broken-down piano. At age 12, Downing was introduced to his first musical instrument. By banging the keys of the piano — only 40 of which worked — he learned to imitate the likes of Fats Domino, Jerry Lee Lewis, Elvis and Little Richard. He did it all by ear. When Downing’s parents saved enough money to pay for piano lessons for their boy, the instructor told his parents, after just one lesson, to leave him alone. “He has a gift from God,” the instructor said. Downing never did learn to read music, and he played by ear throughout his career. By the time Downing was 17, he faced a decision. Would he go for a career in. music, or would he accept the offer of a basketball scholarship to Kansas State University? While trying to decide, he entered a talent show in Coffeyville, Kansas … and took home first prize for his rendition of “Blueberry Hill.” As fate would have it, Bobby Poe, an area band leader who just happened to be in the audience for that performance, tracked Downing down and asked him to join his band. The decision was made on the spot: Basketball’s loss would be music’s gain. The Poe Band played rockabilly music across Kansas and Oklahoma at beer joints and other small venues. A year later, country star Wanda Jackson heard the band and hired them on for her upcoming tour. Downing, who had now earned the nickname “Big” Al because of his 6-foot, 3-inch, 275- pound frame, was the only Black member of the entourage. Downing claimed that he never experienced much in the way of racism as a child — but that changed once he joined Jackson’s band. He couldn’t stay in the same hotels as the band, and he couldn’t eat in the same restaurants. On occasion, a promoter would tell Jackson her big piano player wasn’t welcome on stage. To that she would answer, “Let’s pack it up,” and the performance would be canceled. When the gig with Jackson ended, the Poe Band moved east, where, the group had heard, a band could make a hundred dollars a week around Boston. That was big money in those days, but the band wound up playing seven days a week, 13 hours a day — and all for the sum of $90. Still, Downing believed it was good money. Over the course of his first decade in the music business, Big Al Downing played it all, from gospel to rockabilly, rhythm and blues to country. But he never made a big splash for himself. And Downing didn’t want to play in a backup band all his life; he wanted to play front and center. In the early 1970s, he cut a couple of solo songs, but they received no exposure. But when fame struck, it struck hard. Disco music was all the rage in the mid-1970s. In 1975, Big Al Dowing cut a record that would set his career in motion. The self-written, “I’ll Be Holding On” tracked up the disco charts in both the U.S. and Europe, eventually spending three weeks at No. 1. Although Downing said he hated the genre, he went looking for more disco material to cut an album. That’s when a producer asked Downing to play some of his country tunes. “He brought out the country in me,” Downing said. Downing’s next charting song came two years later when Warner Records released “Mr. Jones,” a song that climbed into Country Music’s Top 20. It was a risqué move for a singer who was looking to break into commercial country music, as the song told the story of a Black sharecropper who was raising a white son. While critics couldn’t handle the nature of the lyrics, listeners loved the song. Eventually, it became Downing’s signature song — though not his highest rated. That came with his next release, “Touch Me,” a Conway Twitty-inspired song that rose to No. 18 on the country charts. A year later, he scored big with one of the saddest cheating songs you’ll ever hear, “The Story Behind the Story.” He followed that up with “Bring It on Home,” a Top 20 tune. Then, inexplicably, Warner Records turned him loose from his contract. They never even released a Big Al Downing album. Downing never blamed country fans for his lack of success with Warner. “It doesn’t matter what color you are,” he said. “If you’re sincere, the fans will accept you.” That’s how he explained the mass popularity of Charley Pride. “He is a sincere singer,” Downing said. Downing never wanted to be a superstar. “I don’t want to see rockets,” he said. “Just an occasional boom will satisfy me.” And an occasional boom is just what he made. In 1979, he was named Billboard’s top new country performer, in the midst of his string of four hit records. But after the early 1980s passed, Downing had trouble gaining a foothold in any type of music. He concentrated on country, but the music executives played it too cautiously to allow Downing to achieve stardom. So, he moved to New England and played small venues throughout most of the remainder of his career. He eventually did cut his debut album, “Big Al Downing.”. And, yes, Downing cut his own trucking song, “Counting the Highway Signs.” You can hear it on Amazon music. Until next time, call up Big Al Downing on Alexa. He was a vastly underrated singer — and one the world lost too early back in 2005. You’ll be glad you gave him a listen.

Institute a comprehensive safety plan to help ensure fleet safety — Part 4

Brad Klepper - July 19, 2024

In Part 4 of this series, I am finally getting to the team no one thinks of when it comes to building a comprehensive safety plan: the safety team (insert tongue in cheek here — and yes, this is why they pay me the big bucks!) I am also going to address the importance of a mentorship program that works in conjunction with the safety team. The First Year While not all carriers hire fresh Class-A CDL graduates, many carriers DO hire drivers with less than one year of experience. Many companies have adjusted down their experience requirement in the past decade — but how much have their safety programs changed in response to the needs of less-experienced drivers and heightened regulations? Studies show that, regardless of age, drivers with less than one year of driving experience pose the greatest safety risk in terms of violations and crashes. Providing these inexperienced drivers with mentorship from experienced drivers during the first year — on top of additional coaching or training from your safety team — is highly recommended. So, what does that look like? My favorite answer to give (and the one all lawyers are trained to provide) is, “It depends.” It depends on your company’s safety challenges, company culture and the resources you have available in manpower, technology and training development skills. Any of this can be outsourced, but maintaining your company values and unique policies in these programs will still take some manpower from your safety team in guiding the external team and reviewing their work. Mentorship Programs that Actually Work For a mentorship program to work, your mentors must be engaged and shining examples of your company’s culture. Just as with your road trainers, it’s vital to regularly connect with your mentors and give them a voice in program development and a voice in changes they would like to see in the company. You certainly want mentors who are passionate about developing others, but in order for this to be viewed as a professional part of their job, you should provide some type of compensation for their time and efforts — and specify goals to which you can hold them accountable in order to receive their compensation. Mentors having a minimum of one year of experience driving and a fantastic safety record is an obvious must, but they should also have a positive view of your safety team. Mentors further establish your company’s values and when/how the mentees should engage with office employees. The same can be said for the safety technology on the trucks. Mentees are likely to adopt a similar perspective to their mentors have regarding the tech your safety team has carefully chosen. Ideally, your mentors share the same convictions your safety team has. After all, they are acting as your safety team in the field! When pairing mentors to mentees, carefully consider each person’s background, personality and hobbies. Those with similar interests will be most likely to result in a productive and happy match. Depending on the nature of how your freight moves, you may want to develop a mentorship “hotline” that gives newer drivers an opportunity to reach another mentor if their assigned mentor is unavailable. Another option would be to have a 24/7 on-call safety member who can either answer the question or look up another mentor who may be available. Effective Safety Teams For your safety team to be most effective in your fleet, developing relationships and trust is key. Sometimes having the right title and/or experience can garner enough respect to get someone to truly listen to you and help change their life, but this is rare. Most often, the people we trust have our individual best interest at heart are the ones who change our lives. For example, even with my impressive J.D. degree and decades in trucking (placing tongue firmly in cheek here while pausing for dramatic effect), I still expect those of you who have met me are far more likely to consider my advice in these articles. For your drivers to believe you genuinely care about them, they need to feel they know you and that you understand and appreciate the challenges of their job. The first year, when less-experienced drivers are your highest risk, is the most impactful time for you to be calling, listening to what they’re facing and coaching them weekly (or monthly, depending on the size of your fleet). Important advice: Listen first, coach second. This is coming from someone who loves to talk, but I also love to learn — and learning comes from listening. This is likely to positively affect your retention as well. Another option is to assign regular training goals using a system that lets you monitor completion rates. Incompletion must have consequences! Why is this important? First, it shows you believe your program is important and makes a difference. If you don’t, why should the drivers believe in it? Second, if a driver gets into an accident and you must turn over records showing that the driver has not completed any assigned safety training for months, it paints a poor picture of both the driver’s and the company’s commitment to safety. For the most effective training, you’ll need to measure the causes of accidents and violations at your company. I encourage you to share in your training some metrics to show how serious these mistakes are for the company and for other drivers. How much are these accidents/violations costing the company? How much downtime does a driver experience following this type of accident? How are these safety issues impacting the company’s and drivers’ CSA scores? What does it mean for the company and drivers if you hit intervention levels in that category? If you can reduce it by X%, what do you estimate the savings will be? These topics are really great for your entire fleet. Also, if you love a good debate like me — and can take the time to reinforce you’re all on the same team — share the experience level of the drivers having these accidents. Most often, experienced drivers are certain it’s always the new “whippersnappers” having all the accidents. While we do see drivers in their first year have the most accidents, they are far from the only ones having accidents. In fact, share the most common accident in each band of experience. Everyone can be part of reducing accidents, and no one is immune from having one. If you can share metrics that apply to each driver and can convince them that each individual action matters, you are more likely to get their attention. It can also be a good tactic to recruit for mentors. Speaking of metrics … Part 5 in this series is focused entirely on building powerful assessments and metrics to bolster your safety program and direct ongoing changes for the better. This applies at every step in your program. You cannot build a safety program that works if you are not unbiased in measuring its impact and continuing to adjust as the demographics, technology and needs in your fleet evolve. Part 1 Part 2 Part 3 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.

