The Nation

SALEM, Ore. — Dozens of industrial trucks drove laps around the Oregon state Capitol Wednesday, blaring their horns and releasing plumes of diesel into the air as part of a demonstration against Oregon’s climate policies that loggers and truckers say will devastate their business. It comes as a key legislative panel approved a cap-and-trade program to reduce greenhouse gas emissions, setting up the ambitious climate proposal for a full floor vote. The bill, along with another addressing diesel emissions from heavy-duty trucks, are meant to reduce the emissions behind global warming and stem the tide of climate change. Some employers have welcomed the changes, saying cap and trade has been carefully negotiated for over a decade and will actually bring new, high paying jobs to some of the most remote parts of Oregon. “This actually opens the door to an incredible amount of high paying jobs,” said Matt Swanson with the Northwest Carpenters Union, which represents carpenters and construction workers. “As we transition to cleaner technology, we will need more construction workers on the ground, including in rural areas, to build new infrastructure.” The program sets aside $10 million every two years for investments in transitioning displaced workers to clean energy jobs, providing unemployment benefits plus career and technical training. There are also wage and labor standards built in to ensure these new jobs offer fair pay and other worker benefits. But truckers and loggers say that there’s no reason for the state to move forward with such an ambitious climate platform since Oregon’s emissions make up far less than one percent of the global problem.  Workers add that such emissions changes would put them out of business, raising fuel and equipment costs. “It’s the height of conceit and arrogance to say that we are responsible for this issue or that we could even do anything to fix it,” said Gregg Budge, who owns his own trucking company in Vernonia, northwest of Portland. “If their concept of climate change is a real thing, Oregon is such a minuscule part of this world that this legislation would do nothing.” Under a cap-and-trade program, the state puts an overall limit on emissions and auctions off pollution permits or “allowances” for each ton of carbon industries plan to emit. Only the largest polluters are targeted, and the idea is that as the emissions limit becomes stricter over time, it will be in industries’ financial interest to switch to green technology. The state ultimately aims to reduce emissions to 80% below 1990 levels by 2050. The change is expected to raise gas prices by about 22 cents a gallon for the first year, with gas rising above $3 dollars a gallon by 2050, according to the Legislative Revenue Office. Some of those costs would be returned to low-income drivers under a fuel rebate program written into the bill. The trucking industry is also likely to experience a reduction in tax rates, which state economists say will lower some of the financial impacts of the program. But truckers maintain that even with those caveats, the proposals only showcase how little lawmakers understand industry in rural Oregon. Truckers have to buy their own trucks and in many cases aren’t reimbursed by employers for the price of fuel. They say that they’re being punished double by lawmakers: cap and trade would raise fuel prices, while a proposed clean diesel bill would require some truckers to buy new engines or vehicles, upgrades that can cost hundreds of thousands of dollars. The diesel measure aims to phase out diesel engines produced before 2007, and the proposal only applies Multnomah, Washington and Clackamas counties, which are primarily urban areas. Senate President Peter Courtney addressed a crowd of protesters outside the Capitol, acknowledging their frustrations with the proposals. “I see you glaring at me and I get that,” he told a crowd, adding that he wouldn’t “celebrate” the passage of either proposal.

OKLAHOMA CITY —  Drivers can now enjoy new candy offerings at Love’s Travel Stops & Country Stores, thanks to the launch of the company’s snack line. Love’s Travel Snacks, which launched June 12 with the candy line, pays tribute to Love’s heritage by including sour cherries in the shape of hearts. Customers can also find gummy bears, gummy worms, sour gummy worms, fruity orange slices, starlight mints, French burnt peanuts, flavorful peach rings, cherry sours and assorted fruit slices, just in time for summer road trips. Each bag sells for $1.69. Beginning June 25, the bags will go to an everyday low price of two bags for $3. “Stopping at Love’s has become even sweeter for drivers across the country,” said Wade Hollis, senior manager of category buyers for merchandise at Love’s. “This line provides our customers good value, innovative flavors and offers they can’t find anywhere else. These products further define our commitment to highway hospitality and being the one-stop shop for travel needs.” Hollis said the Love’s Travel Snacks line launch represents Love’s entrepreneurial culture of pushing for new products and services. Distributing its own candy allows Love’s to better ensure store aisles remain stocked for customers who need to quickly get back on the road. Additional snacks will be launched down the road, he said. Love’s Travel Stops & Country Stores has a network of more than 480 locations in 41 states. Founded in 1964 and headquartered in Oklahoma City, the company remains family-owned and operated and employs more than 24,000 people. To learn more, visit loves.com.

GRUENSTADT, Germany – Heike Molter has been driving long distance for 18 years and it showed when she took her road test to drive for the Army & Air Force Exchange Service. She aced the test on the first try and was hired in April. “Some of the other applicants took several attempts while she only took one. We could tell she was very skilled,” said Ronald Willis, regional supervisor for the Exchange’s Europe fleet. “We knew we had to have her on the Gruenstadt team.” Molter is the first woman hired to drive long distance with the Exchange’s Europe fleet. In fact, her application was the first from a woman in more than five years. Molter, a German national, is also no stranger to working for the U.S. government. She drove for the Defense Commissary Agency for seven years. When she heard from another driver that the Exchange had an opening, she jumped at the chance to apply. “I wanted to work with Americans,” Molter said. “I’ve only had positive experiences, and the Exchange has a dedicated fleet. That’s exciting.” The Exchange’s Europe fleet is composed of 34 long-distance drivers who deliver to locations up to 450 miles (one way). Molter rotates daily on all routes out of Gruenstadt, most of which take four hours and average 300 miles roundtrip. She drives to stores in Belgium, the Netherlands, Italy, Poland and Germany and might make special runs during military exercises to Romania, Macedonia and Hungary. Ultimately, Molter hopes more women take up truck driving, especially with the shortage of drivers in Europe. According to the European Road Freight Transport 2018 report, Germany needs 45,000 drivers to meet industry needs. “There is a lot of opportunity for women to start driving,” Molter said. “I hope someday everyone can see that women are as good — or better — than men at truck driving.” Regardless of whether other women join her, Molter wants to stay with the Exchange for the long haul. “I want to one day buy a house for myself,” Molter said. “I think working for the Exchange will make that dream come true.” Since 1895, the Army & Air Force Exchange Service has gone where soldiers, airmen and their families go to improve the quality of their lives by providing valued goods and services at exclusive military pricing. The Exchange is the 61st-largest retailer in the United States. Its earnings provided $2.3 billion in dividends to support military morale, welfare and recreation programs over the last 10 years. The Exchange is a non-appropriated fund entity of the Department of Defense and is directed by a board of directors. To find out more about the exchange history and mission, visit http://www.shopmyexchange.com.        

