Truck Driving Job News Archives

ATA urges modernizing transportation security screening requirements

Erica N. Guy - December 6, 2023

WASHINGTON — In a news release published by the American Trucking Association (ATA) on Dec. 6, the organization announced its role in leading more than 150 organizations to urge Congress to pass the Transportation Security Screening Modernization Act. According to the news release, the bill introduced to Congress by multiple representatives would eliminate the needless fees and background checks for essential transportation workers if passed. The act is supposed to cut through red tape to allow workers to submit their existing valid background checks to TSA-managed credentialing programs. Eliminating the duplicative screenings would let the bill codify formal recommendations by the Government Accountability Office dating back to 2007. This recommendation was also reasserted in 2020 in the comprehensive security assessment conducted by the Homeland Security Operational Analysis Center (HSOAC). However, the bill does not make any modifications to the backend security assessment conducted on individual applicants, ensuring that they undergo the same level of review as they do under current law, according to the ATA. “Subjecting essential supply chain workers to the same exact background check multiple times in order to receive different credentials from the same agency does nothing to enhance security,” said ATA President and CEO Chris Spear. “This system only serves to pad government coffers by forcing truckers and other transportation workers to pay duplicative fees for a background check they’ve already cleared. Congress should not allow the inefficiencies of government bureaucracy to impede the efficiency of our supply chain, especially at the expense of those hardworking men and women who keep our economy running.” ATA Chairman Andrew Boyle, co-president of Boyle Transportation, called the legislation common-sense. “The bi-partisan bill provides a logical solution to fix some serious flaws in the credentialing process,” he said. “These issues, which are well documented by GAO, incur considerable costs on drivers and fleets. Here is a perfect example of where Congress can make government work better to support the supply chain and essential, frontline workers who move our economy.” ATA Vice Chairman Wes Davis, president of Big M Transportation, called the process “onerous.” It “is disruptive to supply chain continuity and deters many qualified drivers from obtaining the credentials required to move these critical loads,” he said. “As we work to recruit more drivers into the industry to meet consumer demand, it’s important that the credentialing system respects drivers’ time and money. This bill will make sure that’s the case.” Republican Rep. Garret Graves of Kentucky called the regulations “ridiculous.” He said that the “red tape has crushed America’s supply chain workers. We need to expedite the time it takes to put an essential worker into our workforce, not requiring people to stand in line for security credentials only to have them get back in line to obtain a redundant background check for another TSA credential. The supply chain crisis has contributed to higher consumer costs and shortages, and this effort is part of the solution to make sure our transportation workforce is able to work at full speed. I look forward to working with this strong group of bipartisan lawmakers to ensure that this legislation strengthens our economy and supply chain while reducing costs and headaches.”

Still truckin’: Professional driver BJ Neal is in it for the long haul

Dwain Hebda - December 6, 2023

Pulling into the truck stop parking lot — the kind of place she’s been rolling to a stop at for almost 50 years behind the wheel — BJ Neal scans her surroundings and lets the muscle memory honed by decades on the road click in her head. It may look like a small detail, this deductive process of choosing just the right spot, but it isn’t — at least not for someone who came up the hard way. “When they started having the huge truck stops, there were drivers who recognized I was willing to just be a straight, honest driver, and they would give me pointers,” Neal told The Trucker. “They would always tell me what truck stops were the safest to park and where to park. You never parked in the back row. That’s where drivers would sell parts of their loads, where the lot lizards worked, there were the drugs and all that,” she said. “I don’t have to deal with that anymore, but I can remember when parking (space) at a truck stop had to chosen carefully,” she continued. “When I go now, it’s well-lit, it’s open. I don’t even think about it anymore, but I still have a tendency not to park in the back because of old habits.” It seems Neal was destined to be a curiosity in her career. She was raised in an era when females in the cab of a truck were frowned upon (if they were allowed at all), and she started driving in an era when she was often, in her own words, the only gal in the room. Today, she stands out because, at the age of 81, she is still truckin’ along. For someone who says she just wanted to get the job done, the sassy Oregonian has blazed quite the trail. “I have tried over the years to figure out why I have so much fun doing this,” she said. “All I can say is I must have a thing about running around on wheels, because I’ve always enjoyed it. “The same highway is never the same. There’s always something,” she continued. “People say, ‘Don’t you get tired and fall asleep at the wheel?’ I say, ‘No, I’m busy. I don’t have time!’” Neal first discovered a love for the road sitting beside her father, who drove logging trucks in the Cascade Mountains of Oregon. By the time she was old enough to earn her chauffeur’s license — this was long before the days of CDLs — management put the kibosh on her ride-alongs with her father. However, the hook had been set, so to speak, and Neal happily followed the road into trucking. When she met her future husband, who was also a driver, she recalls shooting him straight about her goals. “My husband knew what I wanted to do, because from the time I was a kid, I always said, ‘I’m going to be a truck driver someday,’” she said. “In those days, they didn’t have many rules they enforced on how long you drove, so produce haulers had to do an awful lot of extra hours,” she continued. “Back then, you picked the stuff up fresh, so they iced it. We used to have to go places and have the ice blow out of the load. Down the road, you’d see water dripping behind you all the time.” Neal’s husband was supportive of her goals. “My husband asked his boss if he could teach me and his boss said, ‘Yeah, go ahead,’” she said. “He didn’t have to pay me; all he would be paying would be my husband, and I’d be doing the extra driving. I got most of my hours as relief driver for him.” By the mid-1970s, Neal and her spouse were driving regularly for small operators between California and the Pacific Northwest, and they even bought their own truck. When the marriage fell apart, however, she found it difficult to get hired. “My husband and I divorced in ’83. It just happened. By then I had about eight years driving experience, but I was never a paid driver — and they still did not like the idea of a woman being in the truck alone,” she recalled. “There was a lot of reluctance to hire me,” she said. “I did have friends that knew I was a good driver, so I was encouraged to check a company out of Portland, Oregon, that hired teams and did not care if you knew each other. They put two people in a truck, and that was it. They hired me and let me drive.” The company’s system put Neal in whatever truck was available, with whoever was available. Some of these pairings worked out, but most of them didn’t — and Neal said she soon grew tired of sharing the cab. Determined to drive her own rig, she eventually left Oregon and headed for Texas. There, she did a lot of slip-seating, constantly changing equipment and driving whatever rig dispatch put her in. “Eventually things changed, and I went with companies where I had an assigned truck,” she said of her 30 years driving in Texas. “Everybody knew when they hired me that I had a lot of different trucking backgrounds and could take any truck.” Eventually, time did what adversity and discrimination never could: It slowed her down. As she approached her 70s, Neal said, she quit long-haul runs for more localized routes. Since moving back home to Oregon in 2016, she has done what she describes as “part-time” driving. Most recently, she joined K&E Express Transportation out of North Bonneville, Washington. She now drives a local route, delivering to grocery stores and warehouses. Every run she makes adds to her career total miles. That’s a number Neal stopped tallying after hitting the 2 million mark during her years in Texas. Neal says that life is good and she’s happy, and that the years haven’t “ground all the pepper out of her” yet. “The only complaint I have in life is that, because I learned to drive the older trucks, I don’t like the newer trucks,” she said. “I have a lot of trouble with them, with all their so-called ‘smart stuff,’” she continued. “It’s stupid to me. [This company has] one truck that’s a 2015 I think, a Kenworth, which I love to drive but don’t get to all the time. The rest of them I just deal with.” Luckily, Neal’s company takes notice of its drivers’ preferences. “They’re replacing all of this equipment with newer trucks, and I’m going, ‘Aaaaaaaah!’” she said. “The owner said, ‘I’m going to keep the old Kenworth.’ I said, ‘Oh, good!’ It’s better than driving these new things.”

