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Is your favorite one of Trucker Path’s top US truck stops?

PHOENIX — Trucker Path has announced the results of its annual ranking of America’s truck stops. Trucker Path gathered more than 34 million in-app ratings and reviews over the past 12 months to determine the Top 100 from chains and facilities across the country, according to a news release. The Top 5 recognizes truck stops, including chain and independent locations, that have the highest ratings in their respective categories. These truck stop chains and independent facilities are being recognized are considered some of the top places for drivers to stop at based on their offerings and customer service. “Being named to the list of Top Truck Stops means they are the best of the best,” said Chris Oliver, CMO at Trucker Path. “In addition to the 2024 winners, there were 11 locations that pulled off a hat trick and have ranked in the Top 100 for three consecutive years. With over 12,000 truck stops and roughly 11,000 additional fueling locations on our app for drivers to rate, this is a huge accomplishment, and those facilities should be exceptionally proud. Providing this recognition and highlighting these top truck stops is part of our mission to help make truckers’ lives on the road easier and more comfortable.” The Trucker Path Top 5 Top Trucks Stops Overall Top Truck Stops First Place: Kwik Star No. 1071, Davenport, Iowa Second Place: Discount Truck Parking, Pompano Beach, Florida Third Place: Workman’s Travel Center, Ozark, Arkansas Fourth Place: Compass Travel Center, Demotte, Indiana Fifth Place: Bert’s Travel Plaza, Wellsville, Kansas “We are humbled and grateful to be voted the number one truck stop in the nation for the second year in a row,” said Kathleen Ball, Store Leader for Kwik Star store No. 1071 in Davenport. “Our team is committed to providing the best possible experience for all our guests. We will continue to work hard to give our drivers the best guest service that they rely on. Thank you for letting us serve you. See you next time!” Independent Truck Stops First Place: Discount Truck Parking, Pompano Beach, Florida Second Place: Workman’s Travel Center, Ozark, Arkansas Third Place: Compass Travel Center, Demotte, Indiana Fourth Place: Bert’s Travel Plaza, Wellsville, Kansas Fifth Place: Stones Truck Stop, Watertown, South Dakota “We are truly grateful for this acknowledgment by Trucker Path, as it is a direct testament to the satisfaction of our valued driver guests in our Pompano Beach, Florida location,” said Ariel Golan, managing partner at Discount Truck Parking. “Across our growing network of locations, we provide parking, fuel, showers, repairs and other services making Discount Truck Parking a fantastic place for drivers to stop. Your recognition means the world to us and we extend our heartfelt gratitude to Trucker Path for offering us a platform that connects our locations with millions of drivers.” Chain Truck Stops First Place: Kwik Star No. 1071, Davenport, Iowa Second Place: Kwik Trip No. 202, Plover, Wisconsin Third Place: Kwik Trip No. 1048, West Salem, Wisconsin Fourth Place: TA Ozarks No. 924, Mt. Vernon, Missouri Fifth Place: Love’s Travel Stop No. 665, Angleton, Texas For a complete list of the 2024 Trucker Path Top 100 Truck Stops and the three-year consecutive Top 100 companies, click here. Truck drivers across the nation can look for the Trucker Path Top 100 Truck Stops, which is a decal displayed on a window that honors the locations for their place in the annual ranking.

Who moved my cheese? Sargento helps employees reach goals with apprentice driver program

“Who moved my cheese?” This question, posed in the title of author Spencer Johnson’s 1998 best-selling book, is a universal one. If you’ve read the book, you’ll immediately visualize the aforementioned “cheese” as goals to be achieved in life. (If you haven’t read the book, check it out!) The folks at Wisconsin-based cheese company Sargento have taken this question to heart. Just ask Sargento employee Alex Ferreira. After reaching his goal of immigrating to the U.S. from his native South Africa in 2018, Ferreira quickly began to search for more “cheese.” Today, thanks to a program offered by Sargento, he’s achieved yet another goal — becoming a professional over-the-road (OTR) driver, logging miles behind the wheel of one of the company’s big rigs. “I was working in production on our shredded cheese lines at the time I saw Sargento was offering an apprenticeship for CDL drivers,” he told The Trucker. “When I saw that opportunity, I instantly knew it was for me. “I was always attracted to the power and size of big rigs,” he continued. “The size of load that can be hauled has always fascinated me. and still does. The money to be made is also a big draw! It’s a great way to make a living.” Ferreira was one of the first enrollees in the company’s apprentice driver program, which launched in early 2023. “Sargento is big on promoting from within and doing internal training, opportunities with education and helping improve people’s livelihoods,” said Chris Human who’s in charge of the company’s fleet. “We don’t have a high turnover rate here at Sargento, but we do have an aging workforce,” Human added. “We’re hoping this provides a pipeline of taking proven employees that fit our culture at Sargento and training them the way that we want them to be trained.” All told, Sargento has about 50 over the road drivers, as well as about 14 local drivers and a handful of part-timers. In 202, the company’s private fleet — which consists of 44 trucks and 99 reefer trailers — delivered 2,149 outbound truckloads of product and covered a total of 4.9 million miles. The new apprentice program is starting small, but the company plans to gradually grow the program to replace drivers as they retire. “We’re taking on two to three apprentices a year,” said Nick Dickens, dispatcher. “We’ve partnered with Fox Valley Technical College out of Appleton, Wisconsin, as the program that we use. By doing this we’re able to consistently bring in a handful of drivers per year that we know we can find internally versus depending more on the current driver market.” Through Sargento’s accelerated behind-the-wheel program, apprentice drivers first study, practice and earn their Wisconsin CDL; after that they begin the mentored portion of the program, working for months with experienced Sargento drivers to learn the ropes. “When we start them with a mentor, we start them on the local side, and they familiarize themselves with dropping, hooking, bumping docks and running in-between our facilities, which is about a 30- to 40-mile radius,” Dickens said. “After we do that for a period of time, we transition them over to the OTR side. At this point, they do all the driving; our OTR mentor is strictly there to guide and help them as needed.” Great care is taken in selecting the hand-picked mentors, Human says, not only because of their technical and driving skills, but also for their ability to relate well with learners. Each mentor is required to complete Sargento’s “train the trainer” course, which helps formalize the process of teaching adults. “We have excellent drivers here, but not every great driver is going to make a great teacher,” Human said. “We looked for people that have the people skills, who have the patience and who have the empathy to be able to put themselves back into the position of just starting out and remembering what that was like. “We also looked for a proven track record of being an experienced driver, a safe driver, one that prioritizes and makes sure they get to their appointments on time,” he continued. Ferreira says he discovered that the combination of classroom and mentored instruction helps the program mirror, as much as possible, real-life driving scenarios. He credits his enjoyment of his new role directly to the quality of instruction he received. “[The classroom and real life] actually line up quite well, and this is the benefit of good training,” he said. “The biggest part of this job is that if you can’t drive to start with, you’re not going to get anywhere anyway. “As I drive by myself now, I have a very good relationship with all the mentors, and they are just a phone call away if I have any questions,” Ferreira continued. “The fact that Sargento is willing to give me and others this opportunity to go to school — and pay us at the same time — for something that I can use for the rest of my life and enjoy immensely is really a dream come true.”

ATRI opens survey ‘to understand women truck drivers’ challenges’

WASHINGTON — The American Transportation Research Institute (ATRI) has launched a new survey to identify what both women and men truck drivers believe to be the barriers to entry for women truck drivers. The research will also capture other challenges that truck drivers encounter while training, on the road and at parking facilities, according to a news release. The research will utilize responses from both women and men drivers to identify and contrast the unique challenges faced by women drivers. ATRI’s Research Advisory Committee identified this research as a top priority to address workforce shortages and safety concerns for women drivers and identify steps the industry can take to increase the percentage of women drivers. The survey asks for driver perspectives and experiences: When considering a career as a truck driver While obtaining their CDL Regarding challenges encountered as a truck driver For those who no longer drive a truck, why did they leave the industry “Once again ATRI is providing truck drivers the opportunity to provide input on critical research that will ultimately make our workplace better. I strongly encourage my fellow drivers to take a few minutes to complete ATRI’s survey and make our collective voice heard,” said Rhonda Hartman, a truck driver for Old Dominion Freight Line and an America’s Road Team Captain. Truck drivers can complete the confidential survey online here. This survey will remain open until Feb. 2.

Drivers Stephen Asgar and Charlene Dougan embrace the adventure of life on the road

