Truck Driving Job News Archives

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

Hope Zvara - May 13, 2024

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

State of freight: Current conditions will be slow to improve, say FTR analysts

Cliff Abbott - May 13, 2024

There are too many trucks competing for too little freight in the North American market, driving rates down. This is not news to most carriers and owner-operators, who are struggling to stay afloat until the market rebalances. But when will that be? According to statements by analysts at FTR Intel during a May 9 webinar titled “Key Issues in Transportation,” not soon enough. It’s not all bad news, though: FTR’s forecast shows slow improvement though the rest of 2024 and into 2025. Improvement will be gradual. Avery Vise, FTR’s vice president of trucking, addressed capacity in trucking using FTR’s “Active Truck Utilization” metric, which shows the approximate share of all seated Class 8 trucks actively engaged in hauling freight. “It’s a key metric in our forecasting of freight rates,” Vise said. “We were essentially at 100% utilization in 2021. The market did settle quite substantially over the course of 2022, bottoming out at around 88%. The 10-year average is 92%.” A key point is that freight rates generally begin to rise when the utilization metric reaches around 94%. At of the end of April 2024, utilization stood at about 90%. There are still too many trucks competing for available freight — and while FTR expects utilization to continue rising, they warn that it will be a slow, gradual process. “We generally see rates steadily rising and turning to positive year over year by the third quarter. The forecast for this year is that spot rates overall will be up about a percent,” Vise said. “Rates for dry van and refrigerated will be up a little bit stronger than that.” While current freight rates are high when compared to those of 2018, increases in the cost of fuel, equipment and other aspects have significantly raised operating costs for trucking companies. Rate and capacity forecasts depend on current economic conditions. These topics were addressed by Eric Starks, FTR’s chairman of the board. Starks has monitored the economic highs and lows of the freight industry for decades. “The economy right now has been doing okay,” he said, adding, “But it feels so different for everybody.” If this statement seems confusing, it’s because the economic indicators that forecasters depend on haven’t acted as expected for the past year or so. For example, Starks pointed out, there differences between the markets for goods and services. Consumer spending on goods has remained fairly flat, while spending on services has steadily risen. In other words, consumer spending is rising, but on services rather than goods — and services aren’t something that can be hauled on a truck. For example, it takes trucks to deliver the newest smartphone model to retailers. Providing the service of supplying voice and data plans to customers, on the other hand, doesn’t involve trucking (except for movement of cell tower parts, cables and other supplies). “Manufacturing in and of itself is the lifeblood of transportation,” Starks explained. “(The year) 2018 was, in fact, higher than what we saw as we moved into 2022 and 2023. Since then, we have been fairly flat.” Unfortunately, Starks does not anticipate much growth regarding transportation’s contributions to the U.S. Gross Domestic Product (GDP), which measures the monetary value of goods and services. “As we look out over the next year and a half, you’re in between 1% and 1.5% quarter over quarter growth,” he said. “That’s not awesome by any stretch of the imagination. If this continues in this fashion, then I think you don’t have huge amount of upside on the transportation side of the equation.” For rates to rise, the number of available trucks must drop. If there are too many trucks to haul the available freight — and the amount of freight is not expected to grow substantially, according to FTR analysts — then the number of available trucks must come down in order for rates to rise. FTR Senior Analyst for Commercial Vehicles Dan Moyer addressed this area. “One thing important to note is orders trending down, really since the third quarter of last year,” explained Dan Moyer, FTR’s senior analyst for commercial vehicles. The problem here is the backlog of orders for Class 8 trucks on the North American market that are yet to be filled. “While orders (for new trucks) have been trending down again, their build levels have been averaging between 25 and 30,000 units a month,” he said. “Now as a result backlogs have been coming down albeit they still remain at good levels.” Moyer also noted that retail sales have been declining. “As a result, not only have backlogs been coming down, but inventories have been going up quite noticeably,” he said. Class 8 truck inventories include unsold trucks on dealer lots, trucks waiting to be shipped from the manufacturer, and even trucks purchased by the secondary market for installation of vocational bodies such as dump, tank, concrete and trash compactor that have not been sold to users. As truck inventories increase and build backlogs diminish, at some point the industry will slow production. “This will definitely exert downward pressure on build rates in the second half of the year,” Moyer said. “We expect that to last through potentially the first half of next year as well before we see a market upturn.” The looming 2027 deadline for compliance with the U.S. Environmental Protection Agency’s NOx emissions reduction requirements, as well as greenhouse gas reduction, is another factor to consider. “The EPA chose to adopt the single mandate in model year 2027 rather than phasing it in over a number of different model years,” Moyer said. “Not only have they mandated a wider range of testing conditions, but they’ve also implemented longer regulatory useful life and emissions-related warranty periods.” The cost of additional emissions technology and longer warranty periods are expected to add an estimated $30,000 to the price of 2027-model trucks. In the near term, however, carriers may elect to purchase additional 2025 and 2026 models, both to avoid the price increase and to dodge potential maintenance issues with the new technology. The resulting backlog of new pre-2027 truck models offers little hope for a reduction in truck capacity in the market. The rail freight industry can have a direct impact on trucking. According to Joseph Towers, FTR’s senior analyst for rail, one railroad issue that could have a substantial impact on trucking is a potential strike by rail workers at the Canadian National (CN) and Canadian Pacific Kansas City (CPKC) railroads. If issues are not settled by the May 22 strike authorization date, the stoppage would impact shipments of potash, grain, wood products, coal and other commodities across North America. Some imports may be rerouted from Canadian ports to U.S. ports on the West Coast that have access to U.S. railroads. Shipment of any products could be shifted from rail to trucking to keep products moving.

Maverick driver Sam Landrum has built a legacy on the road

Dwain Hebda - May 10, 2024

Sam Landrum didn’t get into trucking for the scenery or any personal acclaim. In fact, the way things started out, he might not have been that long for the industry at all. But the Piggott, Arkansas, native stuck it out and then some, racking up decades of driving and covering millions of miles en route to being named Maverick Transportation’s 2023 Over the Road Driver of the Year. “I’m incredibly impressed and encouraged by Sam Landrum. As much as anyone in the company, he knows how far we’ve come and how far we can go if we continue to work together and strive to make the driving job better,” said John Coppens, Maverick’s vice president of operations. “Sam is a great addition to the Driver of the Year group, and I look forward to working with him as part of our ongoing advisory councils.” While it’s not his first driver recognition award, 67-year-old Landrum says Maverick’s award is a particularly meaningful one. “What was so special about being named Maverick’s OTR Driver of the Year is the fact that other drivers voted on it,” he explained. “It really meant a whole lot to me when I had fellow drivers come up to me to say, ‘Man, I hope you get it. I voted for you!’ Just to be known and liked by fellow drivers meant a lot.” While Landrum discovered trucking early in life because several family members were involved in the industry, he didn’t seriously consider it as a career for himself until the bottom dropped out of farming in the 1980s. After graduating from high school in 1975, he worked on the farm with his father until 1981. “Interest rates went to about 21%, and we had a drought in 1980 so we were losing money,” he said. “We had gone backwards the last two years that we farmed. “The banker wanted to know if I wanted to continue. He was afraid my dad was going to be out on the streets without anything. They were getting scared, so I decided to quit farming,” he continued, adding that he and his wife moved to Dallas in 1982. “My wife and folks were from Dallas, so we went down there. I got a job working in a factory, building cabinets for houses and stuff,” he said. “The first four years it was all right, but the last two years I hated even having to go to work.” Then, opportunity knocked. A fellow church member offered Landrum a job driving a local delivery truck. After Landrum proved his skills, Landrum’s friend asked if he’d ever considered driving a semi. Landrum said he hadn’t. “He said, ‘Well, get in, drive around the block a time or two. You’ll learn how.’ So that’s what I done — that was my driving experience,” Landrum said with a chuckle, adding that he was asked to step in because the regular OTR driver was taking a vacation. “My first trip was to Colorado. I don’t think I slept the whole week because I was so nervous. I had to go through the mountains and all that stuff,” Landrum said. “I’m my own teacher. I made a lot of mistakes and I learned from mistakes,” he continued. “Of course, things are different now. Before anybody will even look at you, you’ve got to go through school and all that. I learned it hard-core.” A funny thing happened after that initial “baptism by fire.” The more Landrum drove, the more he found he enjoyed the job. He especially liked the brotherhood drivers shared, knowing that, at any truck stop or over the CB, he could connect with someone willing to share some knowledge or help him get the job done. “When we started out, we didn’t have no GPS, didn’t have no cellphones, no nothing. We had to buy a suitcase full of city maps,” he said. “Back then, drivers would talk to each other. So, if you went to a truck stop and said, ‘Hey, man, you ever been to this area?’ they might say, ‘Yeah. Avoid this road; there’s an old bridge here.’ Everybody talked to each other a whole lot more than they do now.” Landrum has driven for Maverick for the past three decades, and he says his love for the job has only intensified. His dedication has not gone unnoticed by the carrier and his fellow drivers: He’s been nominated as Driver of the Month four times — and, of course, he’s a current Driver of the Year. These days, he delivers materials for the construction and automotive industries within a 700-mile radius of his home in Piggott. “I have a real good wife who held down the fort while I went out and made more money for our family,” he shared. “I tell you what, it takes a special woman to put up with a truck driver! “I also want to say that Maverick was a godsend to me. I couldn’t have gone with a better company,” he continued. “That’s why I’ve been here so long. I’ve got 30 years and 3 million safe miles with them, and I can only say good things about Maverick.”