Take these steps to reduce holiday stress on the road

Bob Perry - December 4, 2023

No doubt, as a professional truck driver, many of you have discovered that working and being away from loved ones during the holidays is tough. It’s difficult being away from friends and family for days or weeks at a time, especially this time of year. Here are some tips to help make your days (and nights) a little less stressful. Count your blessings. Remind yourself of all the good things you have going on in your life. For example, you’re working, you have great friends and a wonderful family, and you’re (hopefully) healthy. I try to practice two rules: Be thankful for what you have. Don’t forget rule No. 1. Make your bunk area a home away from home. Before heading out on the road, try to make your truck’s bunk area as close to a “home” setting as you can. Surround yourself with a few of the comforts of home. For example, use your favorite pillow and blankets for the sleeper berth. Also, taking a pet along for the ride can be very helpful and comforting — if your company allows. Stay in touch with loved ones. Ask your partner/spouse, kids and other family members — as well as close friends — to contact you through video calls (such as FaceTime) when you can safely visit during a break. In addition, if you have to miss events such as school concerts or holiday get-togethers, have loved ones use their phones to take photos and videos and send them to you. You can play them back when you have reached your destination. Don’t just sit behind the wheel! Try to incorporate some form of regular exercise every day, even if it’s just walking laps around your truck. Walking can help relieve stress and increase your energy levels, giving you more energy to manage stress easier. Personally, I have found that whenever I’m feeling overwhelmed and/or stressed, exercise brings me back to a mind space that makes me realize the problem actually isn’t as difficult as I imagined. Stock your fridge. Make sure the mini fridge in your truck is stocked with healthy foods — and even maybe a couple of special treats. All too often, we use unhealthy food (such as cake, ice cream and cookies) to fill the void of being alone and unhappy — and then we feel guilty for gorging on junk food. Keep recent photos or memorabilia in your cab. Posting printed photos of family and friends in the truck is a great way to help alleviate homesickness. Is there room on your dash to safely display a couple of special mementos? If so, do it! You’ll smile every time you glance at them. Known as The Trucker Trainer, Bob Perry has played a critical role in the paradigm shift of regulatory agencies, private and public sector entities, and consumers to understand the driver health challenge. Perry can be reached at [email protected].

Pump up the protein: A path to better health for carnivores and vegetarians alike

Hope Zvara - December 2, 2023

We’ve all heard about the incredible importance of protein for our body. Here at Mother Trucker Yoga, we know all too well that your hours behind the wheel can put a dent in your meal planning — but don’t fret! We’ve got you covered when it comes to figuring out the whats, whens and hows of fueling up with the protein that’s right for you. Whether you’re a meat lover or a vegetarian (or a little of both), there are protein sources that’ll keep both your taste buds and body happy and strong. Calculate your protein intake. Let’s break it down. To calculate how much protein you need daily, just take your body weight (in pounds) and multiply it by 0.78. Math isn’t really your thing? No worries, we’ll help you out. Let’s say you weigh 180 pounds: 180 x 0.78 = 140.4. In other words, you need 140.4 grams of protein daily. It’s that simple! So now you know your protein goal. But how do you split it up into meals? Divide and conquer. To help your body process and utilize protein effectively, it’s best to divide your daily protein intake into three or four meals. For our 180-pound buddy mentioned above, that means eating around 35 to 47 grams of protein per meal. Now, let’s get to the real meal deal! Meat lovers, unite! There’s plenty of protein to be had for carnivorous truck drivers: Jerky: This is a classic road snack that packs in the protein. Just be cautious of added sugars and preservatives. Rotisserie chicken or turkey: Pick up a pre-cooked bird at a grocery store whenever you stop. Strip that carcass and divide it up into easy-to-travel meals and snacks. Pre-packed salads with grilled chicken: Grab one of these bad boys from a supermarket deli for a quick, protein-filled meal on the go. Canned fish: Tuna, salmon or sardines, anyone? Throw some in a salad, or use them as cracker toppers. Veggies, take the wheel! Vegetarian truckers, we’ve got your backs, too: Nut butter: Spread it on rice cakes, apples or celery for a satisfying protein boost. Greek yogurt: This is a high-protein snack that combines well with fruit, granola or honey. We recommend going for a low-fat option! Ready-made protein shakes: Find a brand that meets your needs, whether whey-, pea- or soy-based. Mixed nuts: Keep this protein-rich, fiber-packed snack in your cab at all times for a crunchy pick-me-up. Keep the (protein) wheels turning. As we age, staying active isn’t the only challenge: Maintaining muscle mass is essential! Protein helps with just that, especially when paired with regular trucker-friendly exercises. So, next time you fuel your truck, remember to give your body what it needs. These practical, protein-filled ideas for your meals will take your health journey one mile further at a time. Let’s pump up the protein, fellow truckers! Mother Trucker Yoga is right there with you, cheering you on through every twist and turn and straightaway on the road called life. Happy trucking, and stay protein-strong! Hope Zvara is the CEO of Mother Trucker Yoga, a company devoted to improving truck drivers’ fitness and wellness standards. She has been featured in Forbes and Yahoo News, and is a regular guest on SiriusXM Radio. Her practical strategies show drivers how they can go from unhealthy and out of options to feeling good again. Find out more at mothertruckeryoga.com.

Redefining commercial trucking insurance

OOIDA - December 1, 2023

For decades, the Owner-Operator Independent Drivers Association (OOIDA) has been a pillar in the trucking industry, not just because of the group’s advocacy work, but also as a leading provider of cost-effective commercial truck insurance for independent owner-operators. Empowering independent truck drivers OOIDA’s journey in truck insurance began out of necessity. Prior to 1973, small trucking businesses struggled with expensive — and often unreliable — insurance options. Recognizing the need for fair, trustworthy coverage, OOIDA established its insurance division, Owner-Operator Services Inc. (OOSI), in the late 1980s. Since then, OOSI has grown into a top commercial insurance provider in the U.S. Tailored insurance for small trucking businesses Understanding the unique challenges of small trucking operations, OOIDA has designed insurance policies that cater to their specific needs. These insurance plans, backed by the extensive experience of OOSI agents, offer comprehensive coverage without the financial strain of large upfront payments. Advocacy through insurance Choosing OOIDA’s insurance services extends beyond individual protection. It contributes to the broader mission of advocating for fairer industry practices and regulations. Unlike other providers focused on profit, OOIDA reinvests insurance revenues into efforts to create a more equitable trucking industry. Comprehensive coverage options OOIDA’s insurance plans cover a range of needs for owner-operators and leased operators. Options include personal property, gap coverage, roadside assistance and more, ensuring truckers are comprehensively protected. You can reach an OOIDA truck insurance agent Monday through Friday, from 7:30 a.m. to 5:30 p.m. CST, at 800-715- 9369. Do you have an insurance topic you would like to know more about? If so, email us at [email protected]. We will be covering a new topic each month and will do our best to address everyone’s questions.