If “home is where the heart is,” then professional drivers Stephen Asgar and Charlene Dougan are right at home wherever they are. That said, “home” might be pushing a stroller holding the couple’s three dachshund dogs through Disney World while they aren’t working. “Home” could just as easily be sitting side by side, riding down the road in their Boyle Transportation tractor. Whether “home” is on the road, on vacation or actually at their place of residence, the two agree that they are always at home when they’re together. “Boyle has gotten us home a lot,” Charlene said. “They always want to know a home time. I’m like, I don’t want to go home but I’ll give you a date.” “We usually try for like a month and a half out, minimum,” Stephen added. “But there’s been times — maybe not with Boyle — but in the past that we’ve stayed on (the road) for six months straight.” The couple is approaching their first anniversary with Boyle, a Billerica, Massachusetts-based carrier that specializes in life sciences (pharmaceuticals, medical equipment and biologic) products and government and defense transportation. Prior to Boyle, they worked for another carrier hauling similar products. While the two have found a home in trucking, trucking was not the first career choice for either. “We met in college,” Charlene explained. “I guess we became a couple in like July of 2017. We started trucking together in July of 2018.” Before striking out on the road, Charlene worked from home as a coder-biller for hospitals and physicians. “After working from home for a half a decade, I was a bit bored,” she said. “I was just rotting in my house.” Because she enjoyed driving, Charlene said, she started working on the side as a driver for Lyft, a company that uses independent contractors to provide ride-sharing services and business delivery. She discovered that she loved driving so much that she thought she might enjoy working on the road full time as a truck driver — so she enrolled in a CDL school in Jacksonville, Florida. Upon graduation she ran solo loads at a Walmart distribution center for six months. Stephen has his own trucking story. “I was in Pennsylvania and going through a rough time in my life. I moved back home to Florida,” he shared. Once back home, he said, his thoughts kept returning to the job he had been laid off from before moving. “I’d worked at a warehouse facility for CVS,” he said. “I always talked to the truck drivers, and I thought, ‘This might be something interesting.’” He chose to enter a training program sponsored by a motor carrier; after earning his CDL, he became a driver for the company. “As soon as I was free of my contract, I bought my own truck and did the owner thing for seven years — and it was good when it was good.” In mid-2018, Stephen and Charlene began driving together. When the freight recession hit in 2022, they decided to become company drivers. After checking out their options, they chose to drive for Boyle. Because of the nature of the freight, they said, drivers’ schedules are monitored — and good communication skills are essential. “We have apps where we can message, and they answer right away,” Charlene said. “And if you call, they answer within seconds. I worked at another company where you’d be on hold for 45 minutes — but not with Boyle.” The couple generally runs from the Midwest to Northeast, as far South as Tennessee and the Carolinas, and occasionally to Canada. “We park our truck in Ohio near where my mom lives,” Charlene said, adding that they also rent a parking space for their trailer, with Boyle paying half the cost. “We’d probably park in Florida, but parking is so expensive in Florida that it’s much cheaper to park in Ohio and get cheap flights to Miami,” she said. “We can’t bring the truck home in Florida because our neighborhood is ‘no Class 8 vehicles,’” Stephen added. The couple works hard while out on the road, and they say they also like to stay busy during their “off” time. While off the road, the couple’s itinerary might include snorkeling in the waters off of Southern Florida or driving to Orlando to spend a week at Disney World. Both on and off the road, both Stephen and Charlene are avid gamers, and they carry gaming equipment in the truck for use during down time. “We game a lot, like Fortnight and World of Warcraft, that kind of thing,” Charlene explained, adding that she also enjoys painting. Her favorite subject is nature scenes, which often include animals, or abstract works. And, of course, it wouldn’t be home for Stephen and Charlene without the dogs. The couple travels with a trio of dachshunds, ages 20, 4 and 2 years. “When we first started dating, I had a pit bull and she had a dachshund,” Stephen said. “We decided that when our relationship was really starting to take off, so, ‘Hey! Let’s get a dog together.’ That’s as close as you can get to having a kid.” Of course, traveling with one pet, let alone three (one a “senior citizen”) brings unique challenges. But the couple says they wouldn’t have it any other way. Even when the family travels hundreds of miles between breaks, the dogs are well behaved. “They’re good at ‘holding it,’ and they’re pee-pad trained,” Charlene remarked about stopping to walk the dogs. “We usually have a stroller that we pop them in to go for a walk or to take them to the mall.” Charlene says the only bad thing about having three dogs in the truck is the hair. “I have to vacuum every day, or there are fur piles,” she said. While on the road, the team tries to eat well. In fact, they do much of their own cooking and meal prep in the truck. In addition, whenever possible, they stop at farmers markets to pick up fresh fruit and vegetables. “We’ve got a Foreman (grill) and an air fryer/microwave combo,” Charlene said. “Boyle gives you a big area for the fridge, so we have a 5 1/2 cubic-foot fridge. And there’s a lot of cabinets.” In short, whether they’re together on vacation or earning a living on the road, Stephen and Charlene do their best to make wherever they are feel like home. Photos courtesy of Stephen Asgar and Charlene Dougan.

Team driving can be rewarding, but it’s important to set (and follow) ground rules

Truckers are known to be independent people, capable of accomplishing their work without constant oversight. A professional trucker’s co-workers are often other drivers that are seen only occasionally, perhaps at safety meetings, or when paths cross at a truck stop. For many drivers, that’s just fine. However, not every driver is a fan of the solitude that comes with working solo. Some drivers prefer the teamwork and companionship of a team operation. While there are many benefits to team driving, the practice does bring its own set of problems. Even the best of friends — or closest of couples — can be susceptible to the irritants that come with sharing the small area of a truck cab and sleeper with another person. Privacy can be hard to come by. Simple decisions, like when to stop for meals or restroom breaks, can go from a simple necessity to cause for disagreement. In addition, as a team driver, your work records are often dependent on the performance of another person. There are many reasons people choose to drive as a part of a team. Couples often team up in the truck as they have in life, sharing their highway experiences while maximizing their income potential. Teaming up can be a rewarding experience and can help couples earn quickly to fund a home purchase or fill a retirement account. Some newer drivers earn their trucking “chops” by working with a more experienced relative. Many first experience team driving as a part of a “driver finishing” program, where new hires are paired with a trainer as they learn the trade. Some carriers also require newer drivers to team with another driver of the same experience level for a period of time before going solo. If you’re considering a team driving job, there are a few things to keep in mind. Choosing the right person, setting the ground rules and working together to maintain the relationship can make team driving a rewarding experience for both drivers. Who’s your partner? The first consideration is who you’ll partner with. Personalities matter, so if you’re planning to team with someone you know, consider how that person handles adversity. If that person angers easily or is prone to violence, don’t assume that aggression will never be directed towards you. Even the closest of relationships can crack when two people live in such close proximity. Division of duties Before hitting the road together, it’s a good idea to have a serious discussion about division of duties. While each driver should be able to perform all the tasks of a professional driver, every person has preferences, and each driver’s abilities to perform different duties may be different. Some tasks, such as pre-trip inspections and fueling, should be done by the driver who’s on duty at the time. In some teams, however, one person may handle meal preparation or paperwork, while another focuses on vehicle maintenance or route planning. It’s best that both partners have a clear understanding of who does what, before problems arise. Clear the air Even the best of relationships can deteriorate quickly on the road, so it’s important for team members to set some parameters up front and have frequent discussions to monitor progress and air out any issues while they’re small. If one driver has much more experience than the other, it’s important to respect the newer driver’s dignity when explaining tasks. No one likes to be “corrected” by a peer. When disputes arise — and they will — teams need a way to work them out. Timing is important. For example, an in-depth, emotional discussion shouldn’t take place while one driver is negotiating city traffic. Teammates can “agree to disagree” until a more appropriate time. Discussions should be approached rationally, keeping Stephen Covey’s habit of “think win-win” in mind. Try to find solutions that are satisfactory to both team members rather than trying to “win” the argument. Be aware of irritants that occur at any time. A traffic near-miss, a disagreement with dispatch, a conversation with a law enforcement officer — any of these can create a mood that isn’t great for a discussion. Sometimes it’s best to wait for a better moment, when both participants are in a talking frame of mind. Respect for privacy Privacy is an issue with every driving team. While the bunk area provides at least a bit of privacy, it’s painfully evident that team members are separated only by a curtain. One technique some teams use to increase privacy is to go different ways at the truck stop, setting a time to meet back at the truck. For example, one driver might visit the restaurant and C-store while the other is showering. Doing so provides some “me time” for each team member. Respecting the curtain is something both drivers must agree on. When the non-driving partner is in the bunk, it’s their choice whether to interact. The curtain might be left open, for example, while reading or watching television, but pulled shut when privacy is desired for dressing, making a phone call or other activities. The best rule is that when the curtain is closed, the person in the bunk is left alone. To help avoid unfortunate incidents, such as one driver taking off from a truck stop or shipper, assuming the other driver is in the sleeper area because the curtain is drawn, some teams institute a “shoes” rule. When the team partner is in the bunk, their shoes are left on the floorboard in front of the seat. If the shoes are missing, the other driver doesn’t move the truck. Other stuff to consider Even when a team works well together with minimal issues, for company drivers, the carrier can have a huge impact on the success of the team. Some carriers accept teams but don’t really have the freight mix to get them the miles they need. If your team is trying to maximize income, dispatched loads need to provide twice the miles of typical solo runs. You’ll want runs that provide 1,000 paid miles or more per day. For some team members, however, the shared experience is more important and fewer miles aren’t an issue. Discuss your mileage, as well as your time-off needs with your carrier. Also, we’ve got a word of warning for the ladies, or really, any driver: If your team partner becomes abusive verbally or physically, get off the truck at the nearest safe opportunity. You may choose to work out the driving relationship later, in a safer environment. Staying on the truck when you feel threatened could be a dangerous decision.

Drivers should take steps to protect against cargo theft year-round

Hunting for bargains is a common response to inflation. When everything costs more, people naturally shop for the best available deal. Unfortunately, that “best available deal” you just found could be stolen merchandise. And sadly, sometimes that merchandise is stolen during transit while under the care of truck drivers. CargoNet, a national data-sharing system that combats cargo theft by offering theft prevention and recovery solutions, reports that cargo thefts during the holiday season (Dec. 23 through Jan. 2) have increased in each of the past five years. That number is expected to rise once again for the 2023-24 season. However, cargo theft is not just a seasonal issue; it can happen any time of the year. California clearly leads the cargo-theft field, according to CargoNet, with Texas and Georgia rounding out the top three. Appliances, furniture and cleaning supplies are noted as the most targeted commodities, but electronics, energy drinks, liquor, footwear and other products are sought by thieves as well. While some crimes occur because of opportunity, many are carefully planned. Perpetrators want to steal products that are popular with consumers — and that can easily be resold. Often, the final consumer has no idea that the product they just bought is stolen; most folks simply assume the retail establishment selling the merchandise obtained it honestly. Some thefts are as simple as stealing a parked tractor-trailer while the driver is away, or picking up a dropped trailer. Other strategies involve deception, such as pretending to be a particular carrier that is scheduled to pick up a load. The phony driver pulls up and has the freight loaded, signing for it with a fictitious name, and then vanishes with the cargo. Even the most honest of drivers can become unwilling participants in theft schemes by unwittingly providing information to thieves. A person pretending to be a shipper representative, security person or lumper can ask for pickup numbers and other information that is then used to steal the load, so always make sure you know exactly who you’re talking to. Other common driver actions that can help thieves include dropping loaded trailers when bobtailing home, announcing their cargo and destination over C.B. radios, or leaving their rig unattended at truck stops. Truckstop has reported a rise in reported cargo thefts, and notes that thefts are often unreported. Some of Truckstop’s blog posts detail common theft-related activities, such as the use of master keys to gain entry to parked equipment, altering trailer markings, changing license plates and even choosing times close to holidays, when trucks are likely to be unattended for longer periods. As a truck driver, you can reduce your risk of adding to your load to the long list of cargo theft statistics with just a few steps. The first is to remember that no cargo is worth your life or safety. If you’re approached by thieves who threaten you, especially if they are armed, do not resist. Just try to memorize as many details as you can to provide to law enforcement later. Phone cameras can be used to help you remember all the details. It’s rare for a driver to remember the license plate number of a trailer they picked up to transport, but a quickly snapped photo “remembers” it for you. Taking photos of paperwork can provide shipment details that may help in the event of theft. In addition, taking photos of anything suspicious around the pickup facility or truck stop could provide valuable clues. Pictures can preserve details you may not notice — and they can be erased after the shipment is delivered if you need to clear out space on your phone. There’s an old World War II adage: “Loose lips sink ships.” This applies to the cargo you’re transporting, too. (Perhaps for trucking the term should be: “Conversation leads to confiscation.”) Thieves don’t often announce themselves as having bad intentions. Instead, they may appear to be friendly, asking questions that can seem like small talk. Watch what you say to that talkative stranger at the diesel fuel island or inside the c-store deli. Questions about where you’re headed, where you’ve just been or what you’re carrying may seem innocent, but criminals know where the shippers they target are located. They can often determine what’s in your trailer without asking you directly. Never answer questions about your route or your cargo. Even if you’re talking to another driver on the C.B., thieves can be listening. Some drivers routinely claim they’re hauling scrap paper or another low-value cargo, but it’s best not to answer at all. Every driver knows that trailer door seals and locks can’t prevent determined criminals — but they can deter amateur thieves and help prevent thefts of opportunity. Use them. If you drop the trailer, choose the safest possible spot and use a kingpin lock as well. In truth, many carriers have policies against dropping a loaded trailer. There’s a reason for this policy. When possible, arrive at the pickup location well rested and ready to run. Stopping for a meal and a shower can provide criminals with just enough time to make a clean getaway with your vehicle. Thieves know where valuable loads are picked up and where drivers are likely to stop after loading them. Of course, it isn’t realistic to eliminate all stops between a pickup and delivery, so choose your parking as carefully as you can. Well-lit parking areas with plenty of people around are your best choice, but those often fill up quickly. Avoid parking anywhere that’s dark and secluded, if possible. When you can, it’s a good idea to park in a manner that makes it difficult for thieves to open trailer doors. For example, backing very close to a building, a fence or even another trailer can increase security. Parking in the last row of a truck stop may provide more privacy, but that remote location can also assist cargo thieves, if they can gain access to the trailer doors. If you suspect someone is stealing freight, avoid confronting them directly, especially if there aren’t other people around. Most of the time, criminals aren’t going to politely wait for the police. To keep from getting caught, they could cause you injury (or worse). Also, keep this in mind: If you use a weapon, in many jurisdictions you can be charged, and you might end up with a worse sentence than the thieves. Instead, call the police, attract attention with your air horn and gather as much information as you can. Cargo theft is on the rise, but you don’t have to be a victim. By using some common-sense procedures, you can reduce your chances of involvement in a cargo theft or at least provide information that assists law enforcement in finding the criminals.