Why do so many drivers receive short-term DOT medical certifications?

Bob Perry - June 29, 2024

Recently I spoke at a conference for the Convenient Care Association (CCA), a network of health clinics located in large box grocery stores and pharmacies. I was invited to speak about driver health — specifically, the current driver health statistics leading to a high percentage of short-term cards that are being issued to drivers. According to statistics from the FMCSA, 55% of all DOT medical cards issued are for one year or less, and 300,000 drivers are disqualified each year due to health reasons. Every day, clinic providers issue short-term cards because drivers’ declining health fails to meet DOT standards. I realize this is not the news drivers want to hear, but keep in mind that these providers have guidelines and protocols they must follow. Providers hate delivering news of a short-term card as much as a driver hates to hear it. In fact, when a driver displays elevated blood pressure, many providers will allow the driver to rest a while and then re-test. This is because some patients experience “white-coat syndrome” — anxiety about the checkup and its results can cause blood pressure to rise. Allowing the driver to rest and then re-test gives them a chance to relax and register within acceptable levels. A research project by the CDC (Center for Disease Control and Prevention revealed that over two-thirds of respondents were obese (69%), as defined by a body mass index (BMI) of 30 or higher, and 17% were morbidly obese (BMI of 40 or higher). In comparison, only one-third of U.S. working adults were reported to be obese, and 7% morbidly obese. Obesity increases the chance for type 2 diabetes, sleep apnea, heart disease, cancer, joint and back pain, and stroke. These health conditions can disqualify a driver from receiving their commercial driver’s license, essentially taking away their livelihood. The top three reasons for short-term cards are 1) Hypertension; 2) Elevated glucose readings; and 3) Sleep apnea. Truck driving is a very difficult profession. Think about it — you’re sitting long hours, have little opportunity to exercise and often engage in poor nutrition choices. In general, there’s a woeful lack of education on how to live healthier on the road. Luckily, there are many health and wellness companies that offer solutions for professional drivers. You’ve heard me say it before: Your body is just like tour truck. You need to regularly take a peek under personal hood and see what you can do to run safe and healthy. Feel free to reach out to me to get references for help.

Did you know? Boosting your lymphatic system can help you keep on truckin’ for the long haul

Hope Zvara - June 29, 2024

While conquering the highways, our focus often stays on the miles ahead, the diesel in our tanks and the deadlines set on our cargo. However, there’s a vital system that deserves similar regular attention — our lymphatic system. What is the lymphatic system? This network of tissues and organs is a key player in our body’s defense team, helping us maintain our peak health during those long hauls. So, let’s pull over for a wellness break and dive into why it’s essential to gear up our lymphatic system, especially when we’re behind the wheel most of the day. Navigating the lymphatic highways In the grand road map of our body, the lymphatic system is a lesser known — but equally important — highway. Its main cargo? It’s a fluid called “lymph,” which carries protective white blood cells throughout our body. These white blood cells are like roadside assistance, rescuing us when viruses or bacteria attack our body. The lymphatic system also helps drain excess fluids and debris from bodily tissues, keeping our health engine running smoothly. Lymph: The unsung hero for truckers Ever wonder why your feet or ankles seem more swollen after a day-long haul? This is where our lymphatic system is tied to a trucker’s life on the road. During those long hours of sitting, the lymphatic flow can become sluggish and fluid can build up, leading to swelling and discomfort. Fret not; this is where our conversation takes a positive turn, just like every winding road under your trusty rig’s wheels. 5 detours to lymphatic health There’s good news ahead, highway stars! We can actively take the driver’s seat in managing our lymphatic health. Here are five simple, achievable ways to boost your lymphatic system even when you’re on the go. Move it to Improve It. While trucking involves lots of sitting, every rest stop is an opportunity for movement. Try some stretches, quick walks, or Mother Trucker Yoga poses to kickstart your lymphatic flow. Remember, movement is your body’s best friend. Even the most minor actions can make a difference! Try doing 10 squats with a heel raise three times a day to get your body’s lower lymph flowing for optimal health. Hydrate for the Long Haul. When it comes to determining the importance of fluids for your rig’s engine and other systems, you’re better than any computer program. The same goes for your body! Be sure to keep a water bottle in reach — and sip regularly. Staying hydrated helps keep your lymph fluid moving smoothly. Start small, and let your body adjust to your new love of hydration. One extra bottle a day keeps the kidney doctor away! Breathe easy. Few things are as refreshing as the feeling of crisp air against your face on an open road. In your cab, try deep, slow belly breathing — inhale positivity, exhale stress. This kind of breathing stimulates the lymphatic system and helps drain toxins. Try four slow counts on the inhalation and six to eight slow counts on the exhalation for five to six rounds. Snack smart. We all love a tasty snack on the drive, right? But how about we make intelligent choices at the next fuel break? Opt for nutrient-rich, natural foods that support your lymphatic system, like fruits, veggies, and nuts. Pre-bag your nuts and fruits for easy access and to avoid overeating. Lace up for a lymph-lovin’ walk. When your wheels are parked and you’ve got a minute, hit the pavement for a simple walk around the lot. It’s like a power-up for your lymphatic system, moving that fluid and grooving like your rig on an open road. Remember, 32 laps around your tractor and trailer are roughly a mile. Every extra step counts! Remember, road warriors, every small change signals an investment in your well-being and empowers you to stay firm on the journey. Keep these tips in your traveler’s guide, and remember to focus on your lymphatic health as much as you focus on that wide-open road ahead. Here’s to you, your truck, and your health: Let’s keep on truckin’ on the journey to wellness!

