Truck Driving Job News Archives

US Bank Index: Truck freight market ends ’23 with drop in volume, spending

John Worthen - February 2, 2024

MINNEAPOLIS — The U.S. truck freight market ended 2023 with further declines in both shipment volume and spending, according to the latest U.S. Bank Freight Payment Index. Compared to the same period in 2022, fourth quarter shipment volume was down 15.7% while spending by shippers contracted 13.5%. The year-over-year drop in volume was the largest in the history of the Index. “The truck freight market is feeling the impacts of companies reducing inventories significantly as well as consumers continuing to spend more on experiences over goods,” said Bob Costello, senior vice president and chief economist at the American Trucking Associations. “We’ll watch carefully in coming quarters if companies complete their inventory reduction efforts and begin to restock, which would help boost trucking.” All regions in the fourth quarter felt the slowdown in volume versus the same quarter in 2022, but it was most acute in the Southeast (-25.4%) and Northeast (-23.8%). Spending also dropped in all regions year over year, with the most significant in the Midwest (-17%). “Throughout 2023, our Index has consistently revealed significant declines in spending by shippers. While spending dropped again in the fourth quarter, we are seeing indications that might suggest trucking supply is coming into balance with demand,” said Bobby Holland, director of freight business analytics, U.S. Bank. National Data Shipments Linked quarter: -10.9% Year over year: -15.7% Spending Linked quarter: -1.4% Year over year: -13.5% Regional Data West Shipments Linked quarter: -2.9% Year over year: -16.3% Spending Linked quarter: 0.2% Year over year: -7.4% The West was one of two regions to see an increase in spending on a quarter-over-quarter basis, though spending by shippers was still down -7.4% compared to a year earlier. Improved West Coast import volumes may have helped the region’s shipment volumes, which were still down, but less so than most other regions. Southwest Shipments Linked quarter: -18.2% Year over year: -15.9% Spending Third quarter: -2.7% Year over year: -10.4% After slowing in the third quarter, the Southwest truck freight market contracted significantly in the fourth quarter. The region, which was the best for truck freight in 2022 and the first half of 2023, experienced slower retail and home sales in the first half of the fourth quarter, which weighed on truck freight volumes. Midwest Shipments Linked quarter: -8.6% Year over year: -8.9% Spending Linked quarter: 1.2% Year over year: -17.0% Midwest shipment volumes contracted the least among all regions compared to the fourth quarter 2022. Soft manufacturing, consumer spending and housing activity in the region have likely contributed to depressed freight volumes, which have persisted for the last few years. Northeast Shipments Linked quarter: -9.4% Year over year: -23.8% Spending Linked quarter: -2.5% Year over year: -12.5% The Northeast was one of the most challenged truck freight markets in 2023. Headwinds for the market include consumer spending moderation and manufacturing activity softening. Southeast Shipments Linked quarter: -14.5% Year over year: -25.4% Spending Linked quarter: -4.1% Year over year: -11.4% The Southeast had the largest year-over-year drop in volume among all regions. The region has had consistent volume contractions – as well as spending declines – in recent quarters.

TCA’s David Heller says lack of truck parking is industry’s No. 1 issue

Cliff Abbott - February 1, 2024

WASHINGTON — It’s difficult enough to keep track of the myriad regulations that impact the trucking industry, but monitoring the status of proposed legislation and rulemakings complicate the process further. That’s one reason why the Truckload Carriers Association (TCA) offers a monthly webinar to explain what’s happening and TCA’s position on each issue. The January webinar, conducted by David Heller, TCA’s senior vice president of government affairs and safety, covered a large number of issues in the allotted hour. The first topic covered was fatality crashes involving large trucks, which rose to 5,370 in 2021, the last year for which data is available. A total of 872 truck drivers were killed in those crashes. “It kind of gives us a wakeup call as to where we are and what we need to do when it comes to improving safety on our roadways,” Heller remarked, noting that the Federal Motor Carrier Safety Administration (FMCSA) is reviewing crash data. “And 555 of those drivers were not wearing their seatbelt,” he added. “It’s one of those situations where certainly we need to reverse the trend and some of those talks are going on right now in DC as we speak.” Truck parking has been in the headlines for a while now and is considered one of the industry’s biggest headaches. “This is the No. 1 issue that the professional truck driver has out there,” Heller said, displaying a heat map showing trucks parked in unauthorized locations, such as side streets and freeway ramps adjacent to truck stops. Another slide showed an average loss of $5,000 per driver due to time lost finding parking. “We’ve made some headway recently,” Heller said. “There is a bill on Capitol Hill, two bills actually — House Bill 2367 and Senate Bill 1035 — that call for $755 million over three years to address the issue. Working with our lobbyists on Capitol Hill, we’re probably about five to six co-sponsors away from actually getting something moving on truck parking that would really make a difference.” The U.S. Department of Transportation just announced more than $300 million to address the national truck parking crisis, so some headway is being made. Turning to infrastructure spending, the $110 billion Bipartisan Infrastructure Law passed in 2021 has helped greatly, but there are still issues. “What happened between 2021 and when the infrastructure bill passed is that there was a tremendous increase in the cost of construction and that increase rose dramatically,” Heller explained. “The funding that was passed in the infrastructure bill, doesn’t equate to 2023 prices that it cost to actually build roads and bridges.” Supply chain solutions and other trucking bills are still in the works, according to Heller. “There are several pieces of legislation that are currently being talked about on Capitol Hill,” he said. “The Highway Accident Fairness Act, which is lawsuit abuse, anything size and weight certainly has crept into the conversation, autonomous vehicle centric legislation, along with employee-driver-centered legislation like the license acts or veterans or truck driver incentive acts. There’s also an anti-speed limiter bill we’re going to talk about.” Other current bills include a Motor Carrier Safety Selection Standard Act, a bathroom access bill and the Workforce Improvement act. “The question is, is where does it go after they’re talking about it?” Heller asked. He pointed out that the 2024 November presidential election could impact legislation as the parties maneuver for political points. The Drug and Alcohol Clearinghouse is still an issue, as the numbers of drivers testing positive for alcohol or controlled substances and declining the return to duty process continues to grow, Heller said. “Marijuana, by far, at 57.2% is the No. 1 substance identified in these drug tests,” Heller noted. “You do have to look about where you are in the United States in terms of legalized recreational use states.” Oral fluid and hair follicle testing remain active topics. The U.S. Department of Transportation announced a rulemaking that allows oral fluid testing but, as yet, there are no certified laboratories to test samples. Hair testing has proven effective but has not been approved. “It’s one of those situations that we continue to talk about with the agency hoping that we get some movement in 2024, getting the results of those hair tests and putting it into the Clearinghouse,” Heller said. A speed limiter rule has been in the works for some time now but has now been postponed until at least May. “A supplemental Notice of Proposed Rulemaking was supposed to come out Dec. 29, 2023,” Heller said. “It never came out.” The initial proposal received over 15,000 comments but, as yet no final ruling has been issued. Heller also covered the topics of changes to the compliance, safety and accountability program, the carrier fitness determination process, the young driver apprenticeship program, proposals for trailer side underride guards, automatic emergency braking, lawsuit abuse and electric vehicles.

