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ACT Research’s For-Hire Trucking Index creeps closer to balance in June

COLUMBUS, Ind. — The latest release of ACT Research’s For-Hire Trucking Index suggests the supply-demand balance between the fleet and freight is narrowing. The Volume Index decreased 5.5 points in June to 48.9, seasonally adjusted (SA), from a Roadcheck-assisted 54.4 in May. “Volumes have been fairly flat this year, but they’ve improved to ‘less bad’ on a y/y basis, with the index averaging 48.8 through the first half of this year, versus 42.8 last year,” said Carter Vieth, the research analyst at ACT Research. “Even with consumers under strain, real US retail sales are up 1.8% YTD, and further disinflation helps support our outlook on real income growth. Additionally, intermodal and import volumes are trending positive, which minimally adds to overall surface freight volumes. Private fleet insourcing has likely taken away some for-hire demand, but the recent softening in US Class 8 tractor sales indicates a slowing in private fleet growth.” Overall, truckload volume data remain mixed, with the Cass Freight Index and DAT spot loads still at cycle lows. The Capacity Index increased by 3.6 points m/m to 49.3 in June, from 45.6 in May. “Though the index increased m/m, this month’s reading marks the 12th month in a row capacity has been below 50, the longest streak of decline since the inception of the survey in late 2009,” Vieth added. “Fleet capacity contractions occurring at a slower rate suggest the supply-demand balance between the fleet and freight is narrowing. Given the duration of this downturn and the still-weak fundamentals, it’s hard to see capacity turning positive in the coming months, especially as the US tractor sales trend continues to sag.” The Supply-Demand Balance fell in June to 49.6 (SA) from 58.7 in May, as freight volumes decreased and fleet capacity increased. “Private fleet expansion, which is not captured in this indicator, is resulting in a longer leadup to higher market rates than in past cycles. With capacity an issue, overall equipment purchasing trends will remain key to watch. Continuing demand-side freight growth should provide ongoing support to the market balance,” Vieth concluded.    

Fleetio Go Fleet Maintenance App Now Available in Spanish

BIRMINGHAM, Ala. —  Fleetio, a fleet maintenance management software company, announced the launch of a Spanish language option in its mobile fleet maintenance app, Fleetio Go. According to a recent media release, “by offering Spanish translation, Fleetio enables native speakers to manage fleet responsibilities more quickly and confidently, ultimately improving overall fleet maintenance outcomes.” “Spanish-speaking employees can play a crucial role in ensuring that today’s fleets run safely and efficiently, but language barriers sometimes get in the way of accurately assessing and completing fleet maintenance workflows,” the release stated. “Fleetio Go in Spanish helps remove friction, allowing native speakers to submit inspections, log fuel entries and complete work orders in their preferred language.” “At Fleetio, we understand the importance of a diverse workforce within the fleet maintenance industry,” said Esteban Contreras, Vice President of Product at Fleetio. “By offering Fleetio Go in Spanish, we’re empowering nearly a quarter of our customer base with the tools and resources they need to excel in their roles. This not only simplifies daily tasks and improves communication, but ultimately equates to a safer, more efficient fleet operation for everyone involved.” Fleetio Go allows fleet managers, drivers and mechanics to complete fleet maintenance activities from any location. From scheduling vehicle maintenance to conducting thorough inspections with digital reports, Fleetio Go makes it easy to manage fleet maintenance on the go. Simply setting the mobile device’s default language to Spanish (ES) allows users to automatically experience Fleetio Go in Spanish upon login. Users may also switch back and forth between English and Spanish at any time within the app. Additionally, Fleetio offers Spanish Help Center articles, videos and support via email or chat, which serve as valuable resources for onboarding and self-directed learning. The company states that by breaking down language barriers, Fleetio Go in Spanish unlocks several key benefits for fleets including reduced training time which allows drivers and technicians to learn in their native language, reducing the need for specialized training resources; increased task completion engages Spanish-speaking employees with automatic push notifications in their preferred language, enabling more timely resolution of inspections, preventive maintenance tasks and unplanned repairs. Finally, improved compliance eliminates language barriers around issue reporting and helps fleets gather important and consistent work order data, promoting a better understanding of asset health and total cost of ownership. “Fleetio Go in Spanish has helped remove the language barrier for our field employees and technicians, putting everyone on the same page regarding fleet unit maintenance,” said Ernest Garcia, Director of Fleet Management and Business Systems at Gothic Landscape. “Having the app available in Spanish has increased safety and awareness company-wide.”  

Drivers ask Washington to make trucking an appealing, safe and sustainable career 

WASHINGTON — The House Committee on Transportation & Infrastructure had a hearing on Wednesday with the purpose of examining the Department of Transportation’s regulatory and administrative agenda.  Highways and Transit Subcommittee Chairman Rick Crawford (R-AR) opened the meeting.  “We are here today to examine the Department of Transportation’s regulatory and administrative agenda with respect to the modal administrations under this subcommittee’s jurisdiction,” Crawford said. “Since President Biden took office, we’ve heard frequently from stakeholders spanning all regions and industries about the burden of this administration’s onerous regulatory agenda. An analysis by the National Association of Manufacturers found that across the board, federal regulations cost the United States economy more than $3 trillion. Yet, the Administration continues to march forward with crushing regulations, including those that exceed its statutory authority.” According to Crawford, the Federal Highway Administration continues to pursue its final rule to force a greenhouse gas performance measure on state departments of transportation and metropolitan planning organizations, despite lacking the statutory authority to do so.   “As I have said many times in this subcommittee, this policy was considered and disposed of during negotiations of the Infrastructure Investment and Jobs Act,” Crawford said.  Crawford noted that two federal courts issued opinions earlier this year finding the rule exceeds the Administration’s statutory authority. The United States District Court for the Northern District of Texas went so far as to vacate the rule. Concerns have been repeatedly raised in this subcommittee about the Administration’s unauthorized actions, including concerns that this rule would put the thumb on the scale and potentially influence project selection.  Confusion over regulation details  “Similarly troubling, we’ve heard concerns from businesses that they’re being hamstrung by ambiguity and a lack of clarity surrounding regulations,” Crawford said. “The so-called Inflation Reduction Act provided $4.5 billion for the Biden Administration’s Buy Clean Initiative to allow the General Services Administration and Federal Highways to pilot low-embodied carbon programs. There has been confusion about the material requirement differences between GSA and Federal Highways, as well as a lack of transparency for the Environmental Product Declaration, or EPD, collection. I remain concerned that the Biden Administration is pushing the market without considering the actual lifecycle of the materials in construction projects.”  “Likewise, rules and regulations continue to be considered that mandate certain technologies that may not be ready for mass adoption, particularly as it relates to the trucking sector,” Crawford said. “This can stifle the safe and efficient movement of freight, have safety implications on other roadway users, and may needlessly increase costs for consumers.”  Lewie Pugh, head of the Owner-Operator Independent Drivers Association (OOIDA) testified at the hearing.  “Prior to working at OOIDA, I was a small-business trucker for nearly 23 years with 2.5 million miles of safe driving,” Pugh said. “Before operating my own trucking business, I drove a truck during my service in the United States Army. I still proudly hold a Commercial Driver’s License (CDL). In short, I’ve been a trucker my entire career.”  The Owner-Operator Independent Drivers Association is the largest trade association representing the views of small-business truckers and professional truck drivers. OOIDA has approximately 150,000 members located in all fifty states that collectively own and operate more than 240,000 individual heavyduty trucks. According to Pugh, OOIDA’s mission is to promote and protect the interests of our members on any issues that impact their economic well-being, working conditions, and the safe operation of commercial motor vehicles (CMVs) on our nation’s highways.  “Small trucking businesses, like those we represent, account for 96 percent of registered motor carriers in the United States, making them a key component of the nation’s supply chain,” Pugh said. “We are undoubtedly the safest and most diverse operators on our nation’s roads. Every region of our country and segment of our economy relies upon long-haul truck drivers. Our members are an integral part of the global supply chain and have a unique perspective on the many challenges our nation faces in moving freight in the safest, most efficient manner.”  Trucking industry more regulated than any other  Pugh noted that trucking is one of the most heavily regulated industries in America. Federal regulations affect nearly every aspect of a professional driver’s life. From the number of hours they can drive before taking a break or shutting down, to the color and width of tape they must use on their trailers, nearly every element of trucking is controlled by a regulation. Complying with existing regulations, many of which have absolutely no connection with safety, can be overwhelming for even the most experienced driver. In some cases, it can be damn near impossible. While compliance rates with this dizzying array of regulations have never been higher, there are those, including large motor carriers, shippers, safety advocates, elected officials, and bureaucrats, who not only resist modernizing or eliminating needless regulations, but want to impose even more impractical and ineffective rules on American truckers. Some of these entities want to go so far as mandating speed limiters on all commercial vehicles, which could force truckers to travel 20 mph below the posted speed limit.   Truckers feel concerns unheard   Pugh stated that supporters have dismissed concerns about the disastrous consequences this regulation would have on highway safety and the supply chain. Others, with no experience in the day-to-day operation of a CMV, want to mandate the use of unproven and cost-prohibitive equipment like side underride guards that would jeopardize the safety of drivers and the future of their businesses. Pugh also added that there are members of the Committee who want to dramatically increase the amount of liability insurance truckers must carry, knowing this increase is entirely unnecessary and will immediately destroy innumerable small trucking businesses.   “If this paints a picture of a dysfunctional regulatory environment where practical solutions have become secondary considerations, then you’re starting to see things like an OOIDA member,” Pugh said. “Let me be clear, OOIDA and our members are not anti-regulation, as some would have you believe. In fact, the opposite is true. We have a long history of supporting regulations that address critical needs in our industry and are backed by sound research and data. For decades, we have pushed for enhanced driver training requirements to ensure the men and women behind the wheel of a CMV are prepared to operate at the safest level. We’ve also pushed for greater broker transparency, stronger truck leasing requirements, better driver pay, and more accurate and reliable safety ratings systems. Truckers believe Congress and the Department of Transportation (DOT) have inconsistent records when it comes to crafting regulations that support their needs. Even members of this Subcommittee have demonstrated inconsistency when it comes to developing regulations that advance our shared objective of improving highway safety and supporting those who make their living on the road.”  According to Pugh, while Congress’s recent record features both positive and negative aspects, truckers have grown frustrated with the Biden Administration’s regulatory steps initiated under their own authority. First and foremost is the wildly unpopular and dangerous speed limiter mandate proposed by the Federal Motor Carrier Safety Administration (FMCSA), which should be withdrawn immediately.   “We are also concerned by FMCSA’s efforts to water down commercial driver’s license (CDL) requirements at a time when we should be enhancing driver training regulations,” Pugh said. “Even when moving in the right direction, such as working to improve broker transparency and enhancing the ability of truckers to report safety risks through the National Consumer Complaint Database (NCCDB), the agency is painfully and unnecessarily slow to act. Outside DOT, truckers can’t believe the Environmental Protection Agency (EPA) is moving forward with more crippling emissions regulations. In the end, truckers want regulations that reflect their needs and the changing dynamics of their industry. It’s time for Congress and DOT to help make trucking an appealing, safe and sustainable career by listening first to the people that make their living behind-the-wheel.”  To watch the full hearing, visit https://transportation.house.gov/calendar/eventsingle.aspx?EventID=407667 

