Truck Driving Job News Archives

Stay ahead on the road: 4RoadService unveils new mobile app for repairs

Dana Guthrie - September 11, 2024

Montreal, QC – 4RoadService.com, a resource for truck drivers and trucking companies, has announced the launch of the new 4RoadService 3 Mobile App for both Android and iOS platforms to streamline the process of finding reliable repairs when a breakdown occurs. “We understand that breakdowns can be stressful and time-consuming,” said John Beales, vice president and lead developer of 4RoadService.com. “With the launch of 4RoadService 3 we aim to reduce that stress by providing drivers with a fast and intuitive way to locate the trustworthy repair service they need, making 4RoadService an indispensable tool for trucking professionals across North America.” According to a company media release, changes made to the app were made to help make life on the road smoother for CDL truck drivers across the USA and Canada. The apps features include: Modern Design & User Experience: The app has been completely redesigned with a user-friendly interface that is easy on the eyes, enabling quick access to crucial information. One-Tap Search: Quickly locate roadside assistance, truck repairs, or nearby truck stops with just a single tap, saving precious time when it matters most. Service Ratings & Reviews: Truck Drivers and fleet managers can now read and submit ratings and reviews, helping the community find the best services available. Advanced Filtering: Tailored search options allow drivers to find repair providers specializing in their specific truck engine, tire, or reefer. Seamless Syncing: Favorites now sync across all devices and online when logged into the app, ensuring continuity across platforms. Enhanced Compatibility: Optimized to work better on a variety of screen sizes, the app ensures a smooth user experience, regardless of device. No Login Required: Understanding the urgency of breakdowns, 4RoadService.com remains committed to user convenience. The app’s core functionality does not require a login, allowing drivers and other trucking professionals access to vital repair services immediately. “With the launch of 4RoadService 3, we have not only modernized the app but also introduced powerful new features that enhance its utility, making it an indispensable tool for drivers across North America,” the company said in the release.

The CMV Tutor: Tom Gilliam hopes to help the homeless through CDL training

Cliff Abbott - September 10, 2024

Earning a commercial driver’s license (CDL) can be the first step into a wide variety of connected careers, from driving to owning a trucking company, becoming a driver trainer and more. As a professional driver, Tom Gilliam has done his share of driving and of training other drivers — and he’s parleyed that experience into his own training business, The CMV Tutor LLC. Gilliam offers a variety of levels of training, from introductory classes for people who are brand-new to trucks and trucking to specialized courses that help established drivers obtain a new endorsement, get rid of an automatic transmission restriction, or receive carrier-mandated safety training — in addition to tailored courses for carrier clients. Training for passenger endorsements and school buses is also available. Gilliam, of course, is the CMV Tutor; in fact, Gilliam is the entire company. There are no employees or other help. That doesn’t stop Gilliam, who trains drivers for Allied Van Lines using carrier facilities in Rochester, Minnesota, and Onalaska, Wisconsin, for training. While he uses “borrowed” training facilities, the trucks used for the training belong to the school. Gilliam says he likes keeping it small. “I’ve had people ask me about coming in, but when you start interjecting other people into the process, that’s where you start coming up with problems,” he explained, adding that by doing everything himself, he can control the quality of the curriculum. For many students, mastering this curriculum and the skills required to earn a CDL means launching a new career, or perhaps advancement in a career they’ve already started. Gilliam hopes that for some students the training could mean much more. It might mean a home. The CVM Tutor offers a CDL training course free of charge for people who are currently without a home. Gilliam stresses, however, that the program is NOT free. “Nothing’s free,” he told The Trucker. “They’re earning this. They have to put in the hours and the effort, do the work. That’s their investment.” Gilliam says the training is not funded by government grants or programs. “This is out of my pocket,” he said. “I see it all the time — people camped out by the river or in the ditches. I can only help one person every few months, but at least that’s getting somebody on their feet again.” Operating The CMV Tutor’s homeless driver training program involves more than simply opening the door to a classroom. “A lot of (homeless people) don’t have drivers licenses, not even for a car,” Gilliam said. He requires students to earn a Commercial Learners Permit (CLP) before entering his program — and that requires access to online study materials. There are fees for the written tests, and transportation is needed to the correct state testing facility. In addition, applicants must be vetted to verify their status as “homeless.” “We get a lot of sad stories, like the call from a parent who said their son was sitting at home and needed a life-changing career. But he’s at home; that’s the issue,” said Gilliam. Once a student is approved for training, there are more issues to work out, such as meals and lodging, work boots and clothes, and more. “That’s why I’m working with homeless shelters,” Gilliam explained. “They’ve worked with the people and know them. They can help filter out the ones that are having issues with drugs or mental illness. They can refer students who are most likely to benefit from the training.” While Gilliam and the shelters he works with are working through the details of the homeless training program, he continues to provide driver training for more traditional students. “I train for several carriers, and I deal with students directly, too,” he said. He’s licensed to train in Minnesota and Wisconsin and has equipment with manual transmissions for students to learn on. Gilliam has earned Senior Master Instructor and Senior Master Safety Instructor certifications from the Commercial Vehicle Training Association (CVTA). He says he’s committed to using his 40 years of driving and teaching experience to help prepare others for their best career in trucking. His offer to potential students that are currently homeless extends to their choice of Class A tractor-trailer, straight truck or bus licenses. Currently, he plans to train three to four students per year through the homeless program. Interested individuals should apply through their local homeless shelter or advocate. Representatives of homeless agencies interested in working with the program can contact The CMV Tutor at [email protected] or 608-358-3143.

ATRI: New research reveals driver detention causes substantial financial, safety impacts

Bruce Guthrie - September 10, 2024

WASHINGTON – The American Transportation Research Institute (ATRI) released a new report that quantifies the major consequences that truck driver detention at customer facilities has on industry productivity and safety. According to a release, the research quantifies the direct costs for fleets, truck drivers and supply chains in general. It also corroborates previous research that detained trucks drive faster both after, and before, a detained trip occurs. While driver detention has decreased slightly in the last few years, the overall costs of being detained at customer facilities for more than two hours is substantial. In 2023, drivers reported being detained in 39.3 percent of all stops. The frequency of detention was even higher among women drivers (49.1%), refrigerated trailer drivers (56.2%), and among fleets that operate in the spot market (42.5%). ATRI’s report said based on industry-reported data, truck drivers were detained between 117 and 209 hours per year, depending on the sector. In for-hire trucking alone, the total time lost to truck driver detention exceeded 135 million hours in 2023. While 94.5 percent of fleets charge detention fees, they are paid for fewer than 50 percent of those invoices. As a result, the trucking industry lost $3.6 billion in direct expenses and $11.5 billion in lost productivity from driver detention in 2023. Additional ATRI impact assessments quantified supply chain inefficiencies, lost driver pay and driver turnover resulting from detention. In an analysis of ATRI’s large truck GPS data at different customer facility types found that detention contributes to higher truck speeds. Trucks that were detained drove 14.6 percent faster on average than trucks that were not detained. Interestingly, trucks also drove faster on trips to facilities where they were detained, indicating that truck drivers know which firms and facilities will likely detain them. “Detention is so common that many industry professionals have accepted it as inevitable without realizing the true extent of its costs,” said Chad England, C.R. England CEO. “ATRI’s report puts real-world numbers to the true impact that truck driver detention has on trucking and the broader economy.” A full copy of the report is available through ATRI’s website.