FMCSA proposing changes to CDL licensing requirements

John Worthen - January 31, 2024

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) is proposing several changes in an effort to “increase flexibility” for state driver licensing agencies (SDLAs) and commercial driver’s license (CDL) applicants. According to the FMCSA’s Notice of Proposed Rulemaking (NPRM), the changes would: Allow applicants to take a CDL skills test in a state other than their state of residence; permit a commercial learner’s permit (CLP) holder who has passed the CDL skills test to operate a commercial motor vehicle (CMV) on public roads without having a qualified CDL holder in the passenger seat; and eliminate the requirement that an applicant wait at least 14 days to take the CDL skills test following initial issuance of the CLP. The NPRM also notes that the FMCSA proposes to remove the requirement that CMV drivers must have a passenger endorsement to transport CMVs designed to carry passengers, including school buses, when the vehicle is being transported in a driveaway-towaway operation and the vehicle is not carrying any passengers. Additionally, FMCSA proposes to require that third-party knowledge examiners be subject to the training, certification and record check standards currently applicable to state knowledge examiners and third-party knowledge testers be subject to the auditing and monitoring requirements now applicable to third-party skills testers. “Because these drivers have already met all the requirements for a CDL but have yet to pick up the CDL document from their state of domicile, their safety performance would be the same as a newly credentialed CDL holder,” the FMCSA wrote in the NPRM. “Additionally, having a CDL driver accompany the (permit holder) who has successfully passed all required CDL skills testing and prerequisites provides some additional supervision that is otherwise not required for newly credentialed CDL drivers in physical possession of the CDL document.” The public will have 60 days to comment on the proposal once it’s published on the Federal Register, which is expected to happen in the next few days,

Choosing the right trailer, right time to buy can help your business succeed

Cliff Abbott - January 31, 2024

It’s not unusual for truck drivers to think about buying their own truck, either leasing to a carrier or obtaining their own authority and starting their own fully independent business. For some people, truck ownership remains a dream, while for others it’s the next step in a career progression. Another “big step” purchase is a trailer. If you’re leasing to a carrier, owning a trailer can increase your revenue opportunities. If you’re running under your own authority, it’s practically a necessity. However, trailer ownership comes with the same issues as tractor ownership— and then some. If you’re thinking about buying a trailer, it’s important to consider how you’ll use it, along with the benefits and detractions, before you take the plunge. TOTAL COST OF OWNERSHIP Like the tractor market, the market for trailers is heavily influenced by the freight market. When freight is plentiful and rates are high, both new and used trailers can be difficult to come by. That’s been the case for the last two years as builders have been unable to keep up with demand and carriers endured waiting lists for new trailers. At the time of this writing in early 2024, trailers are a little easier to find and prices are starting to moderate, but there are still problems to overcome. Freight rates are stagnant and aren’t expected to rise much in the next six to 12 months, if at all. If you’re counting on the spot market, obtaining loads as needed from brokers and load boards, it may be tough to see a return on your investment. Another issue is the cost of credit. Because of increases in the federal funds interest rate made by the Federal Reserve, interest rates for all types of loans have increased. If you’re planning to buy a trailer on credit, you’ll pay a higher interest rate (that’s if you can get the loan at all). That brings us to the other issue with credit: Lenders have been plagued with borrower defaults in the past two years and are tightening their lending policies. In many cases, they’re demanding higher credit scores and larger down payments, denying loans at a much larger clip than before the COVID-19 pandemic. Once you secure funding and buy a trailer, your business expenses will go up. Trailers have tires, brakes, lights, air lines and other systems that require maintenance. And don’t forget that you’ll need to provide insurance coverage as well. For some types of trailers, you’ll need securement devices, cargo securement devices or other items. You’ll also need a place to park the trailer, which will take up more space than the tractor you might have bobtailed home for your time off. You’ll also need to think about fuel costs. Aerodynamic treatments such as skirts, spoilers, special mud flaps and more are available. These are investments that can pay for themselves over and over — but the initial cost must be paid, plus you’ll have to pay for any damage they sustain in the course of your work. After totaling the cost, it’s time to ask yourself the defining question: Will the additional revenue generated by the trailer be worth it? Some carriers compensate independent contractors at a higher rate if they provide their own trailers, but you’ll lose the ability to drop and hook at customer locations, adding to your idle time as you wait for live loads and unloads. TRAILER TYPES AND CARGO Some carriers operate a variety of equipment types, and your new trailer may restrict you from hauling certain loads. For example, if you have a flatbed trailer and the customer requires a drop-deck trailer, you won’t get the load. Or, if you opted for a refrigerated trailer, or reefer, the loaded weight could be too heavy for a particular load a customer is offering. A larger carrier could simply send a different, lighter-weight trailer — but as an independent operator, you’re stuck with using what you own. If you’re operating under your own authority, consider your customers’ needs before investing in a trailer. For example, you may find a discount on a 48-foot van trailer, but if you have to turn down loads that require the extra room provided by a 53-foot trailer, that “great buy” could cost you in the long run. The customer may also have specific requirements for securement, such as the use of straps and e-tracks or prevention of sliding by nailing dunnage to the floor. If your trailer has an aluminum floor instead of wood, this is a challenge. If you’re looking at buying a flatbed trailer, there are more considerations. Will you need a side kit and cover? Perhaps a retractable “tarp” system? Both can save time and protect your customers’ cargo, but they will add significantly to your cost and add weight to the trailer. Think about the freight you’ll be hauling: Are the savings in labor and time worth the additional expense? Fewer drivers will purchase tank trailers, but if you’re looking, you’ll discover that there are various features and types. For instance, baffles can smooth the ride, and individual compartments allow different products to be carried on the same trailer. However, food-grade products require trailers to be clean — and baffles make cleaning more difficult. Some products require special linings to prevent reactions with chemicals. Be sure you know your customers’ requirements before investing. If you’re planning to get your loads from a spot market, it could be well worth your time to have a conversation with a freight broker or someone familiar with the market before selecting a trailer. A broker might be able to advise you of how much freight is available for different trailer types and what it pays. As is true with any purchase, timing can sometimes mean everything. A year from now, interest rates are expected to be lower and freight rates are expected to start slowly climbing. It might be a better business strategy to wait before replacing or buying a new trailer. Every business is different, however, and you’ll need to make decisions based on your own circumstances.