One toke over the line? Testing for marijuana impairment not ready to hit the road

Brad Klepper - November 29, 2023

For this month’s column, I want to discuss something that I’m sure nobody in the industry has ever addressed (place tongue firmly in cheek here). We’re going to talk about marijuana and the trucking industry. (Yes, I know others have talked about the subject at great length — hence, the tongue-in-cheek reference.) Now, before you all start jumping to conclusions about me, there are a few things you need to understand. First, I went to college in the ’80s (read into that whatever you want). Second, I want our roads to be safe at all times and our industry’s drivers to be the safest on the road. With that in mind, I have no tolerance for drunk drivers, stoned drivers, distracted drivers or drivers who do not act or drive like a professional. Honestly, I just don’t. So, with that said, how do we reconcile the current state of the world in regard to recreational/medical marijuana usage and trucking? Quite simply, I am not sure we can, at least not right now. As background, and according to a recent ATRI report, 49.8% of the general population — and 41.4% percent of truck drivers — live in a state where recreational marijuana use is legal. These figures are up from 24.5% and 18.5% from 2019. In addition, according to ATRI, 59% of Americans support both medical and recreational marijuana legalization, while only 10% are opposed to any form of marijuana legalization. However, marijuana is classified as a Schedule I drug. This classification includes heroin, ecstasy and LSD. This means that, regardless of any state’s position, marijuana use is prohibited by federal law. And, since trucking is a heavily regulated industry, this means marijuana use is expressly prohibited, regardless of the state’s position. This creates a problem with the enforcement of federal laws and presents numerous employment issues for carriers. So where does this put us? I really am not sure. I think the growth of medical/recreational marijuana is going to continue, and it will continue to permeate our industry. The question becomes: How can we determine if a driver is operating while under the influence of marijuana? As you know, every state has laws dealing with alcohol- and drug-impaired driving. But unlike laws for drunk driving, laws addressing driving while stoned vary substantially. The two primary approaches are behavior based (think field sobriety test or a test conducted by a DRE) and biology based. The biology-based test measures the concentration of THC in a driver’s blood. Three states have laws where anything greater than 0ng/ml shows impairment. Four states have limits of 5ng/ml, while 10 other states use a positive metabolite test. However, in this test, metabolites could be present several weeks after using marijuana. In addition, some people may have a higher tolerance for marijuana than others. So, as you can see, there is no standard test to determine actual impairment resulting from marijuana use. However, many researchers believe the behavioral approach to documenting impairment is the most promising solution. With that in mind, at a recent conference, I had a very interesting conversation with PJ Barclay, a native of South Africa who now lives in Edmonton, Alberta, Canada. Apart from being a South African in the great white north, PJ leads the team at Impirica that has developed and commercialized a series of solutions that help the transportation, medical and law enforcement communities with validated solutions that actively measure the risk of impairment. With specific reference to transportation, PJ’s solutions have a cognitive screen, called Vitals, that actively measures a driver’s risk of impairment. This measurement of risk empowers decision makers to proactively respond to the identified risk. The Vitals screen was designed and validated to engage the brain in the same way it would be while driving — which provides a predictive metric of driving risk. While the Vitals cognitive screen is designed to measure impairment associated with the use of cannabis, the screen itself is agnostic to cause, meaning it focuses less on the cause of impairment and more on whether the driver is fit for duty. With performance as the focus instead of the cause, Vitals has applications beyond cannabis use and addresses a multitude of factors that could render a driver impaired. What I found most fascinating about the conversation is that Impirica’s solutions have already been validated and are currently in active use. At the end of the day, I am not a scientist or cognitive researcher. Hell, I don’t even play one on TV. With that in mind, I don’t know if Imperica’s device is the answer to determining impairment. I just think that, as recreational/medical marijuana use continues to expand, we need to think outside the box and develop a roadside test that can accurately determine impairment. To that end, I applaud PJ and others who are working to make this happen. In closing, I acknowledge that I have glossed over many facts related to marijuana use, testing, impairment and a million other things. There is simply not enough space to cover every issue in the space allowed! Brad Klepper is president of Interstate Trucker Ltd. and is also president of Driver’s Legal Plan, which allows member drivers access to services at discounted rates. For more information, contact him at 800-333-DRIVE (3748) or interstatetrucker.com and driverslegalplan.com.

‘An absolute privilege’: Werner drivers recount driving Capitol Christmas Tree

The Trucker News Staff - November 29, 2023

KIRKLAND, Wash. — For Werner Enterprises drivers Tim Dean and Jesus Davila, the opportunity to transport this year’s U.S. Capitol Christmas Tree from the Monongahela National Forest in West Virginia to the nation’s capital in Washington, D.C., lived up to the hype — and then some. “It was an absolute privilege to be one of the drivers for this year’s tour and travel throughout West Virginia to share the holiday spirit,” Dean said. “Being involved in this special transport far exceeded my expectations. I had so much fun visiting communities along the way and seeing how much joy and pride this tree brought to West Virginians who came out and visited us during the tour.” For the past 10 years, Kenworth has been a major sponsor of the U.S. Capitol Christmas Tree program, supplying trucks to haul the special tree each holiday season. Kenworth recommended Werner to safely transport the 63-foot Norway Spruce from its harvest site in West Virginia to the West Lawn of the U.S. Capitol Building in Washington, D.C., with a series of community events along the way. Dean, who joined Werner in 1988, is only the second driver in Werner’s history to achieve 5 million accident-free miles. He’s also served as an America’s Road Team Captain for the American Trucking Associations (ATA) and a Werner Road Team Captain and mentor since 2005. Davila, a retired U.S. Marine of 12 years and Purple Heart recipient, joined Werner in 2018 and has more than 550,000 accident-free miles. In celebration of its centennial milestone, Kenworth provided Dean and Davila with a Kenworth 100th Anniversary T680 Signature Edition for the U.S. Capitol Christmas Tree tour. The truck was equipped with a 76-inch high-roof sleeper and PACCAR Powertrain, featuring the PACCAR MX-13 engine rated at 455 horsepower, PACCAR TX-12 automated transmission and PACCAR DX-40 tandem rear axles. Before Dean and Davila could embark on the journey through West Virginia and visit communities throughout the state prior to reaching Washington D.C., the Christmas Tree needed transport from its harvest site deep in the Monongahela National Forest. On Nov. 1, the Norway Spruce was harvested in wintery conditions, a fitting way to start off the holiday season and the U.S. Capitol Christmas Tree Tour, which officially began on Nov. 4. Once the tree was harvested and loaded onto a Manac extendable flatbed trailer, donated by Hale Trailer Brake & Wheel, Dean was tasked with the responsibility of driving a Kenworth W990, equipped with a 52-inch flat-roof sleeper, an MX-13 engine rated at 510 horsepower and a PACCAR TX-18 transmission, to haul the Christmas tree down 14 miles of forest service roads. “There were a few inches of snow on the ground and the roads were tight and slick in some areas, but the W990 is built to handle adverse conditions like that,” said Dean. “The drive off the mountain went according to plan. The truck handled the roads very well and shifted through gears smoothly. It was almost like driving a manual with the responsive control I had.” Once off the mountain, the trailer was hitched to the Kenworth T680 Signature Edition, and Dean and Davila were off to visit 12 towns throughout West Virginia for community celebrations. Both drivers are accustomed to hauling van trailers for Werner, but driving a truck with an oversized trailer that measures a combined 102 feet in length, presented a new challenge. Fortunately, support from local agencies and an escort from the Forest Service helped make the journey a breeze. “I couldn’t be more appreciative for all the hard work law enforcement and the Forest Service put in to help direct us and keep us on the right path throughout the tour. There was a lot of pre-trip planning, so we knew the route logistics,” Davila said. “As for driving, our job would have been much tougher if Kenworth didn’t produce such a great product and provide a truck with all the bells and whistles. The T680’s turning radius, coupled with Torque Assisted Steering, made for a lighter steering effort — which reduced arm fatigue and made it easier to turn through tight city roads. The Digital Mirrors system also eliminated blind spots and gave us many different viewpoints to support in backing the trailer around corners. That safety technology made it easier for us to do our job.” According to Dean and Davila, traveling through West Virginia, a state known for its natural beauty, and visiting towns along the way was more fun than the two could have imagined. “Everywhere we went, the turnout was great and the people who came out to see the tree were so prideful that it came from their state,” Dean said. “There was a lot of interest in the tree and the logistics behind getting the tree to the capital. It was so much fun to meet all the people and bring joy to all the communities we went to along the way. I’ve accomplished a lot in my career as a driver, but being involved in this tour is something I’ll always remember.” Davila said it was special to share the experience with West Virginians and to see so many happy people. “Especially the kids who were excited for the holidays, (that) was special,” he added. “So many kids signaled to us to blow our air horn throughout the tour, which was really memorable. It made us proud to be drivers and be a part of the tour.”