Don’t forget CVSA’s 2024 International Roadcheck May 14-16

John Worthen - May 10, 2024

Ready or not, the 2024 International Roadcheck is just around the corner. Are you ready for the three-day inspection blitz? While many drivers opt to take a three-day “vacation” May 14-16 to avoid the hassle of high-volume inspections, others eagerly anticipate the chance of higher rates due to fewer available trucks during the Commercial Vehicle Safety Alliance’s (CVSA) annual Roadcheck. The annual commercial motor vehicle inspection and regulatory compliance enforcement initiative takes in Canada, Mexico and the U.S. Over the three days of International Roadcheck, inspectors will conduct the routine North American Standard Level I Inspection, a 37-step inspection procedure consisting of the examination of vehicle components and driver documentation and requirements. CVSA has selected two focus areas for inspections. Vehicle: Tractor Protection Systems According to the CVSA, specific components will be the tractor protection valve, trailer supply valve and anti-bleed back valve, items that are sometimes overlooked during trip and roadside inspections. The Trucker’s Cliff Abbott, a former owner-operator, company driver and driver trainer, says drivers will be asked to assist in the brake inspection process. One task they may be asked to perform is to remove the gladhands with the system charged to simulate an air pressure failure. Air must stop leaking from the supply line with at least 20 psi remaining. The driver will also assist in the cab by releasing the tractor and trailer protection valves and by applying service brakes as directed by the inspector. The inspector will be looking and listening for air leaks in tractor and trailer, both with brakes released and applied. Although not specified as a focus area, Level I inspections also include testing the air loss rate by requesting the driver hold down the brake pedal and measuring psi over time and testing of low-pressure warnings by pumping the brakes, bringing down air pressure until audio and visual warning devices activate. Brake adjustment is also checked. A vehicle that successfully passes a Level I or V Inspection without any critical vehicle inspection item violations may receive a CVSA decal, which is valid for three months. If out-of-service violations, as outlined in the North American Standard Out-of-Service Criteria, are found during an inspection, the vehicle will be restricted from operating until all out-of-service violations have been properly addressed. Driver: Alcohol and Controlled Substance Possession. When this year’s International Roadcheck dates and focus areas were announced back in February, the CVSA noted, “Controlled substance and alcohol possession/use remains a significant concern for motor carriers, drivers and the general public. The number of prohibited drivers listed in the U.S. Drug and Alcohol Clearinghouse (DACH) has been increasing. This alarming trend poses a threat to all motorists who travel on roadways throughout North America.” Inspectors will check the driver’s operating credentials, hours-of-service documentation, DACH status (in the U.S.), seat belt usage, and for alcohol and/or drug impairment. Abbott warns that compliance with drug and alcohol regulations goes beyond the obvious: Don’t have controlled substances or alcoholic beverages in the truck, and don’t operate under the influence of them. In addition, he says, drivers who have prescription medications should make sure they’re in the original container and have a label showing they are legally prescribed for your use. Also, make sure you’re taking the medications as prescribed — and that you’re not driving if you aren’t supposed to be. If an inspector identifies driver out-of-service violations, such as not possessing a valid or necessary operating license or exhibiting signs of impairment, the inspector will restrict that driver from operating their vehicle. CVSA-certified law enforcement personnel will inspect commercial motor vehicles and drivers at weigh/inspection stations, temporary sites and mobile patrols to verify compliance with federal, state, provincial or territorial regulations. Data from the 72 hours of International Roadcheck will be collected and the results will be released this summer.

Don’t fall victim to fraud in the transportation industry

Linda Garner-Bunch - May 9, 2024

SPONSORED BY SCALE FUNDING Fraud continues to be on the rise in transportation. From double brokering to identity theft, these scams can result in significant losses for owner-operators and small fleets. Two common practices are double brokering and identity theft. Double brokering Double brokering is when an unauthorized broker or carrier transfers a load to another carrier without the shipper’s knowledge. In short, scammers are bidding on loads and getting paid up front by the shipper — only to pass the load onto a different carrier. When the carrier that hauled the load invoices the shipper for the work, the carrier and the shipper discover the scam. By then, it’s too late — the fraudster, with the money, is long gone. These losses can crush smaller companies. Double brokering has always been a risk in the transportation industry. Unfortunately, due to low rates and current market conditions, scammers are utilizing this strategy more than ever to commit fraud. Identity theft Identity theft is another — if not the biggest — risk in the transportation industry. Scammers are creating fake companies and stealing the identities of legitimate brokers and transportation companies to commit fraud. Many are utilizing the carrier onboarding process to collect your credentials and use them to book fake loads, hold loads hostage, or divert payments to themselves. When impersonating honest freight brokers, fraudsters will request banking information for deposits on items such as insurance, then within weeks, they drain your bank account, never pay you, and vanish. How to protect yourself Luckily, there are steps to take to protect your company from becoming the next victim of these fraudulent practices. 1. Before accepting a load: Check SAFER, a free service offered by the U.S. government, to confirm that the company brokering the load has proper authority. Check to make sure all the information listed with the Federal Motor Carrier Safety Administration (FMCSA) matches the rate confirmation you received. Regularly check your company information on SAFER to ensure nothing has changed or been altered. 2. Your company name should always be on the bill of lading (BOL) as the carrier of record. Make sure your company name, USDOT and MC numbers are clear and easy to read on your truck. 3. Be consistent with your business name and information. Using multiple variations of your business’s name and address can make you an easy target. Stick to using ONLY your exact legal entity name so that your company is recognized by customers, vendors, and the public in a consistent manner. 4. Protect your network and computers with protection such as a firewall. Utilize dual authentication whenever possible. Avoid using one general email for multiple employees. Finally, If you do fall victim to fraud, follow the recommendations set forth by the FMCSA.