TravelCenters of America adds hundreds of big rig parking spots with 2 new locations

John Worthen - January 31, 2024

WESTLAKE, Ohio — TravelCenters of America has opened locations in Littlefield, Arizona, and Blaine, Washington, offering 240 new truck parking spaces. According to a news release, the new TA Express in Littlefield is a franchised site and offers fueling, convenience items, three quick-service dining options and other services for professional drivers and motorists. This site is located at 3224 East Rincon Road, off Interstate 15. The new location features an array of amenities, including: Dining options — KFC, Del Taco and Sbarro Store with hot and cold beverages, snacks and merchandise Nine diesel fueling positions with diesel exhaust fluid (DEF) 20 gasoline fueling lanes 210 truck parking spaces 141 car parking spaces Nine showers Driver’s lounge Pet area Laundry facilities As part of the opening, TA will donate $2500 to a local food bank, the news release notes. In Blaine, the new site is also a franchise location that offers an array of amenities, including dining options and other services for the professional driver and motoring public. Located at 1300 Boblett St., the site is just off Interstate 5 and within a few miles of the U.S./Canadian border. Dining options and amenities include: Quick-serve restaurants Jamba, Cinnabon, Pizza Hut Express, Hardy’s (coming soon) 30 truck parking spaces 65 car parking spaces Showers Laundry facilities — (coming soon) Driver’s lounge Pet area — (coming soon)

Averitt named to Forbes’ Best-In-State Employers for ’23

Erica N. Guy - January 30, 2024

COOKEVILLE, Tenn. — Averitt has announced its inclusion in Forbes Magazine’s list of America’s Best-in-State Employers for 2023, receiving the honor in both North Carolina and Tennessee. According to the company’s press release, “This accolade is presented by Forbes in partnership with Statista Inc., a renowned statistics portal and industry ranking provider.” The news release notes that Averitt stood out by “showcasing the company’s commitment to sustaining a positive work environment for its employees” and by being “dedicated to providing a workplace that values diversity, offers competitive compensation packages, and provides opportunities for professional growth and development.” Averitt officials say they have excelled through the many changes and shifts in the transportation industry through almost six decades. “We are honored to be recognized as one of America’s Best-in-State Employers by Forbes and Statista. Our commitment to our people goes beyond words; it is reflected in our actions and our continued efforts to create a workplace that fosters growth, inclusivity, and success,” said Elise Leeson, Averitt’s vice president of human resources. The company has implemented several initiatives throughout the years to enhance the employee experience, which includes promoting from within, offering top-tier pay packages, a profit sharing plan and a benefits program, according to the news release. Averitt’s also offers over 100 secure facilities in 21 states with thousands of parking spots. The company’s goal is to ensure the safety and well-being of its dedicated workforce and show them the appreciation they deserve. “Our team’s inclusion on this list underscores our dedication to providing a workplace that not only meets but exceeds our expectations,” Leeson said. “We believe that our associates are the heart of our success, and this acknowledgment is a reflection of their commitment to serve our customers, support our fellow teammates, and secure our future.”

Van spot rates in Truckstop’s system soften as winter weather subsides

John Worthen - January 30, 2024

BLOOMINGTON, Ind. — Warmer temperatures and calmer weather relieved the pressure that had fueled spot rates during the prior week. Broker-posted spot rates for van equipment in the Truckstop system declined during the week ended Jan. 26 (week 4), especially in refrigerated, according to a news release. Dry van spot rates gave back about half of the previous week’s gain while refrigerated spot rates fell by about 50% more than they had risen the week before. Flatbed spot rates rose for the fourth straight week to their highest level since late July. Total loads Total load activity eased 2.2% after rising about 4% during the previous week. Total volume was up 0.9% compared to the same 2003 week but nearly 26% below the five-year average. Truck postings increased 7.1%, and the total Market Demand Index — the ratio of loads to trucks — declined to its lowest level of the year. Total rates The total broker-posted rate declined nearly 4 cents after rising 7 cents during the previous week. Rates were about 3% below the same 2023 week and 1.4% below the five-year average. Even with the decrease in the latest week, total rates so far in 2024 are holding more firmly than is typical during the month of January. The recent weather and rising rates for flatbed equipment are the principal factors. Dry van rates Dry van spot rates declined just over 3 cents after rising 6.6 cents during the previous week. Rates were 1.6% higher than the same 2023 week — the strongest year-over-year comparison since April 2022 — but 1.7% below the five-year average. Dry van loads were essentially unchanged from the previous week. Volume was 9% above the same 2023 week but 15% below the five-year average for the week. Refrigerated rates Refrigerated spot rates fell nearly 19 cents — the largest drop since early January 2023 — after jumping more than 12 cents during the prior week. Rates were more than 3% above the same 2023 week and right on the five-year average for the week. Refrigerated loads fell 16.9%. Volume was more than 19% above the same 2023 week but more than 16% below the five-year average. Flatbed rates Flatbed spot rates moved up more than 1 cent after rising nearly 6 cents during the previous week. Rates were nearly 5% below the same 2023 week and less than 1% below the five-year average. Flatbed loads ticked up 0.4%. Volume was more than 9% below the same 2023 week and about 39% below the five-year average for the week.

ACT Research: Will tightening capacity turn truckload rate cycle higher in ’24?

John Worthen - January 30, 2024

COLUMBUS, Ind. — Officials at ACT Research say their latest For-Hire Trucking Index reflects a “gradually-recovering freight market.” The Supply-Demand Balance tightened by 2.2 points in December to 54.2, seasonally adjusted, from 52.0 in November, according to an ACT news release. Tim Denoyer, vice president and senior analyst at ACT Research, said that with volumes stabilizing and capacity contracting, the for-hire supply-demand balance has been signaling an impending increase in freight rates for a few months. “Truckload spot rates are 12% above the seasonal pattern in January following the cold snap,” he noted. “While weather effects should revert in the coming months, freight is an outdoor sport, so the cycle will likely find a higher trajectory as the reversion happens amid tightening capacity and recovering demand.” The Capacity Index decreased by 3.3 points month-over-month to 44.2 in December, ACT’s news release notes. For-hire capacity has contracted in seven of the past eight months and decreased further as fleet purchase intentions cratered and driver availability fell further in Janurary. “Capacity is still being added industry wide by private fleets, but declining U.S. Class 8 tractor sales indicate this phenomenon is starting to slow,” Denoyer said. “Unlike private fleets, for-hire capacity has been contracting, so as private fleet additions decline, tighter industry capacity should press rates up.” The Driver Availability Index dropped noticeably, down 4.1 points month-over-month to 50.9 in December. “The quality fleets in our survey have been safe havens for owner operators for the past couple years, but market dynamics seem to have finally caught up with the driver market. While bad news for the drivers, it’s key to tightening the freight market. While weather is the larger near-term factor, driver availability is a critical longer-term factor also starting to help press spot rates up,” Denoyer concluded.