Randy Travis’ new song welcomed by fans, debated by critics

Kris Rutherford - June 29, 2024

If you followed the neo-traditionalist movement in 1980s and 1990s country music, no doubt you remember Randy Travis’ debut single, “1982.” The song hit the top of the charts for Travis in 1985, describing a mistake Travis wanted to go back and correct. “Operator, please connect me to 1982; I need to make apologies for what I didn’t do,” became a theme of Randy Travis songs for over three decades. But going back in time seemed impossible in 2013 when Travis suffered a debilitating stroke following a heart procedure. Given only a small chance of survival, Travis beat the odds — and he hasn’t been forgotten. The stroke left Randy Travis virtually speechless. Over the years, he has made occasional appearances on stage, notably leading the audience in a broken rendition of “Amazing Grace” at his induction into the Country Music Hall of Fame. And he put the exclamation point on his signature song “Forever and Ever, Amen,” in a live performance where various artists who have been influenced by Travis paid tribute to his music. While Travis has surprised us before, perhaps he saved his biggest surprise for what is happening with his music right now, 11 years after he physically lost his ability to sing. In May, Travis released what — to all but the keen listener’s ear — sounds like an original recording, “There ain’t no more where that came from.” The story behind the song makes us believe we can “lose our mind” and “go back in time” to when we were all a little younger and Travis was changing the course of country music history. It’s a story stirring debate in the music world. “There ain’t no more where that came from” is undoubtedly a Randy Travis song, but without the contribution of artificial intelligence, it would never have come to life. In a recent news story on “CBS Sunday Morning,” the details of the new song were revealed. Travis’ long-time producers teamed up with AI experts to recreate his voice in an all-new format. To oversimplify a complicated process, James Dupre, a performer with voice characteristics similar to Travis’, first recorded the song. Stripping away the background effects, AI professionals created a digital footprint of Dupre’s voice as it moved through the lyrics. In the meantime, AI techs combed through Travis’ vast body of work, catching each change in pitch, syllable and measure, breaking it up by the millisecond to create a second track using Travis’ voice. This track was overlaid on the digital footprint Dupre had made — and with added background music, “There ain’t no more where that came from” came to life. Randy Travis fans — and fans of country music in general — have warmed to the computer-generated return of Travis’ style. Comments posted to YouTube include, “Randy Travis brought back real county in the ’80s. Now he’s doing it again.” And, “Welcome back, Randy. So good to hear your voice.” Or, “Thank you, Jesus, for Randy Travis. Welcome back!” But on the other hand (no pun intended), musical purists are greeting Travis’ AI effort with skepticism or even outright criticism. As for Dupre, he says he’s thrilled that his music has taken on new meaning, but he also understands the skepticism from those who say AI-created entertainment is a dangerous path. Dupre told Rolling Stone, “… honestly, I’m still on the fence about AI use. But in this particular case, if Randy was still able to sing, he would be singing. Taking away his ability to use the technology, it just doesn’t make any sense to do that if it’s there. (Randy) gives it his blessing.” Dupre’s point about Travis’ blessing is important. Despite his stroke, Travis is still capable of making decisions, and he often writes what he cannot speak. It’s not like a team is taking advantage of Travis’ estate and putting digital recordings of his work together for their own gain. Another critic wrote harshly of the experiment, noting it should have a warning on the label — just like food products that contain preservatives. His point is not lost because “There ain’t no more where that came from” is strictly made from preservatives. It is far from organic. But so far, listeners seem to know this and accept it. Of late, the news has been filled with stories touting the good things AI will bring as well as the bad for which it could be used. Will AI eventually become more intelligent than its creators and bring all sorts of “end-of-the-world” scenarios sci-fi and George Orwell have envisioned for the past 75 years? (Like Travis, Orwell must have appreciated “1982” when his prophecies still had a chance of coming true). Or will the audio version of AI be combined with video technology and bring back the likes of John Wayne and Clark Gable to the big screen. And, if it does, will there even be a need for human performing artists anymore? After all, working with artists can be difficult — far less difficult than manipulating a computer program. The jury is out on what Randy Travis new song means for the music industry. But it’s been discussed that the song may be one of several the producers have in the works. We may soon be listening to an entire album of Randy Travis AI-generated songs. If that’s the case, it does prove one thing wrong with the newly released tune. There is actually a whole lot more where that came from. Until next time, take a trip back to 1982 and follow Randy Travis’ career right up to 2013 (and even beyond, up to today). It won’t be in real time, but these days, is anything?