Q3 TD Cowen/AFS Freight Index: How stagnant demand plays out across truckload, parcel and LTL 

ATLANTA, Ga. — AFS Logistics, a third-party logistics (3PL) provider, and TD Cowen have announced the third quarter (Q3) 2024 release of the TD Cowen/AFS Freight Index, a snapshot with predictive pricing for truckload, less-than-truckload (LTL) and parcel transportation markets.   “The current state of freight markets empowers shippers to wield pricing power and re-evaluate how to best make use of logistics networks,” said Tom Nightingale, CEO of AFS. “Carriers, on the other hand, continue to step up the sophistication and nuanced defenses of their revenue streams, with subtle and frequent ancillary price increases.”  According to a press release, the index shows the uneven effects of continued demand and capacity imbalances playing out across multiple transportation modes. While LTL carriers are holding the line with pricing discipline, parcel rates are showing the effects of aggressive discounting and excess truckload capacity continues to suppress a pricing recovery. Data indicates a favorable market for shippers, highlighted by intense price competition among parcel carriers and the sixth-straight quarter of truckload rates hovering at the floor,  Truckload: Still waiting for a rate recovery  The truckload rate per mile index established a floor in Q2 2023 of 4.3% above the January 2018 baseline, and Q3 2024 is expected to be the sixth straight quarter with rates bouncing along that bottom. The index projects rate per mile to drop slightly to 4.7% in Q3 2024, a 0.3% decline from the 5.0% mark of the previous quarter. In Q2 2024, average linehaul cost per shipment also declined, down 2.7% quarter-over-quarter (QoQ), as the share of short-haul shipments remained relatively flat. For additional context, although Q2 linehaul cost per shipment was down 14% year-over-year (YoY), it was still 11% higher than pre-pandemic levels.  “With truckload seemingly stuck at the bottom for over a year, speculation is rampant as the market looks for any sign of a recovery finally materializing,” said Andy Dyer, president of transportation management for AFS. “Recent increases on the spot market do provide a limited upward push, but with contract rates still slightly decreasing and no clear macroeconomic catalyst to spark increased demand, we’re projecting rates to keep hovering where they’ve been since Q2 of last year.”  Parcel: Major discounting overpowers accessorial changes The media release also noted that parcel carriers have found themselves in a contradictory cycle – frequently hiking surcharges to squeeze additional revenue from limited demand, but simultaneously deploying heavy discounting to compete for those modest volumes. Repeated increases to fuel surcharges even as fuel prices are falling have resulted in a growing divergence between surcharges and the actual price of fuel.   The ground fuel surcharge would be 5.5% lower if FedEx and UPS allowed the ground fuel surcharge to purely follow market dynamics based on the EIA on-highway diesel price. However, major discounts spurred by the low-demand environment blunt the effect of the surcharge hikes.   “The ‘competitive but rational’ language used by carriers to describe the market did not signal cooling discounting activity, as the pursuit of volume drove liberal discounting in both express and ground parcel,” said Micheal McDonagh, president of parcel for AFS. “Carriers are also applying discounts to pursue the highest-profit customers. Small- to medium-size shippers are seeing exceptional discounts that might typically be reserved for much larger customers.”  Discounting played a major role in the ground parcel rate per package index declining from 28.8% to 26.8% in Q2 2024, and that trend is expected to continue in Q3, dropping to 25.7%, according to the release. Cost per package also decreased in Q2 2024, driven by an average discount increase of 0.9% QoQ and a 5% reduction in net accessorial charges per package – not an indication of carrier leniency, but further evidence of carriers’ aggressive discounting.  The release noted that the express parcel index is also expected to fall, from 4.7% in Q2 2024 to 2.8% in Q3 2024. This projection is in line with seasonal trends and an expectation for heavy discounting behavior to continue in Q3. In Q2 2024, the average discount in express parcel increased 0.7% QoQ, though the cost per package actually increased marginally compared to Q1, driven by weight, service mix and fuel surcharge changes.  LTL: Carrier discipline keeps rates elevated, though cost per shipment continues to fall  “Looking at shippers’ efforts to capitalize on cost saving opportunities in today’s freight market provides a rationale for the decreasing weight per shipment we see in LTL,” says Dean Jones, president of LTL for AFS. “Two examples show how inbound and outbound flows at both ends of the weight spectrum push this overall trend – seeking relief from the punitive charges of parcel carriers pushes lighter freight into LTL networks, while pursuing the efficiency of consolidated, multi-stop truckload pushes heavier freight away from LTL carriers.” According to the release, declining weight per shipment and a lower average fuel surcharge drove a 2.6% QoQ decline in LTL cost per shipment in Q2 2024, though rate per pound showed modest QoQ growth – a testament to carrier discipline and graduated pricing structures that make lighter shipments more expensive. Looking ahead to Q3, the LTL rate per pound index is projected to reach 63.2% – a slight 0.3% QoQ increase as market conditions remain steady and carriers maintain discipline. 