FMCSA signals May as target date for speed limiter mandate notice

John Worthen - January 30, 2024

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) intends to proceed with a motor carrier-based speed limiter mandate by preparing a supplemental notice of proposed rulemaking (SNPRM) that’s scheduled to be released in May. This is according to the February edition of the Department of Transportation’s Significant Rulemaking Report. A supplemental notice of proposed rulemaking is a notice and request for comment published in the Federal Register when an agency has made significant substantive changes to a rule between the Notice of Proposed Rulemaking and the final rule. The supplemental notice advises the public of the revised proposal and provides an opportunity for additional comment. It may also be issued if considerable time has elapsed since publication of a notice of proposed rulemaking. The proposal to require truck owners and fleets to implement an engine control unit — also known as a speed limiter — in all trucks manufactured after 2023 has created somewhat of a stir in the trucking industry. The FMCSA was expected to make its final ruling on the issue by the end of December 2023, according to Dave Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA). Unfortunately, December came and went without the agency issuing a ruling. “The timeline, of course, is interesting, as it seems as if the agency always issues its most contentious rulemakings over the holiday season,” Heller said. “That being said, we will be on the lookout for it when it hits the Federal Register so that we can comment appropriately. At this point, we expect the agency to announce what their speed limiter target could be and whether or not they have allowed for some flexibility in the proposal. The ‘set it and forget it’ mentality is long gone, replaced by tech that can be adaptable to drivers and their safety performance.” Whatever rule ends is issued, not everyone will be happy with it, said TCA Chairman Dave Williams. “At the end of the day, the rule needs to be simple, and it needs to be soundly based on data and science,” Williams said. “As an industry, we have done a great job over the years improving safety. I do believe, as unpopular in some circles as this may be, that speed limiters will help us get to the next level of safe operations. Rather than speculating further, let’s see what comes out and go from there.” The FMCSA did not say exactly what number it plans to choose as the governed speed. In September 2023, the agency published information indicating the chosen speed would be 68 mph, but that report was quickly removed. As of this writing, the agency has said nothing else about the matter. The 2023 proposal is a follow-up to a 2016 joint proposal between the FMCSA and the National Highway Traffic Safety Administration for commercial motor vehicle speed limiters. The 2016 proposal did not gain traction. During its initial review on the Federal Register as part of a supplemental notice of proposed rulemaking, the most recent proposal garnered about 15,000 comments. Many commenters opposed the proposal. A representative of Beyond Dirt LLC wrote on the comment page: “Limiting speeds in trucks will not make them safer. All it will do is impede traffic in places where the truck speed limit is higher, making driving a truck more dangerous for the truck driver because the cars around it will be making aggressive maneuvers to get around it. This law is an overreach, if there is a problem with a few trucks speeding, you need to use the state patrol to in force the speed limit on those law-breaking drivers and not make this job more dangerous for the rest of us.” Heller counters this argument, saying: “The reality is that this assumption can be used for just about any speed — 45, 55, or 65. Wouldn’t that be the same concern on roads that have a speed limit of 25 mph? It is the ‘get out of the way’ theory that likely causes problems on the road in the first place. Speed limiters, coupled with new safety technology, will only serve to help improve the industry and its safety record.” Speed limiters can improve fuel efficiency, which is better for both the environment and a carrier’s bottom line. Greater fuel efficiency means lower CO2 emissions and fewer stops to fuel up, resulting in lower operational costs for carriers. Limiters can help reduce the severity of crashes and can even help prevent some crashes in the first place, making the roads safer for everyone. However, limiters also have the potential to create longer travel times depending on how the maximum allowed speed relates to mandated speed limits. Above all, Heller said, the trucking industry will need flexibility when looking at speed-governing devices. “It is fair to point out that we don’t just support a limit of 65 mph on Class 7-8 rigs,” Heller said. “We also support raising that number to 70 mph if the truck has other safety improvement technology such as adaptive cruise control and automatic emergency braking. Speed has been noted as a primary factor in fatal crashes that involve commercial trucks, and we continue to emphasize the use of technology that will help make our roads safer.”

Minnesota Trucking Association names Jeffrey Geyer 2023’s Driver of the Year

Erica N. Guy - January 29, 2024

BROOKLYN CENTER, Minn. — Jeffrey Geyer, a professional truck driver for Manning Transfer, headquartered in Blaine, Minnesota, has been named the Minnesota Trucking Association’s (MTA) 2023 Driver of the Year The announcement was made at the MTA’s Driver of the Year Award Ceremony on Jan. 23, according to a news release. “This award is a great way to honor the best in our industry. Driving safely is no easy task, especially when you take into consideration his daily driving conditions like congestion, driver distractions, and the added challenges of Minnesota winters. Having over 4 million safe driving miles is an outstanding accomplishment,” said John Hausladen, MTA’s president. “We’re proud to award Jeff for this achievement.” Outside of trucking, Geyer, along with his wife, Janet, is a foster parent. Over the years they have had a total of 18 foster children, six of whom they adopted to join their five biological children. Kacie Jestus, safety director at Manning Transfer, spoke highly of Geyer. “In his 17 years being here at Manning, Jeff is accident-free! That speaks volumes,” Jestus said. “He is a true professional driver. He is conscientious of his own safety and those around him while driving. He is one of those drivers you can count on to get the job done, and get it done well. We are so grateful to have a driver like Jeff here with us at Manning.”

Arkansas Trucking Association accepting applications for technician scholarship

Erica N. Guy - January 29, 2024

LITTLE ROCK, Ark. — The Arkansas Trucking Association (ATA) is accepting applications for technician scholarships valued at up to $7,500. Applications, available by clicking here, will be accepted until April 5, according to a news release. ATA’s Maintenance & Technology Council established the Carl Tapp Memorial Scholarship Fund in 2017 in order to encourage young Arkansans to pursue career paths as technicians in the trucking industry. The scholarship was named for the late Carl Tapp, the Council’s first chairman, “who was known for recognizing and empowering talent in the next generation of technicians,” the news release notes. Since the founding of the scholarship fund, the organization has continuously encouraged the youth in the state to enter into the career field, allowing the number of highly knowledgeable and skilled technicians to grow, ensuring the nation has the best of the best working on the tractor-trailers on our roads. “The Carl Tapp Memorial Scholarship has already awarded $90,000 to students across Arkansas pursuing education and training for a career in trucking. We are proud to launch a new search for the next recipients,” said ATA President Shannon Newton. “Investing in a well-trained workforce is one that enhances the future of safe vehicles on our roadways, one that improves the training and preparedness to support future families of Arkansas and one that moves the economy of our state and nation forward.” Students who will begin or want to begin coursework in August 2024 or January 2025 must have their applications in by April 5, based on individual program requirements. ATA plans to name 2024 recipients in May. Qualifying applicants must be graduating seniors from accredited high schools who are attending or will attend a truck technician program with an accredited Arkansas institution. For questions or concerns about the scholarship, please contact Sarah Newman ([email protected]). For more information about the Scholarship Fund and to find the application, please visit www.arkansastrucking.com/tech-scholarship.