OKLAHOMA CITY — Love’s Travel Stops has opened locations in Eunice, New Mexico, and Rochelle, Illinois. The Eunice travel stop, located at 16 Andrews Highway near the intersection of Highway 18 and Highway 234, adds 50 new jobs to Lea County and 83 truck parking spaces. The Rochelle location at 400 Steward Road off I-88, Exit 76 adds 80 new jobs to Ogle County and 103 truck parking spaces. Love’s now has 13 New Mexico locations and 18 in Illinois. “These locations provide us with opportunities to serve customers well into the future,” said Tom Love, executive chairman and founder of Love’s. “Eunice is a heavily traveled freight corridor between West Texas and New Mexico, while Rochelle lies along popular routes to busy metro areas like Chicago. Both stops allow us to serve professional drivers and every day motorists. We’re excited to continue adding convenient locations and friendly service to communities across the country.” Both travel stops are open 24/7 and offer many amenities. Eunice, New Mexico More than 6,000-square-feet, Chester’s Chicken and Subway restaurants, 83 truck parking spaces, 46 car parking spaces, six diesel bays, four RV parking spaces, four showers, laundry facilities, bean to cup gourmet coffee, brand-name snacks, Mobile to Go Zone with the latest electronics and CAT scale. Rochelle, Illinois More than 11,000-square-feet, Hardee’s restaurant, 103 truck parking spaces, 82 car parking spaces, 10 diesel bays, six RV parking spaces, seven showers, Speedco location on-site, laundry facilities, bean to cup gourmet coffee, brand-name snacks, Mobile to Go Zone with the latest electronics and CAT scale. In honor of the grand openings, Love’s will host ribbons cuttings and make $2,000 donations to the Eunice High School Robotics Department and the Vince Carney Community Theatre in Rochelle. For more information on Love’s, visit loves.com.      

WASHINGTON — Although it didn’t have a seat at the witness table for Wednesday’s “Under Pressure: The State of Trucking in America” hearing before the House Highways and Transit, the Alliance for Driver Safety & Security, better known as the Trucking Alliance, submitted comments touching several key areas of the trucking industry. Among other things, the Alliance said: There should be no greater pressure on the trucking industry than to reduce large truck crash fatalities and injuries because large truck crash fatalities can be eliminated. No industry segment should be exempt from installing electronic logging devices. Thousands of commercial truck drivers are illicit drug users. Truck drivers should be 21 years old or older to operate commercial trucks in interstate commerce. Large trucks should adhere to a reasonable maximum speed of 65 mph. Collision mitigation systems should be required on new commercial trucks. Steve Williams, chairman and CEO of Maverick USA in Little Rock, Arkansas, who is co-founder of the Trucking Alliance and serves as the coalition’s president, noted that 2017, the last reportable year, there were more than 415,000 large truck accidents in the U.S. in which 4,761 were killed, including more than 600 truck drivers and 148,000 were injured. “These statistics should alarm every trucking company employer, whose drivers share the road with millions of motorists every day,” Williams said. “The trucking industry is indispensable to the US economy,” Williams recently said. “But the industry has too many accidents. More truck drivers lost their lives in 2017, than in any year in the previous 10 years. We must aggressively address these tragic figures.” Williams believes a first step is to reverse the industry priorities. “Support progressive safety reforms that make sense for our country and citizens first, our industry second, and our companies third,” he said. “Yet several trucking-specific bills before the House Transportation & Infrastructure Committee would propose the opposite – legislation to benefit companies first, the trucking industry second, and our country and citizens, third. This committee must adopt safety reforms to reduce large truck crashes and reject legislation that would appease special interests but sacrifice public safety in the process.” Williams noted that ELDs play a major role in reducing truck crashes, yet rather than embrace ELDs for the safety benefits they will achieve, certain industry segments want an exemption from ELDs. He said there are at least two bills before the House Transportation and Infrastructure Committee that would allow thousands of truck drivers of agricultural goods to operate “off the grid” and without a reliable way to verify whether they are in compliance with on-duty regulations. These bills would compromise public safety. Another bill would allow any motor carrier that operates 10 or fewer trucks to operate without an ELD. According to data provided by the American Trucking Associations, over 90 percent of the nation’s motor carriers have 10 or fewer trucks. In its comments, the Trucking Alliance also renewed its push for hair testing for substance abuse. Williams said the Alliance recently submitted data to the Department of Transportation showing “compelling evidence” that thousands of habitual drug users are manipulating federal drug test protocols and obtaining jobs as commercial truck drivers. He said the survey data compared the pre-employment drug test results of 151,662 truck driver applicants, who were asked to submit to two drug tests — a urinalysis and a hair analysis. Almost all applicants held an active commercial driver license. Williams said 94% of the truck driver applicants tested drug-free. However, thousands of applicants failed either or both drug tests. “Alarmingly, the urinalysis, the only method recognized by USDOT, and relied on by almost all trucking company employers, actually failed to identify most drug abusers,” Williams said. “The urinalysis detected drugs in 949 applicants, about 1% of the population. However, 8.6%, or 8,878 truck driver applicants, either failed or refused the hair test. Put another way, the urinalysis missed nine out of 10 actual illicit drug users.” The Trucking Alliance is probably the most prominent group that is lobbying against any efforts to allow drivers under 21 to operate in interstate commerce. “Most states allow teenagers between the ages of 18-21 to operate commercial trucks within their state boundary,” Williams said. “While statistics are lacking, anecdotal evidence suggests these teenage truck drivers operate lighter weight, short trucks, such as delivery vans and straight or panel trucks. Few teenagers actually operate Class 8 tractor-trailer combinations within their state. These big rigs carry a laden weight of 80,000 pounds. These are the tractor trailers used in interstate commerce. Operating these tractor trailer combinations requires elevated skills, considerable experience, maturity and self-discipline.” Williams said the Trucking Alliance supports a new federal safety standard that would require all large commercial trucks to maintain a maximum speed limit of 65 mph on the nation’s highways. According to NHTSA, in 2017, speeding was one of the factors for almost 27% of motor vehicle crash deaths. The World Health Organization’s “Report on Road Safety” estimates that for every 1% increase in mean speed, there is a 4% increase in the fatal crash risk and a 3% increase in the serious crash risk. The top speed of large tractor trailer combinations should be limited. The trucking industry has historically supported truck speed limiters. As for safety systems, Williams said collision mitigation systems installed in commercial trucks can reduce large truck crashes. He said the Trucking Alliance supports the conclusions of a 2017 study by the AAA Foundation for Traffic Study. The study, entitled “Leveraging Large Truck Technology and Engineering to Realize Safety Gains,” researched four truck safety technologies, all of which can greatly reduce injuries and fatalities in large truck crashes: Lane departure warning systems, which detect when the vehicle drifts out of its lane and warns the driver Video-based onboard safety monitoring, which utilizes in-vehicle video cameras and sensors. Automatic emergency braking systems, which detect when the truck is in danger of striking the vehicle in front of it and brakes automatically, if needed. Air disc brakes, which will eventually be superior to traditional drum brakes, as these systems are continually improved. Some of the largest trucking companies in the U.S. are members of the Trucker Alliance, including Cargo Transporters, Dupre, J.B. Hunt, KLLM Transport Services, Knight Transportation, Maverick Transportation, Swift, U.S. Xpress and May Trucking Co.