Institute a comprehensive safety plan to help ensure fleet safety — Part 3

Brad Klepper - June 26, 2024

In the third installation of this series, we’re going to talk about bad habits. Whether we want to admit it or not, most of us have picked up some bad driving habits between the age of 16 and whatever age we are now. (No, I’m not going to say how many years that is for me, and I won’t ask you to tell me either.) Maybe you have a quick bite or drink while you’re driving, or you send a quick text. Maybe you start programming in the route to your destination after you’ve already taken off — or maybe you reach for something in the back seat to hand to your kid. Maybe you speed up as the light turns yellow, or you drive just 4-9 miles an hour over the speed limit everywhere you go. Or, perhaps you’re a perfect driver who makes no mistakes, and you just throw rude gestures to the needlessly careless drivers around you. Now … imagine engaging in all these seemingly minor distractions and habits while behind the wheel of an 80,000-pound truck, which requires 50% or more stopping distance than an ordinary passenger vehicle. Consider this: Most Class A truck drivers have five years or to develop personal driving habits, both good and bad, before they ever start CDL training and testing. We’d like to think the people who decide to be truck drivers quickly gave up those pesky, reckless habits — and maybe they did. But let me ask you this: How many of your New Year’s resolutions have been successful simply because you knew they were better for you? Again, I won’t tell or make you tell, but I’m guessing most of us are not feeling a rousing sense of achievement at the thought. So how do we re-train safe driving habits in orientation? In recruiting, you assess a candidate’s attitude around safety, their accountability for their mistakes and their ability to learn from those mistakes. IIn orientation, you assess those same items, plus the person’s ability to learn or retrain themselves based on your guidance. If you assigned videos and quizzed them ahead of orientation, now you are seeing if they can apply the information in the real world. Orientation should consist of hands-on driving and training that cannot be completed online. Some things to cover with drivers during orientation include: Share examples of common scenarios that have led up to a violation or accident at your company. Ask the recruits what risks they would face in that situation and how they would mitigate them. Provide recruits with examples of publicized lawsuits in the industry over the last several years and how they have played out for the driver. Introduce them new drivers your safety team and offer a Q&A session to build trust. Orientation is your chance to more deeply connect new hires with your value for safety and teach them how to think about and to take safety personally. If new drivers simply sit silently through dull lectures and take quizzes, you’re teaching them to memorize, regurgitate and discard information. Changing habits necessitates creating new neural pathways through action, interaction and problem-solving. What about road training? Road training is equally, if not more crucial than orientation in re-training habits. Road training allows the new employee to cement their new safe habits with the oversight of a respected, mindful advisor. Your company’s road trainers should be some of the most deeply scrutinized, well-paid and highly engaged employees in your company. When considering the length of your orientation versus your road training process, I tend to believe investment in road training pays more dividends because it gives a more realistic opportunity to retrain habits. What’s next? I’ll bet you wouldn’t have guessed we’d be three parts into a series about a “comprehensive safety plan” before addressing your company’s safety program as it relates to candidates. But each step in the recruiting, hiring and training process is vital to overall safety. Recruiting, orientation and road training are the gatekeepers of your organization’s value for safety. If your organization’s culture is built on people, these teams are pouring the foundation for your company growth. You cannot build a strong safety culture on top of a weak safety foundation. Don’t take that statement lightly. So, what’s next? It’s time to talk about the work your company’s safety team does to build your safety culture. However, we’ve run out of the 2024 attention span length. I will close this column before I start sounding like Charlie Brown’s teacher. Tune in next month! If you missed the first installments in this series, you can catch up through these links: Part 1 Part 2 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.

Institute a comprehensive safety plan to help ensure fleet safety – Part 2

Brad Klepper - May 23, 2024

I’m sure my riveting column about strategically interviewing candidates as part of your comprehensive safety plan is what’s drawn you back for the highly anticipated Part 2. (Thanks to both of you for contributing to my delusions of grandeur.) But on to business. Now that you eliminated some of the knuckleheads through the recruiting process discussed in Part 1 (if you missed it, click here), let’s talk about safety training. I’ve taken the liberty of anticipating some of the most-asked questions on the topic. If you have additional thoughts or questions, let me know. When should safety training start? I don’t pretend to be the most tech-savvy person, but like many people my age, I’ve allowed myself to be dragged along by the younger generation. I’ve been assured the constant change and updates to our technology is an inevitable part of being a successful business. While I will not give specific recommendations on systems, I’m aware many training platforms now offer the option of assigning videos and training materials before candidates even show up to orientation. Drug testing is more commonly completed in advance now too. However, training in advance might seem like a heavy, and even wasteful, administrative burden. “Why would I invest in training up front when 20% of my candidates may not even show up to orientation?” you ask. That’s a fair point — but let’s debate it for a minute. Human nature dictates that the more time we invest in something, the more committed we become to seeing it through. In addition, when exposed to the same information multiple times, we’re more apt to like it, to believe it and (this is very important) remember it. We see this in advertising, news, music and popular culture in general. So, do I believe providing safety training before orientation could improve your show rate with more prepared candidates who better understand and are interested in the work you’ll ask them to do? Absolutely. “I thought this was a safety article, not a psychology article!” I can hear you saying. Right! Let’s get back on track. Next question…. What topics make sense for advance safety training? Training materials showcasing your unique safety protocols for your company’s equipment and freight would be a great introduction. This shows recruits how you stand out and starts drilling the information they’ll need to have to be successful at your specific company. These are things they very likely did not learn in CDL school or at another company. For more general training, Smith System training or DOT regulation training can benefit drivers at any company. Providing these training opportunities in advance also reinforces to candidates that you have a core value for safety. Ideally, it also helps further narrow your pool to those who share a value for safety or at least for learning. If the training is presented by your safety team with photos or videos, you have the added benefit that it will acquaint your future drivers with your team early on, making them more accessible and familiar. How many times have you had a driver make a costly mistake because they were afraid to call the safety director and admit they didn’t know what to do? The more familiar employees are with your safety team members, the less intimidating it will be to make that call in the future. On the other hand, I wouldn’t be worth my salt as a lawyer if I didn’t caution you to be VERY thoughtful when choosing what you put into writing or record as you prepare these materials. While it’s great for your safety team to be personable and approachable, your company should never seem cavalier about safety. Any safety training you provide could be scrutinized in the event of a lawsuit. You should be comfortable with showing any piece of your training (possibly cut down and taken out of context) to a jury. Getting the opinion of an attorney who’s knowledgeable in transportation lawsuits and verdicts could save you from making a well-intentioned mistake when attempting to connect with your drivers. How will we make sure these materials are even completed? Well, that depends on your systems and your company culture. Some training platforms can track a student’s progress and determine whether a video session was played in its entirety or was closed out early. You could also build out quizzes to measure trainees’ comprehension. As far as incentives go, I’m a “use-a-carrot-instead-of-a-stick” guy. Perhaps those who complete their videos are first up to be placed in a truck, or get first pick of a truck. Maybe they get a bonus at the beginning or end of orientation, or maybe offer a free shirt or hat or other item that will be useful on the truck. If you’re more of a “stick” person (with the word stick meaning reprimands, not the drawing) and can build the administration to track it, you might require that training be completed before scheduling orientation or purchasing the applicant’s transportation to orientation. You’ll certainly want to work out this piece before you get started. There is no sense developing safety training no one will complete. One last note: While I’m writing these articles in the order a candidate enters and moves through your company, this is not necessarily a step-by-step chronological guide for implementation. If you enhance your safety-mindedness at any step in the career of an employee at your company, I’m sure you’ll reap benefits. If you missed Step 1, which offers suggestions for interviewing prospective employees, I recommend you click here to catch up. It’s important to find out about a candidate’s attitude about safety in addition to checking their safety history. Watch for Step 3 in the next Ask the Attorney column. 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.