Truckstop/Bloomberg survey reveals hope for rise in spot rates

John Worthen - May 9, 2024

BOISE, Idaho — Carriers are showing some optimism about freight rates, according to the latest Bloomberg | Truckstop survey. The survey, which polled owner-operators and small fleets, revealed sentiment among North American carriers operating in the truckload spot market has improved over the past three months — but some concerns still linger. “The industry is emerging from a challenging quarter, and the improved sentiment coupled with Truckstop’s rising Market Demand Index suggest rates may move higher from here,” said Lee Klaskow, senior freight transportation and logistics analyst at Bloomberg Intelligence. “The direction of rates will be driven by supply-side factors as the industry remains flush with capacity.” The Bloomberg | Truckstop 1Q24 Truckload Survey shows: • Demand remained under strain in 1Q: Despite 62% of carriers reporting lower freight volume in 1Q, 33% predict freight demand to increase in the next three to six months. Only 19% predict freight demand to decline in the same timeframe, which represents a 12-point percentage decline vs. the 4Q survey. • Encouraging signs the market may be starting to improve: The survey revealed a majority of carriers believe better times are around the corner, with Truckstop’s Market Demand Index up 9% in 1Q from last year. This represents the first year-over-year gain after seven quarterly declines. Only 26% of respondents expect rates to decline over the next three to six months, 6 percentage points less than in the 4Q survey, while 28% see rates rising — 6 percentage points more than in 4Q. • Carriers uncertain about their futures: Forty-four percent of respondents were unsure about their status in six months, and 9% said they wanted to leave the trucking industry. More than three-quarters of respondents (78%) said higher interest rates in 1Q affected their businesses. Elevated rates can have a significant impact on equipment-financing expenses, with 19% of respondents citing increased costs as the main reason they’re not replacing or adding tractors. Though demand was challenging for carriers in 1Q, with loads dropping an average of 10%, that was slightly better than the 13% decline in 4Q. “We’re all eagerly anticipating a more positive shift in the tide,” said Kendra Tucker, CEO of Truckstop. “Truckstop continues to be a trusted partner, committed to delivering innovative solutions to help carriers navigate this ever-evolving business landscape.”

Latest Truckstop data shows booming reefer spot rates ahead of Mother’s Day

The Trucker News Staff - May 9, 2024

BLOOMINGTON, Ind. — According to the latest numbers from Truckstop, refrigerated spot rates surged in the week ended May 3 (week 18) while total load activity saw a respectable 3.9% rise after dropping 3% in the previous week. “Refrigerated spot rates often rise sharply during the same week of the year in the run-up to Mother’s Day (because of flower deliveries) although the increase was the largest for a week 18 over at least the past decade except for 2021 when the week coincided with International Roadcheck,” according to Truckstop. “Dry van spot rates rose after two down weeks while flatbed rates declined for a second straight week.” Total loads Total load activity rose 3.9% after declining nearly 3% during the previous week. Total volume was just barely (0.3%) above the same 2023 week but was nearly 33% below the five-year average for the week. Total truck postings fell 6.9%, and the Market Demand Index — the ratio of load postings to truck postings in the system — increased to its highest level in three weeks. Total rates The total broker-posted rate was essentially flat week-over-week, declining a tenth of a cent. Rates were nearly 4% below the same 2023 week and almost 6% below the five-year average for the week. Total spot rates were basically unchanged despite the large gain in refrigerated spot rates because of the decrease in flatbed spot rates, which accounted for a far greater proportion of rates posted during the week. Dry van spot rates Dry van spot rates increased 4 cents after declining 3 cents in the previous week. Rates were nearly 2% higher than the same 2023 week but about 8% below the five-year average. Dry van loads increased 5.8% from the previous week. Volume was about 4% below the same 2023 week and nearly 33% below the five-year average for the week. Refrigerated spot rates Refrigerated spot rates soared around 16 cents after rising about 5 cents during the previous week. Rates were nearly 3% above the same 2023 week for the strongest year-over-year comparison since the fourth week of this year. Refrigerated rates were about 5% below the five-year average for the week. Refrigerated loads jumped 10.8% above the prior week for the largest increase since the weather-impacted third week of the year. Volume was about 5% below the same 2023 week and 34% below the five-year average for the week. Flatbed spot rates Flatbed spot rates dropped 1.4 cents after falling 3.5 cents in the prior week. Rates were more than 5% below the same 2023 week and about 5% below the five-year average for the week. Flatbed loads increased 2.3% from the previous week after falling for five straight weeks. Volume was about 4% above the same week last year but nearly 37% below the five-year average for the week.

Women In Trucking Association’s ‘Image Team’ includes trucking leaders

John Worthen - May 8, 2024

ARLINGTON, Va. — The Women in Trucking Association (WIT) has grouped together six female trucking professionals for its 2024 Image Team. Team members are considered experts in the opportunities, challenges and experiences of female professional truck drivers, according to a news release. WIT Image Team participates in ride-along events for legislators, regulators and industry leaders to provide a deeper understanding of experiences and obstacles female drivers face on the road. They also speak to the media and industry professionals at public events and industry conferences. “Members of the Image Team educate the industry and the public at-large on critical issues faced by female professional truck drivers,” said WIT’s president and CEO Jennifer Hedrick. “They share their personal and professional stories through creative content and social media. They are the faces and voices of the female perspective in the trucking industry.” The Image Team represents the mission of the association, which is to encourage the employment of women in the trucking industry, promote their accomplishments and minimize obstacles faced by women working in the industry, she added. Class of 2024 members include: Jerri Baez, telematics safety specialist with Colony Hardware; April Crysel, professional driver with Chestnut Enterprises; Melissa Eauclaire, professional driver with Boyle Transportation; Ashley Finneran, transportation advisor with SRS Distribution; Yuma Haidara, certified driver trainer with Walmart; and Esther Parsons, feeder driver with UPS. This new class joins the existing group of 18 legacy members, many representing the industry since the Image Team’s inception in 2015. Legacy members include the following professional truck drivers: Carmen Anderson with American Service Line; Ingrid Brown with Rollin’ B LLC; Susie DeRidder with Day and Ross; Jodi Edwards with J.B. Hunt Transport; Allyson Hay with Walmart Private Fleet; Wyzeena Heeny with Covenant Logistics; Vanita Johnson with EPES Transport System; Deb LaBree with Castle Transport LLC, leased to Landstar; Joanne Millen Mackenzie with Highland Transport; and Kellylynn McLaughlin with Clean Harbors. Other legacy members include: Cindi Alexander, co-owner and training instructor with Lake Cumberland CDL Training School; Jeana Hysell, senior safety consultant with J.J. Keller & Associates; Michele Joslin, director of training and compliance with Justified Diligence; Stephanie Klang, driver ambassador with WIT; Jill Maschmeier, director of safety and compliance with National Carriers; and KayLeigh McCall, driver training engineer with Schneider National.