WASHINGTON — Raising the federal fuel tax won’t adequately and fairly pay for future roadway infrastructure needs, argues a new Competitive Enterprise Institute report released Tuesday. “Our interstate highway system is crucial to promoting commerce and Americans’ quality of life, and lawmakers must decide how to direct $1 trillion in needed rehabilitation and enhancement of that system over the next two decades,” said Marc Scribner, CEI senior fellow and author of the report. “With rising vehicle fuel economy and declining fuel tax revenue per mile traveled, a new approach is needed to support roadway investments.” The report also highlights the fact that motor fuel taxes are regressive, because lower-income Americans tend to drive older, less fuel-efficient vehicles and thus pay more to drive the same distances. “Instead, Congress should eliminate barriers to state, local, and private investment, re-evaluate what transportation infrastructure projects truly merit federal support, and transition away from per-gallon taxation toward per-mile road usage fees,” Scribner said. The report urges Congress and the administration to support crucial reforms for the next federal surface transportation reauthorization, also known as the highway bill. The current law is set to expire at the end of September 2020. Specifically: Reconsider federal priorities. Continue funding highway freight corridors — major roadways used by heavy trucks — but stop funding roadways that are used mostly by state and local residents not engaged in interstate commerce. Change how roadways are funded. Instead of a federal fuel tax, switch to a system of mileage-based user fees whereby users are directly charged based on the distances (and perhaps weight of the vehicle) they drive. Promote local self-help. Give states increased procurement and operating flexibility by eliminating federal restrictions on tolling state-owned Interstate Highway System segments. Harness private investment. Empower states and localities to seek private partners by eliminating the $15 billion lifetime volume cap on private activity bonds used in surface transportation. Remove red tape. Take a hard look at procurement, labor, and environmental rules, and eliminate the policies that drive up costs and create delays for no or trivial public benefit. CEI recommendations are counter to the beliefs of the American Trucking Associations, the Truckload Carriers Association and the Owner-Operator Independent Drivers Association that an increase in the fuel tax is needed to sustain the Highway Trust Fund. The report drew the immediate praise of Patrick D. Jones, executive director and CEO of the International Bridge, Tunnel and Turnpike Association, the worldwide association representing toll facility owners and operators and the businesses that serve them. “The CEI’s report calling on Congress to embrace alternative sources of transportation funding like tolling and a mileage-based user fee is a welcome addition to the growing chorus of voices speaking out in support of new ways to invest and fund our nation’s infrastructure,” Jones said. “The Highway Trust Fund is insolvent, and Congress continues to use billions of dollars in general purpose funds to keep it limping along.  The gas tax is unsustainable and continues to fall well short in paying for our roads, bridges and tunnels. Our underfunding and under investment in our nation’s infrastructure is showing in degraded roadways, deteriorating bridges on the 60-year-old interstate system and other highways across America. If we continue to do nothing, or do not properly invest in our infrastructure, the U.S. economy and drivers will continue to suffer, slipping further behind as a world leader.” According to the organization’s website, CEI is a non-profit public policy organization dedicated to advancing the principles of limited government, free enterprise and individual liberty. CEI said its mission is to promote both freedom and fairness by making good policy good politics.