Truckstop stats show overall drop in load postings, spot rates during Labor Day week

Linda Garner-Bunch - September 10, 2024

Following strong gains during the previous week, broker-posted spot rates in the Truckstop system for van equipment declined during the week ended Sept. 6 (Week 36) by more than usual during the week that includes Labor Day, according to analysis by FTR Transportation Intelligence. The drop in refrigerated spot rates was the largest for a comparable week since at least 2008. The decrease in dry van spot rates was much smaller, but it was the largest for a Labor Day week since 2014. Another notable development was that rates for flatbed equipment broke their streak of week-over-week decreases by rising for the first time in 12 weeks. Historically, the current week (week ending Sept. 13) is consistently weaker for spot rates than the week including Labor Day. Although load availability fell sharply, as it always does during a week that includes a federal holiday, the drop in truck postings was notably sharper. The Market Demand Index increased to 59.4, the highest level in five weeks. Total load activity fell 14.8%, which is not a particularly large decrease for the week that includes Labor Day. Load postings were about 11% below the same 2023 week and about 34% below the five-year average for the week. Total truck postings fell 17.8%, and the Market Demand Index — the ratio of load postings to truck postings in the system — rose to its highest level in five weeks. The total broker-posted rate ticked up by less than 1 cent after rising a little more than a cent during the previous week. Rates were about 4% below the same week of 2023 — the largest year-over-year deficit in 13 weeks — and nearly 11% below the five-year average. The current week (week 37) historically is consistently weaker for spot rates than week 36 for all equipment types. • Dry van spot rates declined just over 2 cents after rising 6.5 cents in the prior week. Rates were more than 5% below the same 2023 week — the largest negative year-over-year comparison since March — and 16% below the five-year average for the week. Dry van loads dropped 20% during the holiday-impacted week. Volume was nearly 30% below the same 2023 week and almost 44% below the five-year average. • Refrigerated spot rates fell just over 10 cents after jumping 13 cents during the previous week. Rates were 5.7% below the same week last year — like dry van, the largest year-over-year deficit since March — and more than 13% below the five-year average. Refrigerated loads fell 19.5% during Labor Day week. Volume was more than 17% below the same 2023 week and close to 37% below the five-year average for the week. • Flatbed spot rates increased more than 2 cents after falling nearly 3 cents in the prior week. Rates were about 4% below the same 2023 week — the weakest year-over-year comparison in 13 weeks — and more than 9% below the five-year average for the week. Flatbed loads declined 9.2%. Volume was 6.5% above the same week last year but almost 31% below the five-year average.

A dashcam can be a driver’s best friend when determining who’s at fault in an accident

Cliff Abbott - September 9, 2024

In the aftermath of an accident involving your truck, the “he said/she said” approach makes poor evidence and does nothing to prove which party is at fault. Whether you’re defending yourself to law enforcement officials, insurance adjusters or a judge and jury, factual, irrefutable evidence is vital. To that end, many carriers have turned to dash cams and in-cab video recording services. The practice is opposed by some drivers — and to be sure, many carriers subscribe to services that not only provide the camera(s) but also monitor videos and utilize information sent from the truck’s electronic control module. Doing so allows the company to match incidents like hard braking with the corresponding video, providing a better record of what actually happened. Some carriers take it a step further, installing cameras that record the inside of the cab, including the driver. The services the carriers subscribe to view video from all recorded angles and make a judgement whether the information is worth passing on to the carrier’s safety department or other representative. Those who invest in their own trucks often do so for the greater independence of being an owner-operator. And many drivers believe that video recording capabilities today create an invasion of privacy, especially when the lens is pointed at the driver. However, the cold, hard truth is this: If you own your truck and it isn’t equipped with at least a front-facing dash camera, you could be risking your business and your livelihood. Camera systems are available for owner-ops and small fleets. Of course, for most owner-operators, a subscription service would be too expensive (if it can be found at all for a carrier with only one truck). That’s why purchased dash camera systems are a better option. Some owner-ops are content with a forward-facing camera only. Many available cameras have wide-angle lenses that record the area in front of the hood, as well as much of the area to the sides of the hood. However, there are systems available that can handle multiple cameras. Some, designed for cars and small trucks, have a forward-facing lens plus a remote lens that’s mounted on the rear of the vehicle and used for backing up. There are also systems that can connect to cameras on both sides of a Class 8 tractor in addition to a forward-facing dash cam. Whatever configuration you choose, make sure none of the mounted lenses or the display device obstruct are positioned so that they obstruct your view. The Federal Motor Carrier Safety Administration (FMCSA) doesn’t allow anything to be mounted on any part of the windshield that could obstruct the driver’s vision. Some drivers prefer a dash mount or a “sandbag” type mount that can be moved when necessary. Consider system memory and other features. Once you’ve decided on the type of camera and mount, consider the amount and type of memory you’ll need. For example, if there are four lenses, the device will be recording four videos at once. That takes a lot of memory. Some devices have large internal memories, while some utilize SD or mini-SD cards for storage. These work well for transporting the recorded videos to a laptop computer, but not for displaying video on your phone or tablet. Some cameras are equipped with Bluetooth capability; this allows you to access and display videos on your phone or tablet. This can be very useful at the scene of an accident when you want to show the video to law enforcement. You may even be able to share the video files via email or text. Most recorders keep a record that includes more than just video. Some record GPS information that may include your vehicle’s speed in addition to events recorded by the device’s accelerometer, such as hard braking, swerving or an impact. Many devices automatically save the video when one of these events is detected. You’ll want to be able to choose what is recorded and turn off any that you don’t want. For example, an accident might have been caused by someone else — but if your device recorded that you were driving a few miles over the speed limit, that information could actually harm your case in court. Another feature many cameras include is audio recording. In some cases, this might allow you to record instructions from a police officer (if it’s not illegal in the jurisdiction you’re in). Keep in mind, however, that it will also record any other sounds you make while driving, like conversations, singing and comments directed toward other motorists (we all know these are usually not overly nice!). You’ll want to be able to disable audio recording, unless you’d like to hear the audio played in court. Quality dash cameras offer several ways to save video. In most models, video is automatically saved until the memory is full; then the system begins to overwrite the oldest videos. Most devices save the videos in segments of one to five minutes, depending on the model. Triggered video saves — those caused by a bump or swerve hard enough to be detected by the device’s accelerometer — are saved in a different file so they are not overwritten when the memory gets full. Another type is user-saved video. Most devices have a button (or even a voice command) that allows the driver to instruct it to save video in a unique file, so it won’t be overwritten. This is handy when no impact occurs but the driver wants to record another accident, weather event or even the license number of another vehicle. Make sure the process for saving video is a simple one, preferably a single button or a voice command. During stressful moments it can be difficult to remember multiple-step instructions. Also, make sure you know how to play back videos at the scene if you’re involved in an accident. Doing so could save you a citation or an at-fault determination. Know the legalities. The use of video cameras may be illegal in some jurisdictions, while others have specific laws addressing what can be done with recorded video. Some require the permission of anyone being videoed, and some prohibit posting videos on social media or anywhere they can be viewed by the public. It’s best to only share your dashcam videos for private purposes. Always keep in mind that if you’re involved in an accident, a dash camera system can exonerate you of fault … but it can also prove you were responsible. You may be asked if you have such a system or even asked to surrender the system or the memory card, so be prepared.