Conduent modernizes tolling infrastructure for Ohio Turnpike

FLORHAM PARK, N.J. — Drivers on the Ohio Turnpike now have an easier tolling process. On July 23, Conduent Transportation announced the completion of a modernized toll-collection system on the Turnpike. The project, which is the largest in Ohio Turnpike history since the toll road was completed in 1955 according to the Ohio Turnpike and Infrastructure Commission (OTIC), involved upgrades to 216 lanes on the 241-mile-long Turnpike to include self-service and collector-operated toll plazas, as well as open-road, automated tolling options for vehicles using E-ZPass transponders. According to a press release from Conduent, The new system, managed by OTIC, will help increase traffic flow and vehicle throughput while providing for operational efficiencies — all leading to more convenience and an improved experience for motorists. “The Conduent team has shown great partnership, professionalism and expertise throughout our implementation and go-live of the modernized toll collection system on the Ohio Turnpike,” said Ferzan M. Ahmed, P.E., executive director at OTIC. “Working closely with our staff, Conduent has implemented Ohio’s first open road tolling system that will help increase traffic flow and provide operational efficiencies.” As part of the Ohio Turnpike project implementation, Conduent installed and will maintain state-of-the-art, open-road tolling lanes for E-ZPass customers, along with separate lanes with automated toll payment machines that accept coins, cash, and credit or debit cards. In the future, these machines will be equipped for contactless payments using smartphones and digital wallets. The open-road tolling solution incorporates LiDAR (light detection and ranging)-based scanners. Automated license plate recognition technology will also be used to account for vehicles driving through E-ZPass lanes without a transponder. “Since 2020, our team has partnered with OTIC to make this new tolling infrastructure a reality, and we are proud to complete such an important project on one of the longest-running toll roads in the country,” said Adam Appleby, Conduent’s group president of public sector solutions. “(This) announcement reinforces our leadership in providing tolling solutions that bring lasting value for agencies and the customers who experience the true benefits of modern mobility.”

FTR’s Shippers Conditions Index Improves in May 

BLOOMINGTON, Ind. — FTR’s Shippers Conditions Index for May improved to 4.5 from April’s 3.0 reading.   “May was almost a repeat of April aside from fuel costs,” said Avery Vise, FTR’s vice president of trucking. “Freight rates were the most favorable for shippers they had been in a year, but we expect them to return to the softer climate seen during the first quarter.”  According to an FTR press release, falling diesel prices bolstered a favorable rate environment for shippers while other factors were only marginally favorable and mostly stable month over month. FTR forecasts that the index will move closer to neutral territory and then turn slightly negative by late this year as key freight dynamics – volume, utilization, and rates – start to become at least occasionally unfavorable for shippers.  “Our outlook for freight volume has strengthened a bit, putting at least some upward pressure on both capacity utilization and rates,” Vise said. “However, shippers likely will see conditions that are more accurately characterized as neutral rather than negative. Ample capacity in trucking continues to discipline the freight market.”   The July FTR’s Shippers Update, published July 5, provides a detailed analysis of the factors affecting the May Shippers Conditions Index and provides the forecast for this index through May 2025. Additional commentary in the July edition discusses how the growing production of computer and electronic products compares to the otherwise sluggish U.S. manufacturing output.   The Shippers Conditions Index tracks the changes representing four major conditions in the U.S. full-load freight market. These conditions are freight demand, freight rates, fleet capacity, and fuel price. The individual metrics are combined into a single index that tracks the market conditions that influence the shippers’ freight transport environment. A positive score represents good, optimistic conditions. A negative score represents bad, pessimistic conditions. The index tells summarizes the industry’s health at a glance.

Perry Williams, Jason Crawford recognized by NCI as May, June drivers of the month

IRVING, Texas — National Carriers Inc. (NCI) is honoring Perry Williams and Jason Crawford as the company’s Drivers of the Month for May and June 2024, respectively. Each driver received a $1,000 bonus for their recognition and is now eligible to be named NCI’s 2024 Driver of the Year. A $10,000 bonus will be given to the winning driver at the conclusion of the Driver of the Year banquet. Perry Williams: May 2024 For the past 21 years Perry Williams has been an owner-operator at NCI. Operating within the livestock division he hauls tallow and transports refrigerated freight as needed. Perry has worked in every department in the company — literally all of them — in some fashion or another. Because of his hard work, Williams was honored as NCI’s Driver of the Month for May 2024. “When it comes to Perry’s work ethic, I’d say he got that from his father,” said Jason Greer, NCI’s director of livestock. “His father was all about customer service; he worked in the food industry by helping to get a famous west coast favorite eatery to where it is today. He was ALL ABOUT IT — from the way you looked, dressed and communicated at the job,” Greer continued. “I’d say his dad “beat that into Perry’s head, and Perry still holds true to his father’s core values. Just ask him!” Williams is valued for not only his dedication to service and his work ethic, but also his willingness to take on difficult tasks when needed. “What makes Perry so valuable is he is always up for a challenge, no matter how bad or good it is,” Greer explained. “He understands the industry with its highs and lows. He always says, ‘That’s trucking,’” Greer continued. “The fact is, you can give him a task and walk away knowing he will do everything in his power to get it done the right way and if not, he lets everyone know what needs to get it done. Reliability is another of Williams’ strengths. “I just ask him to do whatever needs done and he takes it from there … THE JOB IS DONE, and we don’t worry about it anymore,” Greer concluded. Jason Crawford: June 2024 After 12 years of duty in the United States Army, Jason Crawford ended his term of service. During his tours in Kosovo, the Balkans, Iraq and Afghanistan he rose to the rank of Sergeant First Class. As he exited the service, a buddy Crawford had served with recommended NCI as a great to begin his driving career. Now, less than five years later, he has earned the title of Driver of the Month for June 2024. “At National Carriers I can have my children ride with me on my truck. That is a big deal for me,” Crawford said, adding that the income is another bonus. “The pay in the NCI truck leasing program allows my wife to be a stay-at-home mother,” he said. “I work well with my driver manager, and we generally have good communication between us.” Aaron Donbar, Crawford’s driver manager at NCI, speaks highly of the hard-working veteran. “Jason is a pleasure to work with,” Donbar said. “He requires minimal supervision while performing at a high level.” As with many former service members, Crawford gained valuable skills while in the military. “His leadership experience in the military translates well into the trucking industry,” Donbar said. “With an exceptional safety record blended with outstanding service to our customers, Jason is a fine example for other ‘Elite’ fleet drivers to follow.”

New Class 8 truck sales dropped sharply in June, but not enough to relieve overcapacity