KIRKLAND, Wash. — As the June 25 deadline for nomination approaches, Kenworth, the U.S. Chamber of Commerce Foundation’s Hiring our Heroes Program and FASTPORT will look to find America’s top rookie military veteran who is driving for a commercial fleet after retiring from the U.S. Armed Forces. Under the “Transition Trucking: Driving for Excellence” recognition program, Kenworth will again provide the top award – a Kenworth T680 fully loaded with a 76-inch sleeper and the PACCAR Powertrain, which includes the PACCAR MX-13 engine, PACCAR 12-speed automated transmission, and PACCAR 40K tandem rear axles. “This is a wonderful opportunity for fleets to recognize and nominate veterans that have excelled in their transition to working in the trucking industry,” said Kurt Swihart, Kenworth marketing director. “A well-deserving veteran will receive the keys to a Kenworth T680 as America’s top rookie military veteran in the industry.” The program is entering its fourth year of providing military veterans, now driving for a commercial fleet the opportunity to become an independent contractor. To be eligible to win the Transition Trucking: Driving for Excellence Award, candidates must meet all of the following criteria: Military veteran or current or former member of the National Guard or Reserves. Graduate of a PTDI-certified, NAPFTDS or CVTA member driver training school, and a current CDL holder. Employed by any for-hire carrier or private fleet trucking company that has pledged to hire veterans through the Trucking Track Mentoring Program (https://truckingtrack.org). First employed as a CDL driver in trucking between January 1, 2018 and June 25, 2019. Legal resident of the continental United States. Full criteria and online nomination forms can be found on the “Transition Trucking: Driving for Excellence” website (www.transitiontrucking.org). An expert panel of judges will determine the top rookie based on criteria in the contest rules, including availability of loads, on time delivery, highway safety performance, customer relations, work record, military service record, and non-job related activities/community service. The Hiring our Heroes program runs throughout the year, with hiring fairs slated at military bases, truck industry events, and at venues near military bases. For more information, visit the websites of FASTPORT (www.fastport.com) and Hiring Our Heroes (www.uschamberfoundation.org/hiring-our-heroes). 2016 Winner: Troy Davidson For Troy Davidson, the inaugural “Transition Trucking: Driving for Excellence Award top military rookie driver in 2016, earning the honor has completely changed his life. Davidson, who was nominated by Werner Enterprises for the award, now has 350,000 miles under his belt in his truck. Davidson is currently leased on with Wenger Truck Lines. “I’m having a great time. It’s incredible how many opportunities have opened up for me,” said Davidson, a former crew chief with the famed Blue Angels. “I’ve visited all the states in the continental U.S. I constantly meet people on the road who recognize me from the Transition Trucking program, which helps me build connections in the industry.” 2017 Winner: Gregg Softy For Gregg Softy, retired U.S. Army lieutenant colonel and the 2017 Transition Trucking: Driving for Excellence Award winner, life on the road has never been better. Since being nominated for the award by Stevens Transport, Softy continues to work with the company as an owner-operator. On average, Softy will tack on 10,000 to 12,000 miles a month. Transitioning to life after the military can often be a difficult time for veterans as they seek out what to do in the next stage of life. After retiring from the military, Softy knew he wanted to pursue a career in the trucking industry, since he had experience operating heavy equipment. “I have always been fascinated by heavy machinery. I thought becoming a truck driver would be a natural transition. Many veterans believe they can do well in the trucking industry. If you work hard, you can excel as a driver. Of course, I wouldn’t be where I am today without the great support from my family, friends, and those I’ve met in the industry. I feel fortunate to have won the Transition Trucking: Driving for Excellence Award,” said Softy. “I can’t speak highly enough about the support from Stevens Transport. Winning this award opened so many doors for me in my career. The people I’ve met and the connections I’ve made, as well as the financial opportunity I have working as an owner-operator, is something I only dreamed of when I first started in the industry. The Transition Trucking: Driving for Excellence recognition program provides an incredible opportunity for us new drivers in the industry, as well as to share the stories of amazing veterans,” Softy said. 2018 Winner: Quinton Ward Quinton Ward, former U.S. Army mechanic, instructor, career counselor, and top military rookie driver in 2018, appreciates the opportunity the Transition Trucking: Driving for Excellence program offers veterans. “Transitioning into any new career field can be difficult and for veterans coming out of the service, that challenge can be even greater,” said Ward. “Nominating military rookie drivers not only shows a company’s dedication to its service members, but it also allows those military rookies the opportunities to network within the industry.” According to Ward, the truck he was awarded has tacked on more than 47,000 miles since he received the truck in December 2018. The truck operates under Werner Enterprises and is a part of the Operation Freedom fleet, which consists of nine military themed trucks, piloted by veterans – used to honor and recruit military members. Ward’s truck honors military service dogs with his special commemorative wrap. “My service dog, Kirra really helped me in my recovery process after medically retiring from the military due to injury,” said Ward. “The truck is a big hit on the road. The Kenworth T680 garners a lot of attention from drivers at truck stops who like to take photos and chat about the meaning behind the service dog wrap.”      