Insurtech providers offer convenience, speed for obtaining cargo insurance

Cliff Abbott - November 28, 2023

Every carrier, from the very largest down to the single owner-operator, is charged with keeping their customer’s freight intact and undamaged. To this end, most of them have some sort of cargo insurance built in to one or more insurance policies. However, it’s easy to assume that someone else somewhere along the chain has taken care of the insurance requirements. For example, independent contractors who own their own truck but are leased to a carrier might assume the carrier has taken care of cargo insurance. Unfortunately, these truck owners often learn differently when a cargo claim is received. In a perfect shipping world, cargo claims wouldn’t exist at all. However, even when drivers are extremely careful to block and brace shipments and drive carefully to prevent load shifts, damaged freight is sometimes loaded into the trailer of an unsuspecting driver. Or a leak from a single box trickles down to ruin the whole pallet. Or, perhaps, a box or two shifts during transport. Any of these things can happen, and a load that looked perfect when the trailer doors were closed and sealed turns out to be damaged. Many carriers already have cargo insurance, but they sometimes haul more valuable loads that require a higher level of insurance. At other times, the insurance in effect has exclusions and won’t cover the load that’s already been picked up. It’s customary for the truck owner to contact their insurance agent to purchase a rider that provides coverage. But what happens if it’s the weekend and the agent isn’t answering? And what happens when the insurance company doesn’t cover the product being hauled? One fairly recent entry into the trucking market is the insurtech segment. Driven by technology, this segment offers convenient 24/7 access to insurance policies that can be purchased without speaking directly with an agent. One such company is MiKargo247. CEO and co-founder Michele McGinnis says the company is built for speed. “Let’s say you’re hauling a load of steel, and you need $900,000 worth of insurance for that load,” she said. “It would be costly for you to add that coverage to your policy and only need it a few times a year.” According to McGinnis, MiKargo247 offers near-instant spot cargo insurance. “You put in the commodity you’ll be hauling, the value, and the origin and destination zip codes and hit ‘Get Instant Quote,’” she explained. “It will give you the total mileage and the amount of the policy.” Information on the company website claims that a quote takes just 10 seconds. If you decide to purchase — and there’s no obligation to do so — the whole process takes two minutes or less. Also, there’s no obligation to sign up or provide contact information if you don’t purchase the insurance. “I encourage people to go on the website and run quotes and look at it as much as they want,” McGinnis said. “You won’t get charged. You’re not going to get emails. Also, it’s just as easy to use from a cellphone as a laptop, because it’s meant for the driver.” The insurance is provided through Roanoke Insurance Group from Schaumburg, Illinois, and underwritten by Lloyd’s of London. MiKargo247 has entered into agreements with the apps Trucker Path and Loadlink, allowing truck owners who are working with a broker to access MiKargo247 and get a quote for cargo insurance before they accept a load. That’s important when negotiating with a broker. Accepting a load at a particular rate only to find the cost of cargo insurance will take most or all of the profit isn’t a scenario any owner wants to be in. MiKargo247’s quick quote feature also makes it possible for owners to “shop” for the best deal on cargo insurance without making multiple phone calls. Owners who decide to take the insurance have the option of creating a profile with MiKargo247. For repeat users, having a profile saves time, because all the information is already in the system and there’s no need to re-enter important details. Credit card information, however, is not saved. This avoids the possibility of hackers obtaining customers’ data. McGinnis stresses another feature of the MiKargo247 product. “It’s ‘all-risk’ insurance, so it covers driver error, theft and other occurrences and maybe even a product your regular policy doesn’t cover,” she noted. Policy “riders,” on the other hand, may increase the coverage amount of the original policy but with the same restrictions and exclusions as the policy. If it becomes necessary to file a cargo insurance claim, MiKargo247 can help with that, too. “It’s all handled through Roanoke,” McGinnis said. “There’s no need to be chasing down two insurance agents, one for the base policy and one or the rider.” Claims can be filed directly on the MiKargo247 website, without having to call an insurance agent. The documents needed to file a claim are listed on the website, along with a list of excluded commodities. To be sure, MiKargo247 isn’t the only company to ride the technology wave. “Yes, there are other companies that offer this,” McGinnis said. “I believe that we are the fastest. It’s true that once someone has used us, they come back over and over and over. That’s really exciting.” Truckers who have questions don’t have to rely on the FAQ page of the website, according to McGinnis. “We don’t discourage people from calling us,” she said. “I mean, I pick up the phone and call you back.” For added convenience, McGinnis has posted her phone number (971-804-5254) and her email address ([email protected]) on the website. When a shipper or broker requires additional cargo insurance — or you just want to be protected from cargo claims your current policy won’t handle — MiKargo247 and similar insurtechs can help.

Trucking Cares Foundation donates $25k to support driver training

John Worthen - November 27, 2023

WASHINGTON — The Trucking Cares Foundation (TCF), the trucking industry’s charitable arm, has donated $25,000 to the Center for Employment Training (CET), an organization that provides education and hands-on training to individuals seeking employment in high-demand fields. “CET’s mission is to equip individuals with skills that will enable them to obtain careers leading to self-sufficiency in high-demand occupations and prepare them for a lifetime of success,” said TCF Chairman Phil Byrd, president and CEO of Bulldog Hiway Express. “Through this donation, the Trucking Cares Foundation hopes to open the door of opportunity to more young people seeking economic independence and rewarding careers in the trucking industry.” CET is an economic and community development corporation that promotes human development and education by providing people with marketable skills training and supportive services that contribute to self-sufficiency. The organization operates a dozen locations and offers technical training for positions in a wide variety of fields, from truck drivers and mechanics to medical assistants and child care workers. “At the Center for Employment Training, our Truck Driving Program is more than just learning to operate a vehicle; it’s a commitment to human development and self-sufficiency,” said Hermelinda Sapien, president and CEO of CET. “Through hands-on skills training, we empower underserved and underrepresented populations with barriers to employability, providing a tangible pathway to gain the skills needed for a fulfilling and independent future. Our mission is to drive positive change by equipping individuals with the tools they need to navigate not just the roads but the journey toward self-reliance and success.”