Pauline Jochim has driven a million miles on her own terms

Cliff Abbott - January 26, 2024

According to an ancient Chinese proverb, “a journey of a thousand miles begins with a single step.” In the trucking industry, a journey of not just a thousand, but a million miles behind the wheel of a big rig often starts with a single dream. The latter is certainly true for Pauline Jochim, who was recognized in November by Truckstop.com for achieving her first million miles as a professional driver. A love for driving came naturally to Jochim because of her family’s passion for racing. “When I was a kid, I grew up in race shops, and we did a lot of dirt track racing,” she told The Trucker. “I remember, some of the places we’d go, we always saw those semis.” Those big, shiny tractor-trailers captured a young Jochim’s imagination as she watched them roll along the nation’s roadways. “My favorite truck has always been that long-nose Peterbilt. It was just distinct to the ground,” she said. And so, the die was cast for Pauline’s career. “My two brothers, they kept racing. I went into trucking.” Like many drivers, Jochim began her career at a carrier-sponsored CDL school. After successfully earning her CDL and completing orientation with the carrier, she remained there long enough to fulfill her obligation for the training. Her next step was driving for another, smaller carrier hauling agricultural products. Here, she discovered that she not only had an affinity for the road; she also had a knack for the business side of the industry. Recognizing this aptitude, the company moved her into the office to help keep the wheels rolling smoothly. “It was a pretty small outfit,” she said. “They had me start dispatching the guys, but I’d still go out and drive if someone didn’t show up. I got into office management and worked with Truckstop.com to find some of the loads.” While working in the carrier’s office increased Jochim’s knowledge of the ins and outs of the business of trucking, her heart was still behind the wheel. In addition, she says, the income potential as a driver was attractive. “I got to the point of doing the same line of work as a lot of the guys — but the pay wasn’t quite matching,” she said. “I decided to do my own thing.” And so, she hit the road again — this time on her own. She started out with a Freightliner condo unit. “I’d have my kids with me, and we really needed that extra room,” she recalled. “In the summertime, they were out in that truck with me. I taught them how to check the oil and antifreeze and tires and lug nuts and all. You know, at 10 years old they were able to work like men.” During the school year, the children stayed with Jochim’s family while she worked. “I always kind of kept myself within a thousand miles of home, so if something happened, I could put in the wind and get home,” she said. Jochim’s credits her association with Truckstop.com, which operates a load board and offers freight management services, as a large factor in the success of her business. “When I was going out on my own, I knew I was able to go on Truckstop and find work,” she explained. With Truckstop, I was able to wind up my work for the week, so I knew what I was going to be doing.” As a woman in a male-dominated field, Jochims says she’s very appreciative of the support she received. “Where I was from, they were just not used to women in that line of work. It was hard to get into,” she said. “With Truckstop, they would work with brokers or whatever and I could always find work.” While she encountered her fair share of gender bias in those early days, once she’d secured bookings for load, things went smoothly, she said. “These places that I went into, they didn’t know if (the driver) was a guy or girl. They couldn’t care less, right?” she said, adding that working with Truckstop.com “opened the door for getting paid as much as the next guy.” Choosing to haul flatbed loads was a gutsy choice for Jochim, and sometimes it brought her more attention than she wanted. “I’d go into these places, and a lot of them had never seen a woman flatbedder,” she explained. “I knew they were watching, but all it did was make me better. I had to prove I could handle it, I guess.” Jochim also noted that, as an owner-operator, she often uses smaller truck stops for fuel and rest stops. These smaller operations can present unique challenges for women drivers, sharing this experience: “I had loaded a load of pipe in the Texas/Louisiana area. It gets pretty hot and humid down there. I loaded, and then I was sweating and tired and all this other stuff,” she shared. “I went to the truck stop and paid for my fuel, and I wanted to shower. Well, they had showers — but they were ‘men’s’ showers. What that means is that they were in the men’s bathroom.” The experience was frustrating for Pauline. “I’d worked as hard as the guy in front of me, and I just wanted to shower and go to bed so I could get rolling again,” she said. “I’ve had that happen a few times.” Larger, more modern truck stops usually have better, more private showers for women as well as men, but finding parking can be challenging, according to Jochim. “I’m for the small truck stops,” she explained. “It’s easier to get in and out, and there’s not as many problems, especially lately when they’re just swamped with trucks.” When she isn’t actively driving, Jochim likes to cook. She says she got used to cooking on the truck to keep herself and her children fed while on the road. “I had to do more cooking because it gets expensive out there,” she said. “I had a microwave, a crock pot and even a little barbeque grill and a cooler. It was nice.” These days, when she’s not racking up the miles in her 2004 Peterbilt 379, she likes to bake. Jochim also understands the importance of maintaining relationships with other women, something she accomplishes through church groups. “Being out on the road, I don’t get to get around to meeting women and getting involved, but women still need each other,” she said. Her trucking responsibilities have changed, too. She’s now hauling more specialized, over-dimensional freight. “You have to have escorts and all of that,” she said. “You get spoiled on those sunup-to-sundown runs, but when you get around the big cities you have to really watch out.” Jochim has a message for others in the trucking industry, both women and men. “You can do it. Hopefully, not only women, but men as well, can read this and see that you can do it yourself,” she said. “You don’t have to sit and put up with a situation that you’re not happy with. Either it’s gonna work out or it’s not. You’ll never know unless you bulldoze ahead.” That’s how Pauline Jochim intends to handle her next million miles.

Spot rates soar as winter slams the nation

John Worthen - January 23, 2024

BLOOMINGTON, Ind. — Extreme cold and other severe winter conditions likely were the cause of a jump in broker-posted rates in the Truckstop system during the week ended Jan. 19 (week 3). Spot rates were up for all equipment types, and both dry van and refrigerated reversed their typical January slump following the usual late December surge. Refrigerated spot rates posted the largest increase, and dry van rates basically offset the losses during the first two weeks of the year. Flatbed rates added to the prior week’s gains. Total loads Total load activity rose 3.9% after surging nearly 22% during the previous week. Total volume was up 4.3% compared to the same 2003 week. Volume had not been positive year-over-year since March 2022. Load postings were about 21% below the five-year average. Truck postings barely moved, edging up just 0.2%. The total Market Demand Index — the ratio of loads to trucks — rose to its highest level since the week of the International Roadcheck inspection event in May. Total rates The total broker-posted rate rose 7 cents, which is the largest increase since May except for the one during the final week of 2023. Rates, which were at their highest level since the end of June, were 2.5% below the same 2023 week, and just 0.3% below the five-year average. The year-over-year deficit was the smallest since July 2022. Dry van spot rates Dry van spot rates rose 6.6 cents, which is slightly more than the total decrease over the prior two weeks. Rates, which were highest since early January 2023, were 0.3% higher than the same 2023 week and about 2% below the five-year average. Dry van rates had not been positive year-over-year since April 2022. Dry van loads increased 8.3%. Volume was about 10% above the same 2023 week but about 12% below the five-year average for the week. Load postings had not been positive year-over-year since July 2022. Refrigerated spot rates Refrigerated spot rates jumped more than 12 cents after falling nearly 10 cents during the prior week. Rates were nearly 7% above the same 2023 week and more than 4% above the five-year average for the week. As was the case with dry van, refrigerated rates had not been positive year-over-year since April 2022. Refrigerated loads rose 17.6%. Volume was more than 39% above the same 2023 week and more than 1% above the five-year average for the week. Refrigerated volume had not been positive year-over-year since May 2022. Flatbed spot rates Flatbed spot rates rose nearly 6 cents after a gain of close to 7 cents during the previous week. Rates, which were at their highest level since early August, were nearly 6% below the same 2023 week and less than 1% below the five-year average. Flatbed loads eased more than 1% following strong gains during the first two weeks of 2024. Volume was more than 7% below the same 2023 week and more than 36% below the five-year average for the week.