June U.S. sales of new Class 8 trucks fell 24.7% from the level seen in June 2023, according to data received from Wards Intelligence. Total reported sales of 18,134 trucks brought the year-to-date total to 113,567 trucks, 16.4% behind last year’s pace. The long-predicted sales decline is beginning to pick up steam and orders for new trucks are finally slowing as the wait for new equipment continues to decline. FTR Transportation Intelligence reported preliminary North American Class 8 net orders at 13,100 for June, the lowest month of the year so far. Previous months, however, have been higher than corresponding months last year, so the June decline won’t mean much unless following months are also low. Truck orders typically fall off in June anyway as some carriers choose to wait until orders for next year’s model are accepted by manufacturers, typically in August. At the same time that orders are falling, inventory levels that include trucks at dealerships, in transit and those at truck body manufacturers such as trash, dump, tank and so on, have risen to record levels. “On ACT’s calculated basis, the Class 8 inventory rose to an all-time high close to 92,500 units in June, versus the 85,400 units reported,” said Kenny Vieth, president and senior analyst at ACT Research. “Our calculated inventory surpasses August 2019 on the ‘we’ve got an inventory problem’ list.” High inventories may help hold down pricing for buyers, as dealers might be more willing to offer deals; however, the tightened credit market won’t help. Credit is harder to come by as creditors, still smarting from defaulted loans that occurred when record high freight rates crashed, have generally increased down payment amounts while toughening credit requirements. Buyers that are able to find financing are paying higher interest rates, too. So, what’s the good news? The good news is that slower sales of new trucks will help ease the industry’s overcapacity issue. As the number of trucks available to haul freight shrinks, competition among shippers looking for transportation for their products increases, driving freight rates higher. While better rates would certainly be attractive to truckers, it will take more months of reduced truck sales to see it happen. But there’s a catch. Some buying activity is attributed to “pre-buying” — stocking up on equipment to avoid the cost increases and potential maintenance issues expected for the 2027 model year when new EPA standards for mileage and emissions go into effect. While buying earlier model trucks may help carriers avoid cost issues, those new trucks also delay the return to a balanced freight market by adding to the current overcapacity issue. Freight rates won’t go up until truck numbers come down. Both ACT and FTR commented that sales of vocational trucks (those equipped with dump, trash, concrete and other body types) actually increased in June. Since those trucks won’t be running on the highways hauling OTR freight, that’s good for the capacity issue. On the used truck market, ACT Research reported a 2% decline in same-dealer sales from May and a 4% decline from June 2023. At the same time, the price of the average Class 8 used truck has declined by 20% in the past year; that same average truck Is also 3% younger and has 3% fewer miles. That’s good news for used truck buyers, if they can qualify for financing. “A lack of traction in freight and freight rate improvement, coupled with still-high interest rates, remains the largest hurdles to better used truck sales performance,” said Steve Tam, ACT’s vice president and senior analyst, pointing out that used truck sales are typically “lackluster” in July but tend to increase in August. What are the top sellers? Individual truck manufacturers — with one exception — are selling fewer trucks this year. That exception is Western Star. With reported sales of 5,176 trucks for the year, the company is 40.9% ahead of its pace last year. Freightliner, sibling builder to Western Star, isn’t doing as well on a percentage basis. The company has reported U.S. sales of 40,933 Class 8 trucks in 2024, down 22.7% from nearly 53,000 at the halfway point of last year. While Freightliner still holds a commanding lead with its 36% share of the new Class 8 market in the U.S., they’ve lost 2.9% of their market share so far this year. Navistar (International) has lost even more market share. At the mid-point of 2023, the company held 14.1% of the U.S. market for Class 8 trucks, falling to 14.0% at year end. As of June 2024, their share of the market has dropped to 9.9% as total Class 8 sales declined from 19,145 to 11,228 from mid-2023 to mid-2024. International sales have declined by 41.4% from last year’s level, the highest decline of any manufacturer. Kenworth and Peterbilt combined (PACCAR) are responsible for 32% of the new Class 8 market in the U.S. this year. Together they reported sales of 36,335 units, compared to Freightliner’s 40,933. Kenworth’s 17,706units are running 5.4% behind sales of last year (that’s still considerably better than the 16.4% decline of the industry as a whole). Peterbilt, on a percentage basis, is doing even better. Sales of 18,629 Petes are down just 0.9% from last year’s pace as the OEM has gained 2.6% of the market share. Both Volvo and Mack have experienced sales declines but both companies still managed to beat the industry average. Volvo sales of 11,943 are down 11.6% from the mid-point of 2023, but the company has increased its share of the U.S. Class 8 market by 0.6%. Mack sales of 7,859 are 11.8% behind last year’s mid-point but are still good for a 0.4% increase in share. Tiny OEM Hino, known mostly for Class 5-7 cabover straight trucks used for local deliveries, has increased sales of its Class 8 tractor to 93 units after reporting sales of just 7 last year. Since the Hino models are not sleeper equipped, they are mostly used for local and regional applications.

ATA for-hire truck tonnage index dropped 1.6% in June

WASHINGTON — The American Trucking Associations’ (ATA) advanced seasonally adjusted For-Hire Truck Tonnage Index decreased by 1.6% in June after increasing by 3% in May. In June, the index equaled 113.5 (2015=100) compared with 115.3 in May. “While giving back some of the gain from May, it appears that truck freight tonnage is slowly going in the right direction since hitting a recent low in January,” said Bob Costello, chief economist for ATA. “Despite June’s decline, the second quarter average was 0.2% above the first quarter and only 0.2% below the second quarter in 2023, which are good signs that truck freight might be finally turning the corner.” May’s increase was revised down from the association’s June 18 press release. Compared with June 2023, the index decreased 0.4%. In May, the index was up 1% from a year earlier, which was the first year-over-year gain since February 2023. The not-seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 113.1 in June, 5.5% below May. ATA’s For-Hire Truck Tonnage Index is dominated by contract freight rather than traditional spot market freight. In calculating the index, 100 represents 2015. ATA calculates the tonnage index based on surveys from its membership. This is a preliminary figure and is subject to change in the final report, which is issued around the fifth of each month. The report includes month-to-month and year-over-year results, relevant economic comparisons and key financial indicators.

Want to own your own trucking business? Here’s what you should know

Buying and operating their own truck is an option many commercial drivers take advantage of. Before taking the plunge and shelling out money on a tractor, however, there are several things to consider. There are multiple ways to obtain a truck and there are several options for how you’ll run it once you own it. One of the first choices you’ll need to make is whether your business will be completely on its own or you’ll enter an agreement as an independent contractor (IC). In a strange twist of words, you’ll be far more “independent” operating under your own authority than if you lease your truck as an IC. However, if you’re buying your first truck, It might be best to start with the structure of a large carrier. Carriers provide numerous services. There’s a management hierarchy of course, starting with the CEO or president and working down to individual fleet managers or dispatchers. If you decide to operate completely independently, you’ll be responsible for fulfilling the roles of all of these positions … and that’s only the beginning. A large carrier will have a sales department that keeps relationships going smoothly with existing customers while seeking out new ones. A customer service team works with customers to secure more loads and make sure everything is running smoothly. There’s a billing or collections team that sends out bills and collects payments, including someone to contact customers that don’t pay on time. Aso, an accounts payable department keeps the bills paid. A carrier’s safety department does a lot more than conduct meetings and discipline drivers who’ve made mistakes. They’ll make sure the carrier is in compliance with regulations and utilize technology and driver training to help keep accidents down and help the company secure the most favorable insurance rates. The team that registers trucks and obtains needed permits is usually attached to the safety department, but not always. Compliance with drug and alcohol testing requirements usually falls under safety as well. Don’t forget the maintenance division. They’ll work on trucks, deciding when to farm out work to vendors if projects are more than their technicians can handle. They’ll also keep a network of vendors for on-road repairs when necessary. Often, maintenance keeps track of fuel cards and develops a network of fueling locations. There’s also a driver recruiting department. Of course, if you’re driving your own truck you won’t need a recruiting department — but recruiting isn’t all they do. This team is generally responsible for checking the background of new driver applicants, making sure the files are complete for each one. And don’t forget human resources and benefits teams that make sure benefits are administered properly. Human resources is often involved in selecting the insurers that provide health, dental, vision and other coverages for employees. Once you purchase your own truck, you’ll be responsible for the tasks performed by all these departments. It takes a lot of work — and more importantly, it takes knowledge and experience to become good at all of them. After all, if you’re busy chasing down payment for a reluctant customer, setting up an account with a new one and verifying that you’re in compliance with drug and alcohol regulations, it can be difficult to work time into your schedule to actually pick up and deliver freight. That’s why some truck owners choose to enter into a lease agreement for their equipment. The lease agreement basically says that the carrier can use your truck to haul their freight, but you must provide a driver and take care of the costs of operating a trucking business, such as fuel and repairs. In return, the carrier supplies loads for which you are paid an agreed amount per mile or a percentage of load revenue. You’ll be gaining the benefit of the work of all those other departments — but keep in mind that the carrier shares the revenue earned with you. Being an IC does have its downside. One large drawback you’ll face as an IC is that you won’t be paid employee benefits like health insurance, retirement accounts and vacation or holiday pay. Since you’re working for your own company, you’ll be responsible for providing those benefits for yourself. Some ICs benefit from a spouse that earns those benefits at a job. Another drawback is that you’ll need to pay self-employment tax. Company employees benefit because the employer pays half of their Social Security and Medicare taxes. As an IC, however, you’ll pay both the employee and employer shares of this tax. Being an IC offers benefits, too. As an IC, you should have freedoms that employee drivers don’t have. You can choose the hours you work, the routes you take, fueling locations and more. You can even choose which loads to take and which to refuse, or what areas of the continent in which you want to run. A word of caution: Your relationship with the carrier is important. If you only take the best loads, or if you aren’t available when needed, your carrier may think you’re difficult to work with. When that happens, the loads you’re offered could change or be harder to come by at all. Think about the kind of service you want from businesses you might deal with, such as a plumber or maintenance shop. If your plumber isn’t available when needed, or doesn’t perform the work on schedule or presents a bill much higher than the original estimate, you might be tempted to use a different one next time. Think of the carrier to which you’re leased as your customer, and provide the level of service to them that you expect from others. Are you ready to take on the responsibilities? If you make the decision to obtain your own operating authority and manage your own business, you ARE a carrier. Many carriers have logistics departments; these are actually freight brokerages, so you can still run the carrier’s freight without a lease agreement. You can select one trusted broker to deal with or deal with a different one every day if you like. Even better, you can develop your own relationships with shippers and avoid brokered freight altogether. Running your own trucking company means different things to different owners. The more independence you seek, however, the more responsibility you’ll take on. Some owners have a spouse that takes care of the administrative work while they focus on the driving, while some do it all themselves. It’s not unusual for an owner to start a lease to a carrier and then obtain authority as they learn more about their business, and themselves.