SheDrives members Jennifer N., Sierra T. balance motherhood, trucking careers

Dana Guthrie - May 7, 2024

CONTENT SPONSORED BY NFI INDUSTRIES The phrase “sisterhood is powerful” may seem like an overused and outdated mantra, but it is the perfect description for the group of women involved in with SheDrives. Created by NFI Industries in partnership with Women In Trucking, the SheDrives community is thriving. As we celebrate Mother’s Day this month, the sisterhood salutes the many women drivers who are balancing both motherhood and a career in trucking. SheDrives members Jennifer N. and Sierra T. have a common bond: Each has experienced the ups and downs of working as a truck driver while pregnant. Both say they are grateful for the support and love they’ve found among other women truckers. “I love the interaction between these women in SheDrives,” said Jennifer. “Few women get into the trucking industry. Being able to talk with women doing exactly what I do — it’s amazing.” Jennifer was inspired to begin working trucking after meeting a woman who was working as a professional trucker. She has now been driving now for over three years, and both she and her husband drive for NFI. For Jennifer, the SheDrives community is a valuable resource for women in trucking. She loves being able to discuss shared experiences and get advice from other women drivers, adding that receiving support and love from fellow drivers helped her remain on the road through most of her pregnancy. “It was a little challenging to drive those last couple of months,” she said. “I drove until I was seven and a half months. I love what I do for a living, so it was hard to get off my truck.” Jennifer says overnight runs were the most difficult during her pregnancy. “The other hard thing was getting in and out of the truck, but I made it happen,” she said. “That’s what women do. We make it happen.” Today, Jennifer says, she would love to bring her son, who is now 11 and a half months, out on the road with her if it were practical. She also has a 22-year-old daughter. Her advice to other pregnant drivers is simple and to the point: Take it easy when you can. “You have to protect the little one inside you AND yourself,” she said. “Safety at all times.” Like Jennifer, Sierra values the community she’s discovered through SheDrives. “I love the connections I have made here. SheDrives is like a sisterhood,” said Sierra, who has driven for NFI for six years. “Outside of being a woman and a driver in a male-dominated environment, SheDrives feels so good — being able to reach out to someone who understands driving as a mother,” she continued. “I can reach out, and they’re not going to look at me like I’m crazy. They’re going to encourage me and tell me things are going to be OK.” While SheDrives had not yet been launched when Sierra was pregnant during the COVID-19 pandemic, she is happy to be able to offer a helping hand or encouraging word to other women. “I was pregnant during the pandemic, and we were working emergency hours,” said Sierra, who continued to drive through her seventh month of pregnancy. She says her co-workers didn’t realize she was expecting until she hit a bump in the road — literally. “I hit a bump, and the camera went off — and my belly was showing,” she shared. “When I came back to the office, they were all like, ‘Congratulations!’ The support from NFI was amazing. They made sure I had everything I needed.” Sierra is pleased that the SheDrives community exists now, providing much-needed love and support for women drivers as they navigate their driving careers and life experiences. After giving birth, she experienced postpartum depression. Thankfully, she says, she received support and care from her co-workers. Even so, she wishes the SheDrives community had been in operation at that time. She believes the forum would provide a safe, open place to talk and share experiences like this — and help other women navigate those darker days. “NFI was so helpful giving me the extra time off that I needed,” Sierra said. “They were the best.” Both Jennifer and Sierra encourage women to consider joining the trucking industry. “I would tell them to go for it,” Sierra said. “The support that’s out there now that we have so many more female drivers is insane. I would just say go for it.” Jennifer hopes to make a family business out of driving. Both she and her husband drive for NFI, and her 22-year-old daughter is now considering a career as a trucker. “She told me, ‘Mom, I think I want to be part of this,’” she said. “I told her to go for it. I hope someday my son will too.” To hear more from Jennifer and Sierra, watch the video below. For more information, check out NFI’s SheDrives community on YouTube. To see more NFI SheDrives stories, click here.

RoadAware offers CDL safety course on navigating mountainous areas

John Worthen - May 7, 2024

DENVER — Mountainous terrain can be one of the most difficult for truckers to navigate, as the hills, valleys and sharp turns can present dozens of hazards for the unprepared driver. RoadAware Safety Systems has launched a new program aimed at commercial motor vehicle drivers who want to learn more about safely navigating these areas of the country. The Mountain Ready Certificate program is a comprehensive course designed to sharpen driver skills when driving on challenging road geometries, according to a news release. Mountain Ready training sessions focus on managing a commercial motor vehicle on curves and descents, showing drivers not only how to manage the vehicle, but also why using the techniques are critical to truck safety in all difficult road geometries. “Drivers don’t really lose their brakes,” said Scott Maurer, head of driver training at CDL 303. “They fail the brakes by overheating them on long descents. Drivers are not taught the basics of physics and vehicle dynamics that they must manage in mountainous terrain and difficult road geometries,” following the principles laid out in the Mountain Ready training program. Practical sessions cover vehicle dynamics, the proper approach to braking, the selection of appropriate speed as the driver approaches a long descent, pre-and post-trip inspections and mountain weather. “The Mountain Ready Training Certification program has never been offered in such detail, founded on data from our Road-Aware truck safety application.” said Brian Bullock, principal of RoadAware Safety Systems. “Our goal is to provide professional drivers with the tools and understanding to enable safe passage through mountainous terrain, sharp curves, and other potentially hazardous features of our nation’s highways.”

Ryder System given the 2024 VETS Indexes Employer award

Erica N. Guy - May 6, 2024

MIAMI — Ryder System Inc. has been named a VETS Indexes Recognized Employer in the 2024 VETS Indexes Employer Awards. The award recognizes Ryder’s commitment to recruiting, hiring, retaining, developing and supporting veterans and the military-connected community, according to a news release. “Ryder is proud to employ so many members of the veteran community and to recognize the disciplined, quality professionals whose skill sets match well with many roles in our company,” said Robert Sanchez, chairman and CEO for Ryder. “Veterans possess distinct skills learned through military service, including integrity and the ability to follow through on commitments, which are vital to delivering on our promises to customers. Ryder is honored to be recognized by VETS Indexes, but more importantly, we are proud of the veterans who work at Ryder and extend our deepest gratitude to all veterans for their service, sacrifice, and dedication.” This year, 344 organizations submitted surveys for the VETS Indexes Employer Awards, an increase of more than 100 from last year and nearly triple the number from two years ago. Only those who demonstrated a solid commitment to veterans, members of the National Guard and Reserves, and military spouses. Participating organizations included companies, government agencies and departments, nonprofit groups, colleges and universities. “The diligent efforts of Ryder to hire, retain, and support veterans and the military-connected community have earned the organization a highly coveted VETS Indexes Employer Award,” said George Altman, president of VETS Indexes. “Competition for the VETS Indexes Employer Awards was tougher than ever in 2024, as a record number of organizations participated. Even with hundreds of employers in the running, Ryder demonstrated a strong dedication to veteran employment. Congratulations to Ryder on this achievement.” Veteran Hiring Initiatives at Ryder Ryder has has hired more than 15,300 veteran employees in the United States since joining the U.S. Chamber of Commerce’s Hiring Our Heroes program in November 2011. Ryder’s Veteran Buddy Program pairs Ryder employees who are military veterans with new veteran employees. The program is designed to help ease the transition from military to civilian life, which can be a significant challenge for recently separated veterans returning to the workforce. Ryder also participates in the Pathway Home program, which helps ease the transition to civilian life for U.S. soldiers through a 12-week diesel maintenance technician training course and offers employment opportunities as a Ryder technician upon completion of the training. Jobs at Ryder Veterans interested in Ryder careers can visit Ryder Veterans Jobs, where they can match their skills with open positions in the company. Ryder Military Discount Additionally, the company offers military discounts to its customers with its latest program around used commercial vehicles. Ryder provides 10% off the advertised price of a used vehicle to veterans, active military, and reservists. Visit Ryder Used Trucks for Sale for terms and conditions and to learn more.