TCA Highway Angels | January/February 2024

The Truckload Carriers Association (TCA) has recognized professional truck drivers Christopher Blount, John Hamilton, Tony Doughty, David Norman, Daniel Dolf, Daniel Wells, and Gannon Sanders as TCA Highway Angels because of their acts of heroism while on the road. In recognition of these drivers’ willingness to help fellow drivers and motorists, TCA has presented each Highway Angel with a certificate, a lapel pin, patches, and truck decals. Their employers have also received a certificate highlighting their driver as a recipient. Since the program began in 1997, nearly 1,300 professional truck drivers have been recognized as Highway Angels because of the exemplary kindness, courtesy, and courage they have displayed while on the job. TCA extends special thanks to the program’s presenting sponsor, EpicVue, and supporting sponsor, DriverFacts. To nominate a driver or read more about these and other Highway Angel award recipients, visit highwayangel.org.   Christopher Blount Melton Truck Lines — Tulsa, Oklahoma Christopher Blount of Sulphur, Louisiana, has been named a TCA Highway Angel for stopping to extinguish a car fire on the highway. Blount drives for Melton Truck Lines out of Tulsa, Oklahoma. On October 2, 2023, Blount was driving along Interstate 10 on the outskirts of Houston, when he spotted a burning car on the side of the road. The driver, a man, was talking on his cellphone and watching in dismay. Other vehicles were passing by the spectacle without stopping, and no emergency responders had arrived. “I wanted to stop and help him out and try to put out the fire, because the fire looked like it was starting to get worse,” Blount said. “The fire was starting to go from gray smoke to black smoke, and I was concerned about it getting to the gas tank.” Blount immediately pulled over and grabbed his fire extinguisher. Once he confirmed no one was in the burning car or in need of medical assistance, Blount began spraying the car engine. He was able to extinguish most of the fire and prevent it from spreading even further. “The driver was very thankful,” Blount said. “As soon as I actually got the fire out, the fire trucks got there.”   John Hamilton Melton Truck Lines — Tulsa, Oklahoma Driver John Hamilton of Hot Springs, Arkansas, has been named a TCA Highway Angel for assisting rescue personnel at the scene of an accident. On August 25, 2023, around 3:30 p.m., Hamilton was driving home along US 70 in Hot Springs, Arkansas, when he came upon a two-vehicle accident. He says the accident likely occurred just a minute or so before he arrived on the scene. He immediately maneuvered his truck to redirect traffic and got out to render aid if needed. He had previously been trained in combat life-saving procedures in the Army, and learned to administer first aid as a corrections officer. “I hopped out to provide any assistance I could. I tried to divert traffic into a single lane,” he said. Once he determined there were only minor injuries, Hamilton proceeded to set out his traffic triangles and began directing traffic until first responders could arrive. Once crews arrived, he continued to assist the fire department and state police by directing traffic as needed until the scene was clear. Hamilton believes his military and first aid training are contributing factors as to why he stopped to try to help. “We don’t just ignore situations; we go in when we need to,” he said. “You’ve got to help.” Hamilton drives for Melton Truck Lines out of Tulsa, Oklahoma.   Tony Doughty Woody Bogler Trucking — Gerald, Missouri Truck driver Tony Doughty of Greenville, Texas, has been honored as a TCA Highway Angel for his heroism in two separate events. At about 11 a.m. on November 8, 2023, Doughty was driving on Interstate 280 near Toledo, Ohio, when he witnessed a single-vehicle accident: A red Lincoln SUV hit a concrete barrier and spun 360 degrees onto the I-280 southbound entrance ramp. “It happened right in front of me,” Doughty said. “He lost control on that curve and was in the middle of the highway, totally disabled.” Doughty, who is a volunteer firefighter, pulled over and blocked the left lane to prevent any more accidents. Meanwhile, his wife, Alison, dialed 911 to alert fire and police personnel. Doughty helped get the driver, whose injuries were not life-threatening, out of the vehicle. Once the Toledo Fire Department arrived, Doughty continued to block traffic to assist the emergency personnel until the accident scene was cleared. “Me being a volunteer firefighter — if I can stop to render aid, I will stop to render aid. It was just in my nature to stop and see if he was OK,” Doughty said about the crash victim. Less than a week later, on November 12, Doughty was traveling westbound on Interstate 12 near Albany, Louisiana, when traffic ahead slowed. Doughty spotted a grass fire on the side of the highway that was getting dangerously close to some homes. Doughty says a police officer was on the scene, but had no way to fight the fire, which spread between a half-acre and an acre. “I told the cop, ‘I’m a volunteer firefighter; I know how to handle a grass fire,’” Doughty said. “When I showed up, the fire was raging, so I just jumped out and went to work. I grabbed my fire extinguisher, and I grabbed my leaf blower, and had the fire 95% put out before the fire department showed up.” Asked why he made such a magnanimous effort, Doughty humbly replied, “I could’ve just drove on, but I can’t do that — that’s not me. I was just doing what I’m trained to do.” Doughty drives for Woody Bogler Trucking out of Gerald, Missouri.   David Norman and Daniel Doff Melton Truck Lines — Tulsa, Oklahoma On September 7, 2023, professional driver David Norman of Wichita Falls, Texas, and his trainee, Daniel Dolf of Carrollton, Georgia, were driving on Interstate 45 outside of Dallas when the two noticed smoke ahead. As they approached, they discovered that a female driver had lost control of her vehicle and crashed into the center median. Immediately, Norman, who formerly served as a registered first responder and volunteer firefighter, grabbed the truck’s fire extinguisher and got out to contain the fire. “I grabbed the fire extinguisher to keep the fire from spreading — I was putting the fire out around the car,” Norman said, adding that Dolf parked the truck and ran to help. He added that his trainee, Dolf, parked the truck and came running over to help. “When he (Dolf) got back over there, he hopped in the back of the fire truck when it showed up, and he helped too,” Norman shared. Luckily, no one was injured in the unfortunate incident, and Norman and Dolf were able to keep the fire from spreading. Three fire companies arrived at the scene and made sure the fire was completely out. “Old habits kick back in. Twenty years ago, I was a registered first responder here in Texas,” Norman said, explaining why he went to the lengths he did. Because of their actions, Norman and Dolf, who drive for Melton Truck Lines out of Tulsa, Oklahoma, are recognized as TCA Highway Angels.   Daniel Wells Melton Truck Lines — Tulsa, Oklahoma Daniel Wells of Saginaw, Michigan earned the title of TCA Highway Angel after stopping to help a fellow truck driver following a horrific crash. At about 10:30 a.m. on October 11, 2023, Wells was traveling east on Interstate 44 near Springfield, Missouri. As he crested a hill, he watched as another semi-truck crashed and rolled ahead of him. “I saw debris flying through the air,” Wells said. “I pulled my truck over to the shoulder of the road.” Immediately Wells grabbed his fire extinguisher, gloves, and winch bar and ran to the accident to see how he could help. As he ran, he called 911 and explained the situation. Luckily, Wells had previous emergency response training, which helped him jump into action. “His truck was completely totaled,” Wells recalled, adding, “the cab was ripped off the frame.” The driver was still in the vehicle, but Wells didn’t want to move him in because of the risk of causing additional injuries. Instead, he kept the driver calm and made sure he wasn’t in shock. Emergency medical responders soon arrived, and Wells helped load the injured driver onto a stretcher so they could render aid. When the fire department arrived at the scene, Wells stepped aside and let the professionals take over. “I’ve had training. I didn’t even think about it — my training just kicked in,” Wells said. “Besides, if I were ever in that position, I would hope somebody would do that for me.” Wells drives for Melton Truck Lines out of Tulsa, Oklahoma.   Gannon Sanders Lew Thompson & Son/Covenant Logistics — Huntsville, Arkansas Gannon Sanders, a trucker from Shelbyville, Tennessee, gained his TCA Highway Angel wings after saving the life of a farm employee. On October 18, 2023, at about 3 p.m., Sanders was at a farm in Shelbyville, Tennessee, picking up a load of live chickens for delivery. While the farm’s catch crew — team members who round up live fowl to be loaded into cages — was working, one of the team members experienced a medical emergency and stopped breathing. Sanders said there were multiple people on the farm who were nearby when the incident occurred, but that almost everyone froze in fear when their teammate hit the ground, not breathing. “I jumped right in and started doing what I had to do. He was unresponsive, and he turned blue and cold,” he said. “I ran over there and was on the phone with 911. (They) walked me through CPR, which I did on him for seven to eight minutes until the paramedics arrived on the scene.” Sanders’ actions kept the man alive. At first the man had no pulse, but eventually, Sanders said, he detected a weak pulse and shallow breathing. “It was very scary. I ain’t gonna sit here and tell you it was a walk in the park, because it wasn’t,” Sanders said. “In that situation, I was scared — I was fearing for his life,” he continued. The man has since recovered, and he thanked Sanders for what he did to save his life that day. “It’s nothing on my end. It’s the glory of God that gave me the strength to do that,” Sanders said. Sanders drives for Lew Thompson & Son – A Covenant Logistics Company, out of Huntsville, Arkansas. This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Doing what he loves: TCA Driver of the Year still having ‘a great time’ after three decades on the road