Midwest Transport abruptly ceases operations; drivers told via phone calls

Dana Guthrie - September 9, 2024

ROBINSON, Ill. — Midwest Transport Inc. (MTI), an Illinois-based trucking and logistics company, which contracted with the United State Postal Service (USPS) to haul mail has reportedly notified its employees, including more than 480 drivers, that the carrier is ceasing operations, according to sources familiar with the closure. Midwest Transport’s regional managers reportedly notified employees by phone. The company has not yet made a public statement about ceasing operations and has not filed for bankruptcy protection at last check on Sept. 6. The company website is still up and running as of Monday afternoon with no indication of changes, however phone calls by The Trucker were unanswered. According to its website, MTI served as a contractor for the USPS. With routes on both sides of the Mississippi, the company said it had “gradually established our position as one of the larger transportation companies working with USPS, and we add new mail routes every year thanks to our strong reputation for consistency.” According to an email reportedly sent to MTI employees and drivers about the closing late Friday the company stated that postal operations “will complete all trips through the trips that begin on Sunday, September 8. Freight operations should be following the instructions from your load planners on returning. Terminal and office personnel will receive information and updates from your managers as we progress through this transition.” MTI, founded in 1980, operated key terminals in Greenup, Ill.; Harmony, Penn.; Memphis, Tenn. and two terminals in Tampa and Jacksonville, Fla. according to its website. As of Friday, MTI had not filed a notice of its impending closure in Illinois, Tennessee, Pennsylvania or Florida.

Texas Supreme Court says yes to Werner’s request for verdict review

Bruce Guthrie - September 9, 2024

The Texas Supreme Court has agreed to hear the review of a what is known as a “nuclear” verdict in a death case that is nearly 10 years old. Last month the court agreed to review the lower court’s verdict that awarded a plaintiff family who sued Werner Enterprises and won more than $100 million in damages. According to court documents, Werner Enterprises Inc. and driver Shiraz A. Ali frame their appeal as raising six issues: (1) legal and factual sufficiency with respect to the jury’s negligence liability finding against the driver (Ali), (2) legal and factual sufficiency with respect to the jury’s negligence liability findings against the trucking company (Werner), (3) jury charge issues, (4) apportionment issues, (5) admission of five different pieces of evidence, and (6) the jury’s award of future medical care expenses. According to court records, Trey Salinas was driving a vehicle with Jennifer Blake and her three children on eastbound Interstate 20 near Odessa, Texas on December 30, 2014, during a National Weather Service Winter Storm Warning. Salinas lost control of the vehicle and it crossed the 42-foot-wide grassy median before colliding with an 18-wheeler traveling over 40 miles per hour. Ali was driving the 18-wheeler owned by Werner. As a result of the collision, seven-year-old Zachery Blake died, his 12-year-old sister, Brianna Blake, suffered a severe traumatic brain injury and was rendered a quadriplegic, and fourteen-year-old Nathan Blake suffered a broken shoulder blade, broken collar bone, bruised lung, and other injuries. Jennifer Blake suffered a mild traumatic brain injury, contusions, a hematoma, and other injuries. Court documents state that Ali had scored an 8 out of 21 on his most recent evaluation, two weeks prior to the accident and that his trainer was asleep in the truck at the time of the accident. The case has been in litigation for several years including the lower court ruling in 2018 and a Court of Appeals agreement of the verdict last year which prompted Werner to ask the Supreme Court to intervene. The date of the hearing before the Supreme Court is set for December.

Nominations are open for 2025 Best Fleets to Drive For

Linda Garner-Bunch - September 7, 2024

NEWMARKET, Ontario, Canada — The nomination period for the 2025 Best Fleets to Drive For awards is now open. This marks the 17th edition of the program, produced by CarriersEdge, a provider of interactive online training for the trucking industry. All for-hire fleets operating 10 or more tractor-trailers in the US or Canada, regardless of freight segment, are eligible to participate in the program. Between now and Oct. 31, 2024, company drivers and independent contractors can click here to nominate the companies they work for. Once nominated, fleets that choose to participate in the program will complete a questionnaire and interview, providing information about driver programs across a range of categories. In addition, a selection of drivers from the carrier will be surveyed, supplementing the information provided by management. To determine the winners, company responses and driver surveys will be compiled and scored, and the top 20 scorers are identified as the year’s Best Fleets to Drive For. There are two categories — small carrier and large carrier. The top-scoring fleet in each category will be crowned Best Overall Fleet for the category. In addition, the program has a Hall of Fame comprised of companies that have been noted as a Best Fleet for 10 consecutive years or for seven years plus an overall award. The top-scoring fleet in the Hall of Fame will also be honored as an overall winner in that category. The Top 20 Best Fleets, the overall winners, and fleets entering the Hall of Fame will be recognized at the Best Fleets to Drive For Education & Awards Conference March 3-4, 2025, at the NASCAR Hall of Fame in Charlotte, North Carolina. “Despite coming through some of the most challenging conditions the industry has seen in decades, fleets have managed not to lose sight of the importance of supporting their drivers,” said Jane Jazrawy, CEO of CarriersEdge. “We’re excited to hear about the new, innovative ways companies are making a difference for their people.” For more information about the Best Fleets to Drive For program, including best practices and details about past winners, click here.

$3.5M in federal funds earmarked for CDL training across US

Cliff Abbott - September 6, 2024

In late August, the Federal Motor Safety Administration (FMCSA) announced plans to divide $3.5 million in funding between 27 providers of CDL training, including colleges and other facilities, through the Commercial Motor Vehicle Operator Safety Training (CMVOST) Grant Program. Grant amounts range from $101,000 up to $139,980. According to a press release from the FMCSA, the funds are intended to provide additional training for current CDL holders and to help provide career opportunities in transportation for military veterans and residents of underserved communities. The funding is a part of the Biden administration’s “Trucking Action Plan,” geared toward improving U.S. supply chains and supporting transportation workers. The release listed three goals for the CMVOST program: Expand the number of CDL holders with enhanced operator safety training. Provide opportunities for current and former members of the Armed Forces, and, Increase training opportunities in rural, refugee and underserved communities. “At FMCSA, our job is all about safety,” said FMCSA Deputy Administrator Vinn White. “That includes safety of the roadways and safety of our nation’s commercial motor vehicle drivers. So, we are proud to make this funding available and are committed to working with the awardees to put it to good use.” The FMCSA began accepting applications for the CMVOST grants in March. Recipients must be accredited educational institutions recognized by the Department of Education or non-accredited institutions that were approved by the U.S. Department of Labor, state approving agencies and the Veterans Administration to accept VA benefits. The schools also must accept Workforce Innovation and Opportunity Act (WIOA) grants. Sen. Chuck Grassley (R-Iowa) announced a total recommended award of $509,775 to four Iowa community colleges, including Des Moines Area Community College, Iowa Central Community College, Hawkeye Community College and Western Iowa Tech Community College. “Improving pathways for eligible individuals to secure commercial driver’s licenses is a simple way we can boost the economy. These resources will unlock good-paying jobs, address labor shortages in the trucking industry and streamline supply chain operations,” Grassley said in a news release. “I’ve seen firsthand the efficacy of commercial driver’s license programs in Iowa and am confident our community colleges will use this federal investment to build on their proven successes.” A list of colleges and award amounts follows. Individuals who are interested in applying for training under the CMVOST grants should contact the appropriate training institution. Alabama: Wallace State Community College – $129,500 Arizona: Pima County Community College District – $131,043 California: Nordic Enterprises – $135,000 Colorado: Aims Community College – $137,560 Georgia: Central Georgia Technical College – $130,240 Illinois: Lake Land College – $133,131 Indiana: Ivy Tech Community College – $129,870 Iowa: Des Moines Area Community College – $127,400 Hawkeye Community College – $132,375 Iowa Central Community College – $119,000 Western Iowa Tech Community College – $131,000 Kansas: Johnson County Community College – $139,980 Maryland: Cecil College – $108,675 Community College of Baltimore County – $132,000 Wor-Wic Community College – $133,700 Ohio: Clark State Community College Inc. – $126,000 Oregon: Klamath Community College – $135,286 Linn-Benton Community College – $130,543 Pennsylvania: Community College of Allegheny County – $126,875 Lehigh Carbon Community College – $135,600 Texas: Collin County Community College District – $133,400 Houston Community College – $130,500 Lone Star College-North Harris – $101,000 North Central Texas College – $137,500 Texas State Technical College – $132,916 Virginia: Tidewater Community College – $131,385 Washington: Walla Walla Community College – $128,521