Oregon trains more than 300 new truckers with grant funds

John Worthen - May 6, 2024

SALEM, Ore. — There are 325 new truck drivers in Oregon thanks to a $3.4 million grant from the Economic Development Administration’s Good Jobs Challenge. The initiative, which began two years ago, has been dubbed “Driving Prosperity” and is led by Southwestern Oregon Workforce Investment Board in collaboration with Lane Workforce Partnership and Rogue Workforce Partnership. According to Oregon officials, the program “has significantly improved the long-term employment outlook for Oregonians by offering free CDL training. As a result, these trained drivers have secured lucrative positions, effectively mitigating the state’s shortage of truck drivers.” Without funding from The American Rescue Plan EDA Good Jobs Challenge, participants would face often unattainable out-of-pocket costs to obtain their CDL license. “In the wake of the pandemic, there was such a shift in how we received our goods and services. We had such turmoil in the workforce in every capacity,” said Georgia Conrad, executive director of Oregon Workforce Partnership. “Finding that footing again, this year, was part of that solution. These Southern counties really stepped up to make this happen for the state, and it’s been really successful.” Driving Prosperity participants can enter the trucking industry in just four weeks, gaining access to competitive wages, comprehensive benefits, including paid sick and vacation leave, 401K retirement plans, and medical, dental and vision coverage. “Four to eight weeks of schooling and the cost to attend the schooling is about $5,000, in addition to the living costs that people have to pay for while they’re undergoing training,” Conrad said. Amanda Larson, who earned her CDL through the program, said driving a big rig has made her feel more confident. “It’s pretty amazing to be a 5-foot-tall woman hauling 80,000 pounds to a work site,” she said. “… I did something I never thought was possible, and then I ended up coming out on top.”

J.B. Hunt honors dozens for safely driving 2 million-plus miles

John Worthen - May 3, 2024

LOWELL, Ark. — J.B. Hunt Transport Services has recognized 54 company drivers for achieving two, three, four and five million miles driven without a preventable accident at its annual Million Mile Celebration at company headquarters in Lowell. The drivers were awarded a total of $770,000 in safe driving bonuses, according to a news release. “These drivers are the champions of our safety culture,” said Nick Hobbs, chief operating officer and president of contract services at J.B. Hunt. “Their million-mile achievements demonstrate an unwavering commitment to delivering long-term, exceptional value for our customers. 2023 was a record year for our safety organization, and these drivers were a huge part of that. Congratulations to all 54 drivers for their monumental safety milestone.” The 2024 Million Mile driver class spent the last few days at company headquarters with their families, management and executive leadership team celebrating their million-mile moment. On average, it takes a driver approximately seven to 10 years to reach one million safe miles, the news release states. Among this year’s class is J.B. Hunt’s Jodi Edwards, the third driver to achieve five million miles and the company’s first to be honored with Women in Trucking’s Driver of the Year award. The peak of the celebration took place on May 1 at the Million Mile Walk of Fame. Drivers and their families walked the red carpet throughout the company’s Lowell campus where they were cheered on by hundreds of employees, ending with embracement and words of gratitude from company executives. Since 1996, J.B. Hunt has awarded more than $38 million in safe driving bonuses to nearly 5,000 company drivers and has hosted the Million Mile event dating back to 2001. “The Million Mile event is a cornerstone of J.B. Hunt’s culture, rooted in company values of excellence, safety and integrity,” the news release states. “The company’s commitment to safety is exemplary in the industry and essential to delivering exceptional value to its customers. By recruiting and retaining some of the top driving talent in the country, J.B. Hunt puts thousands of skilled and well-trained drivers on the road each year.”

Know what you’re paying for: Predatory towing fees are a growing issue in trucking

Kris Rutherford - May 2, 2024

Predatory towing. It’s a term with which all too many motor carriers and drivers are uncomfortably familiar. It’s possible your company has been a victim of the practice, which goes far beyond fees for towing a disabled vehicle from the side of the road. For example, let’s imagine one of your tractor-trailers is involved in a single-vehicle accident, such as a rollover. Law enforcement at the scene request a tow service, usually selecting the next towing company on a list used to spread the business among competitors. The company dispatches the equipment, spends about an hour and a half cleaning up the scene, and then disappears with both your equipment and cargo. In short order, you receive a bill for towing services that requests payment of tens or even hundreds of thousands of dollars for the release of your equipment. Predatory towing is an increasing problem in the trucking industry and has been brought to the attention of the Federal Trade Commission (FTC), which is studying deceptive business practices nationwide. Already, several state’s legislatures have passed or are considering bills to limit predatory fees. “When a truck driver’s vehicle is towed, they can’t earn a living until they get it back — leaving them vulnerable to predatory junk fees from towing companies,” said U.S. Transportation Secretary Pete Buttigieg. “We support FTC’s efforts to stand up for truckers by acting to ban junk fees and prevent predatory towing fees that can cause significant financial harm.” The Federal Motor Carrier Safety Administration (FMCSA) expressed sentiments about the issue in a letter to the FTC. “The proposed regulation may significantly benefit FMCSA’s regulated community, specifically as it relates to the predatory towing practices that have a substantial financial impact on CMV owners and operators,” wrote Sue Lawless, the agency’s acting deputy administrator. She went on to highlight the nature of predatory towing fees, the various ways a tow company calculates excessive fees, and the hidden charges many tow companies place on an invoice. In a Truckload Carriers Association (TCA) webinar on the issue, Gene Funk, general counsel for Cowan Systems, a Maryland-based trucking firm, said, “The towing companies send out these bills just hoping someone is not looking at them.” Funk, along with Renee Bowen, an attorney with the firm Franklin and Prokopik, provided several examples of invoices with excessive charges, one in which the towing company sought $202,000. “They’re a creative bunch,” Bowen said, referring to predatory towing companies. “(These fees are) made up. They’re fictitious. You have to challenge these charges,” said Funk in reference to some of the charges that show up on towing invoices. As an example, Funk pointed to a certain fuel surcharge. The line item had no relationship to the amount of fuel the tow company used in performing the work; instead, it was charged as a percentage of the total tow bill. In essence, a $100,000 invoice could have a $6,000 surcharge for fuel attached. Another major issue with predatory towing is “per-pound” billing. In this case, a tow company sets its fee based on the total weight of the vehicle, trailer, and cargo being hauled. Often, Funk said, companies will charge a minimum fee based on an 80,000-pound tractor-trailer — even when the vehicle involved only weighs 20,000 pounds. One example compared a per-pound billing invoice to an invoice for the same service charged at nonpredatory rates. When recalculated, the predatory $140,000 per-pound invoice dropped to $24,000. There are several problems with existing towing fee regulations, which vary from state to state. First, the tow companies hold all the power. They capitalize on a motor carrier’s need to retrieve its equipment and cargo. Despite statutes in place that require tow companies to release cargo, Funk and Bowen cited instances in which tow company managers simply ignored the requirement and essentially held equipment and cargo hostage. There is also a lack of enforcement of existing regulations. Often, law enforcement agencies are the ones who call a tow company — but they are unwilling to get involved in cases of excessive charges. In addition, there are cases in which a tow company sends the same invoice to various stakeholders (carriers, insurance companies, drivers, brokers, etc.). On occasion, multiple parties pay the same bill — and the towing companies simply reap the profits. To help trucking companies guard against predatory billing, Funk and Bowen offered some warning signs to look for before writing a check. One red flag is per-pound billing, a practice that is actually outlawed in some states. Excessive hourly rates and the number of hours personnel and equipment are on site should also be inspected. For example, a tow company may charge an hourly rate but have a minimum charge policy of four hours, even if less time is spent at the site. Some tow companies charge additional fees for equipment sent to the site, even if that equipment was neither requested nor necessary for the towing job. Finally, hidden surcharges are common tactics of predatory tow companies. Charges for weather conditions (temperatures over 80 degrees, for example), photos, and follow-up communications are common. One example of an invoice presented by Funk and Bowen even charged for “snacks.” And the snacks were charged at 2% of the total bill, resulting in a cost of $200 per employee. As far as solutions to the problem of predatory towing are concerned, Funk is not optimistic: “There are no good answers to solve the problem,” he said. However, Bowen did offer a few suggestions for truckers and carriers to follow when involved in a towing situation. First, no driver should sign any document presented by a towing company on site. Many times, the driver could be signing away rates and waivers. Drivers should take lots of photos of the site, towing operation, equipment, and personnel. “Photographs are incredibly important,” Bowen said. It is also recommended that carriers form relationships with towing companies in the areas in which they operate, have legal counsel available, and train staff in what to do in the case of a towing situation. Finally, Bowen says, carriers should join and support state trucking associations. These groups can be excellent resources when it comes to getting references for reputable towing companies nationwide. Ultimately, carriers must be aware that their drivers operate in different states — and there is no consistency in the regulations states place on the two companies in relation to towing fees. The FMCSA suggests the FTC provide guidance on how deceptive business practices related to towing would impact state and local laws that govern towing practices. Perhaps when federal guidance is available, tow companies will be willing to come to the bargaining table to establish fair and consistent rates. “The industry wants fair service for a fair price,” Funk concluded. This article originally appeared in the May/June 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