“I guess I won’t retire until it stops being fun,” Thomas Sholar, 69, says after more than 30 years behind the wheel of a big rig. Because of his accomplishments both on and off the road, Sholar has been recognized as one of five 2023 Drivers of the Year by the Truckload Carriers Association (TCA). His journey began back in 1992, when Sholar was working in iron construction in the Houston area. “I got kind of tired of working until a project was finished, then being laid off,” he said. “My girlfriend told me that her ex-husband was a truck driver. She said, ‘You don’t get dirty driving a truck,’ so I went for it.” After earning his CDL, Sholar hit the road, working for carriers in Alabama and Oklahoma before finding his niche at Maverick Transportation, a flatbed hauler based in North Little Rock, Arkansas, 26 years ago. He’s been there ever since, and now resides in Doddridge, Arkansas, just a few miles north of the Louisiana border. Sholar chuckled as he told Truckload Authority that the promise of not getting dirty doesn’t apply when hauling flatbed cargo. In three decades as a driver, Sholar has seen a lot behind the wheel. Today, he says the biggest recognizable change from his early years as a driver is the amount of traffic on the roads. “(There’s) a lot more,” he said. “Trucks are also a lot more sophisticated, and they are easier to drive. Of course, DOT always adds more rules, but I’m not complaining.” Unlike many drivers, who see electronic logging devices, or ELDs, as an unnecessary intrusion into their work, Sholar has a different mindset: “I get the same mileage, it improves my work ethic, and I get a lot more rest,” he explained. Like many drivers, early in his career, Sholar’s favorite part of being a truck driver was traveling and seeing the country. Now, after all his years on the road, he says he has a different view of the job. “(Now,) one of my favorite things about driving is that I get to go to shippers and receivers and see what they do with the product I’m hauling. I’ve always found that fascinating,” he said. When discussing the challenges he’s seen and overcome on the road, Sholar is quick to point to traffic. “There are so many trucks and cars and other vehicles on the road these days, it makes it harder to get where you are going,” he said. “And most of the businesses work regular hours. I may get there at an odd hour and have to wait for the business to open to unload my truck. It makes for a lot of wasted time.” Being honored as a TCA Driver of the Year is not the only accolade Sholar has received during his driving career. In 2016, he was recognized as Maverick’s Driver of the Month, and most recently, he was a finalist for Maverick’s Trainer of the Year Award. Lou Shoults, a fleet manager for Maverick, praised Sholar’s skills as a driver trainer. “Tom is an excellent trainer,” Shoults said of Sholar’s accomplishments when he was nominated for the honor. “Tom has trained 74 total students since he started training and has had great retention with the 19 who are still at Maverick. He shows the trainees how to work hard and do things the Maverick Way.” During the COVID-19 pandemic, Sholar says, he stepped away from his work as a trainer. “But I love teaching. I love showing people how to do things easier and right,” he said. Sholar has served on Maverick’s Drivers Advisory Council as an advocate for road trainers. In doing so, he has been influential and essential in shaping the training program and helping drivers have a good experience with Maverick. “Tom is a true driving professional,” said Callie Heathscott, an advertising manager for Maverick. “I’ve had drivers I trained who are trainers now themselves,” Sholar said. “I don’t think I had so much to do with turning them into good drivers. I just had a lot of good guys training under me.” Five of Sholar’s trainees have gone on to be honored as Maverick Drivers of the Month. As far as the advice he has given to his trainees — the same advice he offers to all young drivers — Sholar says the best path to success and safety is to focus on dedication to the job, do the best you can do, and — most of all — avoid shortcuts. “(Driving is) a lifestyle, not a 9-5 job. It won’t make you a millionaire, but you’ll make a good living,” he said. “Driving is a job you can start and work until you don’t want to work anymore.” These days, Sholar generally drives a dedicated route; however, when he visited with Truckload Authority for this story, he was traveling to New York to make a special delivery. When asked about his experience as a 2023 TCA Driver of the Year, Sholar remains modest, recalling that the Maverick team created a video about his career with the company and nominated him for the honor. “Sometime later, they called and said I had won. I thought they were playing with me!” he said. “I don’t really know why I won. I’m nothing special. I do my job the best I can. I’ve always said, if you’re going to do something, do it well.” Since being named a TCA Driver of the Year, Sholar has had an opportunity to attend numerous association events, where people at all levels of the industry have thanked him for his service. His response? “I’m just doing what I’m supposed to do,” he said, adding that he’s enjoyed being a part of TCA. “They are some of the nicest people I’ve come into contact with,” he said. “It’s been a great experience.” Sholar is very appreciative of the team at Maverick Transportation. As an example, he shared this experience: A few years ago, he underwent treatment for cancer; once the treatment was complete, he underwent surgery to repair the damage caused by the treatment. All the while, Maverick was “unbelievably patient,” he said. “I don’t consider Maverick to be people I work for or with. They’re my friends.” As far as his future is concerned, Sholar says he’ll keep driving until he doesn’t enjoy it anymore. He points to the old adage, “If you find a job you’ll enjoy, you’ll never work a day in your life.” “I don’t feel like I’m working,” he said. “I’m having a great time. I can’t imagine not doing what I’m doing.” This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Red Flags: When hiring drivers, dig past obvious signals on MVR

Background checks are an essential part of the driver qualification process, whether the driver will be a company employee or an independent contractor. There are numerous tools that help carriers make better decisions. One of the most useful is the Motor Vehicle Report (MVR), issued by each state. While some items reported on an MVR might automatically disqualify a driver from hire or result in termination of employment or contract, the significance of other entries might be seen differently, depending on who’s checking the record. Because some aspects of a driver’s MVR can be viewed subjectively, it’s important to know what type of “red flags” to watch for when screening candidates. However, the first step is to ensure your company has a written policy when it comes to driver qualifications. “I believe it’s very important that you have a clear, concise policy that you consistently follow,” said Lori Johnson, senior consultant for Fleetworthy Solutions. “Otherwise, how are you going to demonstrate, either in an audit or in litigation, that you have a good hiring practice and that you don’t have negligent hiring or negligent retention?” A good policy must contain achievable actions, and the policy should be updated as necessary for safety improvement, explained Andy Marquis, attorney and partner at the Scopelitis, Garvin, Light, Hanson & Feary law firm. “Whatever you write in that policy, in that handbook — you’re going to be judged by it if there’s an accident, so there has to be a willingness to adapt policies in the interest of safety,” he explained. “Don’t just throw everything in there without a system to make sure it gets done.” What needs to “get done” should be in the policy as well. If, for example, a particular safety violation requires counseling or remedial training, this requirement should be applied consistently. When a carrier is named in a lawsuit because of the actions of a driver, Maquis said, the plaintiffs’ attorneys may try to prove the employer is guilty of negligent hiring or negligent retention. In other words, the driver’s employer could have done something about the driver’s behavior before the accident. “It all connects, so (it appears) they failed in some duty,” Maquis remarked. “When they’re presented with a potential risk, do they take stock of it, or do they just look the other way?” Discernible patterns When screening a potential driver, it’s sometimes a pattern of behavior that should be of concern rather than a record of a serious infraction or accident. “I have a concept of the ‘grammar of the whole,’” Johnson explained. “That was my phrase, that I coined at one of my companies.” In other words, take a step back from the details for a minute and take a look at the overall picture. “Look for a lot of turnover. Are they changing jobs every five months? Why?” Johnson said. “Are there gaps in employment and did they explain them? Were they in a different state? (If so), did you order that state’s MVR?” Anything that looks like a pattern of behavior would be concerning, Marquis noted. “If they’ve had any sort of substance abuse or alcohol issues in the past, that’s something that any enterprising plaintiff’s attorney is going to say — it represents a pattern,” he said. Failure to appear Another potential red flag is a failure to appear in court following a violation or accident, Marquis said. “It’s concerning because (the driver) might be perceived as not taking it seriously when they are issued a violation,” he said. “Is this person going to be seen as being serious about safety if they’re not dealing with a violation with the courts?” Watch for changes The Federal Motor Carrier Safety Regulations require annual certification of the driver’s record, including another MVR, but it might be a good idea to take it a step further. “I think, what a lot of (carriers) end up doing, especially those that are relatively large, is to have a vendor or other system that notifies them of any changes in the MVR,” Marquis said. “Once that kind of service is available, then that kind of can affect whether or not they’re doing everything they can to help with safety.” Johnson agrees. “Fleetworthy does MVR monitoring to where the service will scan and if your driver gets a hit or not,” she said. “Depending on the state, it might be immediately, or it might be up to a month later — but at least you’re going to know (about any changes) more than once a year. Then, you can have a conversation with the driver.” Equipment condition When reviewing a driver’s record, don’t ignore violations, such as defective vehicles or equipment, even if they’re classified as “minor.” “In Colorado, where I live, it’s a plea-down,” explained Johnson. “If you had a four-point violation, you could plead it down to a one-point defective vehicle violation. So, if you see a lot of those on a record, it might pique your interest.” In short, while there’s no “magic formula” for hiring the best drivers, it’s important to pay close attention to a driver’s MVR. Be sure to ask job candidates about any discrepancies in their records, and take consistent action when issues are found. This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