FMCSA removes four ELDs from legal registered list

WASHINGTON — On Tuesday, July 23, the Federal Motor Carrier Safety Administration (FMCSA) announced its decision to remove four electronic logging devices (ELDs) from the registered list of ELDs. The four devices include: CTE-LOG ELD ELD VOLT POWERTRUCKS ELD TFM ELD The reason for the removal of the four ELDs was the failure of the ELD providers to meet the minimum requirements in 49 CFR part 395, subpart B, appendix A. The four ELDs now appear on FMCSA’s Revoked Devices list. Motor carriers and drivers who use the ELDs listed above must take the following actions: Discontinue using the revoked ELDs and revert to paper logs or logging software to record required hours of service data. Replace the revoked ELDs with compliant ELDs from the Registered Devices list before Sept. 21, 2024. It was stated that motor carriers will have up to 60 days to replace the now-revoked ELDs.  Failure to do this will land the motor carrier in violation of 49 CFR 395.8 (a)(1) — receive a “No record of duty status,” and the drivers will be placed out-of-service in accordance with the Commercial Vehicle Safety Alliance (CVSA) OOS Criteria. The reinstatement of the ELDs is possible if the providers correct the identified deficiencies for their devices, which will place them back on the registered list of ELDs. FMCSA encourages motor carriers to take the actions listed above as soon as possible to avoid potential compliance issues.

DAT One load posts dip; truck posts unchanged

BEAVERTON, Ore. — According to the latest numbers from DAT One and DAT IQ, load posts on DAT One dipped by 12% and truck posts were virtually unchanged for the week of July 14-20. “The average linehaul rate on DAT’s Top 50 van lanes, based on the volume of loads moved, was $2.06 a mile, down 2 cents week over week and 41 cents higher than the national average,” said Dean Croke, DAT Principal Analyst. According to Croke, the national average reefer linehaul rate decreases consistently as produce volumes trail off over the summer. Last week, reefer linehaul rates were flat at $2.00 a mile for the second week, a penny higher than last year and 3 cents higher than the three-month trailing average. “Even though flatbed load post volumes dropped by 8% last week, they remain 17% higher than last year,” Croke said. “Directionally, flatbed linehaul rates are following solid seasonal trends. Last year, flatbed spot rates decreased by 19 cents from this point to mid-November.” The number of loads posted on DAT One decreased by almost 12% to 1.87 million last week, a sign of summer seasonality. The total number of loads was 2% higher year over year. Total truck posts increased 0.7% to 330,208. Dry Vans ▼ Van loads: 870,955, down 14.2% week over week ▲ Van equipment: 217,675, up 1.1% ▼ Load-to-truck ratio: 4.0, down from 4.7 ▼ Linehaul rate: $1.65 net fuel, down 2 cents week over week Reefers ▼ Reefer loads: 414,710, down 12.8% week over week ▼ Reefer equipment: 65,491, down 3.0% ▼ Load-to-truck ratio: 6.3, down from 7.0 — Linehaul rate: $2.00 net fuel, unchanged Flatbeds ▼ Flatbed loads: 586,513, down 8.3% week over week ▲ Flatbed equipment: 47,042, up 4.3% ▼ Load-to-truck ratio: 12.5, down from 14.2 ▼ Linehaul rate: $2.02 net fuel, down 2 cents One load posts dip; truck posts unchanged  

Microsoft outages still impacting your drivers’ ELDs? Here’s what to do

WASHINGTON — Many companies in the transportation industry are still experiencing the after-effects relating to last week’s Microsoft application outrage, including malfunctioning electronic logging devices (ELDs). The Federal Motor Carrier Safety Administration (FMCSA) reminds carriers to follow the proper steps as soon as an ELD malfunction is reported. The first step is to give your ELD provider a call — and be sure drivers are equipped to temporarily record activities using paper logs in accordance with regulations. According to FMCSA, if a motor carrier is experiencing malfunctioning on their ELD, the individual must: Correct, repair, replace or service the malfunctioning ELD within eight days of discovering the condition or a driver’s notification to the driver, whichever comes first; and, Ensure its driver status (RODS) if the malfunction hinders the accuracy of the recording of the driver’s hours of service data until the ELD is back in service. The website indicates that drivers are permitted to submit a request for an ELD malfunction extension to the FMCSA Division Administrator corresponding to the state of the driver’s main place of business. The request must be submitted within five days following the driver’s notification of the malfunction to the motor carrier, must bear the motor carrier’s signature, and must contain the information mandated by 49 CFR 395.34(d)(2). For more information about actions to take in the event of ELD malfunctions, click here.

Trucker Path, with The Trucker and other sponsors, launches third annual truck driver appreciation sweepstakes

PHOENIX — Trucker Path has launched the third annual National Truck Driver Appreciation Sweepstakes (NTDAS). “The National Truck Driver Appreciation Sweepstakes enables key sponsors to show their appreciation for the hard work, dedication and contributions of all U.S. commercial truck drivers,” said Chris Oliver, CMO at Trucker Path. “Supporting drivers is the key mission of Trucker Path,” Oliver continued. “We are pleased to sponsor this program and help recognize the nation’s drivers who are an essential and invaluable part of the supply chain that U.S. citizens rely on every day.” This year’s program will provide valuable prizes that cater specifically to the everyday wants and needs of truck drivers. Title sponsors for this year’s NTDAS include Trucker Path, The Trucker Media Group (TTMG), Sheetz, Double Coin Tires and Zoa Energy Drinks. Supporting sponsors include Motel 6 and ExxonMobil. “The Trucker Media Group is excited to partner with Trucker Path and to be a part of the National Truck Driver Appreciation Sweepstakes for the third year in a row,” said Bobby Ralston, CEO of TTMG. “We appreciate the difficult work truckers do to keep our economy moving and feel they deserve all the recognition possible.” Active truck drivers in the U.S. holding a valid commercial driver’s license across the 48 contiguous states are eligible to register for the NTDAS via an online portal. The sweepstakes, running from July 22 to August 31, 2024, allows participants to enter weekly prize drawings valued at over $2,100 each. The drawings are scheduled for July 28 and August 4, 11, 18, and 25. Prizes for weekly winners include: $500 Sheetz gift card $500 AMEX gift card, compliments of Double Coin Tires ZOA Energy Drinks RTIC Wireless Bluetooth Speaker Cooler ZOA Energy Drinks-branded clothing 5 complimentary one-night vouchers, good at any US Motel 6 $100 ExxonMobil fuel card 12 months of SiriusXM, compliments of Trucker Path Winners of the weekly prizes will also be eligible to win the Grand Prize, worth nearly $9,000, in a drawing to be held Sept. 1, 2024. The Grand Prize includes: $2,500 in Sheetz gift cards $2,500 AMEX gift card, compliments of Double Coin Tires 25 complimentary one-night vouchers, good at any US Motel 6 $500 ExxonMobil fuel card Apple iPad, compliments of ZOA Energy Drinks Beats by Dre Bluetooth Headphones, compliments of ZOA Energy Drinks ZOA Energy Drinks RTIC Wireless Bluetooth Speaker Cooler ZOA Energy Drinks-branded clothing 12 months of SiriusXM, compliments of Trucker Path Weekly winners will be revealed on social media, and the Grand Prize winner will be disclosed both on social media and during an online video event in National Truck Driver Appreciation Week. Slated for September 15-21 this year, NTDAW honors the vital role of the millions of professional truck drivers across the nation who reliably and safely deliver crucial goods and carry billions of tons of cargo annually. Truck drivers with valid CDLs can enter the 2024 NTDAS here.