Job Resources: Planning, communication key to preventing conflicts between work, family time

Cliff Abbott - November 27, 2023

It’s the time of year when many people think of spending some time at home. After all, Thanksgiving has come and gone, and Christmas will be here before you know it. Schools will be out for winter break, and the kids (or grandkids) will be home. Besides, who couldn’t use a break from the stress of the highway? As an over-the-road driver, it helps to remember that getting home for the holidays sometimes takes a little planning. If you work for a carrier, they are probably planning on a healthy percentage of trucks being shut down — but not all carriers do this. By working with fleet managers now, you can improve your chances of hassle-free time off over the holidays. If you haven’t done so already, let your fleet manager know you’d like to be home and what specific days you’d like to be there. Don’t assume that you’ll head home once you make a delivery on Dec. 22 (or even Dec. 24). Some carriers plan trucks out two or three loads in advance. If you haven’t requested the time off, you can cause friction by doing so at the last minute. At the same time, it’s helpful to work a solid schedule right up until you go home for Christmas. Taking off the second week of December and then demanding another week off through the holidays may not endear you to your carrier. Taking an extra load, or maybe even working an extra weekend prior to the holiday strengthens your case when you ask for time off. Be sure you know your personal schedule before you request time off. Getting home on Christmas morning when your spouse had scheduled you for an important Christmas Eve event can be a disaster during what is supposed to be a happy time. Your carrier may attempt to get as many loads as possible for you before you go home, and they won’t be happy if you suddenly ask to get home a day sooner. Many carriers will try to send you home under a load, so be sure you and your fleet manager are clear about which days you will be off. The last thing you’ll want is a phone call Christmas evening asking why you haven’t left yet for the delivery at 8:00 the next morning. If you don’t personally celebrate Christmas, you might benefit from volunteering to run through the holidays. If you want time off for other religious holidays — or just some personal time — working through Christmas and New Year’s might help you build goodwill while you’re “banking” days off for when you need them. As the holiday approaches, pay close attention to the loads you receive. If you’re dispatched on a load to California on Wednesday, for example, chances are slim you’ll be at your home on the East Coast by Saturday morning. Your fleet manager should be trying to position you for a load closer to home that delivers before your time off begins. If you are dispatched on a load that doesn’t seem to work, discuss it before you accept the load. If you’re an owner-operator, you have more options, since you have the right to haul the loads you choose. If you’re leased to a carrier, you’ll still need to discuss your schedule to make sure everyone is on the same page. Remember that spot rates often rise, sometimes considerably, around holidays. With so many trucks shut down for the festivities, shippers are often willing to pay premium rates to get their products moved. If your family situation permits, you may benefit from working through the holiday and celebrating on another day. It’s a good idea to make sure delivery points will be open when you plan to be there. This year, for example, Christmas falls on a Monday. Some facilities may close on the Saturday before for Christmas Eve, giving employees a three-day weekend. If your delivery is scheduled for Saturday, or even on Sunday or Monday (Christmas), verify that they will be receiving. Otherwise, you may work through the holiday only to find yourself sitting somewhere, waiting for the receiver to open. Also, consider your next load. The receiver may be open on Christmas for a delivery — but will you be able to find someone open to pick up your next load? If you book loads through a load board or through a broker, it’s always a good idea to verify that the receiver will be open. A load board may have an incorrect delivery date, and a broker representative might be making assumptions instead of actually verifying. If you do spend the holidays on the road, keep in mind that there will likely be a lot of holiday traffic, with some vehicles being driven by motorists who aren’t used to making long trips on potentially slippery roads. Allow extra following distance, and keep your eye scan moving to identify hazards before they become critical. Some truck stops and other businesses offer free meals and other perks to drivers that are working on holidays. Look for signs where you get fuel, and announcements on trucking websites, like thetrucker.com. The holidays are a time for cheer. If you can’t be at home, spread a little holiday happiness among the people you deal with at shippers, receivers, truck stops and so on. Finally, may you and yours be blessed during this holiday season, whatever, and however, you celebrate.

Safety Series: Be diligent when using self-defense devices

Cliff Abbott - November 24, 2023

Trucking can take you to some scary places — and it often seems that the places where trucks park don’t offer enough in the way of protection. Drivers often have little choice about where they park, especially near cities, where parking spaces are likely to be occupied early in the evening. The first, and often best, form of security is to use the obvious strategies: Lock your doors and keep your windows rolled up. Some drivers use a strap to pull the doors towards each other in case the locks are defeated. Before leaving your truck, use the windows and mirrors to inspect the area around your vehicle to make sure no one is lurking in wait. Park in well-lit areas when possible. Don’t “nose-dive” into a space; instead, back in or pull through so the cab of your truck isn’t secluded in the darkness. Choose spaces as close to the restaurant or C-store as possible. Whenever you’re out of the truck, remain diligent about the area around you. Just as you maintain a constant eye scan when you’re driving, do the same while you’re walking. Pay attention to other people you see. Don’t be distracted by electronics — leave the cellphone in your pocket or purse. Unfortunately, even your best diligence won’t prevent some criminals from getting too close. For that reason, many drivers carry weapons of one sort or another. Firearms are a popular choice — but they are as likely to create a problem as they are to get you out of one. Even if open- or concealed-carry are legal in the state where you live, you may be traveling through states where it is illegal to carry a firearm at all. In addition, even in states that allow firearms, individual counties or municipalities may prohibit weapons. Some have severe penalties, and the weapon may be confiscated as well. There are alternatives to firearms for personal protection, but keep in mind that any device that could cause bodily harm could potentially run afoul of the law. Another possibility is that an injured assailant could initiate civil action against you should you injure them during the assault. Even if you win, the expenses for travel, court costs and lost work can add up. Still, those risks may pale when compared to the specter of being injured (or worse) by an assailant. The least risky (and likely the least effective) method of personal protection is to carry a noisemaking device that, in theory, draws attention to you and your attackers, causing them to break off an attack because of unwanted witnesses. A whistle is the simplest form of noisemaker, but there are also battery-powered versions that can be quite loud. Some noisemakers have flashing lights to help attract the attention of others. Some drivers prefer to carry items that are usually standard equipment for an OTR trucker, like tire thumpers or hammers, that can be used for self-defense. Others choose knives ranging from plain pocketknives to larger, more deadly ones. Any of these can be effective deterrents but come with a danger — you’ll need to get close to make them work. There’s always the possibility that they can be taken and then used against you. Truncheons or batons can be expandable and are small enough to fit in a purse or pocket when collapsed, but long enough to do damage when extended. Some large, heavy flashlights are sold as “tactical” that can be used as striking devices. Some of these flashlights have rough surfaces or edges designed to inflict greater damage, and some even contain small cavities designed to collect enough tissue to be used for DNA testing. Some tactical flashlights have another feature, a strobe function that’s designed to confuse or disorient the attacker with a series of bright flashes or alternating patterns of light. Again, to be effective, you must be close to your assailant. One interesting device is the self-defense, or security, umbrella. Self-defense umbrellas are made with a stout center shaft and a hefty handle. They can be used in a stabbing motion or used as a striking weapon — with the added benefit of keeping you dry in the rain. They are stout enough to be used as a cane, as well. Stun devices have the same issue. They can be effective, but you need to be close enough to press the device against an attacker. There is maintenance involved as well; you’ll need to make sure batteries are fresh and the device is working. There are non-lethal options that let you protect yourself at a distance, although there are limits to any of them. Teargas or pepper sprays can be effective, especially if sprayed in an attacker’s eyes, but they have limited range. An assailant with a strong will, possibly enhanced by drugs, may not be stopped by these devices; however, in most cases they will work. Some drivers recommend keeping cans of insecticide designed to kill wasps and hornets in the truck. It’s cheap, shoots farther than pepper spray and can be effective — but remember, these products contain poisons and are designed to kill insects. They can potentially cause blindness or permanent damage when used on a human being. Tasers are an option used by many law enforcement agencies as an effective, non-lethal weapon that can incapacitate an attacker for 30 seconds or more. They work by shooting two small probes into the target and then applying electricity to disable muscular function. The range depends on the device; some can shoot as far as 50 feet while others only reach 10 feet or so. Finally, there are weapons that use compressed carbon dioxide capsules to propel balls filled with teargas, pepper gel or other irritants. Some, such as the product made by Byrna, are shaped like pistols and function in much the same way, but they are brightly colored to avoid confusion. The Byrna shoots .68 caliber balls hard enough that the impact alone can be a deterrent. Other, similar devices are essentially designed for paintball. They shoot pepper balls or kinetic (hard rubber) balls. Many launchers look much like pistols, and an attacker may think you’re carrying the real thing. Many of these devices can be purchased from Amazon or your favorite sporting goods store.