KRTS’s Matt Richardson takes the trucking industry to school

When it comes to comprehensive educational offerings for the trucking and construction industries, Kim Richardson Transportation Specialists, Inc. — better known simply as KRTS — stands out as a leader. The Caledonia, Ontario, Canada-based training company serves a client network of more than 400 companies and offers a dazzling array of training curriculum, technology, and equipment. In fact, the firm’s reputation has brought in clients from not only North America, but also Australia, the Bahamas, and more. Spend some time around Matt Richardson, KRTS’s vice president, and you’ll quickly understand what has made the firm so successful and what will keep it a major player for years to come — the bonds of family, the benefits of hard work, and an eye on what’s next. “My parents, Kim and Lisa, started the company in 1989 out of their house, with Kim as the trainer and the education provider and Lisa doing all of the office duties basically from a bedside table,” Richardson said. “They basically had one corporate customer, and that’s what paid the bills for the first little while along with some of the student training. “Back in the ’80s and early ’90s, you didn’t have to worry about being a registered private vocational school,” he continued. “They evolved into that over the years, as well as (developing) the corporate side of our business, which is what we’re really known for — growing and expanding into what it is today.” Richardson chuckles over the fact he joined his parents’ venture at age 4, helping wash trucks that were used for driver education. It was a gig that would extend over the next decade to include other “child-of-entrepreneur” responsibilities such as cutting the grass and handling odd jobs. By the time he enrolled in University of Guelph to play football, the seed had been planted in Richardson’s heart to return home, armed with an education, and help KRTS grow. “I always had a keen interest in listening to Mom and Dad discuss business, but it probably wasn’t until high school and into university that I got to meet some of the people they were doing business with. That really brought out that passion in me,” he said. “This industry is full of so many amazing people. I got a glimpse of that at an early age.” During his college years, Richardson worked to learn his parents’ business from the ground up. “Every year while I was away at school, I was put into a different aspect of the business each summer,” he recalled. “One summer I was in scheduling, the next summer I was in customer service, and the next summer I shadowed different managers. While doing that, I was participating in different training and educational programs that we offer. “While I was working during my summers off, I started to understand business more through my education, seeing where some of the opportunities were for KRTS and how I could help drive it forward,” he continued. After graduating from college, Richardson actually passed up an opportunity to play football in Europe. Instead, he returned home and continued his daily education into the workings of the company. Eventually, he began introducing changes to help KRTS reach a wider audience both in serving individual students and providing education to corporate clients. “On the corporate side, a lot of what I’ve done is expand the number of services we provide and how we are able to customize and package our services together for our customers,” he said. “On the student side, I was heavily involved with expanding the number of programs that we have registered and offered to the general public,” he continued. “When I came on board, I think we had three, maybe four registered programs. We’re now in the seven- to eight-program range.” Richardson, who became vice president of the company in 2021, has also played a major role in incorporating technology into KRTS’ educational programs. “In the past couple of years, we’ve delved heavily into simulation training,” he said. “That was an initiative and a business plan that I had put together for KRTS — for us to get full-motion truck simulators to our facility. This allows us to train and educate our customers, as well as become a reseller of those simulators on the training rep side of our business.” At same time, Richardson is quick to point out that technology only goes so far in the company’s specific brand of educational programming. “On the theory side of training, we are able to service some of our customers more easily now when it comes to virtual classes,” he said. “Prior to COVID, that really wasn’t a thing, but once COVID hit we adjusted with the times and introduced virtual classes, which opened up some opportunities. “With the full-motion simulators, we can train people, and they’re comfortable because they know they can’t cause any real damage,” he said. “However, one thing that won’t ever change is the hands-on, behind-the-wheel, or in-the-cab stuff. When it comes to the actual operation of trucks or heavy equipment. That’s a type of training you can’t teach through an iPad.” Richardson points out that the same can be said of the company’s brand of customer service. Technology might make a salesperson or customer representative appear more productive on paper, but personal relationships are what build customer loyalty for life. KRTS’ reputation for expertise and white-glove service is one of the things that’s led to partnerships with trucking companies to handle curriculum and instruction for the carriers’ internal driver’s education programs. “What we’ve been doing lately, and what I see us continuing, is carrier-based school partnerships,” Richardson said. “We have partnerships with two carriers here in Ontario, Challenger Motor Freight and Zavcor, which have good finishing programs in place. They’re offering that entry-level training, which helps them get high-quality drivers in their fleets but also provides a service for the general public.” Richardson hasn’t stopped there. “We’ve also partnered with a number of insurance companies that are in transportation and construction, which provides a great opportunity for their insureds to participate, get quality education and training with programs that are recognized by insurance,” he said. “Our insurance industry partnerships are huge for us.” But always, at the heart of the company, he says, are good old-fashioned family values. Photos courtesy of Matt Richardson. This article originally appeared in the January/February 2024 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

160 Driving Academy helps deliver holiday meals for those in need

CHICAGO — To help give back this holiday season, 160 Driving Academy partnered with The Salvation Army for a two-and-a-half week National Thanksgiving Food Drive utilizing 150-plus branch locations across the United States as donation collection sites. According to a news release, 160 Driving Academy nationally collected more than 800 non-perishable goods, providing meals for those in need. Steve Gold, CEO of 160 Driving Academy, presented an in-kind donation of $5,000 during the John Williams’ Virtual Red Kettle, The Salvation Army Radiothon, on WGN Radio 720. “Supporting The Salvation Army has been an outstanding experience for everyone in our organization,” Gold said. “It’s an honor to give back to communities all across the nation and we’re delighted for the continued growth of our partnership.” Donations are still being accepted. Click here for more information.  

Stories of kindness, generosity fill trucking world in 2023

WASHINGTON — Trucking Moves America Forward (TMAF) has shared inspirational stories about the trucking industry getting into the holiday season of giving. Apart from keeping the nation moving forward by delivering necessary goods, many trucking companies and organizations went the extra mile this holiday season.  “The trucking industry’s role extends far beyond the highways, delivering essential goods and connecting communities during the holiday season and year-round,” said Kevin Burch, co-chairman of TMAF and vice president of government affairs and sales at MTS. “From heartwarming donations to dedicated volunteer hours, truck drivers and their organizations embody the true spirit of giving, demonstrating that their commitment to service extends beyond the job at hand.” Following are stories about the trucking companies and organizations that gave back to their communities. Advantage Truck Group, based in Shrewsbury, Massachusetts, delivered 4,200 fresh holiday meals in December through their annual Haulin’ 4 Hunger initiative. The event provided meals to seven food pantry organizations in Central Massachusetts. Since 2012, Haulin’ 4 Hunger has provided more than 34,000 meals to food pantry organizations across three states. AMX Trucking, based in Savannah, Georgia, organized and hosted an Operation Secret Santa Delivery to assist employees with small children, including drivers and non-drivers, facing financial challenges due to the tough economy. Donations of toys and monetary assistance were wrapped and then Santa delivered the gifts to their homes. Baylor Trucking, based in Milan, Indiana, contributed to YES Home, a local residential group home for abused, neglected and abandoned children, to help make their holidays merrier. They also continued their 16-year commitment to Wreaths Across America by engaging local middle school students to help build them and teach them about the importance of the wreaths and WWA’s efforts. Baylor Trucking supported and helped deliver three truckloads of wreaths to cemeteries in Indiana, Kentucky, and Ohio. Conversion Interactive Agency, based in Brentwood, Tennessee, organized its annual canned food drive benefiting the Second Harvest Food Bank of Middle Tennessee. Conversion employees collectively donated and transported 588 food items to benefit families in need across Nashville and the surrounding areas. Excargo, based in Houston, Texas, donated to the Salvation Army’s Angel Tree program and provided gifts for 20 children in need this holiday season. The company also held a food drive to support the Houston Food Bank. It established the Excargo Cares Committee, which is dedicated to positively impacting the communities they serve. Jerr-Dan, based in Hagerstown, Maryland, donated $20,000 to the International Towing and Recovery Hall of Fame and Museum’s Survivor Fund, which supports towing and recovery professionals and their families during challenging times. SH 130 Concession Company, based in Central Texas, hosted a toy drive and provided more than 250 toys to the Caldwell County Sheriff’s Department’s Brown Santa and the San Antonio Police Department’s Blue Santa in collaboration with the San Antonio Transportation Association. The company also donated wreaths to the Texas Trucking Association’s Wreaths Across America drive to honor fallen veterans. Williams Dedicated, based in Michigan City, Indiana, partnered with the Salvation Army of Michigan City for the sixth year. Employees helped stuff more than 800 bags for the Salvation Army’s annual Stuff-A-Sleigh event to benefit its food pantry, as well as supporting the event day with volunteers and trucks and trailers, with their trucks serving as the “sleigh.” The company also functioned as a donation site for the Salvation Army’s Angel Tree program and employees donated toys and volunteered at the Toy Shop event, where local families in need come to select gifts for their children. To learn more about TMAF and the movement’s work, visit http://www.truckingmovesamerica.com/.  