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

Brad Klepper - May 1, 2024

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

Second annual Bulk Freight Conference draws more than 500 industry stakeholders

Linda Garner-Bunch - May 1, 2024

Springfield, Mo. — More than 500 industry professionals attended this year’s Bulk Freight Conference, held April 24-26 at the White River Conference Center in Springfield, Missouri, according to BulkLoads, which hosted the event for the second year in a row. In 2023, the inaugural conference drew nearly 200 attendees. The 2024 event saw a notable increase in participation, nearly quadrupling the size of the gathering from last year, said a spokesperson for BulkLoads. The conference is the only event in the U.S. that brings together stakeholders from all segments of the bulk freight industry, including owner-operators, carriers, company drivers, shippers and brokers. “The 2024 Bulk Freight Conference hosted by BulkLoads was phenomenal,” one attendee shared on social media. “It’s a rare and valuable opportunity for all facets of the bulk commodity segment of trucking to come together. It’s more than just a networking event, it’s a vital forum for understanding the diverse challenges and rewards within the industry.” During the conference, attendees heard presentations from featured speakers, along with panel discussions about issues facing the bulk freight industry. In addition to opportunities to collaboratively discuss challenges facing the industry and brainstorm about solutions, participants had a chance to foster individual business growth through in-person networking. Key panel topics addressed issues such as trucking insurance, current trends and challenges in bulk freight, strategies to “10x” your trucking business, and the integration of technology and artificial intelligence within the agriculture trucking industry. “Over the last few years, we’ve realized that our role extends beyond business — we’re (also) in the hospitality business,” said Tyler Allison, marketing director for BulkLoads and partner companies. “This is about bringing people together and facilitating the conversations that need to happen,” he continued. “The credit goes to our attendees, who have the courage and willingness to come together and want to engage in difficult conversations — all to take their business to the next level, but also to make this industry better.” Feedback from the participants has been overwhelmingly positive, Allison added, with many attendees emphasizing the conference’s critical role in the industry, from single-truck owner-operators to large carriers, shippers and brokers. Sponsors of this year’s conference include RC Trucking Inc, Redding Transportation LLC, Mac Trailer, RFG Logistics, Walmsley Transport, AMWINS, Martin Vibration Systems & Solutions, Ingredient Logistics Services Inc, AgTrax, CHS, Konexial, UMB, Turbo Turtle, American National Bank, Western Trailers, Cultura Technologies, Continental Western Group, GrainWorx and MUDFLAP. Allsion says plans for the 2025 Bulk Freight Conference are already in the works, adding that limited space is available. Those planning to attend next year’s event should reserve their spot early; visit bulkfreightconference.com.

Will FMCSA’s latest study of driver detention generate results?

Kris Rutherford - May 1, 2024

When it comes to the topic of driver detention, Ed Nagle, president and CEO of Ohio-based Nagle Companies, is direct when expressing his displeasure with the time his company’s drivers spend waiting at shipping and receiving facilities. “It’s the biggest waste, and a real problem,” he said. “Right now, two hours of detention time is the standard before additional fees can be charged.” Detention costs carriers a tremendous amount of revenue — and the shippers and receivers responsible for the inefficient loading/unloading procedures that create the delay are often not interested in addressing the issue, he noted. In addition, the responsible parties are only willing to pay 50% to 70% of the revenue carriers lose while trucks remain idle. What’s the solution? Nagle believes one step in the right direction is to reduce “free” detention time to one hour rather than the current two. “The shippers and receivers pay their employees,” he explained. “Why should a carrier be expected to tell its drivers they are unpaid for time on the job?” Nagle is not alone. The issue of driver detention consistently ranks among the highest frustrations of trucking industry professionals. Many carriers agree the unnecessary time drivers spend waiting at shipping and receiving facilities exposes a major inefficiency. The Federal Motor Carrier Safety Administration (FMCSA) is studying the issue, focusing on the impact of detention time on highway safety. Based on public comments received by the FMCSA, the problem is deeper than government officials expected. In August 2023, the FMCSA posted a notice in the Federal Register (Docket No. FMCSA–2023–0172), inviting public comment on a proposed effort to collect data for a report titled “Impact of Driver Detention Time on Safety and Operations.” The FMCSA planned to analyze the data to determine the frequency and severity of the detention and assess the usefulness of existing intelligent transportation systems (ITS) solutions to measure detention time. The notice provided little background information for respondents and garnered a total of 176 comments. This initial comment period brought into focus several issues related to detention time — enough that the FMCSA organized comments into 11 categories. Based on the various issues identified, it is evident the agency had not anticipated the severity of detention time on the industry. The FMCSA’s categories are: The relationship between detention time and driver compensation; Organizational issues at the shipper/receiver, carrier, and/or broker; The relationship between detention time and pick-up/delivery appointment times; Examples of detention time characteristics as experienced by commenters; The relationship between detention time and hours of service regulations; The impact of detention time on logistics and the economy; The impact of detention time on driver welfare; The impact of detention time on driver and roadway user safety; Suggestions and support for detention time-related regulations; Considerations for defining and quantifying detention time and collecting necessary data; and General support for the study. In February 2024, the FMCSA once again opened the issue for public comment on the Federal Register. This time, the posting offered background on detention time along with a summary of comments received during the initial comment period. It also highlighted the 11 categories and provided a high-level summary of the concerns of respondents. The 2024 posting also included an overview of the data collection plan and outlined three primary objectives: Assess the frequency and severity of driver detention time using data that represents the major segments of the motor carrier industry; Assess the utility of existing ITS solutions to measure detention time; and Prepare a final report that summarizes the findings, answers the research questions, and offers strategies to reduce detention time. In addition, the FMCSA noted that the study would now encompass supply chain efficiency as well as highway safety. At the close of the comment period on March 19, 143 comments had been received. While FMCSA has not had time to analyze the responses to the most recent comment period, a review of the comments reveals a range of opinions from those involved in the industry. Numerous comments, assumably from drivers, provided anecdotal evidence of the problems created by detention time, with some offering suggestions on how to address the issue. Others noted that many drivers do not get paid for detention time, citing this as something carriers and shippers/receivers must address, and some claimed the use of ELDs exacerbates the issue. Other commenters — notably a few trucking organizations and insurance companies — simply offered support for the FMCSA’s approach. Comments from the Truckload Carrier’s Association (TCA) supported the study but highlighted previous studies on the issue and the failure of the FMCSA to act on the findings. “The FMCSA needs to act accordingly upon their findings, in which they did not do after the 2001 and 2014 detention time studies. While we appreciate the FMCSA’s commitment to further investigating issues related to detention time, we are concerned about potential delays in addressing new issues that may be identified. Given the length of the initial study, we are apprehensive that any new issues that arise may not be promptly explored, potentially leading to significant delays, like the decade-long interval observed in the past,” read a portion of TCA’s comment. TCA also focused on the need to use technology, such as ELDs, that was not available when previous studies were completed. In addition, the organization noted that the study should include insight on ways to mitigate detention time. Finally, TCA recommended that data obtained from the study be shared openly and transparently with the public — specifically with the motor carriers who are most impacted by the issue of driver detention. “FMCSA’s recommendations for lowering detention could serve as valuable guidelines for shippers, receivers, carriers, and drivers seeking to minimize delays and improve their operations,” TCA commented. As for Ed Nagle, when asked how detention time impacted driver safety, his response was simple: “It makes drivers tired,” he said. This article originally appeared in the May/June 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