US diesel averages trending down

John Worthen - January 23, 2024

LITTLE ROCK, Ark. — Average U.S. diesel prices are down in the latest numbers provided by the Energy Information Administration (EIA). As of Jan. 22, the price sat at $3.838 per gallon, down from $3.863 per gallon on Jan. 15. Average prices are down all around the nation, with the lowest prices in the Gulf Coast region at $3.584 per gallon, according to the EIA. The highest prices are in California at $5.092 per gallon. In the Midwest, drivers are paying $3.704 per gallon on average, while in the Rocky Mountains, the price sits at $4.696 on average.

Better times could be ahead for freight volumes, rates in 2024

Cliff Abbott - January 23, 2024

At last, after months of “bouncing along the bottom,” the various forecasters and analysts are providing a bit of better news about the prospects for freight volumes and rates in the months to come. Caution is recommended, however, as those same analysts are advising that those improvements will be slow. Like returning a punt from your own 2-yard line, there’s a lot of distance to cover before putting points on the scoreboard. DAT Freight and Analytics, which operates the DAT One online freight marketplace and DAT iQ data analytics service, recently reported good news in the gap between spot and contract rates. Typically, spot rates react to market pressures much faster than contract rates, which lock in rates for a particular time period. When the market is moving rapidly, either up or down, the gap between spot and contract rates grows larger. When the market is stabilizing, the gap is smaller. “The price to move van freight under contract hit its lowest point in nearly three years,” noted Ken Adamo, chief of analytics for DAT in a Jan. 17 release. “Entering 2024, shippers are in a strong position as they negotiate contract rates, and carriers on the spot market have some optimism that the market will turn.” On the DAT Trendlines page, spot load postings declined 23.3% in December2023 from November 2023 and were down 57.2% from December 2022. Van spot rates, however, rose 1.6% from November average rates. Both refrigerated and flatbed rates declined 0.7%, and both were well below rates of a year ago. Now, just past the midpoint of January 2024, both dry van and refrigerated rates are up from December. “Spending continues to remain solid. We see growth we’re at record levels in both services and goods in spending,” said Avery Vice, vice president of trucking for FTR Transportation Intelligence in a Jan. 11 web presentation. “What we see is a dramatically larger amount of money that is in the system right now, to support consumption than we thought.” While Vise explained that the economy will likely achieve modest growth this year, the “elephant in the room” is truckload capacity. There are simply too many trucks to haul the available freight. Those numbers, however, are shifting. Truck sales are falling farther behind the corresponding month a year earlier. At the same time, for-hire revocations of authority have been setting records as carriers leave the market. FTR forecasts that trucking spot rates will trend upwards through 2024 but will do so gradually. The Cass Freight Index for December showed a 2.1% increase in shipments when adjusted for seasonality, while the amount of spend for those shipments increased a tick. The report, which is written by ACT Research’s vice president and senior analyst Tim Denoyer, noted, “The acceleration in real disposable incomes, supported by a surprisingly sharp disinflation, and the ongoing strong labor market suggest freight demand fundamentals will improve in 2024.” ACT Research released a report Jan. 18 entitled “Freight Cycle Poised to Enter New Stage in 2024.” In it, Denoyer wrote, “The new year begins with global shipping in turmoil, import freight shifting from East to West, and for-hire demand on the long side of a two-plus-year downturn. Changing ocean and inventory dynamics support an upturn in freight demand.” The “global shipping turmoil” comes from two intermodal lane routing “pinch points” — the Panama and Suez canals. In Panama, drought conditions have lowered the level of inland lakes to a point where water to operate the locks is limited. In addition, a growing population depends on Panama’s lakes for its water supply, and the recent widening of the canal to accommodate larger ships may use more water as well. The Canal Authority is limiting the number of ships allowed to transverse the canal, creating long waiting periods. On the other side of the globe, the Suez Canal is being impacted by the turmoil in the Middle East. Houthi rebels in Yemen, sympathetic to Hamas, have been attacking ships in the Red Sea, including intermodal shipping vessels. U.S. and British bombardment of Houthi positions have, to date, failed to halt the attacks. Shipping lines have announced that ships will be rerouted to avoid both canals. The result can impact trucking by sending ships to alternate ports, creating opportunities for loads in some areas while taking them away in others. The January report from Motive, which measures visits to retailer’s warehouses using GPS information received from fleets’ in-cab systems, predicted that 2024 will be “less volatile.” The Motive report also remarked that the trucking market continued to contract in December, pointing to high levels of carrier exits (authority revocations) and the low number of new carrier registrations. Market contraction is good for rates. As the number of available trucks becomes smaller, there is more competition for available freight, driving rates upward. A potential sticking point, however, may be “deflation.” With higher interest rates helping to slow inflation, the opposite can occur. As consumers spend less, there is less need to restock inventories, reducing the number of available shipments. The Motive report was less positive than some of the others. “Our data suggests that 2024’s freight market will continue to be depressed compared to the previous 24-month cycle. However, we also see signs that the market may stabilize in the second half of the year,” the release read. Beleaguered truckers have struggled to remain profitable during the poor market and won’t find any significant relief in the coming months, but any improvement in rates and freight availability will be welcomed. Diesel fuel costs have been stable, helping keep operating costs down. As capacity continues to shrink, rates should continue moving upward, despite the increases being small. Better days could be ahead for those who can hold out.

American Trucking Associations launches compensation survey

Erica N. Guy - January 22, 2024

WASHINGTON — The American Trucking Associations (ATA) has announced the opening of its 2024 ATA Driver Compensation Study. “The Driver Compensation Study is an invaluable and one-of-a-kind benchmarking tool,” said ATA Chief Economist Bob Costello. “In order to get as accurate a picture of industry trends as possible, we rely on input from a large cross-section of motor carriers to provide detailed information about the many pay structures, benefits packages, incentives and bonuses provided to the industry’s most valuable resource: professional drivers.” Previous versions of the Driver Compensation Study saw more than 180 fleets representing more than 135,000 employee drivers and almost 20,000 independent contractors participating. Data collected is broken down by industry segment to show a clear view of how trucking companies pay their drivers and how much they pay. Participants in the survey are eligible for a 93% discounted copy of the 2024 ATA Driver Compensation Study and other benefits. To participate and review the benefits that come with participating, please visit https://www.trucking.org/driver-compensation-study. Participants should complete and return the survey to [email protected] by March 29.