Platform Science partners with TAT to eradicate human trafficking

Dana Guthrie - September 6, 2024

SAN DIEGO, Calif.— Platform Science, has announced a strategic partnership with TAT (formerly known as Truckers Against Trafficking), to install the user friendly TAT app on all tablets provided to Platform Science customers to help make it easier to report suspected human trafficking. “We are grateful to TAT for the incredible work they do in mobilizing the trucking industry to fight human trafficking,” said said Michael Bray, chief commercial officer for Platform Science. “By offering the TAT app to our customer’s drivers, we are empowering them to play an active role in this important effort. Drivers are at the center of everything we do and this is another example of how we give them the tools at their fingertips to make a difference while on the road.” TAT is a nonprofit organization focused on educating members of the truck, bus and energy industries about the realities of human trafficking and how they can combat it. Through this partnership, the TAT app for ELDs will be installed on tablets provided to Platform Science customers. This initiative ensures that drivers have immediate access to vital resources and tools necessary to identify and report suspected human trafficking incidents. “We are honored to partner with Platform Science to further our mission of combating human trafficking,” said Esther Goetsch, executive director for TAT. “By equipping drivers with our app, Platform Science is providing them with crucial tools and resources to identify and report trafficking incidents, which is essential in our collective fight against this critical issue.” According to a media release, TAT is playing a vital role by educating, equipping and mobilizing members of the trucking and transportation industry. With thousands of professional drivers crisscrossing the nation’s highways, TAT leverages this vast network to serve as the eyes and ears on the road, helping to identify and rescue victims of trafficking. “As a proud customer of Platform Science and a supporter of TAT, we are excited by the enormous potential impact of this partnership,” said Austin Henderson, CIO for FirstFleet Inc. “Platform Science has enabled us to run the TAT app on our tablets, and we are proud to work with them to advocate for this cause. This will make a significant impact in our world and potentially change lives. We hope every fleet will offer this to their drivers.” The release noted that human trafficking is a pervasive crime that affects millions of people worldwide, including vulnerable individuals within our own communities. By partnering with trucking and transportation professionals, TAT is uniquely positioned to make a significant impact in the fight against this heinous crime. Their efforts not only lead to the rescue of trafficking victims but also contribute to the dismantling of trafficking networks, thereby promoting safety and justice across the industry and beyond.

Estes ushers in ‘new era’ for safe driving recognition with revamped million-mile program

Dana Guthrie - September 6, 2024

When one of North America’s largest, privately owned freight carriers was looking for a way to rewards its most loyal and safest drivers, Estes Express Lines wanted to go above and beyond for its employees.  To accomplish this, the team decided to revamp the Estes Million Mile Program. The new program is data-driven and boasts greater accuracy, real-time mileage tracking and greater flexibility, along with other updates.   “Our main focus is to move freight, but it’s also to move freight safely,” said Curtis Carr, vice president of safety/risk management at Estes. “We are looking out for our drivers’ well-being, and the motoring public’s well-being. This is an opportunity to reward our drivers and to honor our drivers for the accomplishments that they have reached.”  A couple of months ago, Estes leaders traveled to terminals throughout the country to honor the company’s nearly 2,500 drivers who have reached the one-, two- and three-million-mile mark with Estes. Another 1,500 drivers were recognized for hitting the another 500,000 milestone after each million-mile mark. In addition to the accolades, drivers received a coveted Estes-branded jacket.   “I’ve handed out well over 200 of the jackets myself,” Carr said. “They remind me of the letter jackets in high school. It has the driver’s name on it and a patch that signifies what they have accomplished. It has the company logo on it and is something they can wear with pride. “It was hard to get people to put them on in the July heat for photos though,” Carr said with a laugh. Estes’ Million Mile Program began in 2000, with driver eligibility based on longevity with the company; this criteria is a standard process still used by many carriers. The new program relies on data and technology to track the distance each driver puts on the road. According to Estes, reaching one million miles can take an average of eight to 10 years, depending on the role of the driver.  Greg Richardson, Estes’ vice president of human resources, also champions the changes made to the program.  “This is one of the greatest awards and pieces of recognition that any driver can receive,” Richardson said. “Consider that our drivers — or any drivers — are doing more than just driving. They are on the road every single day, (making) pick up and deliveries, bumping up against docks (and other) hard areas to really navigate,” he said. “If they’re able to do that for a million consecutive miles without having an incident, it’s just nothing short of amazing. It really, really boggles my mind.”  Richardson says he has an immense appreciation for drivers and the professionalism that exists in the industry.   “They are able to have a calm demeanor and navigate their jobs every day to the degree that they do,” Richardson said. “I don’t like driving my car 5 miles. They just have the ability to do things that I don’t think everybody can do, and this is their reward for what they do.” Carr also admires drivers for their dedication to their craft.  “To put it in perspective, think about how many miles you drive annually in your car,” Carr said. “How many miles would you guess? Just for perspective, our regional vice president in the northeast, he was with me when we went to present many of (the awards). (He) drives 30,000 miles a year. If you look at that (number), after 30 years, he’s still 10,000 miles shy of where these guys have gotten in their career.”  Carr noted that when the company started the original program in 2000, the industry standard was that 12 years equals one million miles.  “Those 12 years were based on a 55 mph limit in most areas,” Carr said. “Now, with speed limits up to 65 mph, it’s outdated. That’s what people thought back then, that 12 years equals one million miles. We have the records now that can actually show their milage. Our drivers can reach this in seven or eight years.”  Investing in the Million Mile program’s refresh to reward and recognize safe drivers is part of Estes’ commitment to safety. Estes The carrier is frequently recognized as a safe trucking company. In 2024, Estes won six awards from the American Trucking Associations (ATA) for its safe driving in the line haul, LTL and local categories.     “Every mile matters to a driver, and we want Estes drivers to know that we see them, we appreciate their commitment to safety and we have great respect for the skill they provide,” said Carr said. “Having real-time access to the miles they’ve clocked will be a game changer for the program and will motivate our drivers to continue to drive safely.”  

Multi Service Fuel Card adds RaceTrac to network

Bruce Guthrie - September 5, 2024

OVERLAND PARK, Kan. — Multi Service Fuel Card announced the addition of over 75 RaceTrac and RaceWay locations to its card acceptance network. Multi Service Fuel Card users will now be able to fuel at high-flow diesel canopies under the RaceTrac and RaceWay brands across the Southeast, with additional locations planned to open in Texas, Indiana, North Carolina and Ohio within the next year. “We are excited to bring RaceTrac and RaceWay into the Multi Service Fuel Card network,” said Aaron Decker, CEO of Multi Service Fuel Card. “Their legacy has been built upon providing extraordinary service and frictionless convenience to each guest that visits their stores. This customer centricity aligns with our core values and is exactly what we look for when expanding our merchant network.” “Our integration with the Multi Service Fuel Card represents a significant milestone in enhancing efficiency and accessibility for heavy-duty trucking fleets at RaceTrac and RaceWay sites,” said Chris Scorti, Senior Manager of Fleet Fuel for RaceTrac and RaceWay. “Acceptance of the Multi Service fuel card at our high-flow diesel sites signifies our dedication to meeting the evolving needs of our customers in the transportation industry and our commitment to providing convenient, high-quality fueling solutions.” According to its release, Multi Service Fuel Card has an extensive merchant network of more than 8,900 high-flow diesel locations catering to the Class 8 truck market. As a fuel card initially founded by a former over-the-road truck driver, the company has specifically designed its fuel management program to support heavy-duty truck fleets with purchasing controls that protect against fraud and discount programs that help fleets manage one of their top operational expenses. RaceTrac and RaceWay locations are equipped with spacious fueling lanes, well-lit parking lots and convenience stores stocked with all the daily essentials a professional driver may need to refuel and recharge. Multi Service Fuel Card users wanting to maximize their RaceTrac experience can download the recently-relaunched RaceTrac Rewards loyalty app for additional, exclusive perks. Likewise, all Multi Service Fuel Card accepting locations have been added to the Multi Service Fuel Card mobile app to make finding cost-effective fuel locations with the amenities needed for each stop that much easier.