ACT Research says freight market facing overcapacity; spot rates slightly raised over 2023 lows

COLUMBUS, Ind. – The freight market continues to be characterized by overcapacity, and with private fleets engaging in spot activity more than in past cycles, spot rates remain only slightly above the late-2023 lows, according to the latest release of the Freight Forecast: U.S. Rate and Volume OUTLOOK report. “Class 8 tractor backlogs are thinning, but retail sales remain above replacement, more than two years after the spot market turned down,” said Tim Denoyer, ACT Research’s vice president and senior analyst. “This fits the definition of a prebuy to a tee.” According to Denoyer, mid-July rates have exceeded seasonal patterns by around four cents due to a temporary boost from Hurricane Beryl. The storm hit during a seasonally soft period for the truckload spot market. Storms during stronger seasonality may have a larger impact on rates.” “Freight market conditions are usually soft in early July, but DAT’s load/truck ratio rose meaningfully in the days following Beryl and have remained stronger than normal seasonality since,” Denoyer said. “Of course, the surge will likely be short-lived. But in our view, a seasonally adjusted DAT load/truck ratio at 7 signals a market closing in on balance, if still not quite there yet. We need to see this measure at an 8 or 9 to push rates up much.” The DAT load/truck ratio isn’t exactly a scale of 1 to 10. It can go further than 11. It reached the mid-teens in 2017 and early 2018 and the high teens during 2021, peaking above 20. The monthly 58-page ACT Freight Forecast report provides analysis and forecasts for a broad range of U.S. freight measures, including the Cass Freight Index, Cass Truckload Linehaul Index, and DAT spot and contract rates by trailer type. The service provides monthly, quarterly, and annual predictions for the TL, LTL, and intermodal markets over a two- to three-year time horizon, including capacity, volumes, and rates.

Drivers test their skills, enjoy the thrill of competition in the Trucker Olympics at annual Walcott Jamboree

WALCOTT, Iowa — While top athletes from around the world are making their way to Paris for the 33rd Summer Olympics, more than 4,200 miles away, at the Iowa 80 Truckstop, “truckletes” from across North America have already proven their skills in the annual Trucker Olympics. Held each year during the Walcott Truckers Jamboree, this all-in-good-fun competition is a favorite among attendees — and anyone with a valid CDL is invited to join the fun. (No offense to France, but the Iowa competition is a bit less stuffy and a lot more down-home!) Each day during the Walcott Truckers Jamboree, drivers can take part in the games. Some contests require teamwork, offering participants a chance to work together with friends both old and new. Featuring events like the Strong Pull, the Tire Roll, a Coffee Relay, the Tire Roll, a Strap-Winding Contest and a Water Balloon Toss, the Trucker Olympics guarantee a good time for all. Here are this year’s winning “truckletes”: WINNERS: THURSDAY, JULY 11 Women’s Strong Pull 1st Place 2nd Place 3rd Place Nina M Angela N Abby H Men’s Strong Pull 1st Place 2nd Place 3rd Place Pete P Maylon U Dave S Coffee Relay 1st Place 2nd Place 3rd Place Joey E & James M Rico G & Leon H Angela N & Maylon U Tire Roll 1st Place 2nd Place 3rd Place Willie B Maylon U Tory N Strap Winding 1st Place 2nd Place 3rd Place Leon H Abby H Joey E Water Balloon Toss 1st Place 2nd Place 3rd Place Tim S & Joe P Franco V & Brian K Luke O & Kenny G   WINNERS: FRIDAY, JULY 12 Men’s Strong Pull 1st Place 2nd Place 3rd Place Dave S Binkie Andy D Coffee Relay 1st Place 2nd Place 3rd Place Eli W & Leon H Nate M & Kenny G Andy D & Vido V Tire Roll 1st Place 2nd Place 3rd Place Leon H Michael W Willie B Strap Winding 1st Place 2nd Place 3rd Place Isaac James M Kenny G Water Balloon Toss 1st Place 2nd Place 3rd Place Tristan W & Chad M James M & Joey E Eli W & Leon H   WINNERS: SATURDAY, JULY 13 Women’s Strong Pull 1st Place 2nd Place 3rd Place Angela N Rhonda W Men’s Strong Pull 1st Place 2nd Place 3rd Place Dave S Allen H Tim S Coffee Relay 1st Place 2nd Place 3rd Place Eli W & Leon H Brian K & Angela N D.J. & Joey E Tire Roll 1st Place 2nd Place 3rd Place Shawn G Angela N D.J. Strap Winding 1st Place 2nd Place 3rd Place Eli W D.J. James M Water Balloon Toss 1st Place 2nd Place 3rd Place Dave S & Mark P James M & Joey E Eli W & Leon H   Click here to see top winners from this year’s Super Truck Beauty Contest Click here to see the results of the Trucker’s Best Friend pet competition.

Gone to the dogs: Canine companions take center stage during Walcott Truckers Jamboree

  WALCOTT, Iowa — One of the highlights of the annual Walcott Truckers Jamboree, held at the Iowa 80 Truckstop just off Interstate 80 in Walcott, Iowa, is the Truckers Best Friend pet competition. Many drivers travel the highways of North America with furred, finned or feathered co-pilots by their side, and this contest gives them a chance to highlight their unique bonds. During this year’s Jamboree, held July 11-13, the pet competition went “to the dogs” with all the non-human competitors being of the canine variety. Drivers and pets vied for honors in three categories — Best Dressed, Owner Look-Alike and Best Trick. Here are the results of this year’s Trucker’s Best Friend contest. Best Dressed Taking first place were “Zippy” and Frederick Rethwisch of Toma, Wisconsin. The pair charmed the audience and judges alike dressed as Big Enos and Little Enos from the movie “Smokey and the Bandit.” “Peanut” and Ivan F. of Orlando, Florida took second place in the best-dressed category. Peanut wowed the crowd with his service dog vest, cowboy hat and bright red “Doggles” sunglasses. Coming in third place were “Benji” (aka “Puggles”) and Dawn Chase of New Hartford, Iowa. Puggles sported a lavender service dog vest and coordinating leash, which perfectly complemented Chase’s purple tank. Owner Look-Alike Earning first place were Zippy and Rethwisch, both clad in baby blue suits with sunny yellow scarves. “Hank” and owner William Shrake of Conway, South Carolina, came in second. Hank sported a black and tan collar that coordinated perfectly with Shrake’s attire; he also sported an American flag dog tag. In third place were Peanut and Ivan F., perhaps because of their similar expressions. Best Trick In first place were Hank and Shrake, with Hank happily standing on his hind legs to receive a treat on command. Proving that even when pets are winners even when they don’t perform on cue, Benji and Chase took second place, with Benji eliciting laughter as he refused to lie down on command (he did eventually make it to the ground). Coming in third were Zippy and Rethwisch. Together, the pair acted out their movie roles by paying off the contest judges. Click here to see the winners of this year’s Super Truck Beauty Contest. Click here to see top winners from this year’s Trucker Olympics. Click here to see the results of the Trucker’s Best Friend pet competition.