Truckstop: Flatbed bolstered spot rates in the latest week

Erica N. Guy - January 19, 2024

BLOOMINGTON, Ind. — Broker-posted rates for van equipment in the Truckstop system continued to fall after the holiday surge during the week ended Jan. 12 (week two), but total market rates moved higher due to the largest increase in flatbed spot rates since March 2022. According to a news release, flatbed rates were the highest since late September. Despite steady declines over the past two weeks, dry van rates are still about 3 cents higher than they were during the week before Christmas while refrigerated rates are 20 cents higher. Total loads Total load activity rose 21.7% after surging nearly 52% following the holidays. Total volume was down about 13% compared to the same 2023 week and was about 28% below the five-year average. Truck postings increased 25.3%, and the total Market Demand Index — the ratio of loads to trucks — eased from the prior week but otherwise was the highest since the week of the International Roadcheck inspection event in May. Total rates The total broker-posted rate increased more than 2 cents after falling more than 7 cents during the prior week. Although spot rates are 5 cents below where they were during the final week of 2023, they otherwise were the highest since the week that included Labor Day. Rates were nearly 8% below the same 2023 and more than 5% below the five-year average. Dry van rates Dry van spot rates declined 5 cents after easing more than 1 cent during the previous week. Rates were about 8% below the same 2023 week and about 10% below the five-year average. Dry van loads rose 16.6% after jumping nearly 43% in the previous week. Volume was 23% below the same 2023 week and more than 29% below the five-year average for the week. Refrigerated rates Refrigerated spot rates fell nearly 10 cents after dropping more than 10 cents during the prior week. Rates were more than 5% below the same 2023 week and more than 6% below the five-year average for the week. Refrigerated loads increased 10.3% following increase in each of the three most recent weeks. Volume was nearly 13% below the same 2023 week and about 24% below the five-year average for the week. Flatbed rates Flatbed spot rates rose 6.6 cents after ticking up more than 1 cent during the previous week. Rates were 9% below the same 2023 week and less than 4% below the five-year average. The y/y comparison was the least negative since the final week of 2022. Flatbed loads rose 33.6% after more than doubling during the prior week. Volume was 5% below the same 2023 week and around 34% below the five-year average for the week.

Soft demand cools LTL, keeps truckload rates flat, new freight report says

John Worthen - January 19, 2024

ATLANTA — In their Q1 2024 Freight Index report, third-party logistics provider AFS Logistics and TD Cowen report that less-than-truckload (LTL) rates are expected to remain relatively flat — with subtle fluctuations — while truckload rates continue hovering near the floor established in Q2 2023. For parcel, the index anticipates seasonal growth consistent with established patterns, but at more muted levels than previous years as lower overall demand clashes with the general rate increase (GRI) and other carrier pricing actions, according to a news release. “While the Federal Reserve is expected to cut interest rates later this year, the near-term economic outlook continues trends established in the second half of last year,” said Tom Nightingale, CEO of AFS. “Carriers are taking action to scrape out extra revenue, particularly in parcel, but the underlying reality of soft demand puts a damper on any upward pricing momentum.” Parcel: Carriers pull levers to raise revenue, compete for limited volumes Carriers typically communicate fuel surcharge increases with annual GRI announcements late in the year, but this latest round of fuel surcharge increases came separately. December 2023 saw UPS initiate an increase, FedEx follow suit, and then UPS implement another — all before the end of the month. When the dust settled, both carriers had introduced a 1% increase in express, while in ground, FedEx bumped up fuel by 1% and UPS increased it by 1.25%. Discrepancies also emerged between the two carriers’ demand surcharges, and are significant enough to affect how shippers allocate volumes. The UPS surcharge is 75% higher than FedEx for additional handling and twice as much as the FedEx fee for oversize/large packages. “The GRI, fuel surcharge increases and demand surcharges provide a view of carriers trying to address seemingly conflicting challenges – the need to boost revenue in the face of higher labor costs, while operating in a softer market that requires more aggressive pricing to compete for demand,” said Micheal McDonagh, President of Parcel for AFS. “The reality of limited volume continues to shine through in the data, driving expectations for a more limited-than-usual bump to rates in Q1 as carrier discounting diminishes the impact of the GRI.” Q1 2024 projections for ground parcel have rates at 28.9% above the January 2018 baseline, a 3.7% increase quarter-over-quarter (QoQ) powered by the GRI and fuel surcharge increases, but down 1.6% year-over-year (YoY). Data from Q4 2023 shows the result of holiday shipping patterns, with higher accessorial charges, average zone and fuel driving a modest increase of 0.7% in ground parcel rates from the previous quarter. With FedEx and UPS in a competitive pursuit of volume, discounting rose by a percentage point in Q4 2023, helping offset upward pressure on rates from other factors. In express parcel, the index is projected to reach 1.8% above the January 2018 baseline in Q1 2024, representing a 1.6% QoQ increase – more moderate compared to the same time in previous years – and a 2.2% YoY decrease. The continued “price war” as carriers compete for volume is anticipated to stymie the ultimate effect of the GRI and fuel surcharge increases on rates. Looking back at Q4 2023, express parcel rates declined 2.2% from Q3 2023 levels, the result of increased discounting and a shift away from premium services to less expensive offerings like two-day and three-day service. LTL: Rates flatten as Yellow volumes settle into new homes The index projects LTL rates to be 58.9% above the January 2018 baseline in Q1 2024, representing a small 0.7% decline from Q4 2023, but up 0.8% YoY, keeping rates at the escalated levels established since Q2 2022 and upheld partly due to the Yellow collapse in Q3 of 2023. The consolidation in capacity is expected to dull some of the downward pressure on rates that would normally be expected without a resurgence in demand, leading to the continued pattern of subtle fluctuations in LTL rate per pound. “The LTL market is in a bit of a stasis, as continued soft demand tests just how tight Yellow’s exit left capacity,” says Kevin Day, President of LTL for AFS. “While it won’t bring immediate changes, the auction of former Yellow terminals to other carriers is a major development. XPO and Estes in particular emerged as top acquirers, and those acquisitions should boost carrier network efficiency and overall capacity in the long run.” Truckload: Rates keep bouncing along the bottom The truckload rate per mile index is projected to be 4.6% above the January 2018 baseline in Q1 2024, down 0.2% QoQ and 2.9% YoY. While truckload rate per mile has exhibited consistency since establishing a floor in Q2 2023, average linehaul cost per shipment has declined in step with miles per shipment. Short-haul shipments – defined as less than 500 miles – grew from 79.8% of all shipments in Q2 2023 to 84.9% in Q4 2023. Despite the continued decline in Q4 2023, cost per shipment still sits 16% higher than pre-pandemic levels. “With pandemic-era inventory imbalances no longer subjecting businesses to the ‘tyranny of the urgent,’ shippers can be more strategic and optimize networks with more efficient moves,” says Andy Dyer, President of Transportation Management for AFS. “Will truckload rates finally rebound in 2024? We do not expect that to happen in Q1, but easing inflation and widely speculated interest rate cuts indicate macroeconomic conditions could support upward momentum later in the year.”