Fuel up the right way: These 5 foods pack plenty of protein and fiber for truckers

Hope Zvara - May 13, 2024

As professional drivers, I know you’ve all spent many nights parked at a truck stop, facing down the neon glow of fast-food signs. Those fried, sugar-loaded quick-fix meals can be tempting — but let’s be honest. They’re not doing our waistlines any favors. So, how can we break this cycle? The answer can be as simple as building your meals around foods that are rich in protein and fiber. Let’s embark together on a journey to discover foods that’ll nourish us, keep us full longer and help us navigate the journey toward driving down that growing waistline. 1. Lentils: Your tiny but mighty friends Lentils are a trucker’s best friend. They’re high in protein, packed with fiber and easy to prepare. Lentils are versatile enough to be added to soups or salads, or they can be seasoned and eaten as a stand-alone dish. Lentils can help regulate your blood-sugar levels and keep you satiated — a bonus when you’re on the road. 2. Quinoa: A grain full of gains Quinoa is a complete protein loaded with fiber, making it a powerhouse grain. Keep ready-to-eat quinoa packets in your cab and toss them with veggies, canned beans or any lean proteins you have on hand. 3. Almonds: A bite-size protein and fiber fix Almonds are an easy snack to keep within reach during those long hauls. Just a handful of these nuts will give you a good dose of protein, fiber and healthy fats, helping to keep hunger at bay. 4. Greek yogurt: Your creamy, protein-rich companion Creamy, fulfilling and brimming with protein, Greek yogurt is a terrific addition to a meal or eaten as a stand-alone snack. For a flavorful punch, top a serving of low-fat Greek yogurt with a handful of high-fiber granola or fresh fruit. 5. Chia seeds: Tiny titans of nutrition Don’t let their size fool you — chia little seeds are chock-full of fiber, protein and Omega-3 fatty acids. Add them to your Greek yogurt smoothies or sprinkle them over salads to supercharge your meals. We’re all in this together. Remember this trucking family: Keeping your body well-fueled isn’t just about physical strength. It’s also about feeling good both inside and out, and pushing back against that creeping waistline. Let’s join hands, embrace these powerhouse foods and continue to grow a culture of wellness on the highway — one mile and one meal at a time.

Merle Haggard’s Grandma Harp: The woman behind the lyrics

Kris Rutherford - May 10, 2024

“Grandma’s maiden name was Zona Villines….” Hardcore Merle Haggard fans will remember the opening line of his 1972 single, “Grandma Harp.” The song rose all the way to No. 1 on the Billboard Country Charts. By any musical standard, “Grandma Harp” is a short song. At just 2 minutes 18 seconds, there’s not enough time to reveal a whole lot about the life of the woman behind the song. It DOES tell us Grandma Harp lived at least 90 years (93, to be exact), and it insinuates she was the rock of Merle Haggard’s upbringing. But what’s the rest of the story behind the song? Well, if you’re ever driving Interstate 40 around Clarksville, Arkansas, and your dispatcher tells you to take Highway 21 to Harrison, you need to respond by questioning their sanity. While the route will take you through one of Arkansas’ most beautiful areas, it is the very definition of “Crooked and Steep” all the way. (In Arkansas Department of Transportation lingo, “Crooked and Steep” is only slightly better than “Impassable: Hairpin Turns Ahead.” Either way, you’ll have a tough time navigating the road as it descends into Boxley Valley. The valley is within the Buffalo National River corridor and is preserved by the National Park Service as a historic and enduring agricultural area. Boxley Valley is where Grandma Harp spent the first 30 years of her life. Her family scratched out a living in the 5-mile-long valley, which connects Boxley, Arkansas, with Ponca, Arkansas. Neither town makes much of a dent in the map, but the area is home to Arkansas’ elk herd, which makes it a popular tourist destination today. Back in 1875, when Martha Francis Arizona Belle Villines (later Harp), affectionately known as “Zona,” was born to Hosea and Patty Villines, not many people visited the valley who weren’t native to the area. In fact, in the two cemeteries at each end of Boxley Valley, hundreds of headstones engraved with the name Villines are testament to the family’s role in the valley’s evolution. The communities were close knit; in fact, Zona’s long name came from visitors her family received on the day she was born. Zona’s parents wanted all seven of their children to succeed. In late 19th-century Newton County, success meant living in a log cabin and operating a subsistence farm. There wasn’t a whole lot to spend money on in Boxley Valley, and the nearest town of any substance was Harrison, 25 miles away. Those living in the valley normally traveled to Harrison by wagon, pulled by a team of mules along a crooked, steep and rocky road. Zona was the oldest of the children, closely followed by Cynthia, born just two years later. As the girls matured, they wanted a taste of Boxley Valley’s form of success. But Zona’s parents weren’t going to let their daughters off easy. When the girls got it into their heads that independence meant a separate home from the rest of the family, their dad began marking two trees every day. It was the girls’ job to cut the trees to the ground (using an axe) before the day was out. This process went on until the two had enough timber to build a log cabin. By this time, Zona and Cynthia were so good at chopping down trees, they soon decided to add a second story, a luxury at the time. In 1901, as Haggard’s song tells it, Zona Villines married a fellow by the name of James Harp, a “city slicker” from Harrison (which, at the time, had a population of about 1,500). Rumor had it that he was attracted to Zona because of her log cabin. By 1902, the couple had their first child, Flossie. Records state that Flossie traveled with her family to California by wagon in 1906 — but by 1910, the family had migrated back east and lived in Beck, Oklahoma. Flossie married James Haggard in 1919 in Checotah, Oklahoma. The couple and their family, including Grandma Harp, traveled back to California during the Great Depression. The Harps settled near Bakersfield, California, a city that became known for its unique brand of country music, the “Bakersfield Sound.” Wynn Stewart pioneered the sub-genre of country music, followed by Buck Owens, who perfected it. It wouldn’t be long before Zona Harp’s grandson became one of the premier Bakersfield Sound artists and among the most successful country artists of all time. Merle Haggard was born to Flossie and James in 1937. In California, the Haggard family grew up in a converted railroad boxcar. Their father being an auto mechanic, Merle and his three siblings didn’t grow up with much, but he always credited Grandma Harp with helping to keep the family together. In an introduction to the song “Grandma Harp” he once offered during an interview, Haggard said: “I guess the thing I remember most about Grandma was her pretty blue eyes and trembling hands as she served the best baked apple pie that I’d ever ate. It always amazed me how, to the age of 75 years, she personally raised her own black-eyed peas and turnip greens that the old corner market just couldn’t match. One day, the old summer sun just got too much for her and she fell and broke her hip. After that she seemed to slow down for a while, but bless her heart, she lived to be 93. It was like she’d lived to see a thousand years of progress. The horseless carriage, two world wars, the first man walk on the moon. The times in which she lived were not what mattered. It was how she lived it. And that made it all worthwhile.” Grandma Harp lived until 1972, when she died in Bakersfield. It’s a shame she never made her way back to Boxley Valley, where she could have been laid to rest with her family and many close relatives. But that’s the way it was for so many Arkies and Okies who headed out to the west coast during the Dust Bowl years, never to return. Fortunately, Merle Haggard took the time to immortalize his grandmother in song, if for no other reason than “just to write a song for Grandma Harp.” Until next time, pay attention to those crooked, steep roads — and if there are impassable hairpin turns ahead, go no farther! Photo courtesy of MerleHaggard.com