Owning the Wheel: Are chrome, custom details worth the expense?

Cliff Abbott - November 23, 2023

So, you finally got that new-to-you truck. You’ve worked hard, scrimped and saved and searched until you found just the right deal on a used tractor, and now, it’s yours. Unfortunately, it still looks like the fleet truck it once was. It just doesn’t stand out from the crowd in any way. But you’ll change that with a trip to your favorite chrome shop. Some truck owners do a great job personalizing their vehicles, creating a one-of-a-kind look that draws attention wherever they go. Their pride in their equipment is evident to all who see it rolling down the highway or pulling into the loading area. There is, however, another side of the equation to be considered. Unless you purchased the truck for private use, it is now the largest asset of the trucking business you own. Chrome — along with special paint, decals and wraps, non-OEM lighting and other accessories — represents an expense that doesn’t return cash to your business. An old trucking adage says, “Chrome won’t get you home.” It won’t help you earn a larger paycheck, either, but it might help you earn a smaller one. Some drivers make the argument that a nice truck makes an impression on customers and can generate additional business. This may be true for some types of trucking, but the vast majority of shippers and receivers couldn’t care less what color your truck is, much less how much chrome you’ve added. All they care about is that it’s pulling the trailer containing their freight. There’s something to be said for the pride and confidence you have in your equipment, but don’t neglect the pride you’ll feel in taking home a larger paycheck. When planning cosmetic upgrades to your truck be sure to consider your operating ratio. That’s the percentage of the revenue you take in that you spend to keep the wheels turning, including the amount you pay yourself. Large carriers typically aim for an operating ratio of 92% or lower. That’s not a very large margin of profit. If you’re able to keep that much after paying yourself, you’ll have a small profit at year-end that you can either use to pay yourself a bonus or reinvest in your trucking business. If you can do that in today’s tough freight market, it’s close to a miracle. So, let’s tally up your wish list. That box-end Texas bumper you want is $1,200. Add $160 for those chrome floor pedals. You’ll need lights under the cab, of course, so that’s $125 for each side for the panel ($250 total). No doubt you’ll want to extend those under the sleeper, too, so that’s another $400. Oh, and you’ll need the lights that go in those panels — that’ll be 20 of them at $15 each ($300 total) —unless you want the ones that change color. Then it’ll be more. In addition, there are lug nut covers, gearshift knobs, visors for the windshield (and windows and headlamps and license plates), custom steering wheels, brake release knobs, mud flap strips, chrome air cleaners and mirror brackets and vent surrounds, and on and on. If you bring in revenues of $250,000 per year, that chrome Texas bumper represents about a half-percent of your revenue. But if you manage an operating ratio of 92%, that same bumper costs 6% of your profit. If you’re like many owner-operators who are struggling in today’s economy, it might represent all your profit. Many chrome dealers are friendly enough to help you finance your purchases. However, interest rates are higher than they’ve been in decades, only adding to your expense. Using a credit card can cost even more in the long run. Now, let’s look at the benefits of that new Texas bumper. It looks nice — and that’s pretty much it. It’s going to require extra time to keep it clean and polished. So will those polished aluminum rims with Tophats and lugnut ring. If you pay someone else to keep them polished, that’s an additional cost. Also, if the new bumper has more aerodynamic drag than the one you replaced, your fuel cost will go up, eating further into your profits. The same holds true of any other items added to the outside of the vehicle. Hood ornaments, bigger lights and other accessories can all impact fuel mileage. There may be a safety benefit to adding LED lighting to your vehicle, and items like windshield visors can help improve visibility, so some accessories do provide a return for your investment. There is usually, however, a reason most carriers don’t equip their trucks with the chrome accessories that owner-operators sometimes do: The return on investment simply isn’t there. Truck owners have many reasons for customizing their vehicles, and there’s nothing wrong with an owner spending their hard-earned cash to improve their driving experience. Owners who strive to get the most from their businesses will carefully consider the return for each investment they make, choosing options that help them take home more of the revenue they work so hard for. For some, the nicer working environment is worth the investment. Others have a larger investment in their homes and families and prefer to take as much of their earnings home as they can. No matter what you choose, consider vehicle accessory purchases to be the business decisions they are, making sure those expenses are in line with the goals you have set for your business.

ATA Truck Tonnage Index increases 1.1% in October

John Worthen - November 22, 2023

WASHINGTON — The American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire Truck Tonnage Index increased 1.1% in October after declining 1.1% in September. In October, the index equaled 115.2 (2015=100) compared with 113.9 in September, according to an ATA news release. “After hitting a floor in April, tonnage has slowly and inconsistently improved, but remains 3% below its recent peak in September 2022,” said ATA Chief Economist Bob Costello. “Despite the monthly gain, truck freight remains soft as it continues to contract on a year-over-year basis. It is important to remember that our for-hire truck freight index, which includes both truckload and LTL freight, is dominated by contract freight with minimal amounts of spot market loads. The traditional spot market remains much weaker than contract tonnage.” Compared with October 2022, the SA index fell 2.1%, which was the eighth straight year-over-year decrease. In September, the index was down 4.1% from a year earlier. The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 119.7 in October, 6.3% above the September level (112.5). In calculating the index, 100 represents 2015. ATA’s For-Hire Truck Tonnage Index is dominated by contract freight as opposed to spot market freight. Trucking serves as a barometer of the U.S. economy, representing 72.6% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 11.46 billion tons of freight in 2022. Motor carriers collected $940.8 billion, or 80.7% of total revenue earned by all transport modes.

Freight transporters should be on high alert for would-be thieves this Thanksgiving

John Worthen - November 22, 2023

JERSEY CITY, N.J. — Drivers should be on high alert this week, and should never leave cargo unattended. The risk of cargo theft is expected to soar over the Thanksgiving holiday, particularly in major metropolitan areas across the South. CargoNet is warning supply chain professionals that the threat is “extremely high,” according to a news release. “CargoNet has been tracking a sharp increase in theft reports since November 2022.” Since then, the average number of theft reports filed per week has increased to an average of 51 events per week, a 64% increase when compared to historical data between January 2012 and October 2022. The problem only appears to be escalating, according to CargoNet officials. In Memphis, Tennessee, recently, a FedEx tractor-trailer was blocked by several cars at an intersection before dozens of people pillaged the back of the truck for packages, leaving boxes discarded all over the road. Three arrests have been made. And in Philadelphia, four people are facing federal charges in the theft of 2 million dimes from a big rig. Between Oct. 1, 2023 and Nov. 11, 2023, CargoNet has recorded an average of 66 reports per week, a 113% increase from the average number of reports per week between January 2012 and October 2022. CargoNet has recorded 433 new theft events since October 2023, a 101% increase year-over-year. Strategic cargo thefts or fictitious pickups and identity fraud reports made up 35% of reported crimes in this time period. A total of 56% of strategic cargo thefts took place in California. Strategic cargo thefts happened across the state but were most frequent in the counties of Los Angeles, San Bernardino and Orange. Alcoholic and non-alcoholic beverages, motor oils, auto parts, apparel, solar energy generation items and nutritional supplements were the most frequently stolen goods in strategic cargo thefts. Organized crime groups perpetrating these crimes seek to obtain a load tender by: Outright impersonating a legitimate motor carrier. Using an authority they have registered or have been given access to. Deceiving a motor carrier into giving them the credentials to vital accounts. “CargoNet is aware of a recent wave of strategic cargo thefts in which criminals represented themselves as an outsourced dispatch service,” the news release stated. “They were hired by multiple motor carriers and gained access to their emails, load board accounts and FMCSA (Federal Motor Carrier Safety Administration) accounts to effectively “hijack” the authority and use it to get load tenders and steal truckload shipments.” CargoNet officials said that the criminals appeared to be legitimate representatives of the motor carriers to their victims because they were communicating via official accounts. Logistics brokers should be on alert for these strategies this upcoming holiday. If a load tender is emailed to a potential cargo thief, it is imperative to change the pickup information with the shipper to prevent theft of the shipment. Since October 2023, CargoNet has noted an increase in theft of unattended, loaded conveyances across the United States. Unattended freight is at high risk this holiday because of the likelihood it will be left unattended and unmonitored for several days before a driver returns to complete delivery. Truckload theft rings have focused on shipments of major appliances, small appliances, non-alcoholic beverages, ATVs, and construction equipment. Thefts have been especially common in the following areas: Dallas-Fort Worth, particularly along South Freeway at the Interstate 20 and Interstate 35W intersections in Fort Worth. Atlanta Metro area, particularly around Tucker and Stone Mountain and South Fulton, Fairburn and Palmetto. Florida in major freight hubs like Jacksonville, Orlando, Tampa and Miami. Southern California, especially in San Bernardino County and Riverside County.