Nussbaum’s Clark Reed lands TCA DOY honors by sticking to the fundamentals

Dwain Hebda - September 5, 2024

In the two decades Clark Reed has been behind the wheel, he’s racked up approximately 2.5 million miles, touched all of the 48 contiguous states and graced the pages of multiple industry magazines. He even participated in a Fireside Chat with U.S. Secretary of Energy Jennifer Granholm in 2021. Most people would call that a pretty good career, but for the 60-year-old stalwart, who drives for Nussbaum Transportation, that list doesn’t even scratch the surface of his accomplishments. He’s been recognized in FleetOwner magazine’s list of Top 10 Influencers in Trucking, and earlier this year he was named Truck Driver of the Year by the Illinois Trucking Association. A month after that, he added an even bigger trophy to his case: Reed was recognized as one of five TCA Professional Drivers of the Year for 2024. “I still don’t know how to process all this,” Reed told Truckload Authority. “I’m honored, obviously, and flattered. It’s nice to know that people recognize the work I put into what I do. At the same time, though, I kind of joke that I don’t know what I did to deserve it. I just show up and do my job!” While he’s been behind the wheel for 20 years, Reed has actually worked in the transportation industry for three decades. Those first 10 years, he says, he “drove” a desk doing third party logistics paperwork. Then one day, he looked around … and decided he was tired of staring at cubicle walls and enduring interoffice politics. A career change was in order. “The idea was to drive over the road for a couple of years and then get something more local. But of course, plans always tend to have their own way of working out,” Reed said. “I discovered I actually had a passion for the road, so I stayed out on the road.” After earning his CDL, the native Ohioan drove for several carriers before finding a home at Illinois-based Nussbaum Transportation and the rest is history. Reed credits the expertise of a mentor trainer and a detail-oriented mind as fundamental to his success in the business. “I had a really good trainer, who taught me to pay attention and to sweat the details,” he said. “When you’re driving, you have to pay attention all the time, to every little thing. I’ve always been a detail-oriented person — and I think worrying about the details and paying attention has paid off.” At the same time, Reed is quick to admit that trying to keep a stranglehold on something that has as many moving parts and variables as an 18-wheeler is a recipe for cracking up. Because of this, he says, he discovered another trade secret to longevity: patience. “When I talk to new drivers and they ask me what’s one thing I can share with them, I always tell them, ‘Practice patience,’” he said. “The kind of patience I’m talking about is recognizing everything that’s going on around you, focusing on what you can control and letting go of the rest of this stuff. If you worry about the stuff you can’t control, you’ll drive yourself nuts.” One of the things Reed recognizes is beyond his control is the transformation of culture in the driving community over the past 20 years. The days of drivers gathering around a table at a truck stop and sharing experiences and wisdom with other drivers is rapidly disappearing, replaced by various smartphones, tablets and other entertainment gizmos. “I think that the advent of all these electronics has a lot to do with it,” he said. “Drivers can FaceTime their families at home, or just grab a phone and talk. It’s much easier to stay connected to family and friends. “Before, it was difficult to do, unless you wanted to plug a bunch of quarters into a pay phone or get one of those calling cards,” he continued. “As a result, I think the camaraderie has kind of gone away.” That doesn’t mean there’s a lack of community among drivers, Reed says. “But I will say this, and here’s where it counts,” he said “You may not see them hanging around the counter at the restaurant — but for the most part, if somebody is out there struggling, somebody’s going to jump in there and help them out, especially the older guys. “If somebody’s struggling backing into a hole or getting to a dock or their truck’s broke down or something like that, guys still jump in and help each other out,” he added. Reed finds other ways to connect with his fellow drivers as well, having served as a company training resource for a number of years. He said he enjoys the opportunity to help industry newcomers set out on the right foot, and that the biggest reward he gets is watching one of his students advance in skill and succeed in their career. On that latter point, however, he may not know his own strength. “What I enjoy the most about training is seeing them succeed,” he said. “I’ll tell you a story: At Nussbaum, we have a scorecard that determines what your bonus is going to be. I don’t mean this to sound like a braggadocio, but for the longest time, probably 13 months running, I was ranked No. 1. “Well, I had a student named Mike Cline,” he continued. “I taught him like I teach everybody: Do the job the correct way every time — don’t take shortcuts on your pre-trip, don’t put off these little things you see wrong with your truck, do your planning. Well, Mike took all this to heart and then one day, he actually knocked me off the top of that scorecard! That’s something he reminds me of every time I see him.” At this, Reed lets loose a peal of laughter, tickled at the memory of the student besting the sensei. “I was so happy for him,” he said with a note of fatherly pride. “One, he’s going make more money and two, it shows his hard work and dedication to doing things the right way paid off. It also showed me I was doing my job the right way.” And that’s what it’s all about: Showing up, doing a job and doing it well. This story originally appeared in the September/October edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Lessons from the road: A thorough pre-trip inspection is the best start to a safe day