DEA will move to reclassify marijuana in a historic shift, sources say

The Associated Press - April 30, 2024

WASHINGTON — The U.S. Drug Enforcement Administration (DEA) will move to reclassify marijuana as a less dangerous drug, The Associated Press has learned. This would be a historic shift to generations of American drug policy that could have wide ripple effects across the country. The decision could also create additional confusion for the trucking industry, muddying the already-murky driver drug testing regulations of the Federal Motor Carrier Safety Administration’s Drug & Alcohol Clearinghouse. The DEA’s proposal, which still must be reviewed by the White House Office of Management and Budget (OMB), would recognize the medical uses of cannabis and acknowledge it has less potential for abuse than some of the nation’s most dangerous drugs. However, it would not legalize marijuana outright for recreational use. The agency’s move, confirmed to the AP on April 30 by five people familiar with the matter who spoke on the condition of anonymity to discuss the sensitive regulatory review, clears the last significant regulatory hurdle before the agency’s biggest policy change in more than 50 years can take effect. Once the OMB signs off, the DEA will take public comment on the plan to move marijuana from its current classification as a Schedule I drug, alongside heroin and LSD. It moves pot to Schedule III, alongside ketamine and some anabolic steroids, following a recommendation from the federal Health and Human Services Department. After the public comment period and a review by an administrative judge, the agency would eventually publish the final rule. This comes after President Joe Biden called for a review of federal marijuana law in October 2022 and moved to pardon thousands of Americans convicted federally of simple possession of the drug. He has also called on governors and local leaders to take similar steps to erase marijuana convictions. “Criminal records for marijuana use and possession have imposed needless barriers to employment, housing, and educational opportunities,” Biden said in December. “Too many lives have been upended because of our failed approach to marijuana. It’s time that we right these wrongs.” The election year announcement could help Biden, a Democrat, boost flagging support, particularly among younger voters. Biden and a growing number of lawmakers from both major political parties have been pushing for the DEA decision as marijuana has become increasingly decriminalized and accepted, particularly by younger people. A Gallup poll last fall found 70% of adults support legalization, the highest level yet recorded by the polling firm and more than double the roughly 30% who backed it in 2000. The DEA did not respond to repeated requests for comment from The Associated Press. Schedule III drugs are still controlled substances and subject to rules and regulations, and people who traffic in them without permission could still face federal criminal prosecution. Some critics argue the DEA shouldn’t change course on marijuana, saying rescheduling isn’t necessary and could lead to harmful side effects. Jack Riley, a former deputy administrator of the DEA, said he had concerns about the proposed change because he thinks marijuana remains a possible “gateway drug,” one that may lead to the use of other drugs. “But in terms of us getting clear to use our resources to combat other major drugs, that’s a positive,” Riley said, noting that fentanyl alone accounts for more than 100,000 deaths in the U.S. a year. On the other end of the spectrum, others argue marijuana should be treated the way alcohol is. Last week, 21 Democrats, led by Senate Majority Leader Sen. Chuck Schumer of New York, sent a letter to DEA Administrator Anne Milgram and Attorney General Merrick Garland arguing that marijuana should be dropped from the controlled-substances list and instead be regulated like alcohol. “It is time for the DEA to act,” the lawmakers wrote. “Right now, the Administration has the opportunity to resolve more than 50 years of failed, racially discriminatory marijuana policy.” Federal drug policy has lagged behind many states in recent years, with 38 having already legalized medical marijuana and 24 legalizing its recreational use. That’s helped fuel fast growth in the marijuana industry, with an estimated worth of nearly $30 billion. Easing federal regulations could reduce the tax burden that can be 70% or more for businesses, according to industry groups. It could also make it easier to research marijuana, since it’s very difficult to conduct authorized clinical studies on Schedule I substances. The immediate effect of rescheduling on the nation’s criminal justice system would likely be more muted, since federal prosecutions for simple possession have been fairly rare in recent years. But loosening restrictions could carry a host of unintended consequences in the drug war and beyond. Critics point out that as a Schedule III drug, marijuana would remain regulated by the DEA. That means the roughly 15,000 cannabis dispensaries in the U.S. would have to register with the DEA like regular pharmacies and fulfill strict reporting requirements, something that they are loath to do, and that the DEA is ill equipped to handle. Then there’s the United States’ international treaty obligations, chief among them the 1961 Single Convention on Narcotic Drugs, which requires the criminalization of cannabis. In 2016, during the Obama administration, the DEA cited the U.S.’ international obligations and the findings of a federal court of appeals in Washington in denying a similar request to reschedule marijuana. By Zeke Miller, Joshua Goodman, Jim Mustian and Lindsay Whitehurst. Goodman reported from Miami and Mustian from New Orleans. AP writer Colleen Long contributed. The Trucker News Staff also contributed to this report.

New TCA award will recognize carriers based on driver satisfaction

Linda Garner-Bunch - April 30, 2024

WASHINGTON — The Truckload Carriers Association (TCA) has begun a new driver satisfaction awards program called TCA Drivers’ Choice Awards – The Elite Fleets. According to a news release, the program “will celebrate and recognize the best carrier workplaces in the North American trucking industry based on professional driver feedback and satisfaction.” Produced by TCA and in partnership with University of Denver’s Transportation & Supply Chain Institute, TCA Drivers’ Choice Awards will highlight carriers that provide exceptional workplace experiences for their company drivers and independent contractors. Only TCA carrier members can participate; nominations will open later this year and the top scoring carriers will be celebrated at TCA’s 2025 convention, which is taking place March 15-18 in Phoenix. After being nominated, carriers and their drivers will be asked to complete surveys which will be administered, overseen and scored by the University of Denver’s Transportation & Supply Chain Institute. In preparing for this new initiative and announcement, TCA surveyed its membership for their feedback and formed four working groups who helped provide input on the program’s structure, the attributes associated with satisfied drivers and many other aspects of the program. “This has truly been a membership led effort in creating TCA Drivers’ Choice Awards,” according to the news release. “TCA is also happy to announce that it has secured three presenting co-sponsors for this program who are EpicVue, TruckRight and Samsara.” TCA President Jim Ward said that recognizing and celebrating the best carrier workplaces in the North American trucking industry not only acknowledges the efforts of these companies but also promotes a culture of excellence and driver satisfaction within the industry. “By partnering with a reputable institution like the University of Denver, the program ensures that the surveys and scoring are conducted impartially and with a high level of professionalism,” he said. David Fisher, executive director at University of Denver’s Transportation & Supply Chain Institute, is equally enthused in the new program. “The Transportation & Supply Chain Institute is thrilled to be able to support this program for the TCA and this industry,” he said. “Trucking is the nation circulatory system. Anything the Institute can do to support the betterment of the industry is part of our charter. Our process will reveal statistically important information that will help the TCA members drive excellence through their organizations. We are honored to have been selected as the partner for this significant initiative.”