Current freight recession doesn’t fit traditional patterns

Cliff Abbott - November 21, 2023

It is said that recessions — including freight recessions — are often characterized by the letter shape they form when drawn on a graph. For example, “V-shaped” recessions decline sharply and then recover quickly. “U-shaped” recessions decline and then remain at the bottom for a bit before recovering. “W-shaped” recessions dive to the bottom, recover a little and then dive again before making a final recovery. There’s even a “K-shaped” recession, where some parts of the economy are rising at the same time other areas are falling. However, there doesn’t seem to be a letter to describe the current freight recession. For months, analysts have claimed we’re at the bottom and should soon start climbing out of the doldrums. Well, we’re still not climbing. The Cass Freight Index for Shipments, published by Cass Information Systems, for October indicates that shipment numbers reported by its clients fell 4.7% in October from September levels. It’s not unusual for shipment numbers to fall in October, since September is the final month of the year’s third quarter, and shipments usually fall off in the following month. But even when the totals are seasonally adjusted to account for the usual decline, the result this time still shows a 2.8% drop in shipment numbers. The October shipment numbers are 9.5% lower than they were a year ago, in October 2022. If that’s not concerning enough, expenditures fell even further — the Cass Freight Index for Expenditures declined by 23.3% from October 2022. Cass numbers are derived from the 36 million shipping invoices the processed for its customers each month. While the numbers include shipping by multiple modes of transportation — including truck, rail, pipeline, ship, barge and air — about three-quarters of the numbers come from trucking. After all the economic growth achieved in recent years, the Cass Freight Index for shipments in October is very close to where it was eight years ago, in October 2015. The Cass Freight Index for Expenditures shows that shipping expenditures in October fell 2.2% from September and 23% from October 2022. Those numbers are nearing the expenditure totals in October 2020, when the nation was in the throes of the COVID-19 pandemic. As rates climbed quickly in 2021, expenditures skyrocketed by 38%, and they rose another 23% in 2022, reaching record levels in mid-year. They’ve been on the decline ever since. According to Tim Denoyer, vice president and senior analyst for ACT Research, who writes for the Cass report, the pain won’t be ending any time soon. “Our outlook is for freight markets to keep bouncing along the bottom in the near term, followed by some holiday volatility and a change in trajectory next year,” Denoyer wrote. DAT Freight and Analytics reported that average per-mile spot rates for dry van loads averaged $1.525 (excluding fuel surcharge) in October, down about 23 cents from October 2022 averages. The rate was also down about four cents from September. In the refrigerated segment, average spot rates were about $1.86 per mile in October, down about a nickel per mile from September and nearly 21 cents from October 2022. Flatbed spot rates averaged $1.835 per mile, down 1.5 cents from September rates and nearly 23 cents lower than October 2022. A telling statistic reported by DAT is the load-to-truck ratio of postings on its load board. Of course, load board customers can accept loads without posting their trucks, so there won’t be a direct 1:1 ratio, but the numbers are still useful. When there are more loads per truck, rates rise. When loads decrease, there’s more competition for them and rates decline. For October, for example, there were 1.96 loads posted for every truck posted for dry van. October 2022 ended with 2.71 loads per truck and rates 23 cents per mile higher. A year earlier, in October 2021, there were 5.5 loads for every truck and rates were about 93 cents per mile higher. Both refrigerated and flatbed numbers showed similar results, with both higher load-to-truck ratios and higher rates. The question everyone is asking now is this: “When will it change?” The answer is that change is already happening — but it’s excruciatingly slow. In an ACT Research release on October 30, Denoyer wrote, “We continue to expect the freight market cycle to turn once capacity tightens, but early signs of 2024 equipment production suggest that may be a while.” He’s talking about trucks. There are simply too many trucks available to haul the amount of freight being offered. Too much supply for too little demand means rates will stay low until a correction occurs. Judging from the way new trucks are being ordered, built and delivered, the oversupply of trucks isn’t ending anytime soon. “Even as the freight demand cycle should improve in 2024, the demand outlook remains soft for this winter as the industry continues to add equipment capacity into an oversupplied market,” Denoyer explained. While new trucks continue to be sold, carriers are going out of business at record rates. Owner-operators and small fleet owners who bought trucks when spot rates were high, often at exorbitant prices due to demand, are now selling or surrendering those trucks because of low freight rates. Carrier authority surrenders have exceeded new carrier starts for more than six months. Some of those surrendered trucks are helping drive down used truck prices. That’s good news for those looking to upgrade equipment; unfortunately, high interest rates may negate any price savings for buyers. Many owners who surrendered those trucks have gone back to company driver positions, so the total number of trucks available to haul freight hasn’t declined enough to impact the market. The bottom line is that the bottom line of most carriers will continue to suffer for the near future.

ACT Research: Slow going on truckload cycle bottoming process

John Worthen - November 20, 2023

COLUMBUS, Ind. — Near-term freight markets are likely to continue close to the bottom of the charts, but holiday volatility and the coming new year are poised to shake things up a bit. This is according to the latest release of the Freight Forecast, U.S. Rate and Volume OUTLOOK report from ACT Research. “We see retail sales turning back to real growth this holiday season, after over a year of declines,” said Tim Denoyer, ACT Research’s vice president and senior analyst. “The acceleration in real disposable income growth as inflation slowed sharply this year, and the ongoing strong labor market, support a recovery in goods demand.” Denoyer added that the end of destocking, rise in imports and recent easing in oil prices “improve our confidence that peak season will end on a higher note for freight demand. But although private fleet capacity expansion continues to pull freight from the for-hire market, we think equipment purchasing patterns are changing, which should propel the freight cycle forward in 2024.” Spot load postings remain low, and while spot equipment posts have declined, the rebalancing of capacity is making little net progress with the industry still adding capacity. Slowing Class 8 tractor sales — recent selling rates are already down 20% from the record 1H’23 level — means fewer new additions, and the pace of fleet exits remains historically elevated, so the removal of overcapacity is gaining momentum under the surface. “With freight volumes broadly starting to pick up, the spot market is still loose heading into winter, but we expect the trajectory of rates to shift in 2024,” Denoyer concluded.