WASHINGTON — The Federal Motor Carriers Safety Administration is seeking comments from carriers and driver on how much time is spent at shippers and receivers loading and unloading. In a notice to published in the Federal Record Monday, the FMCSA said a number of studies have examined the issue of CMV driver delays in the loading and unloading process, and what their potential impact may be on roadway safety and the economy. The agency noted that the Government Accountability Office (GAO), in its report “More Could Be Done to Determine Impact of Excessive Loading and Unloading Wait Times on Hours of Service Violations, recommended that “FMCSA examine the extent to which detention time contributes to hours of service violations in its future studies on driver fatigue and detention time.” In response to the GAO report, FMCSA sponsored a study among a sample of carriers which generated estimates of driver delay times. Among the sampled carriers, the study found that drivers experienced detention time during approximately 10 percent of their stops for an average duration of 1.4 hours beyond a commonly accepted two-hour loading and unloading time. Most recently, in a 2018 report titled “Estimates Show Commercial Driver Detention Increases Crash Risks and Costs, but Current Data Limit Further Analysis,” the Department of Transportation’s Office of Inspector General recommended that FMCSA collaborate with industry stakeholders to develop and implement a plan to collect and analyze reliable, accurate, and representative data on the frequency and severity of driver detention. “Although the above referenced studies estimated overall wait times, they were not able to separate normal loading and unloading times (e.g., the time it would usually take to load and unload a CMV under typical schedules) from detention time (delays in the start of the loading and unloading process which disrupt the driver’s available driving and/or on-duty time). This is a critical data gap in our understanding of the detention issue,” the FMCSA said. Specifically, FMCSA requests information that addresses the following questions: Are data currently available that can accurately record loading, unloading, and delay times? Is there technology available that could record and delineate prompt loading and unloading times versus the extended delays sometimes experienced by drivers? How can delay times be captured and recorded in a systematic, comparable manner? Could systematic collection and publication of loading, unloading, and delay times be useful in driver or carrier business decisions and help to reduce loading, unloading, and delay times? What should FMCSA use as an estimate of reasonable loading/unloading time? Please provide a basis for your response. How do contract arrangements between carriers and shippers address acceptable wait times? Do these arrangements include penalties for delays attributable to a carrier or shipper? What actions by FMCSA, within its current statutory authority, would help to reduce loading, unloading, and delay times? To submit a comment online, go to http://www.regulations.gov, put the docket number, FMCSA-2019-0054, in the “Keyword” box, and click “Search.” When the new screen appears, click on the “Comment Now!” button and type your comment into the text box on the following screen. Choose whether you are submitting your comment as an individual or on behalf of a third party and then submit.  

WASHINGTON — The Federal Motor Carrier Safety Administration said Monday it is accepting applications for a pilot program to permit 18- to 20-year-olds who possess the U.S. military equivalent of a commercial driver’s to operate large trucks in interstate commerce. “This program will help our country’s veterans and reservists transition into good-paying jobs while addressing the shortage of truck drivers in our country,” said Transportation Secretary Elaine Chao. As directed by Section 5404 of the Fixing America’s Surface Transportation (FAST) Act, the pilot program will allow a limited number of individuals between the ages of 18 and 20 to operate large trucks in interstate commerce — provided they possess the military equivalent of a CDL and are sponsored by a participating trucking company. During the pilot program, which is slated to run for up to three years, the safety records of these drivers will be compared to the records of a control group of drivers. “We are excited to launch this program to help the brave men and women who serve our country explore employment opportunities in the commercial motor vehicle industry. With the nation’s economy reaching new heights, the trucking industry continues to need drivers and have job openings. We encourage veterans and reservists to apply and to learn more about this exciting new program,” said FMCSA Administrator Raymond Martinez. The program was revealed by Chao in July 2018 during a news conference in Omaha, Nebraska, which was attended by Sen. Deb Fischer, R-Neb.; and Rep. Don Bacon, R-Neb., himself a military veteran having served in the United States Air Force United States Air Force from 1985 to 2014, reaching the rank of brigadier general. “This innovative program offers a way for our younger veterans and reservists to transition to the civilian workforce. I personally thank Secretary Chao and officials with the DOT who continue to find ways to utilize the training and talent of the men and women who served in uniform for our country,” Bacon said. To learn more about this program and how to apply, visit https://www.fmcsa.dot.gov/under21pilot/under-21-pilot-program For complete information on USDOT’s Veteran transitions programs into the civilian careers, visit https://www.transportation.gov/veteranstransportationcareers      