Institute a comprehensive safety plan to help ensure fleet safety – Part 1

Brad Klepper - May 1, 2024

We all know how much people love to hate lawyers. Even I can jump right on that bandwagon. When you pay a lawyer for his/her advice, you’re often actually paying someone to be a killjoy. He/she will listen as you describe what you hope to accomplish — and then not-so-lovingly point out all the risks associated with your dreams. “But with no risk, there are no rewards, Brad!” I can hear you saying. Well, that’s true, or at least partially true. Mitigating every risk is impossible, but to avoid losing all those hard-earned rewards, minimizing your risk is a must. This is where your safety plan swoops in to save the day and keep those killjoys off your back. A comprehensive safety plan starts with these five steps: Recruit driver candidates who value safety; Engage safety training both up-front and ongoing based on industry standards as well as both individual and fleet performance; Evaluate customer locations, freight and routes; Provide consistent communication with your drivers on Steps 1-3; and, if that’s not enough — Have a process in place for reducing the impact of mistakes when they are made. I’m sure a parley with my friends in safety could drum up more, but most lawsuits could have been minimized or prevented through careful planning in these categories. And no, of course it’s not just about making money and preventing lawsuits (I know, it’s shocking to hear this from a lawyer), but it’s also about saving lives and feeling pride in how we take care of our people and our industry. Let’s start with Step 1: Recruit driver candidates who value safety. In addition to getting the driving history of your applicants, how are you evaluating their attitude about safety? If they have had accidents or tickets, are they taking accountability? Did they learn how to prevent it from happening again? Here’s a good question to ask prospective drivers: “If you were faced with that same situation on the road again, what would you do differently?” Perhaps they would pull over for bad weather, remove distractions, study their route more closely in advance, get out to look before backing, etc. Perhaps they’ll tell you there’s nothing they would do differently — which may tell you that, if they’re faced with this same situation at your company, they will likely have the same accident. Discussing drivers’ previous tickets and accidents may also offer insight as to the attitude they would typically display at a traffic stop. The first guidance I give all drivers is this: Remain calm and professional and treat the officer with respect, regardless of whether you feel the stop was warranted or not, or if you feel the officer is reciprocating. As you ask questions about a prospective driver’s MVR (motor vehicle record), notice their behavior. Are they becoming defensive with you? Angry? Accusatory? When reviewing the dates of an applicant’s previous infractions, check to see if they have multiple tickets from the same incident/inspection. In my experience, more than one ticket (and especially more than two tickets) during one interaction means the driver put on his/her war uniform before interacting with the officer. Also notice whether the driver is willing to take responsibility for his/her part in the interaction. For example, are they saying the citation was bumped up from speeding to reckless driving because the officer was “out to get them?” Perhaps it’s worth asking a simple, direct question: “How was your interaction with the officer during this incident?” The response could be something like, “Oh he was an idiot. I only got those tickets because the cop was out to get me and wouldn’t listen to reason.” This type of attitude is likely to result in the driver putting several tickets on your fleet’s record — or possibly even the driver being arrested during a roadside interaction. (Meanwhile, you’ll be scrambling to recover your truck and deciding the best way to inform your customer you’re just a little behind schedule.) Depending on the setup of your company, this conversation with a prospective driver might be with your recruiters, your safety team or your orientation supervisors. Whichever team takes on this conversation, make sure the person asking the questions is clear on the perspective you’re trying gain from an applicant’s responses to. When it comes to screening and interviewing job candidates, it’s best to assign the duty to a small handful of very well-trained individuals. If, for the sake of expediency, you want to train your entire team to help speed the screening/hiring process, I recommend that you have team members conduct practice interviews with each other at least once a month to keep their skills fresh and focused. You’re not going to mitigate every risk, but if you’re able to identify a hothead before you put him/her behind the wheel of a truck, you’re going to save your team a lot of headaches at the least — and explosive litigation at the worst. Watch for Step 2 in the next Ask the Attorney column.

Lyndon Finney: Remembering a mentor, colleague and friend

Linda Garner-Bunch - April 30, 2024

On Monday, Feb. 10, 2020, I walked to the door of The Trucker shortly after 7:30 a.m., expecting to wait at least half an hour for someone else to arrive and let me in. It was my first day at a new job, and I didn’t yet have a key. I’d been told work started “around 8 a.m.” but wanted to make sure I wasn’t late. To my surprise, the office door was already open, propped wide with a decrepit-looking computer tower that had to be at least 20 years old. As I cautiously peered around the doorframe, I saw a gray-haired man, his nose mere inches from the screen of his desktop computer, his fingers tapping away on the bulky keyboard. Completely absorbed in his work, he seemed oblivious to my not-so-grand entrance. I must have made some noise (or perhaps he just sensed someone lurking), because suddenly, he swiveled around to face the door. “You snuck right up on me!” he said with a laugh. “You must be Linda.” As he shifted to stand, I noticed for the first time the metal walker resting beside his desk. He laboriously rose, grasped the walker, paused for a minute to gain his equilibrium and then moved forward, smiling mischievously, to shake my hand. And that, my friends, was the first time I met Lyndon Finney, who served as managing editor of The Trucker newspaper and website from 2004-2019. During that decade and a half, he firmly established the company as a leading source of news for the trucking industry. By the time I made his acquaintance, Lyndon had officially retired as managing editor of The Trucker. However, he couldn’t bring himself to completely retire from the news industry — or from trucking, for that matter — and he continued to serve as managing editor for Truckload Authority, a bimonthly magazine the company produces for the Truckload Carriers Association. He worked from home as needed, and every couple of months he’d spent a week or two in the office during “crunch time” for the magazine. I had no idea I was in the presence of one of the great names in trucking news until much later, once I became immersed in the industry and began to hear others speak his name with both respect and affection. Lyndon was a veteran of the news industry, with more than five and a half decades of experience under his belt. While I’d worked in publishing for more than 30 years myself, The Trucker was actually my first gig that involved writing “real” news as opposed to human-interest stories and marketing pieces. During my first few weeks and months, Lyndon was instrumental in helping me get my bearings as I delved into the world of trucking, government regulations and the ins and outs of how products made their way from the factory to the store. On that chilly February day back in 2020, I didn’t realize how fortunate I was to have a chance to meet Lyndon in person. By the end of my first week, the magazine had been finalized and was safely at the printer, and Lyndon headed home, fully expecting to return to the office in about six weeks for the next whirlwind of pre-press activity. That never happened. Five weeks later the U.S. started to implement shutdowns because of COVID-19. One week after that, members of The Trucker team found themselves working from home rather than risk exposure to this strange, unpredictable new virus. Personally, I despised working from home and not being able to communicate directly with colleagues. I know myself, and my tendency to procrastinate, well enough to realize that I need a structured schedule AND a reason to get ready and leave the house each workday to be productive. (If you ever have a chance to look at my 2020 calendar, you’ll see 42 weekdays tagged as “WAH,” an acronym for “worked at home” — as well as a desperate “waaaaaaaaahhhhhhh” about the entire situation.) After eight and a half long weeks of covering news of the pandemic and following both trucking and COVID-19 regulations from home, most members of The Trucker’s editorial/production team returned to the office. For me, at least, it was a huge relief. Lyndon, however, never returned to the office. Because of his age and health issues, he continued to work from home. Those first five days at The Trucker were the only times I ever saw Lyndon in person. Even so, Lyndon and I built a solid relationship as colleagues and friends. We remained in constant contact via phone, email, text and video meetings. I came to rely on his expertise in both news reporting and the trucking industry — especially when I was bumped into the role of managing editor of The Trucker in August 2021. In 2023, Lyndon reluctantly retired completely because of his health. Afterward, we still visited via emails, texts and occasional phone calls. As his health grew worse, the time between those visits grew longer. Our last conversation was just a few weeks ago on March 21 while I was covering the 2024 Mid-America Trucking Show in Louisville, Kentucky — an event Lyndon said was always one of his favorites. (Of course, I’m pretty sure that EVERY truck show and convention he was able to take part in was his favorite!) Then, on Friday, April 19, I was putting the final touches on the latest edition of Truckload Authority and preparing to send it off to the printer. I had just double-checked the staff listing, including Lyndon’s role as editor emeritus, and thought, “I need to touch base with Lyndon!” when my phone rang. The caller was Lyndon’s wife, Donna, one of the most beautiful souls I have ever known. The minute I heard her voice I knew something was amiss, but I tried to ignore the worrisome feeling. We chitchatted a bit in an effort to delay the news I knew in my heart was coming: Lyndon had passed away the previous day. We both cried as she told me the news and reminisced about Lyndon. We are pretty sure that if Heaven did not already have a newspaper, Lyndon has started one and is happily sharing stories about events and notable figures. Last week, those of us left behind had a chance to celebrate Lyndon’s life. It was good to be able to say one final goodbye to a man who devoted his life not only to news and the trucking industry, but also to his family, his church and his savior. Lord willing, we will meet again — and I will happily take my place as a staff member of “Heaven’s Daily News” under his tutelage. In the meantime, there is a huge Lyndon-shaped hole left in the fabric of The Trucker and in the lives of his family, friends and colleagues.