Transflo partners with Predictive Coach to provide groundbreaking driver safety technology 

TAMPA, Fla. — July 17 Transflo, has formed a formal strategic partnership with Predictive Coach in order for the companies to offer telematics-based coaching driven by real data to its trusted customers.     “As Predictive Coach continues to innovate and refine its proprietary technology, we have sought a partner to elevate our business to unprecedented heights,” said CEO of Predictive Coach, Jerome Toliver. “Transflo’s unwavering dedication to enhancing customer value has shown that they are the ideal collaborator to help us achieve our ambitious objectives.”    According to a July 17 press release, Predictive Coach provides game-changing behavior-based driver training to coach drivers and automate safety programs with the use of a fleet’s existing telematics data. Unlike many comparable driver education programs, Predictive Coach automatically assigns driver training based on the tendencies captured by GPS and video telematics.    Predictive Coach provides concise, interactive micro-training lessons that are accessible on any device, significantly reducing the training workload for management. The company effectively addresses three major pain points often faced by fleets of all sizes:   Tailored Coaching: Unlike traditional one-size-fits-all approaches, Predictive Coach customizes training based on individual driver behavior and existing data.   Efficiency: Courses are designed for swift completion, easy assignment, and streamlined documentation, saving valuable time and resources.   Measurable Impact: Predictive Coach ensures clear and demonstrable ROI and results from driver safety programs, giving fleets the insights they need to drive continuous improvement.   “Transflo is thrilled that its customers will now have the ability to take advantage of Predictive Coach’s trailblazing driver coaching for significant fleet safety improvements and cost savings,” said CEO of Transflo, Renee Krug, 

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

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

Photo gallery: Truck drivers, owners strut their stuff at the 2024 Walcott Jamboree