Bendix offers tips to ace CVSA’s International Roadcheck 2024

John Worthen - April 30, 2024

AVON, Ohio — Nearly one out of five commercial vehicles inspected during last year’s Commercial Vehicle Safety Alliance (CVSA) International Roadcheck were taken off the road. Issues with brake systems, service brakes and tires accounted for more than half of all the out-of-service vehicle violations across the U.S., Canada and Mexico. The CVSA International Roadcheck 2024 inspection blitz is just around the next bend, from May 14-16. Bendix Commercial Vehicle Systems is offering tips to help fleets and owner-operators prepare. A deeper review of the findings from the 2023 International Roadcheck shows that 11,270 of the 59,429 vehicles inspected — or about 19% — were removed from roadways due to a critical finding related to the safety of the vehicle. Problems related to the brake system or brake adjustment accounted for almost 40% of all out-of-service violations found, and tire issues raise that figure to 58%. “Many of the critical issues flagged during these inspections are maintenance-related, and many are issues that could have easily been prevented with regular, thorough maintenance procedures,” said Fred Andersky, Bendix director of government and industry affairs and technical training. “That’s why keeping vehicles in good shape is critical in helping to maintain overall safety on the road, and why CVSA’s Roadcheck — along with a regular schedule of preventive maintenance — is so important.” Andersky added, “An essential part of this equation is ensuring that repair shops, including independent and dealer businesses, have access to the tools, training, techniques, and software to repair truck components properly – as spotlighted in the industry’s ongoing right-to-repair discussion. Getting as many shops up to speed on repairing integrated electronics and other systems benefits the entire market by helping to keep vehicles on the road and in service.” What’s Coming Established in 1988, International Roadcheck is a 72-hour, high-visibility, high-volume commercial motor vehicle inspection and enforcement initiative targeted at various elements of motor carrier, vehicle and driver safety. Commercial motor vehicle inspectors in Canada, Mexico and the U.S. will conduct North American Standard Inspections of commercial motor vehicles and drivers at weigh and inspection stations, on roving patrols, and at temporary inspection sites. CVSA sponsors International Roadcheck with participation by the Federal Motor Carrier Safety Administration; Pipeline and Hazardous Materials Safety Administration; Canadian Council of Motor Transport Administrators; Transport Canada; and Mexico’s Ministry of Infrastructure, Communications and Transportation. Inspectors examine large trucks and motorcoaches, along with driver documentation and credentials, using CVSA’s North American Standard Inspection Program procedures. An Eye on Tractor Protection Systems Among the focus areas of this year’s Roadcheck are tractor protection systems. The aim is to increase awareness of these components — specifically, the tractor protection valve, trailer supply valve and spring brake valve. Officers will conduct inspections to confirm that the tractor protection system is functioning properly in the event of trailer separation. “The tractor protection system inspection will vary based on the tractor protection valve that is in use on the vehicle,” said Brian Screeton, manager of technical training and service at Bendix. “The service data sheet for each valve is the best source for operational checks of that valve.” According to Screeton, a basic, high-level test for a properly operating tractor protection system involves the trip pressures of the dashboard valves associated with the system. Begin by starting the vehicle and building full system air pressure. Then, shut off the vehicle, disconnect the glad hands and push in the red trailer-supply dash valve button. Air will leak out of the trailer supply glad hand until the red button pops out. When the button pops, apply the service brake. No air should come out of the service glad hand. Chad Benesh, technical support supervisor and member of the Bendix Tech Team, emphasized another crucial factor in the proper operation of the system. “It’s vital to keep the glad hand couplings clean of contaminants that may get in them when not coupled,” he said. “Contamination in the glad hand has a direct path to the trailer relay valve, which can cause loss of brakes on the trailer as well as the potential that the brakes won’t release and will drag. Make sure dummy glad hands are used when glad hands are not connected. In addition, replace worn or cracked glad hand seals.” Brake Check Brake systems accounted for 25% and service brakes 14% of the 2023 International Roadcheck out-of-service vehicle violations — and yet many brake issues are easily preventable through routine maintenance and regular checkups, noted Mark Holley, Bendix director of marketing and customer solutions, Wheel-End. “First, drivers should always conduct standard walk-arounds, as well as pre-and post-trip inspections, before and after hitting the road,” Holley said. “Look for visible brake system problems such as loose hoses or damaged brake components — air chambers or pushrods, for example. You can also spot adjustment issues if you notice slack adjusters that are extended at different angles on the same axle. Keep in mind that if you’re using air disc brakes, their internal adjustment mechanism significantly lowers the risk of out-of-adjustment violations.” Earlier, in the shop, air brake system inspections should include the following points — all of which relate to items typically inspected during Roadcheck. These items include: Conducting a brake application at a pressure above 80 psi and listen for leaks. Measuring chamber stroke at each wheel-end to ensure proper brake adjustment. Examining friction for good condition (no lining cracks, missing portions, oil or grease contamination) and minimum thickness. Measuring and inspecting each rotor and drum for wear and heat cracking and/or leopard spotting. “If you notice it’s time for new brake friction, make sure to keep things up to spec: Not all friction that is marketed as ‘acceptable’ under current Reduced Stopping Distance (RSD) regulations will actually perform to that standard,” Holley said. “Whether you’re replacing air disc brake pads or drum brake shoes, select components that will ensure the original equipment manufacturer (OEM) requirements are met so the vehicle remains compliant. If the friction needs to be replaced, it must be replaced on both sides of the axle.” Holley continued, “Another critical point to remember: The performance of your braking system also affects the performance of connected safety systems. So, if the vehicle is equipped with a full-stability or collision mitigation system, it too can be negatively affected if brakes aren’t performing at their peak.” Proper Tire Inflation Is Key Roadcheck tire inspections emphasize the importance of maintaining proper tire pressure: Industry research shows about 90% of tire failures can be attributed to underinflation, and nearly half of all emergency service road calls are tire-related. During the 2023 Roadcheck, tire issues accounted for 19% of out-of-service vehicle violations. “Driving on underinflated tires generates higher internal running temperatures, and that situation can lead directly to tire blowouts,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls. “Additionally, the added stress and excess wear and tear reduce tire life span. The American Trucking Associations’ Technology & Maintenance Council estimates that 20% underinflation can shorten tire life by 30%.” You can help reduce this risk by using a system such as the SmarTire® Tire Pressure Monitoring System by Bendix CVS (TPMS) — or the SmarTire Trailer-Link TPMS by Bendix CVS. The system provides near real-time pressure alerts to the driver, thereby helping to alleviate the problem of underinflated tires. Bendix SmarTire systems use a wheel-mounted sensor that continuously monitors temperature and pressure, triggering tire alerts that compensate for changing operating conditions. The alerts can also point to other potential wheel-end issues that lead to high tire temperatures, such as a dragging brake. As with friction, tires and tire performance also can impact the performance of advanced safety components and technologies, including RSD-compliant brakes, air disc brakes, full stability and advanced driver assistance systems such as Bendix Wingman Fusion. Training to Stay Sharp Keeping vehicles operating safely also depends on technicians remaining knowledgeable about ever-advancing commercial vehicle safety components and technologies. Fortunately, fleets have a variety of options from Bendix when it comes to equipping technicians with the most current and in-depth training and information, including: The Bendix Brake Training School — Long-running, hands-on training programs are conducted in person across the U.S., with virtual options available. The Bendix On-Line Brake School — www.brake-school.com. You’ll find more than 100 courses covering the full spectrum of braking and active vehicle safety product topics. Registration is free, and the site serves nearly 150,000 registered users. Bendix’s Knowledge Dock — knowledge-dock.com. This site includes an archive of the Bendix Tech Tips series, as well as videos, white papers, and other insights. The B2Bendix.com hub — Service manuals, product training documents, installation instructions and more can be found in the document library. Additionally, the “Truck Talk with Bendix” podcast is available via Google Play, Apple Podcasts and Stitcher. And the company’s YouTube channel includes a library of Bendix Tech Talks and other resources. Field-tested sales and service professionals form the heart of Bendix’s training education programs, along with its veteran field technical support team and the Bendix Tech Team at (1) 800-AIR-BRAKE (1-800-247-2725) – an expert technical support group providing service advice, brake system troubleshooting, and product training.