Home for Christmas: Former trucker shares tale of holiday journey

Christmas Eve is a time when families traditionally gather and share plenty of laughter, joy, love, fun and food. However, the holiday season can be very different for the nation’s essential workers — especially over-the-road truck drivers. In fact, I’ll bet the only thing on many truck drivers’ Christmas list is to be home for the holidays, celebrating with their family and friends. Most of us are familiar with the phrase, “Not all heroes wear capes.” In truth, many modern-day heroes wear ball caps and spend their days (and nights) behind the wheel of a big rig. One of those heroes is Rock Haynes, a former truck driver. During his time on the road, he says, one Christmas season in particular stands out in his memory. This is his story, as shared with The Trucker. The year was 2006, and Haynes was driving for Lester Coggins Transportation (LCT), a refrigerated carrier based in Okahumpka, Florida. Less than two weeks before Christmas, on Dec. 15, he was dispatched to pick up a load from Omaha, Nebraska, and deliver it to a terminal in Salt Lake City — a 20-hour drive. Haynes easily made the trip out to Omaha, was loaded and conducted his pre-trip inspections before heading out for Salt Lake City around 8:30 a.m. Three hours into the drive, Haynes stopped at a rest area near Maxwell, Nebraska, before hitting the road in earnest. The following day, Dec. 16, he ran into trouble. “I was making progress until I ran into bad weather — a blizzard around Laramie, Wyoming,” Haynes said. “Snow was falling rapidly, and within minutes, interstate 80 was completely submerged in snow. Visibility was reduced to nothing. Total darkness. Traveling was reduced to a crawl.” As many of you drivers out there know all too well, driving a tractor-trailer with a load can be tricky. When you factor in hauling that load through a zero-visibility blizzard, the task becomes even more complicated. In addition to their own vehicles, truck drivers must also take responsibility for the safety of other motorists — who don’t always take safety into consideration when traveling in bad weather. “What made it more dangerous was the motorists driving too fast past me. I knew my only option was to get to a safe haven as soon as possible. I remembered my training and took my time, driving at a slow speed I could handle,” Haynes said, describing what it was like driving in the first blizzard of his trucking career. “The whole time, I was praying to God to guide me and keep me safe, and he did.” Haynes was able to make it to a rest area just west of Laramie at 1:15 a.m. Great minds obviously think alike, because vehicles were packed into that rest area tighter than sardines in a can! “I remember the rest area was full of trucks and four-wheelers — it was packed! There was a small building that was packed with travelers just trying to keep warm,” Haynes said, still shaking his head in disbelief at how packed it was. “I was stuck there for 11 hours. I just stayed in my truck and kept myself and the truck warm so the pipes wouldn’t freeze.” The next day, Dec. 17, he was able to head back out on the road, and he made it safely to Salt Lake City. However, at the terminal, he was greeted with complaints about the load arriving behind schedule. “I thought to myself, ‘Better that I be late delivering due to bad weather rather than take chances and risking my life needlessly,’” Haynes said. “I meant that. Being on time for a delivery is never worth my life.” That was Haynes’ first experience with a Wyoming blizzard — but it certainly wouldn’t be his last. When sharing his story with The Trucker, he noted that, interestingly, becoming a truck driver wasn’t his original career choice. Then again, it seems that often the paths you never thought about following become a vital part of your life’s passion. “Becoming a truck driver was not on my to-do list when I was younger. What got me into trucking was this: I was in my 30s and had just moved to Jacksonville, Florida, from Columbus, Georgia, on a suggestion from a friend living there,” Haynes said. “I was struggling. I was working multiple part-time jobs to make ends meet.” There had to be more to life than working and struggling, he thought. As part of his journey to improving his way of life, Haynes enrolled at Roadmaster Drivers School in Jacksonville to earn his CDL. Speed bumps continued to pop up as Haynes started on his path to becoming a professional driver, but he persevered. “When I enrolled in Roadmaster, I was unprepared and had to pay for school out of pocket,” Haynes shared. “I ended up having to drop two classes due to schedule conflicts and tuition costs.” These setbacks didn’t stop him from succeeding. He studied and worked hard to earn his CDL, taking care to learn the correct information about trucking. Jumping forward from those days in school to December 2006, Haynes realized just how much his training had prepared him for this very moment. Upon successfully (and safely) delivering his load to Salt Lake City, on Dec. 18 he was dispatched to deliver a load of potatoes from Idaho Falls, Idaho, to Zebulon, North Carolina. Christmas was still a week away, he thought to himself, so this might not be a problem. It just might be possible to deliver this load and make it home in time for Christmas — if he could arrange for the time off. “LCT contacted me and informed me that I could have Christmas off to spend time with my family. I got to the shipper in Idaho around 11:15 p.m. on Dec. 18th and stayed the night before heading out later that afternoon. I left at 1:30 p.m. and drove past midnight,” he recalled. With only six days until Christmas, Haynes hatched a travel plan. Although the odds were not in his favor, he still hoped to make it home in time. He drove three hours to Idaho Falls, arriving at the terminal at 11:15 p.m. Dec. 19.  He stayed the night in Idaho Falls to catch up on his rest and hit the road again around 1:30 p.m. the next day, driving most of the night to reach Fort Bridger, Wyoming. “My plan was to get to Columbus, Georgia, to spend the holiday with my parents and my aunt and uncle,” he said. “But, with Christmas only six days away, I knew I had to make some headway on the journey.” But the state of Wyoming — or at least its weather — was not an ally. Mother Nature sure does have a sense of humor. As soon as Haynes reached Cheyenne, Wyoming, on the evening of Dec. 20, a second blizzard forced the closure of all surrounding interstates and roads … and, of course, every truck stop was filled to capacity. “Fortunately, I found a rest area. They usually didn’t allow trucks to park there, but they made an exception (because of the weather),” said Haynes. “So, I stayed in Cheyenne. I was stuck there for 35 hours. I finally departed at 5:30 a.m. on Dec. 22.” By now, Christmas was just three days away — and Haynes faced many hours of driving to reach his goal of spending the holiday with his family. His hopes were dwindling. However, even though the odds were not in his favor, Haynes says he knew that faith can bring miracles. “I admit, I was worried about not making it to Columbus in time. So, I planned an alternate route by taking Nebraska Highway 2 east from Lincoln, Nebraska, crossing into Missouri, and taking Interstate 29 south to Kansas City, Missouri,” he said. “Then I took Interstate 70 east to St Louis, Missouri, where I took Interstate 55 south to West Memphis, Arkansas.” Haynes arrived in West Memphis on Christmas Eve — almost home, but still not quite there. “On Christmas day, I left West Memphis and crossed the Mississippi River into Memphis, Tennessee, where I took U.S. 72 into Mississippi, all the way to Birmingham, Alabama,” Haynes recalled, as he flipped through an old log to refresh his memory. “From there, I took U.S. 280 to Opelika, Alabama, and eventually to Columbus.” He arrived in Columbus shortly before 6 p.m. on Christmas Day. He might have arrived earlier, he says, but the Alabama Department of Transportation pulled him over for an inspection (which he passed, by the way). “That trip took most of the day. I got a hotel for the night; then my parents picked me up and we spent the rest of Christmas at my aunt and uncle’s house,” Haynes said. “I told them I would have made it sooner, but Mother Nature had to have her way.” That year, against all odds, Haynes made it home just in time to celebrate Christmas with his family before hitting the road again the following morning. “But I made that Christmas Day the best. I was glad to be home for Christmas,” he said. “I hope there are truckers who can relate to my story,” he added. “The best reward for being a trucker is being home for the holidays.” These days, Haynes is living life off the road. Just two years after that fateful Christmas journey of 2006, he had to temporarily retire from trucking because of health issues. Unfortunately, after all his hard work, he also gave up his CDL. Nearly two decades later, Haynes says he’s not going to let his health (or age) get in the way of returning to the road. “For now, I’m working part-time and looking to take on another job. I’m also working on getting my health to a reasonable level and maintaining it because I want to get back out there,” he said. “I want to get my CDL again and get back on the road. In my experience as a truck driver, I had times I could not make it for the holidays, especially Christmas,” he continued. “It’s the best time of the year — and the busiest time, for there are a lot of truckers out on the road, just making a living and hoping to make it home for Christmas to be with their families and friends.”

Wayne Community College celebrates 12th class of Truck Driver Program graduates

GOLDSBORO, N.C. — Wayne Community College (WCC) in Goldsboro, North Carolina, celebrated its 12th graduating class from its Truck Driver Training program on Thursday, Dec. 14. Students who partake in the trucking program are taught about the industry and skills needed and tested through written and behind-the-wheel exams to ensure they have obtained the right knowledge and skills to successfully and safely operate commercial vehicles for their careers. The 14 graduates, appearing in alphabetical order hometown, include: DunnDelano A. Blaizes Four OaksBraxton D. EnnisGoldsboroLuis A. Guevara PantojaVictor Gutierrez HerreraStevie L. MittsXavier E. NewsomeCarlton R. SuttonFernando Trejo-ZamarripaMalik M. Williams La GrangeJuan Castaneda TorresPikevilleAlonza E. BarnesEvan J. Trent Snow HillHilario AguilarNicole S. Cannon Graduates received a Class A Commercial Driver’s License, DOT 380 certificate, and WCC Workforce Continuing Education certificate. After receiving enormous amounts of requests from local businesses and industries that needed transportation for their products, the college decided to add the trucking program to its curriculum. It also helped to see that in a list of high-demand trade professions, trucking is always listed in the top three. “We are proud to be able to provide qualified truck drivers to our employers who rely on transportation to distribute their goods and services,” said WCC’s Vice President of Workforce Continuing Education Services and Community Engagement, Renita Dawson. During the Dec. 14 ceremony, one of the graduates, Delano Blasizes, reflected on his time in the program. “I wasn’t able to come up with just one moment that I enjoyed the most about class because there isn’t one moment that I honestly won’t cherish,” he shared. He also spoke fondly of his instructors and the classes. According to WWC, graduates of the trucking program can expect to earn an estimated annual salary of $40,000 to $60,000 in the first year of their career, by working with an established company. Employment is available to them at all levels, industries, agencies, and self-employment. To inspire and encourage the newest graduates, WCC invited Alumna Cortney Kelly, who is a part of the 5th graduating class, to speak at the ceremony.  “It’s life-changing,” she said of her trucking career. She then congratulated the new graduates and said to them that what they had accomplished was not an easy task and that they should never give up. For those interested in the trucking program at WCC or just want more information, the next Truck Driver Training evening course will run from Jan. 9–Apr. 18, 2024. Classes will be held at the College from 6–10 p.m. Tuesdays through Thursdays and 7 a.m.–4 p.m. Saturdays. The next-day course for the program will run from Feb. 5–Mar. 29, 2024. Classes will be held at the College from 8 a.m.–5 p.m. Mondays through Fridays.  You can visit https://www.waynecc.edu/truck to view the list of requirements to enroll in the program. You can also contact WCC Workforce and Community Service Programs Coordinator, Lisa Newkirk, by email at [email protected] or by phone at (919) 739-6931.  