Brown NationaLease donates Class-8 trailer to Iowa diesel tech program

Erica N. Guy - November 20, 2023

ANKENY, Iowa — Representatives from Des Moines Area Community College (DMACC) and Brown NationaLease recently gathered for a photo opportunity in front of a 2013 Hyundai Class-8 trailer that Brown NationaLease delivered to the DMACC Diesel Technology program in November 2023. The trailer is a lease turn-in previously utilized by one of the company’s largest customers, and it will help provide DMACC Diesel Technology students with additional training opportunities, a news release stated. DMACC Diesel Technology Program Chair and Instructor Shea Parsons said the trailer features a dual-stage Thermo King refrigerated unit. “This modern trailer is a wonderful addition to the DMACC Diesel Technology training fleet, especially since we haven’t had a refrigerated trailer in the program before,” Parsons said. “Our industry partners have told us about their growing need for mobile refrigeration service and repair training, so this donation will help us meet those in-demand workforce needs and prepare our students to excel.”

CVSA sets dates for 2024 human trafficking awareness events

Erica N. Guy - November 20, 2023

WASHINGTON — The Commercial Vehicle Safety Alliance (CVSA) has announced dates for the 2024 Human Trafficking Awareness Initiative. The following dates were selected for each of its three member countries: United States: Jan. 8-12, 2024. Canada: Feb. 19-23, 2024. Mexico: March 11-15, 2024. The CVSA hosts its annual five-day human trafficking awareness initiative, which aims to educate individuals in all career fields by teaching them how to identify the signs of a human trafficking case and what to do if they have suspicions that someone is a victim of trafficking. CVSA jurisdictions will note human trafficking awareness, outreach efforts, and projects and submit that data to the CVSA. The results will be released in summer 2024. You can determine what your jurisdiction is doing to increase awareness of human trafficking by contacting the agency/department responsible for overseeing commercial motor vehicle safety within your state, province or territory. The United Nations (U.N.), on its website, defines human trafficking as “the recruitment, transportation, transfer, harboring or receipt of people through force, fraud or deception with the aim of exploiting them for profit.” The U.N. also states that “Men, women and children of all ages and from all backgrounds can become victims of this crime, which occurs in every region of the world, including North America.” It’s also important to know that human traffickers will “use violence, fraudulent employment agencies, and fake promises of education and job opportunities to trick and coerce their victims,” the U.N. states on its website. CVSA is preparing for the initiative by offering human trafficking awareness resources to its membership as well as working with Truckers Against Trafficking to distribute wallet cards, posters and window decals, which will be released in the summer of 2024 and can be purchased by submitting an online form.

Trucking Cares Foundation donates $20K to South Dallas Driving Academy

Erica N. Guy - November 17, 2023

WASHINGTON — The Trucking Cares Foundation (TCF), the trucking industry’s charitable arm, has announced a donation of $20,000 to South Dallas Driving Academy (SDDA), a non-profit that provides free driver education courses to low-income teens and young adults. TCF previously donated $15,000 in seed money to SDDA, which helped launch the program in 2021, according to a news release.“By removing barriers and opening new career pathways in trucking, the South Dallas Driving Academy is empowering young Texans and lifting them out of poverty,” said TCF Chairman Phil Byrd, president and CEO of Bulldog Hiway Express. “The Trucking Cares Foundation is proud to continue our support of this transformative program that invests in people and the future of our industry.”Nearly 40% of low-income individuals in urban areas in the U.S. — and nearly half in South Dallas — do not have a valid driver’s license principally because of the lack of accessible, affordable driver education, the news release noted. “Due in large part to the enthusiastic reception of the American Trucking Associations and the financial support of the Trucking Cares Foundation, what began as a small proof-of-concept two years ago has grown to a multi-campus on-ramp helping the residents of our community find a pathway out of poverty by obtaining this vital life credential (Class C License), said Von Minor, president of the South Dallas Driving Academy. “Because of the support of the TCF, we have been able to expand from serving 15-to 17-year-olds to also helping adults obtain their Class C, CDL-A and connect with trucking companies that are looking to hire drivers and technicians.” Minor noted that in addition to financial support, “we need more of these pathway partners to engage with students in our classroom or on a field trip to their truck terminal or shop to help promote job opportunities within their companies and throughout the industry.” For more information, visit www.sddrivingacademy.org.

Maryland’s Garrett College expands truck driver training program

Linda Garner-Bunch - November 17, 2023

MCHENRY, Md. — A community college in Maryland is expanding its truck driver training program. According to a news release, Garrett College (GC) has added driving simulators and was recently approved as a state testing site for Class A and B licensure. The two simulators — obtained through a $236,000 Rural Maryland Economic Development Fund grant — have proven to be valuable additions to the truck driving program, according to Donna Bittinger, GC’s coordinator of workforce development. “The simulators allow us to teach proper shifting, double-clutching and situational awareness before putting students on the road,” Bittinger said. “This technology makes for a safer student.” Richard Kyer, one of the school’s three truck driving instructors at GC’s Mountaintop Truck Driving Institute at the Northern Outreach Center (NOC), said the simulators are “a great teaching tool.” Brexton Weyant, a current Class B truck driving student, said the simulators were instrumental in helping him learn how to drive. The simulators — built by Canada-based Virage Simulation — can mimic a wide variety of driving conditions and challenging road situations. During one test simulation recently, Bittinger introduced snow, oncoming vehicular traffic and a deer crossing the highway into the simulation mix. Bittinger said there is also a fiscal upside to employing the simulators. “This is the perfect way for a new student with no truck-driving knowledge to figure it all out without actually burning up a clutch,” she said, adding, “These trucks are not cheap to fix.” Bittinger said Garrett College annually serves approximately 40 Class A students — those seeking licensure to drive tractor trailers — and another 15 seeking Class B dump truck licensure. The Class A course takes 7½ weeks to complete while the Class B program consists of six full-day class sessions. The college also offers a CDL refresher course for individuals with Class B licensure and the ability to drive a manual-shift truck who wish to obtain a Class A license. “The demand for truck drivers is still pretty high,” said Bittinger, who noted starting pay for drivers is generally between $21 and $25 an hour. “A lot of local employers are looking for Class B operators, especially this time of year when a lot of companies want people to plow snow. Some of our bigger employers — like Dot Foods, Schneider, Werner, and W.S. Thomas — come here to recruit Class A truck drivers.” Bittinger said the college is fortunate to have three permanent instructors — Kyer, Dale Sgaggero and Mike Smith — with decades of practical truck-driving experience. “Our instructors have well over a hundred years of experience in trucking,” said Bittinger, whose instructor staff also includes part-time, weekend instructor Frank Sgaggero. Bittinger noted that “nearly all of our students qualify for some type of financial assistance.” She said the Western Maryland Consortium and West Virginia Workforce play a key funding role for GC’s workforce programs. Garrett College’s certification as a Class A and Class B testing site is another recent enhancement to the college’s truck-driving program. The college employs two experienced testers in Josh Custer and Dennis Rodeheaver. “Our approval as a testing site means our students are able to train where they will test,” Bittinger said. “It’s also made testing options more flexible for our students.” Serving as a testing site has also strengthened the college’s relationship with the Maryland Motor Vehicle Administration, according to Bittinger. “The MVA has been very supportive of our move into testing,” she said. “If I have a question, all I have to do is call them up and I usually have the answer within minutes.” Truck driving isn’t the only workforce training program at the NOC employing simulation technology. The college’s HVAC and electrical programs both use simulators for instruction. “The HVAC and electrical simulators can be programmed to malfunction and students must identify the problem,” explained Bittinger. The NOC has been at its present site — 12601 National Pike, which was originally a Garrett County Roads Garage — since 2011. While predominantly known for its workforce training, the NOC also offers piano instruction through Dr. Sean Beachy, and a wide range of continuing education courses. For more Commercial Truck Driving program information contact Bittinger at (301) 387-3750 or click here.