SALEM, Ore. — The 2017 Oregon Legislature pumped $5.3 billion into the state’s highway system over the next decade — the largest transportation package in decades. Today, 15 projects are under construction, funded by the legislation that created Keep Oregon Moving. About 80 other projects are in different stages of planning, such as design work and obtaining rights of way, according to agency data examined by the Statesman Journal. And even more projects will unfold as the funding legislation generates revenue in the years ahead. By some measures, the Oregon Department of Transportation is doing well. Roadwork and behind the scenes design have started on a handful of projects, including repaving I-5 from Salem to Woodburn. Other projects include upgrading or replacing bridges, fortifying highways against the threat of earthquakes and enhancing interchanges to reduce congestion. And the agency is posting transparency metrics on a website so taxpayers can track the contracts in real time. But advocates and agency officials alike warn it’s not nearly enough. Oregon’s transportation system faces long-term challenges not included in the 2017 legislation. More state bridges will need upgrades in the coming years. And rural roads continue to be a high-need area, especially for legislators representing districts outside Oregon’s urban areas. The plan passed in 2017 had a fourfold aim: Preserving the existing system of roads and bridges; reducing congestion, particularly in the Portland-metro area; increasing transportation choices, such as mass transit and bicycle paths; and public accountability and transparency. Here’s a look at what the plan has done so far, what’s ahead and what the state’s needs are. Unmet bridge needs Oregon’s infrastructure needs are highlighted on an industry report card released this month by the American Society of Civil Engineers. Despite Oregon’s planned investment in infrastructure, the state still received an overall grade of C-, a mediocre outcome that reflects the state’s long-term and unfunded needs in critical areas like bridges, roads, levees and wastewater. The needs are heightened by an awareness that Oregon faces a 20% chance of a massive 9.0 magnitude earthquake in the Cascadia Subduction Zone, which puts older bridges at risk. To put it in context, nearly 20% of Oregon’s 8,161 bridges and culverts are at risk of becoming structurally deficient in the near future, the report found. Bridge maintenance needs are expected to grow and require nearly three times the funding from House Bill 2017. State transportation officials say Oregon needs to stay vigilant about the state’s needs, despite the benefits from HB2017. “It truly is a race that probably doesn’t have a finish line,” ODOT Director Matt Garrett said at recent press event with the American Society of Civil Engineers. Accountability measures Oregonians are already starting to pay for the transportation improvements. A 10-cent gasoline tax is unfolding in four stages. It started with a 4-cent increase in 2018. Three more 2-cent increases are slated for 2020, 2022 and 2024, provided the state meets accountability measures set by the law. Those include reporting information transparently to the public about project details, costs and schedules. That work has already started, even though work on most of the road projects hasn’t started yet. The state launched its transparency, accountability and performance website in January, which is required by the state law. “The public, media and stakeholders now have access for the first time ever to condition data on bridges and pavement in every single city and county in the state as well as for the state highway system,” said Travis Brouwer, assistant director of the Oregon Department of Transportation. While each piece runs on a slightly different schedule, in a way, it’s all part of a broader plan, state officials said. “We have taken this very seriously and really treated it like a transportation highway project in terms of having a project plan and deliverables and due dates,” Brouwer said. Student safety: Gervais staffer performs CPR to help save eighth-grade girl Dollars can change The public also can see if a project has come in below or above its budget. That could easily become a factor with the planned Center Street bridge between west Salem and downtown, which may cost about $100 million for seismic upgrades instead of the $40 million lawmakers budgeted in 2017. “If one project comes in under budget, we can ship that money to another project in the region,” Brouwer said. At this point, there aren’t any major delays anticipated, state officials said. That can change, if the state’s past performance is any indication. Data from state transportation projects in 2018 show about 80 percent of nearly 100 projects were completed on time. The bridge construction could start in 2024 and other projects are spaced out even further into the future. Interstate 5 paving Elsewhere, there are visible signs of work. Road crews began work this month on a 12.4-mile stretch of Interstate 5 between Woodburn and Salem. The interstate has ruts in vehicle wheel paths that put motorists at a risk of hydroplaning in rainy weather, transportation officials say. Paving began northbound from Brooks to Woodburn. Nightly lane closures are expected between Sunday evenings and Friday mornings. One lane can be closed between 7 p.m. and 9 a.m. A second lane can be shut down between 9 p.m. and 5 a.m., giving motorists delays of up to 30 minutes. During the lane closures, motorists can still travel north and south. Work on the $17 million project is expected to last through October. Upcoming Salem-area projects Most of the work is on the horizon, including in the Salem area. For example, design work starts this year for a project that will widen Interstate 5 between Keubler Boulevard in south Salem and the Delaney Road interchange to relieve congestion on the southbound side. Construction work is due to start in 2021 on the $35.4 million project and includes replacing a bridge over the Commercial Street northbound off-ramp and reconstruction of the southbound Commercial Street on-ramp and thee southbound Delaney Road ramps to get on and off the interstate. In 2020, construction will start on a nearly $9 million project that adds sidewalks and bicycle lanes  on Oregon 214 in Silverton between Smith Street and Pioneer Drive. Small-scale projects are in the pipeline too. Pedestrian safety improvements are planned at the intersection of Oregon 214 and Jefferson Street in Silverton. The $750,000 project will have a pedestrian island, flashing beacon and lights. It’s expected to go out for a bid late this year, with construction in 2020.   Oregon’s transportation system faces long-term challenges not included in the 2017 legislation. More state bridges will need upgrades in the coming years. And rural roads continue to be a high-need area. (©2019 FOTOSEARCH)