Impressive record: East-West driver shares his remarkable journey

Ron Millman, a driver for Georgia-based East-West Express, is one of only a handful of people on the planet who can say he’s covered 7 million miles in his driving career — and he’s one of a precious few who have covered that much ground without a single at-fault accident. As if that wasn’t impressive enough, in an era of distracted driving and unprecedented highway congestion, Millman says he’d never had an altercation with another vehicle of any kind at work until about a year ago. That’s when a driver with outstanding warrants clipped him before fleeing the scene. The memory of the event is equal parts amusing and frustrating to the Boston-born Millman. “I was eight minutes from my delivery when that kid hit me,” he said, still incredulous. “I could look at my stop. That’s how close I was — I could see it from the interstate. This guy comes up the ramp, comes around the curve, and I looked at him and thought, ‘Buddy, you better get over. You’re going to hit me.’ And he did — he hit me.” The ultimate irony of being hit by someone fleeing the law is that Millman is something of a “criminal” himself. After all, he’s repeatedly the broken statistical law of averages for many years. A journey of 7 million miles would circle the globe 280 times. That’s equal to about 15 round trips to the moon. To cover all those miles with just one highway incident, which wasn’t even his fault, defies every actuarial table known to humanity. For Millman, however, the formula is simple: “Don’t bring your problems from your house to your job when you’re driving,” he said matter-of-factly. “And the biggest thing is, drive like you’re in a coloring book — always stay between the two lines.” As mind-boggling as Millman’s safe-driving streak is, it’s only one chapter of a unique life that, had he not lived it, he says he might not believe himself. Landing in the foster care system as a boy, Millman ran away at 13 with no more of a plan than to hitchhike “to wherever.” A trucker picked him up and asked where he was headed. “Wherever this truck lands,” he remembers saying. The truck was going to Deland, Florida. Once there, the driver asked the lad’s next move. Hearing none, the man recommended Millman hit up the wintering circuses for a job. He did, and spent the next five years traveling as a roustabout. During that time, he learned how to drive a truck. Millman left that gig with the intention of joining the military, but health problems disqualified him for active duty. He held a few miscellaneous jobs before deciding to become a professional truck driver, earning his license at age 20. “I was still under restriction, though, because you have to be 21 to run other states,” he said. “So, until then, all I did was drive around Massachusetts.” Except for one short departure from the industry, Millman has been driving ever since. At 77, he’s driven doubles and triples, pulled dry vans, reefer and even hazmat. His never-ending journey has taken him throughout Canada, into Mexico and touched all 49 of the continental U.S. states. “And if you built a bridge over to Hawaii, I might drive over there, too,” he said with a laugh. During his career, he’s driven team and he’s driven solo. He prefers the latter, particularly as he’s gotten older. Reaching across the generation gap has become increasingly frustrating, he says, so he’d rather make his runs alone, doing things the way he knows they should be done. “These young people, when they get in the bunk, they’re watching movies or playing games, and when they come back out, they’re not ready to drive after a 10-hour break,” he said. “I just got to the point where this ain’t worth it. I can’t do double work. “I’ve been running basically between Georgia and Florida for almost the last three years,” he continued. “I like it because I’m by myself. I come and go as I please. They hand me an envelope and I go do my job. I may not talk to dispatch for two days, maybe three days, because I know what I’ve got to do and they’re very well aware I know what I’ve got to do. They don’t really bother me.” Waiting for Millman at home for most of his driving years has been his second wife, Deborah, who, despite being in a potentially dangerous profession herself — that of a meat cutter — doesn’t like to ride with him. That’s more a comment on other drivers than on Ron’s skills. In fact, she might be the only person on the planet who was unsurprised when he turned over 7 million safe miles in June 2023. “It’s just another day on the job for him,” she said. Asked when he’ll park it for good, Millman shrugs. “To be truthful with you, as long as I can pass the DOT physical, I guess I’ll be there,” he said. “It’s the only thing I really know how to do. My wife has asked me a number of times, ‘Why don’t you get a local job, like in a grocery store?’” “But I’m with a good company,” he continued. “East-West Express is a very good company, and I told her, ‘If I’m going to continue to work at my age, I’m going to do what I enjoy and what I like doing.’” Until his day arrives, Millman will be out there, running his route, keeping his head on a swivel and exercising common sense. There’s one other thing he does every trip. “I’m not a real religious guy, but I do believe that the ‘Man Upstairs’ has looked after me all these years,” he said. “Back in 2010, I had two heart attacks, back-to-back. He could have taken me, and he didn’t take me. As far as I’m concerned, he’s the one that’s been watching over me. “Every time I come off the road and into the yard, the very first thing that I do, I make sure and look up and say, ‘Thank you, God, for another safe trip.’ God is my follower. He watches over me on all these trips. He always has. That’s why I feel I’ve done so well at it — because he’s guiding me down the highway,” Millman concluded.

Overtime for truckers: A behind-the-scenes look at proposed legislation

This story was updated Dec. 20, 2023, to specify that only industries regulated by the FMCSA would be impacted by the proposed legislation. WASHINGTON — U.S. Senate bill 3273 (S 32273), introduced on Nov. 9, 2023, by Sen. Alex Padilla (D-CA) was a notable exception to the bills containing hundreds, even thousands, of pages that often reach the ears of the nation’s legislators. Instead, S 3273, known as the Guaranteed Overtime for Truckers (GOT) Act, consists of just a single page. On that single page, Padilla’s proposal was summed up in in a single, succinct sentence: “Section 13(b)(1) of the Fair Labor Standards Act (FLSA) of 1938 (29 U.S.C. 213(b)(1)) is repealed.” This particular section of the FLSA excludes truck drivers from qualifying for overtime pay. Its repeal would, as the bill’s name suggests, guarantee overtime compensation for commercial drivers. Also on Nov. 9, a similar resolution, HR 6359, was introduced in the U.S. House of Representatives. “America’s truck drivers are on the front lines of keeping goods and our economy moving. More than 70% of goods across the United States are shipped by truck,” Padilla stated when introducing the bill on the Senate floor. In addition, he noted that the COVID-19 pandemic and resulting supply chain crisis “exacerbated longstanding challenges for truckers, including long hours away from home and time spent waiting — often unpaid — to load and unload at congested ports, warehouses, and distribution centers.” In addition to improving the nation’s ports and supply chain infrastructure through the bipartisan infrastructure law, he said, it is important to “improve wages and working conditions for essential workers and ensure they are paid for all of the hours they work.” Industry response Speaking out in support of the bills, Teamsters General President Sean O’Brien said, “Truck drivers have been denied overtime protections for nearly 100 years. The Guaranteeing Overtime for Truckers Act rights this wrong and would end this inexcusable abuse to hundreds of thousands of drivers across the country.” The Owner-Operator Independent Driver Association (OOIDA) also supports the legislation. “It’s hard to think of many professions where employees must be on the clock but not fully compensated for their time,” said Todd Spencer, president of OOIDA. “But this is the reality that many truckers face because of the FLSA overtime exemption. Shippers, receivers, carriers and others throughout the supply chain hardly have to think twice when they push truckers to work 60, 70 or 80 hours in a week — because they know they won’t have to pay overtime.” American Trucking Associations President and CEO Chris Spear does not agree. “This proposal is nothing more than a thinly veiled attempt to boost trial attorneys’ fees,” Spear said. “It would reduce drivers’ paychecks and decimate trucking jobs by upending the pay models that for 85 years have provided family-sustaining wages while growing the U.S. supply chain.” Dave Williams, chairman of the Truckload Carriers Association and senior vice president of equipment and government affairs for Knight-Swift Transportation, calls the legislation a case of “good intentions with unintended consequences.” “The proposed overtime bill would force additional costs on the carrier and hope the carrier finds a way to pass on those costs to the shipper,” Williams said. In a recent interview with The Trucker, Padilla described his reason for sponsoring the bill, saying, “I think it is pretty simple and straightforward … a lot of other workers and a lot of other industries get paid overtime for their time and their work. Truckers deserve the same, but for reasons I don’t understand, the Fair Labor Standards Act of 1938 exempted many truckers from overtime protections, including overtime compensation.” The logistics of trucker overtime While the premise of the bill might be simple and straightforward, the implementation would be anything but. One of the first hurdles to clear will be figuring out how — and even if — current Federal Motor Carrier Safety Administration (FMCSA) regulations permitting 11 hours of driving during a 14-hour work period and 60 hours of work in a seven-day period (or 70 in an eight-day period) would mesh with eight-hour workdays and 40-hour work weeks. There are many questions to be considered, the most obvious being: If this legislation becomes law, would carriers adjust drivers’ hours to avoid payment of overtime? Doing so would drastically increase the number of trucks and drivers needed to haul the same amount of freight — in a market where company drivers are already hard to come by. Over-the-road drivers regularly work 60 or more hours every week rather than 40. It’s likely that paying the generally accepted time-and-a-half overtime rate for 20-plus hours per driver per week would result in drastic changes to the rates carriers charge their customers. How would customers be billed for additional time spent in traffic or shut down due to weather conditions when rates are agreed to before loads are picked up? Potential overtime costs would need to be built into the rates. Padilla indicated that the sponsors of the GOT Act would leave those questions to the industry. “We’re not being prescriptive in how the large carriers, or any carrier, frankly, will comply with ensuring overtime pay,” he said. “For those (carriers) that are already compensating idle time — or any type of overtime — good for them. That should be the standard, not the privilege of just the drivers who work for them. It should be the standard across the industry, and it’s in everybody’s interest.” Padilla says he understands that motor carriers are not always responsible for hours-long delays experienced by their drivers. “You have issues of idle time, for example, at ports when trucks are being loaded and unloaded. You do have issues of traffic. I come from the state of California — specifically the city of Los Angeles — where I see truckers having to battle through traffic many times during the day,” he said. “So, time worked is not always equivalent with vehicle miles traveled. “Those are just two examples of the inefficiencies in the supply chain that workers are victims of because they’re not being fairly compensated for the time and the work that they’re putting in,” he continued. “Ensuring that truckers can earn overtime pay for their overtime work is only right.” Shifting to the perspective of motor carriers, the pay structure itself would need to be changed if these bills become law. Overtime pay is based on an hourly wage, while most over-the-road truckers are paid on either a cents-per-mile basis or receive a certain percentage of the profit from each load. At a minimum, carriers would need to adopt a combination of strategies, adding overtime hourly pay to the current system — or even change their pay systems entirely. There’s also the question of how owner-operators and independent contractors might be compensated. Because these drivers are self-employed, they are not bound by overtime rules. However, the implementation of overtime compensation could benefit these drivers. If carriers are required to pay overtime to company drivers, the result, as noted earlier, would likely be increased rates for their customers. These increased rates might create a competitive advantage for owner-operators and independent contractors. Another factor would occur if carriers reduce drivers’ hours to contain overtime costs, resulting in reduced capacity in the market, further driving rates up. Then, if more drivers purchase trucks and become owner-operators to take advantage of higher rates, the FMCSA’s task of monitoring carriers becomes more difficult. The safety factor Industry safety groups have come out in favor of the bill, claiming that it would increase safety. Certainly, a case can be made that reducing driving hours to avoid overtime pay could ensure that drivers get more rest, enhancing safety efforts. “When (carriers are) looking at their bottom line versus what’s in the best interest of truckers — or frankly, safety on the road when truckers have to put in more time to get the work done — that’s not always good for road safety,” Padilla said. “There may be a concern about either increased costs or … shifting costs. What I believe will happen is incentives will appear to (create) more efficiency throughout the supply chain. “Let’s tackle the idle time and the inefficiencies when trucks are being loaded or unloaded at ports or at warehouses,” he continued. “Because right now, there’s no intent to cut down on that time that keeps truckers idle.” There’s yet another side to the issue: Carriers that reduce their drivers’ hours to avoid paying overtime will need to put more trucks on already congested roads to meet customers’ deadlines and demands. Because of this, parking, which is already a driver’s nightmare in some areas of the U.S., will become an even bigger problem. None of these enhance industry safety. Undoubtedly, drivers would benefit from the increased pay resulting from the passage of the GOT Act. Some argue that it’s only fair that drivers receive the same wage protections as workers in other industries. Higher pay could attract more drivers to the industry, helping alleviate the driver shortage complained about by large carriers and trucking associations. At the same time, the aforementioned increased freight rates would undoubtedly result would add to inflationary pressures on the economy, increasing the cost of everything that moves by truck. Although the FLSA exempts numerous employees in a variety of industries over which the Department of Transportation has jurisdiction, the provisions of S 32273 and HR 6359 apply only to those regulated by the FMCSA. A bipartisan issue Padilla says support for the bill is bipartisan, although at the time of this writing no Republican senators have officially thrown support behind the Senate version. Cosponsors include Sens. Edward Markey (D-MA), Bernard Sanders (I-VT), Elizabeth Warren (D-MA), Richard Blumenthal (D-CT) and Ron Wyden (D-OR). However, the House version of the bill is sponsored by Rep. Jefferson Van Drew, a New Jersey Republican, and cosponsored by Rep. Mark Takana, a Democrat from California. “Every community is served by truckers — it’s red states, it’s blue states. It’s red towns, it’s blue towns. This is not a partisan issue,” Padilla said. Regardless of where one stands on the issue, there are a million questions that must be answered before the GOT Act becomes effective in the trucking industry. While the bill guarantees overtime pay for truckers, it also guarantees something else — a watershed moment for the trucking industry.