Cliff Abbott - September 4, 2024

Professional drivers learn early to maximize their hours for rest by minimizing their hours spent on other activities. In a career field where many over-the-road drivers are paid on a per-mile basis — or at least the number of miles specified in the load assignment — it’s no wonder that they don’t want their time eaten up by activities that don’t add to their paychecks. Unfortunately, this is one reason many drivers don’t bother with daily pre-trip inspections. Another reason for skipping this vital step is complacency. Modern trucks are incredibly durable. Inspecting the same components every day without finding a discrepancy gets boring and leads to a “Why bother?” attitude. There are other reasons that drivers forego pre-trip inspections, but the reality is that none of them are good enough. Any component on any truck can break at any time, even on a brand-new one. While a thorough pre-trip inspection doesn’t guarantee that a breakdown won’t occur after five minutes of driving, catching a problem early CAN help prevent catastrophe later. Check the tires. Tires are one area that take a tremendous beating. Objects in the road, potholes, heat and even manufacturing defects can result in failure. Slow leaks, for example, are often undetected. In a tandem configuration, as the pressure in the damaged tire goes down, the adjoining tire takes on more weight. This causes a build-up in heat that can cause more damage. Even tires that maintain proper pressure can have problems. Objects imbedded in the tire tread can work their way into the tire’s interior, potentially ruining the tire. Bruises to the tire’s side wall can blister, eventually causing a failure. Many drivers, however, don’t check tires — or if they do, it’s with a thump and a quick look at the outside sidewall. The spaces between tandem tires and the sidewalls of the inside tire rarely get a good look; tractor side fairings and fenders make inspection more difficult. Air supply is critical With so many of today’s trucks equipped with airbags instead of springs, the air supply is critical — and there are more air lines and valves to be inspected and observed. In addition, airbags must be mounted, just as springs are, so there are always mounting brackets and fasteners that need inspecting. Air dryers are commonplace these days, so some drivers rarely bother with draining air tanks. But air dryers can fail, and most need the desiccant replaced. As they age, air compressors can develop piston “blow-by,” introducing oil vapor into the air lines that can accumulate in valves and components. Add a little dust and some cold weather, and the resulting sludge can cause valves to malfunction. Inspecting air dryers and keeping them in tip-top shape is important, and so is occasionally bleeding the air tanks to see if moisture has accumulated. Check fluids Modern tractors are equipped with sensors that indicate when fluid levels are low, but good drivers don’t wait for a light to come on. A thorough pre-trip inspection includes checking fluid levels and topping them off when necessary. Windshield washer fluid won’t cause a shutdown — but when it runs out during a period of poor visibility, accidents can occur. Oil and fluid leaks can be detected before they form puddles on the ground beneath the vehicle. It’s important to look over the engine, checking for oil, fuel or coolant leaks. Small leaks today can lead to big problems tomorrow. Don’t forget the nuts, bolts and lighting Nuts and bolts are critical to holding things together, and some of them are under tremendous stress on a truck. Your truck’s fifth wheel is bolted directly to the frame; it handles not just the weight of the trailer, but also huge amounts of side-to-side and forward-and-backward stress. Mounting bolts can loosen or break, and they can easily go undetected without an inspection. Lug nuts also absorb stress and can work themselves loose, or even break. Rust trails coming from any nut or bold are an indication they may be loosening. Chrome lug nut covers can make rust more difficult to see. LED lighting has helped to make your truck’s marker, clearance and other lights much more dependable than in the past … but bulbs still fail and wiring still corrodes. Lights should be inspected daily, but don’t skip taking a look at wiring. Inspection may mean getting under the trailer, but it’s worth it. Follow a routine A good pre-trip inspection follows a routine process, so items aren’t neglected. Always start at the same spot — for example, the driver’s door — and proceed in the same direction each time you inspect. An internet search for an inspection checklist turns up all kinds of options published by safety groups, carriers and insurance companies. Your state’s CDL manual will have an excellent checklist. If you’d like your inspection to match what the inspectors look for during roadside inspections, you can get a checklist directly from the agency who decides the inspection process, the Commercial Vehicle Safety Alliance. They provide a “cheat sheet” here. Don’t neglect periodic inspections during your trip, too. Stopping at a rest area for a quick restroom break? You can check the tires and lights on one side of your vehicle on the way to the restroom and the other side on the way back. You can observe running lights, leaks under the truck and loose or missing equipment as you walk. Finding problems early allows you to make good decisions about how and when to make repairs. It’s easy to get out of the habit of performing pre-trip inspections. Some drivers still “inspect” by thumping the tires and looking at the lights, risking a miss of a critical problem. Fix what you find When you do find problems, make good decisions about what to do. Dropping a trailer with defects for the next person to deal with could put someone in danger later and doesn’t say much for the driver’s integrity. Ignoring problems on the tractor can be risky. Nobody wants their trip interrupted by a stop for repairs, but a delay might be preferable to a service call on the side of the road later.

Proposed marijuana reclassification raises more questions than it answers

John Worthen - September 4, 2024

When the Drug Enforcement Administration (DEA) announced a proposal to reclassify marijuana from a Schedule I to a Schedule III substance earlier this year, it sent puffs of concern throughout the trucking and other transportation industries. The Truckload Carriers Association issued a statement on May 29, noting that the DEA’s proposal “is silent on what impact, if any, the reclassification of marijuana as a Schedule III drug will have on federally mandated drug testing for transportation workers.” Federally certified laboratories offering drug tests to transportation employees, such as truck drivers, are not authorized to test for Schedule III controlled substances. The Controlled Substances Act of 1971 created five Schedules that dictate how a drug is regulated under federal law. Schedule I drugs are subject to the most restrictive controls, while those down the scale are subject to more relaxed rules. To be clear, rescheduling marijuana from I to III would not decriminalize the substance or make it legal for recreational use on the federal level. The DEA’s public comment period for this rule change ended on July 22, and a final ruling will be issued after an administrative judge reviews the matter. As of this writing in mid-August, that review had not been scheduled. Several trucking industry groups have spoken out against the reclassification, as has the National Transportation Safety Board (NTSB), saying they fear reclassifying marijuana would negatively impact highway safety. During a late June hearing, U.S. Transportation Secretary Pete Buttigieg, seeking to calm fears surrounding the issue, said he anticipates that — if the drug is rescheduled — the Department of Transportation (DOT) will maintain the authority to conduct testing of marijuana use by commercial motor vehicle drivers and other safety-sensitive transportation workers. In July, NTSB officials urged the DEA to ensure that any final rule to reschedule marijuana “does not compromise marijuana testing under DOT and Health and Human Services (HHS) procedures applicable to safety-sensitive transportation employees.” Such employees include airline pilots, airline maintenance workers, bus and truck drivers, locomotive engineers, subway train operators, ship captains, pipeline operators, personnel transporting hazardous materials, air traffic controllers and others. According to the NTSB, a safety “blind spot” would be created if the DEA reclassifies marijuana without taking steps to ensure that testing remains within the scope of pre-employment, random, reasonable suspicion, and post-accident drug testing. “Removal of marijuana testing from DOT and HHS drug testing panels for safety-sensitive transportation employees would remove a layer of safety oversight that employers have been managing for decades, and it would prevent DOT and HHS drug testing from acting as a deterrent to marijuana use by those employees,” the NTSB said. “Additionally, the NTSB would no longer have DOT and federal workplace marijuana test results as evidence in our investigations.” During a House Committee on Transportation and Infrastructure meeting in early July, Chris Spear, president and CEO of the American Trucking Associations (ATA), spoke out, saying that, if the trucking industry’s ability to conduct drug testing for marijuana use is restricted, a heightened risk of impaired drivers will threaten the nation’s roadways. “DOT and ATA share the goals of achieving zero highway fatalities and ensuring the commercial driving workforce is qualified to safely operate, which is why we are committed to partnering with DOT to mitigate harmful impacts caused by the potential reclassification of marijuana,” Spear said. Marijuana and alcohol remain the most-often-detected drugs in impaired driving crashes that result in serious or fatal injuries. Between 2000 and 2018, crash deaths involving marijuana more than doubled, from 9% to 21.5%. Immediately following Canada’s 2018 legalization of marijuana, that country’s emergency medical facilities saw a 94% increase in the rate of marijuana-involved traffic injuries. During the same hearing, Rep. Rick Crawford (R-Arkansas), noted that he also has concerns about highway safety. “Mr. Secretary, I think it’s safe to assume that the number of all impaired drivers on our roadways would increase,” Crawford said to Buttigieg. “Can you speak to what your department is doing to ensure that transportation workers in safety-reliant positions can continue to be tested for marijuana use if this proposal goes forward, and how your department plans to address transportation safety in light of (the Department of Justice’s) ruling?” Buttigieg replied that his agency’s understanding of the reclassification proposal is that “it would not alter DOT’s marijuana testing requirements with respect to the regulated community. “For private individuals who are performing safety-sensitive functions, subject to drug testing, marijuana is identified by name, not by reference to one of those classes,” he continued. “So even if it was in its classification, we do not believe that that would have a direct impact on that authority.” Industry stakeholders and officials say they hope Buttigieg’s assessment is correct. According to TCA’s statement on the reclassification issue, the proposed decision appears to be spurred by laws enacted by several states that “prohibit employers from taking adverse action against employees for off-duty use, even for safety-sensitive workers.” In other words, workers in these states who lose their jobs for using marijuana while off duty can sue their former employers for wrongful termination and recover damages. “Courts have not decided whether the DOT Drug and Alcohol Regulations preempt these types of state laws, especially considering the regulations allow carriers to send drivers to a substance abuse professional program instead of terminating the driver’s employment,” TCA’s statement noted. “Reclassifying marijuana as a Schedule III drug could create further uncertainty.” In other words, there are currently more questions than answers. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Reefer, dry van spot rates jump ahead of Labor Day