PLOVER, Wis. — Jo-Anne Phillips, COO of Jeramand Trucking Ltd in Irishtown, New Brunswick, Canada, has been chosen as Women in Trucking Association June member of the month. Jeramand operates a fleet of 22 trucks. She and her husband Dan Boudreau, both successful New Brunswick-based entrepreneurs, also run a construction and building production facility and a Never Enuff Chrome & Detailing shop. Phillip’s foray into trucking began as a 19-year-old university student when she was encouraged by her father to help out a good family friend who needed a driver to move a truck and trailer across the country to summer fairs. She added a commercial driver’s license to her growing list of qualifications and has been involved in the industry ever since. Born in Manitoba into a military family, Phillips lived in various parts of Canada and Europe before returning to Western Canada where she earned a degree in kinesiology and exercise physiology from University of Calgary, and a bachelor of science, dietetics, nutrition degree from University of British Columbia. While still a student, Phillips opened a gym in Calgary, and for the next few years, was heavily involved in the world of sport and fitness, including back country guiding, cycling, rowing, coaching, and, inspired by the Olympic Games in Calgary in 1988, was a member of Canada’s national bobsled team for several years. When a friend boasted that he could earn more in a week driving a truck in the oil patch than she could make in a month running a gym, Phillips accepted the challenge and spent six years working in Alberta’s crude oil pipeline system as a commercial driver, instructor, safety officer and a medic. She relocated to Eastern Canada in 2006 where she and Boudreau grew Jeramand Trucking from a four-truck operation to the fleet it is today. Phillips has incorporated her knowledge and experience in sport and fitness into her trucking business, and Tozai Synergy, her fourth business, the wellness arm, plays a key role in bringing better health/wealth/lifestyle balance to her employees. She also works with sports and corporate clients providing nutritional consulting, personal training and lifestyle coaching services. Jo-Anne sees this as a natural fit with the trucking industry. Spending long hours seated, doing repetitive work, with sometimes limited options for healthy food and adequate rest, puts drivers at risk. “We need to pay better attention to the health and wellness of our drivers and encourage them to make better choices,” she says. “It’s vitally important for both safety and longevity.” And Phillips puts her money where her mouth is. She has shared her leadership skills and endless energy over the past number of years organizing and developing the Convoy for Hope-Atlantic, which raises awareness and funds for breast, colorectal, lung and prostate cancers. The convoy has been a rewarding opportunity for truck drivers and the industry to support important research. Phillips and her team have raised nearly $300,000 for cancer prevention, detection and treatment in Atlantic Canada, while celebrating the trucking industry. Phillips sits on the advisory board of Prostate Cancer Canada (PCC), Atlantic Division, is a chair on the organizing committee of the Wake Up Call Breakfast-Moncton, and is an active volunteer for the Greater Moncton Prostate Cancer Support Group, with a very personal connection. In 2014,  Boudreau was diagnosed and successfully treated for prostate cancer. In 2017 she received PCC’s Local Hero Award. Phillips also shares her expertise as a nutritionist with youth groups, sports teams and the Hemophiliac Society, offers ergonomic assessments and nutrition coaching to business clients, and she is a dedicated supporter of the Ride For Dad, the Irishtown Community Centre, and other fundraisers for those affected by disease or cancer. In 2017, she reinforced her hands-on involvement with the wellbeing of the people she works with by donating a kidney to one of her employees. Phillips has been recognized for her commitment to community building and fundraising with the Transportation Club of Moncton Humanitarian Award, and this year was nominated for the Club’s Woman of the Year. Last year, Phillips was named one of the Top Women to Watch in the industry by WIT’s Redefining the Road and was selected for WIT’s first Canadian Image Team. She said she is honored to be in a forum of influential women. “I love the industry, and I love the impact females have in the industry,” she said. “Women have so much to offer, and I am thrilled to share my experiences and to advocate on behalf of the group.” Phillips advice for other women in the industry, or those considering trucking as a career choice? “Don’t feel afraid of being judged, embrace who you are and what you do. Yes, it’s a tough industry, but you don’t have to accept the bad to enjoy the good. If you feel that something’s not working, speak up,” she said. “Trust yourself and believe that you can make a positive impact.” Women In Trucking Association is a nonprofit association established to encourage the employment of women in the trucking industry, promote their accomplishments and minimize obstacles faced by women working in the trucking industry. Membership is not limited to women, as 17 percent of its members are men who support the mission. For more information visit www.womenintrucking.org.                

WASHINGTON — The U.S. Travel Association released a survey last month that it said shows Americans avoided an estimated 47.5 million auto trips in 2018 because of highway congestion, equivalent to the loss of $30 billion in travel spending and 248,000 jobs, according to the organization’s economists. According to an article in the American Association of State Highway and Transportation Officials Journal, the survey also found that comfortable majorities of American auto travelers would prefer to pay more in user fees to fund system improvements rather than sit in traffic, noted Roger Dow, the group’s president and CEO. “The infrastructure discussion tends to grind to a political halt when it turns to resources,” he said in a statement. “So, we tested the funding question with polling. The interesting thing we found is that Americans are willing to pay more as long as their money is explicitly used to improve transportation in their region.” Key findings from the survey include: For each additional hour traffic adds to a weekend car trip, travel demand drops by an average of about 18 percent. Two-thirds (66.1 percent) of auto travelers said they would rather pay an additional $2 to $3 each way to fund transportation projects than sit for an additional 1.5 to two hours in traffic each way. More respondents (60 percent) said traffic congestion would be a greater deterrent to car travel than a 25-cent increase in gas taxes (40 percent). Overall, most auto travelers (80 percent) said that additional gas taxes will not negatively impact the frequency of their travel by car. Among these travelers, nearly 89 percent said up to a 25-cent gas tax increase would not negatively impact their car travel. When told Congress is considering proposals to increase other taxes and fees on drivers that would result in transportation improvements, 64.8 percent of auto travelers said they are “willing” to support such proposals. Yet 23 percent said they are “unwilling” to support such proposals because there is no assurance that the funding would go to projects in their region. “Our survey gave travelers a choice: would you rather pay more, or continue to sit in traffic? And two-thirds said they would rather pay a little more,” Dow said. “We hope that gives Congress some encouragement to make difficult decisions, because data shows us that inaction is putting the brakes on connectivity and prosperity.”    