SCC Truck Driver Training Program graduates 10

Erica N. Guy - January 18, 2024

DOBSON, N.C. — Surry Community College‘s (SCC) Truck Driver Training Program in North Carolina ended 2023 by graduating 10 students at the Yadkin Center. The students are now qualified to take the commercial driver’s license (CDL) test. The graduates, all from North Carolina, include: Andrew Walls of Mount Airy Eric Hernandez of Dobson Dylan Ball of Jonesville Andrew Booth of Yadkinville Cornelius Chandler of Jonesville Kendell Cook of Statesville John Daley of Pinnacle April Hicks of North Wilkesboro Trenton Ryan of Millers Creek Jayce Weston of North Wilkesboro Jeffrey White of Elkin One graduate, Andrew Booth, was not able to attend the ceremony. “With a shortage of up to 12,000 truck drivers in North Carolina and as many as 200,000 nationally, CDL-certified drivers will easily be able to find jobs,” the U.S. Department of Labor said in a statement. The department is also expecting the profession to keep growing by 6% during the decade between 2020-2030. According to SCC President Dr. David Shockley, “There are currently job openings for truck drivers locally and nationally. We developed this program as a direct response to the requests from local truck driving representatives who need skilled applicants to fill job vacancies.” According to the U.S. Department of Labor, the median pay for a truck driver is $47,100 per year, and drivers with experience can make more than $50,000 annually. The SCC Truck Driver Training Program’s next class begins on Wednesday, March 13, and ends on Thursday, May 16. The class will meet every week from 8 a.m. to 5:30 p.m. on Monday through Wednesday, from 8 a.m. to 3:30 p.m. Thursday and online meetings each Friday. Admission requirements include an official driving record, physical examination, reading placement test score of 40 or higher, disclosure form, high school transcript and drug testing. A mandatory orientation session is also scheduled for 10 a.m. Tuesday, Feb. 13. All events and classes take place at SCC’s Yadkin Center. Tuition is $1,999 and some students may qualify for a tuition scholarship. To register for the class, visit surry.edu/truck. More information is available by contacting the Yadkin Center at (336) 386-3580. Ten students, all from North Carolina, graduated from Surry Community College’s Truck Driver Training Program on Dec. 12, 2023. Pictured in front row, left to right, are: Instructor Jake Rhodes; John Daley of Pinnacle; Cornelius Chandler of Jonesville; Kendell Cook of Statesville; Jayce Weston of North Wilkesboro; April Hicks of North Wilkesboro; and Jeffrey White of Elkin. Picture in back row, left to right, are: Instructor Charles Jester; Andrew Walls of Mount Airy; Eric Hernandez of Dobson; Dylan Ball of Jonesville; Trenton Ryan of Millers Creek; Instructor Dale Myers; and Instructor Jamie Brown. Not pictured is Andrew Booth of Yadkinville. (Courtesy: Surry Community College)

Space, speed are 2 of a driver’s most valuable tools for avoiding hazardous situations

Cliff Abbott - January 15, 2024

It seems that every year brings more innovation to the trucking industry, especially when it comes to safety options. Advanced driver assistance systems (ADAS) have progressed from dodgy warning devices that alerted drivers to hazards (and sometimes to non-hazards) into systems that can actually control the vehicle. Modern trucks can accelerate, brake and steer vehicles without driver input. They can even override the driver’s actions to help achieve safe results. Onboard cameras and sensors supplement the driver’s eyes, and computers make decisions faster than the driver can. Remember those old urban legends about RV operators setting the cruise control, then leaving the driver’s seat and heading to the back to make a sandwich? ADAS have actually made this possible — but that doesn’t mean it’s an intelligent choice. While ADAS has undoubtedly improved highway safety, those systems don’t come into play until a hazard is present. In many cases, the situation the ADAS corrects could have been avoided by the driver taking appropriate action ahead of time. In a nutshell, there is no substitute for basic, safe driving behavior on the part of a professional driver. The best drivers have numerous safety strategies stored safely in their mental “toolkit.” Two of those strategies, usually employed in tandem, are speed and space. These are a driver’s best tools to avoid hazardous situations. Space The space between your vehicle and the one in front is your biggest protection against a hazard that suddenly develops in front of you. The equation is simple: You either have time to react to whatever that vehicle does — or you don’t. Maintaining a safe distance — space — gives you that time. Despite the well-known need for space, take a short trip down virtually any interstate highway and you’ll soon spot a tractor-trailer tailgating another vehicle. Sometimes it’s intentional — the driver may be trying to intimidate the vehicle in front into either going faster or moving over. More often, however, it’s a matter of complacency, and the truck driver is letting the driver in front do the thinking. Since it would be irrational for the vehicle in front to suddenly stop or lose control, the thinking goes, the trailing vehicle isn’t in danger … until, suddenly, it is. The reality is that motorists, including truck drivers, make bad decisions all the time. If you’re following too closely, you could end up a victim of a poor decision from the driver you’re behind. Space is your protection. If you can’t stop, you’re too close. Some defensive driving programs teach drivers not to get “boxed in,” or to always make sure they have an “escape route” if they can’t stop in time. The safest thinking is that the space in front of your vehicle is your escape. When a hazard suddenly appears in front, there isn’t much time to check mirrors to verify that a lane change can be safely made. Your FIRST reaction must be to brake. Speed Speed controls space. Savvy drivers know that driving slightly slower than surrounding traffic helps keep space available in front of the vehicle. Yes, people are going to pass you, and some of them will move into the space you’re trying to create in front, but since that traffic is already moving faster, the gap will reopen if you let it. Some drivers are under the mistaken impression that they enhance their safety by staying close to the vehicle in front, preventing others from getting into that space. That’s a great recipe for a rear-end collision and an embarrassing conversation with law enforcement. Every driver knows that speed is cited as a factor in a majority of accidents. While some may use those statistics as a rationale for supporting speed limiters or stricter speed limit enforcement for trucks, the reality is that speed can be a factor even when vehicles are traveling at speeds well under the limit. Traffic, road conditions and other factors play a role, too. For example, about 18.6% of accidents resulting in death involving large vehicles in 2021 were single-vehicle accidents, according to the FMCSA. That’s nearly one in five where a truck driver was killed in a one vehicle crash. Typically, those are loss of control accidents that often involve leaving the road and/or rolling over, both of which can be caused by driving too fast for conditions. Space + Speed Regardless of statistics, one thing is true. No driver ever emerged from a serious accident wishing they had been following more closely or had been traveling faster. Never. Quickly calculating the correlation between space and speed is a skill taught in any basic driving course, whether the driver will be piloting a passenger vehicle or a commercial truck. It’s important that every driver understands how to measure proper following distance and periodically practice this skill to keep it sharp. Forget methods that advise certain numbers of truck lengths or other distances that require you to estimate the distance. Using time as a measurement is more accurate. It’s a simple matter of observing when the vehicle ahead passes a fixed object such as a sign, bridge, roadkill — whatever. Then, just count off the seconds until your vehicle reaches the same object. So, you ask: How many seconds is enough? Remember, your total stopping distance depends on four factors. The first is your perception time — the time it takes you to identify a hazard and make the decision to stop. For most people, that takes a half-second or more (even more if you’re distracted). Then comes reaction time — how long it takes to move your foot to the brake pedal and press it. That’s another half-second or more. Once you’ve stepped on the brake, something called brake lag occurs. The air lines must pressurize and then activate the mechanism that brings the shoes in contact with brake drums or pads in contact with rotors. That can be another half-second. Finally, braking time occurs when the brakes are fully applied until your vehicle comes to a stop. Braking time depends on your speed as well as the mechanical condition of your brakes. Most safety programs recommend a minimum of five seconds of following distance. More is better. Six seconds allows an extra second, helpful if the driver is distracted looking in a mirror, checking gauges or another activity. Miles per hour, or mph, can be converted to an estimated feet-per-second by simply multiplying the speed by 1.5. For example, a speed of 60 mph means your truck is covering roughly 90 feet per second. One extra second of following distance means an extra 90 available feet to stop. That can easily be enough to prevent an accident — and even save a life.