Linda Garner-Bunch - September 4, 2024

Broker-posted van spot rates in the Truckstop system have underperformed seasonal expectations recently, but they rose sharply during the week ended August 30 (week 35) as they usually do during the week before Labor Day, according to a Sept. 3 report from Truckstop and FTR Transportation Intelligence. Refrigerated van rates surged by the most in the week preceding Labor Day since at least 2008. Dry van rates were not as strong historically but showed the most significant rise since International Roadcheck week in May. However, flatbed rates were down for an 11th straight week and hit their lowest level since July 2020. Total load activity increased 6% for the first week-over-week gain in five weeks. Load postings were 7.6% below the same 2023 week and about 35% below the five-year average for the week. Total truck postings fell 9.6%, and the Market Demand Index (the ratio of load postings to truck postings in the system) rose to its highest level in four weeks. The total broker-posted rate increased for the first time in eight weeks, rising just over 1 cent as the strength of refrigerated and dry van spot rates slightly offset the decline in flatbed rates. Rates were slightly weaker year over year than they were in week 34, however. Total rates were more than 3% below the same time period in 2023 and nearly 11% below the five-year average. The breakdown Dry van spot rates rose 6.5 cents after falling in six of the prior seven weeks. Dry van rates are reliably stronger versus the previous week during week 35. Rates were about 4% below the same 2023 week — marginally stronger than in week 34 — and about 15% below the five-year average for the week. Dry van loads increased 7.8%. Volume was more than 20% below the same 2023 week and about 41% below the five-year average. Refrigerated spot rates jumped 13 cents for the largest increase since early May. As noted earlier, refrigerated rates have never risen by more in a week 35 since at least 2008, although the increase in 2020 was only marginally smaller. Rates were 1.7% below the same week last year and more than 9% below the five-year average. Refrigerated loads increased 5.2%. Volume was about 13% below the same 2023 week and more than 37% below the five-year average for the week. Flatbed spot rates declined nearly 3 cents after falling 5 cents in the previous week. Week 35 has been mixed for flatbed over the years, but rates were up week over week in 2020 through 2023. Rates were about 3% below the same 2023 week — the weakest year-over-year comparison in 12 weeks — and about 10% below the five-year average for the week. Flatbed loads increased 6.5%. Volume was 4.5% above the same week last year but almost 35% below the five-year average.

Industry veteran says trucking is a passion, not just a profession

Dana Guthrie - September 3, 2024

ARLINGTON, Va. – The Women In Trucking Association (WIT) has named Lehua Anderson as its September 2024 Member of the Month, highlighting her accomplishments after a quarter of a century in the business. “I don’t have to manage or supervise anyone, and I have the freedom to make my own choices about when my day is going to start and where I want to go,” Anderson said. According to a media release, Anderson, a professional driver for GP Transco, is originally from Moloka’I, a tiny island in Hawaii. Anderson relocated and was raised in rural Alaska where much of the population survived on fishing, farming and hunting. Her upbringing, surrounded by a family of towering Polynesian men, showed her that challenges are meant to be conquered, regardless of gender norms. “Men don’t scare me,” Anderson said. When Anderson’s children moved out, she and her husband decided they wanted to travel and began pursuing professional truck driving careers. With a staggering 25 years of overall experience, she enjoys the freedom of driving and that trucking isn’t just a profession, but a passion forged through years of dedication and a deep-seated love for the open road. Anderson stressed the importance of researching and finding a company that prioritizes the safety of their drivers especially as a woman in a male-populated industry, according to the release. While at her first company, she recalls a time she got stuck in a blizzard with no heat in her truck. Anderson relied on her ten years of living in Alaska to survive showcasing her ability to navigate any roadblock with finesse and confidence. “In the world of trucking, where grit and determination pave the way, Anderson stands as a beacon of strength and resilience,” the release said. “Her journey with GP Transco is not just about miles driven, but about overcoming obstacles with unwavering courage.” According to WIT, Anderson embodies the spirit of perseverance that defines the Women in Trucking community. Her story inspires admiration and a profound respect for those who dare to break barriers and pave new paths in the world of trucking.

All eyes are on truck parking issue as feds work on funding proposals

John Worthen - September 3, 2024

in late June, Congressional leaders announced that $200 million of the House Transportation Appropriations Subcommittee funding bill will be earmarked for truck parking. On July 12, the bill, HR 9028, was placed on the House calendar. This bill directs the Department of Transportation (USDOT) to provide competitive grants for projects that provide public parking for commercial motor vehicles and improve the safety of commercial motor vehicle drivers. States, metropolitan planning organizations, tribal governments and local governments are all eligible for these grants, which “must be used for projects on federal-aid highways or a facility with reasonable access to such a highway or a freight facility,” according to the bill. In providing grants, the USDOT must determine the following criteria: That there is a shortage of commercial motor vehicle parking capacity in the corridor in which the project is located; That the eligible entity has consulted with motor carriers, commercial motor vehicle drivers, public safety officials, and private providers of commercial motor vehicle parking regarding the project; That the project will likely increase the availability or utilization of commercial motor vehicle parking, facilitate the efficient movement of freight or improve highway safety, traffic congestion, and air quality; and That the eligible entity has demonstrated the ability to provide for the maintenance and operation of the facility. In addition to the $200 million for truck parking, the House funding bill addresses a number of other trucking industry priorities, such as strengthening the Safe Driver Apprenticeship Pilot Program and blocking a waiver requested by California that would create a patchwork of meal and rest break rules, something many believe would undermine safety and the supply chain. The bill would also prevent the Federal Highway Administration from moving forward with its proposal to impose greenhouse gas emissions performance measures on state departments of transportation and metropolitan planning organizations. Additionally, the bill would prohibit the implementation of any congestion tolling programs, such as the one planned by New York City that has now been indefinitely suspended. A lack of safe parking has been near the top of industry issues for decades. According to a USDOT study, 98% of truck drivers regularly experience problems locating safe parking. An analysis by the American Transportation Research Institute found that the average driver sacrifices 56 minutes of drive time per day in search of a parking space, resulting in $6,813 in lost wages for drivers each year. This new investment in truck parking would build on the progress that has been made through the Bipartisan Infrastructure Law that ATA championed, which has already allocated funding to build roughly 2,000 truck parking spaces. Hailey Betham, manager for government affairs at the Truckload Carriers Association (TCA), says the group is closely watching the government’s progress on this issue. Aside from the announced funding proposal in late June, the Truck Parking Safety Improvement Act is also working its way through the federal government. If passed, the act would provide $755 million over three years to expand parking capacity. “Currently, there are many variations of the truck parking bill,” she said. “We have The Truck Parking Safety Improvement Act (HR 2367 and S 034), which we hope to see more movement, as the Senate bill currently resides in the Senate Committee on Environment and Public Works, and we are actively trying to garner more co-sponsors to see more movement.” Betham noted that the Senate’s version of the House Transportation Appropriations Subcommittee funding bill does not include this language, noting, “We hope we see the same funds allocated in future revisions of their funding bill.” “If we see the $200 million towards truck parking projects in both FY25 THUD funding bills, this will be a victory for our industry as it is a step forward to seeing more movement for HR 2367 and S 1034,” she said. The legislation has the potential to have a profound impact on the trucking industry. “The need for truck parking is not just important, it’s urgent,” Betham said. “An increase in truck parking will not only prevent road accidents, but also provide safety for our nation’s drivers, especially our women drivers. Drivers will be protected in an area with accessible restrooms and lighting, free from fear even when they sleep through the night.” Like TCA’s Betham, the American Trucking Associations’ president and CEO, Chris Spear, is cheering on the efforts in Washington to create more truck parking. “The severe shortage of truck parking places an enormous burden on truck drivers, who often don’t know if they will be able to find a safe place to sleep when they finish their shift,” Spear said. “This significant investment to expand parking capacity would help alleviate stress on truck drivers, move freight more efficiently, and make the roadways safer for all motorists.” Spear thanked the members of the House Transportation Appropriations Subcommittee “for prioritizing this funding that will benefit truck drivers and our supply chain, and we are especially appreciative of the decisive leadership of Congressman Womack for ensuring this provision was incorporated in the final bill.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