WALCOTT, Iowa — There’s no question that the focus of the Walcott Truckers Jamboree is the truck drivers of North America. After all, celebrating the hard work and dedication of these hard-working people is the whole purpose of the annual event, which is held at the Iowa 80 Truckstop just off Interstate 80 in Walcott, Iowa. However, the shining stars of the Jamboree are the trucks entered in the Super Truck Beauty Contest. Brand-new trucks. Custom trucks. Trucks with a message. Classic trucks. Hard-working trucks. Show trucks. Rat Rods. Antique trucks. Walking through the show lot during this year’s show, held July 11-13, The Trucker team felt like kids in a candy store with an endless variety of sweet treats, each more enticing than the last. The icing on the cake was Thursday’s Lights at Night competition. The lot was illuminated by hundreds of thousands (if not millions) of lights in every color imaginable, and many truck owners played music as the judges walked by. It’s always a beautifully overwhelming cacophony of sound, color and activity! And while no one ever wants the party to end, attendees still look forward to the awards ceremony, which closes out each year’s show on Saturday afternoon. Check out the photo gallery below to see the trucks that took home first place trophies. This year, Raiko Graveran of Orlando, Florida, took home top bragging rights with the coveted Trucker’s Choice Award for his baby blue 1995 Freightliner FLD120 he calls “Little Blue.” Other winners in the 2024 Walcott Jamboree Super Truck Beauty Contest (drum roll, please!) include the following. WORKING TRUCK: CABOVER First: Matt Schleuger of Wesley, Iowa, with a blue and white 1993 Kenworth K100E dubbed “Not Daddy’s Money.” Second: Marvin Ney of Peosta, Iowa, with a blue 1984 Kenworth K100E. Third: Third: Cody Short of Greenfield, Mississippi, with an orange and white 1994 Freightliner and 1999 Utility Flatbed trailer. WORKING TRUCK: COMPANY TRUCK-BOBTAIL First: Andrew Worth of Winnipeg, Manitoba, Canada, with a green 2024 Kenworth W900 he calls “Almost Lucky.” Second: David Sanchez of Swan, Iowa, with a gray 2024 Peterbilt 389 called “Puerto Rican Paradise.” Third: Andy Mulkey of Van Buren, Michigan, with a purple 2024 Kenworth 880 known as “A Family Obsession.” WORKING TRUCK: COMPANY TRUCK-COMBINATION First: Brandon Myher of Pendleton, Texas, with a cherry red 2023 Peterbilt 579 and 2019 Reinouer step deck named “Fancy.” Second: Luke Oligschlaeger of from Meta, Missouri, with a black 2020 Kenworth W900 and a 2023 Great Dane Van trailer. Third: Dennis Durand of Winnipeg, Manitoba, Canada, with a green 2020 Kenworth B and a 2020 Tremean tanker trailer. WORKING TRUCK: SPECIALTY Winner: Dan Horst of Lowell, Wisconsin, with a blue 2019 Kenworth W900 dubbed “Big Blue.” RAT ROD Winner: Tim Feidt of Maplewood, Minnesota, with a green 1984 Mack RB he calls “Major Attitude.” WORKING TRUCK: 2024-2021 BOBTAIL CONVENTIONAL First: Brenda Osterkamp of Wyoming, Michigan, with a Black 2022 Peterbilt 567. Second: Denny Doornbos of Wyoming, Michigan, with a black and green 2022 Kenworth W900. Third: Gage Lykum of Davenport, Iowa, with a neon green 2022 Freightliner Cascadia known as “The Highlighter.” WORKING TRUCK: 2020-2014 BOBTAIL CONVENTIONAL First: Duane Hostetler of Wooster, Ohio, with a burgundy 2015 Peterbilt 389 he calls “Foxy Roxy.” Second: Mason Ishmael of Taylorville, Illinois, with a gray and red 2020 Peterbilt 389. WORKING TRUCK: 2013-2006 BOBTAIL CONVENTIONAL First: Frederick Littlefield of Forestlake, Minnesota, with a purple 2006 Peterbilt 379 he calls “Money Pit.” Second: Tim Sander of Sikeston, Missouri, with a blue 2019 Freightliner Classic dubbed “Death Wish.” WORKING TRUCK: 2005-2000 BOBTAIL CONVENTIONAL First: Mike Brown of Taylorville, Illinois, with a gray and red 2005 Peterbilt 379. Second: Terry Littlefield of Rapid City, South Dakota, with a black and teal 2001 Kenworth W900L known as “Never Done.” Third: James Weverka of Octavia, Nebraska with a gray and black 2005 Kenworth W900L named “Hercules.” WORKING TRUCK: 1999 & OLDER BOBTAIL CONVENTIONAL First: Raiko Graveran of Orlando, Florida, with a 1995 Freightliner FLD120 he calls “Little Blue.” Second: Aaron Copeland of Taylorville, Illinois, with a black and red 1985 Peterbilt 35. Third: Aaron Copeland of Taylorville, Illinois, again; this time with an orange and white 1981 Kenworth. WORKING TRUCK: 2024-2019 COMBINATION First: Dawson & Bobbie Taylor of Cameron, North Carolina, with a purple 2020 Freightliner Cascadia and 2024 Utility Reefer trailer known as “Roll of the Dice.” Second: Jake Armet of Elkhart, Iowa, with a cream and purple 2022 Peterbilt 389 and a 2024 Wilson livestock trailer. Third: Dustin Bridge of Lincoln, Illinois, with a 2024 Kenworth 990 and a 2024 Wilson hopper trailer. WORKING TRUCK: 2018-2010 COMBINATION First: Maylon Unruh of Convoy, Ohio, with a black 2017 Kenworth W900 and a 2024 Wilson livestock trailer. Second: Vladimir Vitsevic of Hardwood Heights, Illinois, with a 2014 Volvo D13 and a 2023 Vanguard van trailer called “White Falcon.” Third: Eddie Telles of La Puente, California, with a black 2015 Peterbilt 389 and 2023 Great Dane van trailer. WORKING TRUCK: 2009-2001 COMBINATION First: Michael & Jackie Wallace of Ashville, Alabama, with a blue 2007 Freightliner Coronado and a 2014 Great Dane van trailer known as “Semper Fi.” Second: Kim Jaikes of Campbell, Wisconsin, with a purple 2001 Freightliner Classic XL and a 2012 Great Dane reefer trailer she calls “Purple Passion.” Third: Rob Finch of Marietta, Pennsylvania, with a black 2005 Peterbilt 379X and a 2006 East Flatbed trailer named “Baby Girl.” WORKING TRUCK: 2000 & OLDER COMBINATION First: Daniel & Phyllis Snow of Harrison, Arkansas, with a 1996 Freightliner Classic XL and 2006 van trailer dubbed “The Goose.” Second: John Jaikes of Nanticoke, Pennsylvania, with a 1999 Kenworth W900L and a 2006 Utility Reefer trailer he calls “Only Class.” Third: Lane Langenkamp of Celina, Ohio, with a blue 2000 Freightliner and a 2023 Landoll Step Deck trailer. SHOW CLASS: BOBTAIL First: Kate Whiting of Chetek, Wisconsin, with a red white and gold 1973 Kenworth W900A known as “Cherry Pie.” Second: Fredrick Rethwisch of Tomah, Wisconsin, with a 1986 International 9670. Third: Felix Martinez of Miami, Florida, with a teal 2012 Peterbilt 389he calls “Don’t Panic.” CUSTOM PAINT: BOBTAIL First: Dan Brubaker of Sigourney, Iowa, with a red and gold 1996 Peterbilt 379 known as “Low Life.” Second: Andy Mulkey of Van Buren, Michigan, with a purple 2024 Kenworth 880 dubbed “A Family Obsession.” Third: Dylan McCrabb of Williamsburg, Iowa, with a purple 2024 Peterbilt 389X. CUSTOM PAINT: COMBINATION First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer he calls “American Dream.” Second: John Jaikes of Nanticoke, Pennsylvania, with a 1999 Kenworth W900L and 2006 Utility reefer trailer named “Only Class.” Third: Luke Ruggles of Oakley, Kansas, with a black 2024 Peterbilt 389 with a 2025 Heil tanker truck known as “O1 Johnson.” CUSTOM GRAPHICS: BOBTAIL First: Marvin Vankampen of Wyoming, Michigan with a 1986 Peterbilt 38. Second: Andrew Worth of Winnipeg, Manitoba, Canada, with a 2024 Kenworth W900 known as “Almost Lucky.” Third: Gary Walter of Defiance, Ohio, with a 1995 Kenworth W900L named “Johnny.” CUSTOM GRAPHICS: COMBINATION First: Dennis Durand of Winnipeg, Manitoba, Canada, with a green 2020 Kenworth B and 2020 Tremean tanker trailer. Second: Michael & Jackie Wallace of Ashville, Alabama, with a 2007 Freightliner Coronado and 2014 Great Dane trailer known as “Semper Fi.” Third: Daniel & Phyllis Snow of Harrison, Arkansas, with a green and silver 1996 Freightliner Classic XL and a 2006 Utility van trailer they call “The Goose.” POLISH & DETAIL: BOBTAIL First: Frederick Rethwisch of Tomah, Wisconsin, with a black and orange 1986 International 9670. Second: Kate Whiting of Chetek, Wisconsin with a red, white and gold 1973 Kenworth W900A she calls “Cherry Pie.” Third: Raiko Graveran of Orlando, Florida, with a baby blue 1995 Freightliner FLD120 he calls “Little Blue.” POLISH & DETAIL: COMBINATION First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer known as “American Dream.” Second: Jeff Hoker of Dixon, Iowa, with a blue and silver 2023 Peterbilt 389 and 2023 Great Dane trailer called “Worth the Wait.” Third: Douglas Prier of Dyersville, Iowa, with a gray and green 2022 Kenworth W900L and 2022 Wilson flatbed trailer named “The Green Lantern.” INTERIOR: OEM SLEEPER-BOBTAIL First: Frederick Rethwisch of Tomah, Wisconsin, with a black and orange 1986 International 9670. Second: Felix Martinez of Miami, Florida, with a teal 2012 Peterbilt 389 he calls “Don’t Panic.” Third: Nikeyta Matthews of Lake Wales, Florida, with a pink 2022 Peterbilt 579 named “Ms. Clarissa.” INTERIOR: OEM SLEEPER-COMBINATION First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer dubbed “American Dream.” Second: Jake Armet of Elkhart, Iowa, with a cream and purple 2022 Peterbilt 389 and 2024 Wilson livestock trailer. Third: Jeff Hoker of Dixon, Iowa, with a blue and silver 2023 Peterbilt 389 and 2023 Great Dane trailer he calls “Worth the Wait.” INTERIOR : OEM CONVERSION SLEEPER First: John Jaikes of Nanticoke, Pennsylvania, with a purple 1999 Kenworth W900L and 2006 Utility reefer known as “Only Class.” Second: Dennis Durand of Winnipeg, Manitoba, Canada, with a green 2020 Kenworth B and a 2020 Tremean tanker trailer. Third: Marvin VanKampen of Wyoming, Michigan, with a black 1979 Kenworth W900. INTERIOR: CUSTOM SLEEPER First: Daniel & Phyllis Snow of Harrison, Arkansas, with a 1996 Freightliner Classic XL and 2006 Utility van trailer named “The Goose.” Second: Dan Brubaker of Sigourney, Iowa, with a red and gold 1996 Peterbilt 379 dubbed “Low Life.” Third: Michael & Jackie Wallace of Ashville, Alabama, with a blue 2007 Freightliner Coronado and 2014 Great Dane trailer known as “Semper Fi.” LIGHTS AT NIGHT: BOBTAIL-THEME First: Fredrick Littlefield of Forestlake, Minnesota, with a purple 2006 Peterbilt 379 known as “Money Pit.” Second: Kate Whiting of Chetek, Wisconsin, with a red, green and cream 1973 Kenworth W900A she calls “Cherry Pie.” Third: Frederick Rethwisch of Tomah, Wisconsin, with a 1986 International 9670. LIGHTS AT NIGHT: BOBTAIL-MOST UNIQUE First: Mark Aragon of Lasalle, Colorado, with a candy green 2003 Peterbilt 379 named “Slammed Distraction.” Second: Fredrick Littlefield of Forestlake, Minnesota, with a purple 2006 Peterbilt 379 known as “Money Pit.” Third: James Weverka of Octavia, Nebraska, with a gray and black 2005 Kenworth W900L dubbed “Hercules.” LIGHTS AT NIGHT: BOBTAIL-OVERALL PRESENTATION First: Frederick Rethwisch of Tomah, Wisconsin, with a 1986 International 9670. Second: Mark Aragon of Lasalle, Colorado, with a candy green 2003 Peterbilt 379 he calls “Slammed Distraction.” Third: Kate Whiting of Chetek, Wisconsin, with a red, green and cream 1973 Kenworth W900A named “Cherry Pie.” LIGHTS AT NIGHT: COMBINATION-THEME First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer known as “American Dream.” Second: Dawson & Bobbie Taylor of Cameron, North Carolina, with a purple 2020 Freightliner Cascadia and 2024 Utility reefer trailer they call “Roll of the Dice.” Third: Michael & Jackie Wallace of Ashville, Alabama, with a blue 2007 Freightliner Coronado and 2014 Great Dane trailer named “Semper Fi.” LIGHTS AT NIGHT: COMBINATION-MOST UNIQUE First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer named “American Dream.” Second: Dawson & Bobbie Taylor of Cameron, North Carolina, with a purple 2020 Freightliner Cascadia and 2024 Utility reefer trailer known as “Roll of the Dice.” Third: Dustin Bridge of Lincoln, Illinois, with an orange 2024 Kenworth 990 and 2024 Wilson hopper trailer. LIGHTS AT NIGHT: COMBINATION-OVERALL PRESENTATION First: Dane Hartman of Hoppeston, Illinois, with a 2024 Peterbilt 389 and a 2024 Wilson hopper trailer called “American Dream.” Second: John Jaikes of Nanticoke, Pennsylvania, with a purple 1999 Kenworth W900L and 2006 Utility reefer dubbed “Only Class.” Third: Dennis Durand of Winnipeg, Manitoba, Canada, with a green 2020 Kenworth B and 2020 Tremean tanker trailer. LIGHTS AT NIGHT: SPECIALTY Winner: Tim Feidt of Maplewood, Minnesota, with his green 1984 Mack RB known as “Major Attitude.” BEST OVERALL THEME Winner: Daniel & Phyllis Snow of Harrison, Arkansas, with their 1996 Freightliner Classic XL and 2006 Utility van trailer known as “The Goose.” Click here to see the results of the Trucker’s Best Friend pet competition. Click here to see the results of the Trucker Olympics.