These 5 strategies can help truck drivers combat stress

Hope Zvara - April 25, 2024

April is National Stress Awareness Month. I’d like to set aside some time to acknowledge and address that quiet hitchhiker that often shares the cab of your truck — stress. Dealing with this often-overlooked aspect of overall health is important for anyone, and it is crucial for professional truck drivers. We all need a little help to help keep us calm and trucking on. Here are five simple strategies to help you kick stress to the curb! Practice mindful breathing. Have you ever noticed how your breathing becomes shallow when stressed? Well, let’s flip that. Take a few minutes each day to practice mindful breathing. Deep, slow breaths can help reduce your heart rate, promoting a sense of calm. This simple yet effective strategy can be used anytime, anywhere. Pick healthy eats for peaceful beats. Stress eating is a battle we all fight. When we’re stressed, it’s easy to reach for sugary, fatty “comfort” foods. Instead, make it a point to choose healthy snacks, like protein and fiber-rich foods. (Bonus: These will also help you fight a growing waistline as you age.) Remember, a well-nourished body is better equipped to handle stress. Move, even if it’s just a little bit. Even a small amount of physical activity can be a tremendous stress reliever. Stretching during a truck stop pit stop or a doing some simple yoga stretches in and around your vehicle can help release stress. Disconnect to reconnect. Take control of your down time. Choose to engage in relaxing activities that you enjoy, whether it’s listening to music, reading or simply watching the evening sky. Disconnecting from the pressures for a bit can help you reconnect with your peace of mind. Make each day a journey of gratitude. End each day by recalling at least one positive event or thing you’re grateful for. Expressing gratitude can help shift your focus from the stressors in your life to the blessings, paving the way for positive emotions. Remember, my dear friends on the highway, managing stress isn’t a destination: It’s an ongoing journey. And while life may not always be smooth sailing, these strategies can be like calming roadside vistas, easing your ride. Let’s pledge to buckle up not just for safety, but also for stressbusting! Happy, healthy hauls to all!

It’s time to get moving! Take the Keep Pushin’ 22 Fitness Challenge

Bob Perry - April 5, 2024

Drivers, start your engines! Not the one in your truck — it’s time to rev up your body’s “engine.” So, get moving and take the Keep Pushin’ 22 Fitness Challenge. Each day in the life of a professional driver is challenging, with time restraints, poor food choices and lack of activity. Fit Drivers and The Trucker want to help drivers get fit— and improve their health at the same time. Registration for the 22-day challenge is now open. Individual challenges start at the sign-up date and run 22 consecutive days. As a bonus, the first 100 drivers to sign up will receive a driver health and fitness bag packed with Quest protein bars and drinks (plus money-saving coupons for more Quest products), an “I took the pledge” wristband, a multivitamin packet from Nutra Meltz, body wash from Henkel, and more gifts from our sponsors. In addition, the first 100 registrants will free access to motivational music from Spiritune for 30 days. What do I have to do? Just pick one of the four events below — or all four, or any combination — to perform once daily for 22 consecutive days. These fitness challenges encourage drivers to take action, learn creative ways to stay fit on the road and be rewarded for their efforts. Do 22 pushups. Hold a plank position for 22 seconds. Hold a wall squat position for 22 seconds. Participate in at least one FREE online wellness/fitness class by Operation Broga (each registered participant will receive free access to the online training during their 22-day challenge period). The 22-day challenge begins the day of registration and continues for 22 consecutive days. NOTE: The last day to enter is April 20. But wait — there’s more! Post photos or videos of yourself performing one of the Challenge tasks on your personal Facebook or Instagram page AND include the hashtag #keeppushin22, and you could win a Garmin Instinct 2 dēzl Edition trucking smartwatch! Each hashtagged post counts as one entry for the grand prize drawing, so post as often as you like. NOTE: The last date to post is May 11, 2024. How do I get started? Click here to sign up on The Trucker’s website. You’ll receive a confirmation email with everything you need to get started. Thanks to our sponsors I’d also like to extend a word of thanks to some of our sponsors, including Garmin, Enrollment First, Drivewyze, Great Dane, iWTNS Inc., ArcPoint Labs, Team Run Smart, PrePass, Nutra Meltz, Michelin, Henkel, Alcoa Wheels, Transfix, Stevens Transport, Simply Good Foods, Women In Trucking, Trucksuite, Detroit Products/DTNA and, of course, The Trucker. Have you ever wondered why companies sponsor events like the Keep Pushin’ 22 Fitness Challenge? Below are thoughts from a few of our sponsors: “At Alcoa Wheels, employee health and safety are at the forefront of everything we do. That’s why we’re excited to partner with Fit Drivers in support of this driver fitness competition. We believe that every wheel we make drives positive change, and we want our customers to experience the journey to wellness firsthand, ensuring they not only reach their destinations safely but also thrive along the way.” — Jared Markwald, director of environment, health and safety for Alcoa Wheels- Howmet Wheels System * * * “At Daimler Truck North America, one of our foremost priorities is creating products that prioritize the well-being of drivers. We firmly believe that drivers are at the heart of our operations, and their health is paramount to the efficiency and effectiveness of the US supply chain. Therefore, we are committed to investing in initiatives geared towards enhancing driver health and safety.” — Len Copeland, product marketing manager for Detroit Products, Daimler Truck North America * * * “We endorse the Fitness Challenge because we recognize that when drivers prioritize their physical and mental well-being, they not only improve their own lives but also play a crucial role in fostering safer roads and building a stronger, more robust trucking industry overall.” — Sarah Burt, marketing director-creative content at Drivewyze * * * “IWTNS recognizes the importance of drivers living a fit and healthy lifestyle. We support the Fit Drivers competition that promotes driver fitness. Good luck to all participants!” — Bradley Lewis, founder and CEO of iWTNS Inc. * * * “The last year has been a challenging one for truck drivers, having to deal with a soft market and other issues like fraud, access to parking and a lack of health and wellness options on the road. National Truck Driver Appreciation Week may be a week-long affair in the industry but for us, it’s a year-round commitment. Our team is honored to know, partner with and spotlight the thousands of hardworking carriers in our network.” — Jonathan Salama, CEO and co-founder of Transfix