What’s your type? Trucking offers variety of modes for transporting different cargoes

Cliff Abbott - September 3, 2024

What’s the next step in my life? Whether you’re thinking about your career, or your personal life, this could be considered the “eternal question.” It’s a question many professional drivers have hours to ponder as they pilot their vehicles for hours on end. To be sure, some drivers are content to remain in their current jobs until retirement (if they retire at all). They’ve worked hard to achieve the record they’ve built, and they take pride in their safety and longevity on the road. Other drivers, however, wonder what the next challenge will be. They’re always on the lookout for more skills to master. The good news is that there’s plenty of room in the trucking industry for both of these mindsets. Change of trailer + change of cargo = change of pace With a huge number of available driving opportunities, drivers can advance their careers while keeping the same basic job of relocating freight. The type of freight — and the equipment needed to haul it — can change from job to job. Drivers who are accustomed to dry van trailers, for example, might find hauling refrigerated freight to offer more challenges, both in terms of managing the cargoes and in pickup and delivery locations and processes. For others, flatbed trucking is a new challenge with its unique cargo, securement responsibilities, and pickup and delivery locations. Drivers who prefer visiting rural locations rather than urban facilities often find flatbed work more enjoyable. Flatbed hauling can be more physical work, too, as loads require securing and some cargoes require tarping for protection from the elements. Flatbed trailers come in a variety of configurations, too, from one-level to drop-deck, double-drop, lowboy and other shapes and sizes. Tanker work appeals to many drivers who like a challenge. Navigating a vehicle with high center of gravity, plus the way liquid cargoes can move, or “surge,” creates a different set of conditions than other forms of trucking. Many types of liquid and gaseous cargo are hazardous, requiring stricter credentials and more attention from the driver. On the other hand, loading and unloading tanker trailers can be faster and easier, depending on the cargo and location. Dry bulk tanks have their own characteristics, and some drivers prefer them to liquid tanks. Dump trailers, whether they’re conventional hydraulic lift, hopper bottom, walking floor or other type, provide a variety of opportunities. Some jobs involving dump trailers are local, providing more home time for drivers. Others cover great distances, and drivers spend as much time over the road as dry van drivers. Then, there are commercial vehicles that haul other vehicles. Auto hauling is a niche of trucking that some drivers prefer. There are additional responsibilities involved in loading, unloading and securing vehicle cargoes, and there will be lots of empty miles. Often, routes are regular and time at home can depend on the season and even the state of the economy. Heavy-haul trucking often involves specialized equipment and careful planning for weight and its distribution. Often, special permits are needed for each jurisdiction travelled and escorts, either private or law-enforcement, are required for some loads. To own or not to own (a truck, that is) Some drivers choose the independence of owning their own trucks, and there are different ways to go about it. The easiest way to gain ownership is probably a lease-purchase agreement with a carrier. Drivers benefit from lenient credit requirements and by purchasing equipment that is already set up for the carrier’s freight and system. Often, there is little or no down payment. The driver pays the carrier a specified amount per week or per month — and after an agreed-upon time period is met, the driver owns the truck. Another benefit of this type of arrangement is that the leases are often “walk-away.” If it turns out the driver doesn’t like the truck (or the job), the carrier still owns the truck, and the driver can go back to being a company driver or pursuing another type of work. There can be downsides to the lease-purchase arrangement, too, however. Less-scrupulous carriers may use these agreements as a way to profit more from the leasing of used equipment than they would get by trading it in or selling it outright. Drivers who drop out of the program don’t keep any equity in the truck, even if they’ve paid far more than the truck’s value on the market. Some carriers have been accused of deliberately reducing dispatched miles or imposing payment conditions drivers can’t meet in order to get their truck back to lease to another driver. The Federal Motor Carrier Safety Administration (FMCSA) has established a Truck Leasing Task Force that’s conducting a study of the practice and whether it is fair to participants. Of course, a driver can simply buy a truck (or two, or more) and become owner-operators. Most new-truck dealers also sell used equipment, and some dealers specialize in pre-owned units, offering financing at lower rates and even business courses for new owners. Companies that rent or lease trucks often also sell them. Penske and Ryder both have used equipment sales divisions. An advantage to purchasing a previously leased truck is that the vehicle has been maintained according to the leasing company’s standards and the maintenance history is usually available. Publications such as Commercial Truck Trader list thousands of tractors, trailers and smaller trucks. Drivers who are looking for a specific model or specifications may find the perfect vehicle here, as equipment is offered by all types of dealers and owners. Availability and types of financing and other considerations can vary between sellers, so it pays to do the research and ask questions. Start with a plan Before buying any truck through any means, however, the driver needs to have a plan of what to do with it. Leasing your truck to a carrier as an independent contractor (IC) is an option that allows the owner to benefit from the carrier’s ability to find freight, collect invoices, meet regulatory safety requirements and more. The most “independent” option is registering as a carrier with the FMCSA and developing a list of customers. This means taking on all the elements of a trucking business, and it should not be entered into without proper preparation. Finally, for those who desire to get out of the cab while remaining in trucking, there are positions in instructing, safety, operations and more available at carriers. Depending on the driver’s domicile, many carriers can benefit from the driver’s experience and knowledge of how things work on the road. And, of course, there’s another option — and one that I’ve discovered personally: Drivers who are good at storytelling and writing down their experiences could even find themselves writing for a respected trucking news outlet like The Trucker Media Group!

MDOT lifting restrictions for hauling fuel, battery materials on Ambassador Bridge

Dana Guthrie - September 2, 2024

DETROIT, Mich. — The Michigan Department of Transportation (MDOT) will lift some restrictions on the transport of materials over the Ambassador Bridge in Detroit following months of public input from residents, business owners, lawmakers and other interested parties. According to a media release, MDOT will allow the transport of some fuels and materials for batteries beginning Oct. 29. The announcement follows six months of reviewing factual comments, meeting with both law enforcement and first responders and reviewing comments submitted from the public. “The Detroit International Bridge Co. (DIBC) requested modifications to current restrictions placed on what types of materials are allowed to cross the Ambassador Bridge,” MDOT said in the release. “State law designates MDOT as the agency responsible for determining where restricted materials cannot be carried. In June 2021, MDOT commissioned a technical study to review and evaluate the risks associated with transportation of restricted materials on the Ambassador Bridge from Porter Street in Detroit to Canada, should any existing restrictions be changed.” The release noted that following legal guidelines, MDOT shared the study in November 2023 during a public comment period, and collected more than 80 letters from elected officials, business owners and other members of the public, many expressing support for the changed restrictions. On March 20 MDOT held a public hearing to further engage with the community and collect additional feedback. Utilizing the study, MDOT determined that a net improvement to public safety would result from granting the modifications requested by the DIBC. DIBC currently has a fire suppression system and spill mitigation protocols and materials in place. Restricted materials will only be transported during off-peak hours, under the supervision of vehicle escorts. Additional information regarding hazardous materials routing and MDOT’s consideration of these changes is available on the MDOT website.