BANDERA, Texas — A recipient of multiple trucking honors has been arrested on a federal production of child pornography charge. Members of the San Antonio Child Exploitation Task Force arrested a 62-year-old Michael Dewayne Sheeds on May 22, according to United States Attorney John F. Bash; FBI Special Agent in Charge Christopher Combs, San Antonio Division; and Bandera County Sheriff Dan Butts. Bandera is some 40 miles southeast of San Antonio. Sheeds, who spent 32 years as a truck driver,had become well known within the trucking community after he was chosen as an honoree for the TravelCenters of America/Petro Stopping Centers Citizen Driver award in 2015 and the Pilot Flying J Road Warrior award for 2017. Sheeds, who drove for Werner Enterprises, was named to the American Trucking Association’s America’s Road Team for 2017-18. As part of the Citizen Driver award, the Petro off Interstate 10 in San Antonio, Texas, was renamed the Michael Sheeds Petro Stopping Center. Sheeds told The Trucker in an interview in 2015 that he chose the San Antonio Petro to be renamed in his honor because “I get home every weekend and usually during the summer, once or twice a week I meet the girls (his wife and four daughters) at the Petro and we get to be family.” Sadly, LandLine Magazine reported that following Sheeds’ initial arrest, his wife died on March 4. Authorities said the final toxicology report is pending, but the preliminary investigation determined the death to be a suicide. The “permanence” of having a truck stop named for him, knowing it will be there “forever,” is “overwhelming,” he said. “It will be there when my girls are grown.” The TA/Petro website no longer shows Sheeds as a Citizen Driver honoree. He also was removed from Pilot’s list of Road Warrior winners. Authorities said the investigation that led to Sheeds’ arrest began in early January, when the Bandera County Sheriff’s Office opened an investigation into Sheeds’ activities. After discovering Sheeds had allegedly sexually assaulted an underage female, the Bandera County Sheriff’s Office obtained an arrest warrant charging Sheeds with sexual assault of a child. Sheeds was located in Laredo, and arrested by Webb County Sheriff’s Office deputies on January 7, 2019, and has remained in the Bandera County Jail on the state charge. In the course of the investigation, deputies obtained a Texas state search warrant for Sheeds’ vehicle, discovered several mobile devices and sought the FBI’s assistance in reviewing the digital evidence. According to the federal complaint, the FBI recovered child pornography on the defendant’s cell phone and arrested Sheeds May 22. The production of child pornography charge carries a penalty of a minimum of 15 years and a maximum of 30 years in federal prison.      

THOMASVILLE, N.C. — The American Red Cross has recognized Old Dominion Freight Line for supporting Red Cross Disaster Relief through the Disaster Responder Program with an annual pledge of $250,000. Thanks to contributions in advance of disasters, the Red Cross is prepared to help meet the needs of people affected by disasters big and small, anytime and anywhere across the U.S. Disaster Responder members, along with their employees and customers, pledge financial and in-kind donations in advance of disasters, powering the Red Cross with strong infrastructure, trained volunteers, innovative technology and critical resources necessary to provide relief and support to those in crisis, according to Don Herring, chief development officer at the American Red Cross. These annual contributions allow the Red Cross to respond whenever and wherever disasters occur, help families during the recovery process and prepare people for future emergencies, he said. “Every day in the face of disasters, the generosity of Disaster Responder members such as Old Dominion Freight Line ensures the Red Cross can provide comfort and care to people in their darkest hours,” Herring said. “We are extremely grateful for these contributions before disasters strike because it enables us to respond to disasters immediately and compassionately, when help and hope are needed most.” As part of the Disaster Responder Program, Old Dominion has launched redcross.org/odfl as a platform to channel employee and customer donations to the Red Cross. Old Dominion will also leverage Red Cross assets to help its more than 22,000 employees better prepare for disasters. “From hurricanes and flooding to wildfires, we’ve seen the impact that the American Red Cross has on our communities. We’re dedicated to helping Red Cross keep their promises by assisting with disaster preparation and response. This partnership will help many communities around the country, communities where our OD Family lives and works every day,” said Chip Overbey, senior vice president of strategic planning at Old Dominion Freight Line. “This announcement is a way to formalize the work we’ve done and the work we will continue to do with the American Red Cross. Our goal is to help these communities not only monetarily, but also through our OD Family support.” While large disasters like hurricanes, floods, tornadoes and wildfires typically draw national attention, each year, the Red Cross responds to more than 62,000 disasters across the country, the majority of which are home fires. Generous contributions from Disaster Responder members enable the Red Cross to provide services to people in need of assistance at no cost and regardless of income. And, Herring said, thanks to Disaster Responder members, Red Cross volunteers are also in their local communities every day, conducting disaster preparedness presentations and giving people the reassurance and confidence to face crises of all kinds. Individuals can help people affected by disasters big and small by making a gift to American Red Cross Disaster Relief. Donations to Disaster Relief enable the Red Cross to prepare for, respond to and help people recover from disasters. Visit redcross.org/odfl, call 1-800-REDCROSS or text the word REDCROSS to 90999 to make a $10 donation.    

THOMASVILLE, N.C. — Old Dominion Freight Line has recognized Bill Kling with the prestigious 2019 John Yowell OD Family Spirit Award. Kling joined the company in 2004 and serves as a pickup and delivery driver for the Harrisburg, Pennsylvania, service center. Kling received the award in honor of his hard work and selfless attitude, reflecting the spirit modeled by the late John Yowell, former executive vice president and chief operating officer of Old Dominion, according to Old Dominion executives. Employees who receive the OD Family Spirit award are nominated by colleagues because of their selfless dedication to helping others. Kling was nominated by his peers and selected as the recipient among the company’s 22,000 employees nationwide. “It’s an honor to be recognized with the John Yowell award,” Kling said. “The winners before me are great examples of Old Dominion employees with character and drive, and I am thrilled to be one of them. I hope I can inspire my fellow employees to work hard and get more involved in their communities.” A retired U.S. Army Sergeant, Kling is an active member in the local Veterans of Foreign Wars of the U.S. chapter, Ickesburg Lions Club and he is an active member of Bethany Evangelical Church. In addition to his volunteer work, Kling is involved in his children’s school board and shares his industry experience with other Old Dominion drivers as a driver trainer. Kling lives in Carlisle, Pennsylvania, with his wife of 19 years and five children. “Bill’s friendly demeanor and approachable attitude, on top of his accident-free record make him the true picture of a John Yowell OD Family Spirit Award winner” said Greg Gantt, president and CEO of Old Dominion Freight Line. “His service to the community and dedication to work is an inspiration to what we hope all OD employees strive to be.” Old Dominion Freight Line is a less-than-truckload, union-free motor carrier providing regional, inter-regional and national LTL services through a single integrated organization. For more information about Old Dominion, visit www.odfl.com.