Sylvia helped set the female country music scene in the ‘80s

Kris Rutherford - April 4, 2024

A couple of weeks back, I was chatting with a fellow classic country music enthusiast, and the subject of early 1980s female artists came up. In those pre-Reba McEntire years, the likes of Barbara Mandrell, Crystal Gayle, Dolly Parton and the still-youthful Tanya Tucker dominated the female side of country music. There was also a handful of second-tier artists who had a few hits and then disappeared into obscurity. Charley McClain and Gail Davies immediately come to mind. But perhaps the most memorable of these female voices back in the day was that of an artist who billed herself as simply “Sylvia.” My friend even confessed to being a member of the Sylvia Fan Club. Sylvia Jane Hutton was born in 1956 and grew up in Kokomo, Indiana. She was a country music fan to the core and recalls singing in front of the mirror for years, practicing for the day there would be thousands of people looking back. All she ever wanted to do was perform, and shortly after high school graduation she moved to Nashville and took a job with Pi-Gem Records on Music Row. Sylvia found herself in the middle of the recording business. Her boss, Tom Collins, produced records for the likes of Ronnie Milsap and Barbara Mandrell. Unfortunately, Sylvia’s job was a bit outside of country music per se, but she still saw the chance to work for Pi-Gem as a blessing. According to Sylvia’s website, she spent her time at Pi-Gem answering phones, running errands, making coffee, singing demo songs and hanging out with people in the business. “What a magical thing that I happened to get a job working there!” Sylvia says. After working at Pi-Gem for four-and-a-half years, Sylvia auditioned for a spot in the pop trio Dave and Sugar. She didn’t get the job — but an RCA executive who heard the audition quickly signed her to a recording contract. Sylvia’s first two singles, “You Don’t Miss a Thing” and “It Don’t Hurt to Dream,” broke into the Top 40. But in those days, the music business didn’t hang on to a marginal artist for long. Sylvia needed a hit with her third single. She got that hit with the release of the No. 1 song “Drifter.” She followed that hit with “Tumbleweed,” “The Matador” and “Heart on the Mend,” all reaching the Top 10 on the charts. In 1979 and 1980, Sylvia was nominated for both the Country Music Association’s and Academy of Country Music Awards’ top new female artist. By 1982, Sylvia was a bona fide country music star, but she lacked that “signature song” that’s carried many artists to long-term careers. That all changed when she released the album “Just Sylvia.” Collaborating with songwriters Kye Fleming and Dennis Morgan, in June of 1982 Sylvia released the second song from the album, “Nobody.” “Nobody,” a wife’s perspective on her husband’s suspected love affair, became a worldwide hit. It shot to No. 1 on the U.S. and Canadian country charts and hit No. 2 in New Zealand. It even became a crossover hit, reaching No. 15 on the U.S. Billboard Charts. “Nobody” garnered a Grammy nomination for Best Female Country Vocal Performance. It received the song of the year award from BMI for the most radio airplay of any song in the U.S. Likewise, it earned Sylvia the award for Billboard’s top country female artist. Finally, “Nobody” allowed Sylvia to take home the coveted female vocalist of the year award from the Academy of Country Music. The success of “Nobody” carried Sylvia for several years, and through 1985 she charted six more Top 10 hits including “Snapshot,” “Like Nothing Ever Happened” and “Cry Just a Little Bit.” But she never reached the No. 1 slot again, and her award nominations dried up. After 1985, she released only four more singles, none of which garnered attention. During the height of her career, Sylvia had 11 Top 10 singles and sold over 4 million records. In the mid-80s, Sylvia’s contract with RCA may have been over — but her career was not. She focused on songwriting through the rest of the 1980s, and in 1988-1989, she regularly guest-hosted the popular country music cable television show “Crook & Chase.” She also hosted her own show, “Holiday Gourmet.” In 1996, Sylvia developed an independent label, “Red Pony Records.” While her album “The Real Story” was essentially ignored by country music, it did not go unnoticed in other circles. A People magazine review stated, “Sylvia always sang with more intensity and resonance than most country singers … and she can still sing a story song better than almost anyone around” Red Pony Records went onto to produce four more Sylvia albums over the years, including her first Christmas album. Sylvia credits much of her success to the connections she made while sweeping floors at Pi-Gem Records. She came to know many of the songwriters. “They knew me. They knew my voice,” she says. “I had a team of people who wanted to see me make it and have success.” During her career, Sylvia noticed that many of her fans were young people (such as my card-carrying Sylvia Fan Club member friend). Her affection for her young fans inspired her to conceive a project appropriate for both kids and adults. During her RCA years, she worked to develop the project, but it never came to fruition. But she didn’t give up. Thirty years later, the dream came true when she released the album “Nature’s Child.” She calls this album the most important work she has ever done. Despite her commercial success, Sylvia has never given up on developing her craft. She states on her website, that she has taken voice lessons for over 30 years. “People think the gift is that you are able to sing,” she explains. “But for me, the true gift is the deep desire to want to communicate through music, and that’s something that needs to be honed and practiced.” Sylvia may not have had a long country music career, but it was one of the more successful female efforts of the early 1980s. Until next time, turn your dial until you come across some of Sylvia and her female peers’ music from the period. It’ll take you back. Photo courtesy of Sylviamusic.com