Averitt opens new facility in Alabama

MOBILE, Ala. — Averitt has unveiled its new, environmentally friendly facility in Mobile, Alabama. The facility features a 120,000-square-foot warehouse with a 35,000-square-foot cross-dock, according to a news release. With this new South Alabama Logistics Park location, Averitt officials say they expect to add 32 new jobs in addition to the existing 47 jobs.   “This significant milestone continues the company’s commitment to supporting the needs of shippers in and outside of the Mobile metro,” the news release stated. The proximity is a gateway for shippers to access Averitt’s asset-based fleet and distribution network covering North America. The opportunity to use the Mobile port for its international cargo arises, enhancing Averitt’s logistics capabilities regionally and internationally, the news release stated. “Addressing the needs of regional shippers is a key focus, as well as incorporating eco-friendly choices and strategic planning,” said Barry Blakely, Averitt’s president and chief operating officer. “Our commitment lies in fine-tuning logistics to suit the unique requirements of our valuable partners and customers in the region.” The new facility has state-of-the-art equipment, technology and features that include: A 60-door LTL dock with a ramp for ground-level access and dock levelers;  A fully ventilated and heated adjoining warehouse with 20 doors and dock levelers; Over 400 truck and tractor-trailer parking spaces; A Driver Support Center with a driver lounge, satellite television, restrooms with showers and more; and Enhanced security measures, including electric fencing, gated entry, and round-the-clock video surveillance.  The company also integrated several eco-conscious features like motion sensors, energy-efficient LED lighting, all-electric forklifts, along with other environmentally friendly technologies.  “These initiatives reduce our environmental impact and contribute to a more environmentally responsible supply chain,” Blakely said. “Being in Mobile enables us to deliver efficient and comprehensive logistics solutions to our customers.” For more details about this new facility, please visit Averitt.com/Mobile. 

Casella Waste Systems adds diesel tech program

RUTLAND, Vt. — Casella Waste Systems has added a Diesel Technician Training program to complement its Commercial Driver’s License (CDL) Training School. According to a news release, the inaugural class has already completed its first session. The goal, Casella officials say, is to support the regional labor force in New England. “Three years ago, we launched our CDL school with a long-term vision of building out this next phase of training to support our continued growth and needs from a technician standpoint,” said John W. Casella, chairman and chief executive officer of Casella. “These programs help to build a sustainable pipeline of frontline drivers and technicians that will have the right skills and values to continue providing outstanding service to our customers in the near-term, while simultaneously getting people on debt-free paths to long and rewarding careers in our industry.” Since its inception in November 2020, Casella has trained more than 200 candidates at its CDL Training School, with a nearly 100% graduation rate, according to the news release. The training is valued at roughly $5,000 per student and is completely free if students successfully pass the exam and remain with the company for one full year. So far, that’s amounted to a nearly $1 million investment, Casella officials report. “Many of our leaders throughout the company began their careers on the frontlines of our business,” Casella said. “What we have seen is that some of our best division managers, operations managers, and maintenance supervisors all began their careers by doing the work that they are now leading. These programs are designed to make it easier for qualified candidates to enter our industry by eliminating hurdles such as lack of funds to pay for school or tools and put them on a path to succeed for themselves, their families and the company.” Currently operating out of the company’s Williston, Vermont, Hauling Division, the Diesel Technician Training School will eventually be located alongside the CDL Training School in West Rutland, Vermont, within proximity to its home office, as well as the new Casella Engagement and Learning Center, located at the former College of St. Joseph. According to Casella, this is essential to ensuring the company’s continued growth. “We believe that bringing people from all over our company to a central location to learn vital skills, immerse them in our core values and culture, will make all the difference in our continued success,” Casella said.

Follow these tips to stay safe on icy roads 

LITTLE ROCK, Ark. — Winter has arrived in many parts of North America — or has it? Actually, winter officially begins with the winter solstice. This event doesn’t occur until 10:27 p.m. on Dec. 21.  So, even though we’re technically in the waning days of fall, professional drivers are more concerned with the weather than the actual season. Truckers know that weather conditions change, not only with the different systems that come through, but also with the time of day, the altitude and other factors.  It’s important for drivers to be prepared for winter driving conditions long before the calendar says the season has arrived.  Many drivers have worked through multiple winters on the road, and they know how to react to most situations. It may be easy for these drivers to let down their guard when driving in inclement weather — after all, they know how to handle the rig.  But complacency can be a killer. No matter how many snowstorms you’ve survived or how many times you’ve prevented a skid on an icy surface, it’s always a good idea to review and practice winter driving skills — and make sure you’re prepared for winter’s worst.  What to watch for  When temperatures drop to near freezing, rain often turns to something else. It’s pretty easy to realize that a foot of snow on the roadway presents a driving hazard. However, weather hazards aren’t always that obvious. Sometimes the rain doesn’t freeze until it hits the ground or some other object. Sometimes it looks just like water on the road surface ahead. Sometimes it IS water; other times, that wet surface could actually be a treacherous sheet of ice.  Knowing what kind of surface you’re driving on can be critical to maintaining control. Weather reports are helpful, but they can’t provide mile-by-mile information. The safest choice in any winter weather is to assume that traction is compromised. It may be easy to travel at your normal speed — but you don’t want to be in a situation where you can’t slow down.  Freezing rain can be difficult to detect, but there are signs to watch for. A key indicator is water spray coming off the wheels of a passing vehicle. If there’s no spray, the road isn’t wet — it’s frozen. Another hint comes from watching the CB or other antennas on vehicles around you. Normally, antennas are pushed backward in the windstream of a moving vehicle. A coating of ice will make them behave differently, moving from side-to-side or in a circular pattern.   Even though the main road may be clear, keep in mind that elevated surfaces may be icy. This is because the ground beneath the road surface takes longer to freeze, and it can actually warm the road enough to melt snow and sleet. However, there’s no ground underneath bridges, overpasses or elevated roadways, so any water on these surfaces can freeze quickly.  Many jurisdictions use salt or chemicals on roadways to help melt ice or prevent it from forming. How well this works depends on the substance, how much is applied and the length of time between applications. The water from melting ice dilutes the chemicals, and they become less effective as time passes. The resulting liquid can still freeze.  WINTER DRIVING SAFETY TIPS  When piloting a big rig, driving in less-than-ideal traction conditions requires slower speeds and greater following distances. Vehicle controls, such as steering and braking, should be done as gradually as possible to avoid losing traction. An occasional check of the brakes, while moving at a slower speed, is often advisable.  Make sure your vision is unobstructed.  Also, keep in mind that slippery roads aren’t the only hazard presented by winter weather. Sun glare is severest during the winter because white snow reflects most of the sunlight that hits it. Sunglasses are an important accessory for improving vision and reducing eye fatigue. Be sure to have a pair on hand.  Keeping your truck’s windows, mirrors and lights clean is also important. The salts and chemicals used to clear roadways are thrown into the air as road spray by vehicles. As water evaporates from the glass surfaces of your truck, it leaves dirt and chemicals behind. Heated mirrors are especially susceptible to grime buildup, but any window — including the windshield — can get dirty very quickly.  Keeping the windshield washer reservoir filled is a good practice, and a high-quality washer fluid is important. Make sure the freeze-point of the product you buy is below zero. Washer fluid that freezes in the tiny lines that carry it to the spray nozzles can be extremely difficult to clear out. It’s a good idea to keep a bottle of window cleaner in the cab, and clear mirrors and windows whenever you stop.  Now, let’s talk about lighting. LEDs have revolutionized truck lighting, helping to improve night vision as well as the ability of others to see your vehicle — all while using a fraction of the electricity of old-style incandescent bulbs. There is, however, a trade-off: Incandescent lights produce heat, which helps to melt ice and snow from headlight lenses. LED lights, on the other hand, can be quickly obscured by accumulating snow. Check your lights each time you stop, and clear them if necessary.  Don’t depend on automated systems.  Another innovation that can hinder winter driving is the auto-shift transmission that most trucks are equipped with these days. Downshifting on a slippery surface can cause loss of control.  A driver with a manual transmission can choose the most appropriate time to make the shift. Some auto-shift transmissions allow the driver to manually select the gear, but the system may or may not override the driver’s choice. Know how your transmission reacts and how to keep it in the gear you choose, if possible. At the very least, be familiar enough with your truck’s transmission that you’re not surprised by a shift at the wrong time.  Be prepared in case you’re stranded.  Today’s trucks are technological wonders — but they can still break down. In fact, a sophisticated truck’s sensors and automatic shut-down protocols could leave you stranded in situations where an older truck might have made it to a place of safety.  Always have cold-weather clothing in the cab, including warm hats, gloves and boots (insulated and waterproof, if possible). Every winter brings more stories of drivers who are stranded by weather-related shutdowns. Be prepared to work outside of the cab or to walk to a place of safety.  If walking to safety is not an option, it’s important to keep drinking water, nonperishable snacks and meals and warm blankets on hand.  Watch out for other drivers.  Finally, many other motorists don’t have as much training and experience as professional truck drivers, and they may not make sound driving decisions when the weather turns bad. Give them lots of room, and keep a close eye on them. In many cases, you can anticipate their actions and prepare for them.  It’s important that you get home safely, but you’ll feel even better knowing that you helped others get home safely, too.

Free webinar set for heavy-duty truck technicians

LEESBURG, Va. — The National Institute for Automotive Service Excellence (ASE) is hosting a free webinar for service technicians. The webinar, “Understanding the EPA’s Clean Trucks Plan,” takes place at 4 p.m. Eastern Standard Time on Tuesday, Dec. 12, according to a news release. The webinar will be the second session in the Environmental Protection Agency’s (EPA) educational outreach webinars.  EPA representative Frank Acevedo will share an overview of the agency’s initiative to reduce emissions from heavy-duty vehicles through the EPA Clean Trucks Plan, the news release notes. The plan also includes the recently adopted regulations to reduce nitrogen oxide (NOx) emissions, starting with the heavy-duty vehicles with the model year 2027. Registration is required for this webinar; attendees will receive a certificate of attendance for attending the live session. To register for the webinar, click here. Participants who missed the first session and want to review it again can register to receive the recorded version by clicking here.