Truck Driving Job News

On a recent trip to visit family in Brazil, I had a chance to visit Ceagesp Market in central Sao Paulo. Ceagesp is the third-largest wholesale marketing center in the world, only behind those in Paris and New York, and provides fresh produce to several Brazilian states and other Latin American countries. On a daily basis, this extensive network of warehouses, located in the center of Sao Paulo for 54 years, receives and distributes 250 tons of fresh fruit, vegetables, fish, flowers and various other products, and circulates 50,000 people and 12,000 vehicles. My first visit to the market was quite different from what I expected. What started as a quick stop to buy fresh fruit and vegetables for the week became an unexpected cultural experience for this American gringo. Given my personal interest in the trucking industry, along with my respect and appreciation for truck drivers, my attention naturally went to the hundreds of trucks that were loading and unloading around the numerous warehouses that make up the market. It was mesmerizing to watch this intricate operation. In addition to the thousands of truck drivers, vendors and other laborers I saw busily working at the market, the vibrant colors and aromas of the fresh produce, live music and food vendors bring an indescribable energy and atmosphere to Ceagesp. Watching the drivers loading and unloading their wares, I quickly realized that if it wasn’t for them, a big portion of Latin America would not have fresh food to eat. Seeing the hundreds of trucks parked in and around the warehouses was just a reminder of the integral part that trucking plays in keeping any economy moving around the world. Communicating through translator Douglas Sobrinho, I visited with some of the drivers and workers at the market, including driver Marcos Vilanova Salina. Like most truckers at the market, Salina drives for his family-owned trucking business. He hauls meat to Sao Paulo and Rio de Janeiro from Campo Grande, Mato Grosso do Sul, which is one of the top cattle-producing states in western Brazil. Salina returns to Campo Grande with fruits and vegetables that he picks up at the Ceagesp Market. His regular route is about a 2,000-mile round trip. Salina has worked as a driver and diesel mechanic for nearly three decades. During our conversation, it quickly became evident that he has a passion for and intense love of trucking. However, driving trucks in Brazil does come with a unique set of challenges. Although Brazil has hours-of-work regulations, they are not closely monitored or enforced. Salinas said it is not unusual for him to drive 24 hours without stopping, to ensure his freight is fresh when delivered. Brazil’s highway system is comprised of both private and federal roads. Private roads (usually toll roads) are maintained by private companies and are generally in better condition than federal roads. Although trucking companies pay annual governmental registration fees for their trucks, Salina said he doesn’t believe most of this money is used for its intended purpose of maintaining federal roads. Certain areas of Brazil carry a higher risk of theft; because of this, most motor carriers purchase insurance for additional protection. Some roads are riskier than others. Salina said he has never been robbed while driving, but he knows it’s common based on stories he’s heard from other drivers. Higher-valued freight increases the risk of theft of both the cargo and the truck itself. For example, Salina said, there is a much higher level of risk when carrying meat from his state to Rio de Janeiro and Sao Paulo than when returning with fruits and vegetables, due to the value of the freight. Because of this, insurance carriers have strict restrictions for drivers who haul freight through certain parts of the country. When crossing the border from Mato Grosso do Sul to the state of Sao Paulo, Salina’s insurance company only allows him to stop in federal police stations or in one of only three authorized gas stations for any reason — food, shower, sleep, fuel. If he decides to stop in any other location, the insurance does not cover any loss associated with the truck or freight. There is an even greater risk of being stopped and robbed when driving in mountainous regions, where slower speeds are required. For example, when driving through the state of Rio de Janeiro, Salina is required to have an armed security escort before descending from the high elevation to the sea-level city of Rio de Janeiro. To help reduce the risk of theft, many trucks are equipped with a special GPS and security system; if the truck cab door is opened outside of the authorized areas, the truck transmission automatically shuts off and becomes inoperable, making it more difficult for the truck to be stolen. For Salina, dealing with the high risk of theft on the road is not unusual — it’s simply part of his day-to-day routine. Despite these challenges, Salina said he loves his job and that he loved sharing his story with me. He also told me that his biggest dream is to visit the U.S.

Everywhere he goes, trucker Dave Cathcart commands attention. The 56-year-old is a walking billboard for clean living and working out, with a physique that makes him look at least 10 years younger. You’d never know that just two years ago he was lying in a hospital bed, fearing for his life and wondering what was next. “I came home on a week off, and I was having heart palpitations,” he said, describing the events that led to his hospital stay. “My wife is a nurse. One of the things about me and my wife is that we never lie to each other about each other’s health. If I’m feeling bad or she’s feeling bad, we don’t lie,” he said. “So, I told her exactly how I was feeling, and she goes, ‘I don’t like it. If it happens again, we’re going to the hospital.’” Eventually the palpitations eased, and Cathcart went about his business — but not for long. “About two weeks later, I came home, went to the gym and got on a treadmill. I got dizzy and my heart started palpitating,” he said. “I got back in the car, and I called my wife. She goes, ‘We’re going to the hospital.’ That’s when the change started.” Despite being a lifelong athlete and even spending time as a physical trainer, he had let those habits slide until his body started to shut down. Tests revealed he was borderline for type two diabetes, and his blood pressure was through the roof. In addition, doctors suspected he had experienced a heart attack. “I wanted to see my grandkids again. It scared me, and I’d never been scared about my health,” he said. “When I got out of the hospital, I decided I was going to change my life.” Adopting a strict carnivore diet, intermittent fasting and dedicated time in the gym, Cathcart made amazing strides in a short time. From a top weight of 285 pounds, he shed 40 pounds in three months. To the amazement of his physicians, he also rid himself of the need for the medications that had been prescribed when he was at his most unhealthy. Cathcart has maintained that remarkable transformation while continuing his job as an over-the-road truck driver. As commendable as his personal transformation has been, it pales in comparison to the his goals for helping others reach their own personal bests, particularly among his trucking brethren. “What really motivates me is if I can help somebody else,” he said. “I believe that if I help enough people, karma always wins.” To that end, Cathcart has launched a line of supplements and written a book, “From Fat to Fit,” in which he details his journey back from the brink. But what separates Cathcart from other would-be fitness entrepreneurs is the way he takes his message to the field, giving away as much advice and pointers as people care to listen to. He’s a regular on social media, where he’s built up quite the following, especially on TikTok (davefat2fit), where 15,000 followers tune in to hear his motivational messages. The most significant impact he has on the lives of others, however, is through one-on-one interactions with drivers as he crisscrosses the country on his runs. He’s constantly engaging other drivers at truck stops and posting videos of himself doing on-the-spot workouts during breaks, dispelling the idea that it’s impossible to maintain a fitness routine when you work behind the wheel. “Here’s something I ask every driver: ‘How many times do you get out of the truck?’ And they’ll say, ‘Well, I get out to fuel up, and I have to walk around the truck,’” he said. “OK, you’re driving a 53-footer; if you walk 41 times around that truck, that’s a mile. The DOT requires us to do a 15-minute pre-trip and a 15-minute post-trip,” he continued. “So, if you get your ass out of that truck and you do a pre-trip, which does not take 15 minutes, if you just walk 10 times around that truck in the morning, that’s a quarter mile. If you walk 20 times around that truck in the morning, that’s a half mile. Then at night walk another 10 to 20 times around.” Cathcart says an excuse he often hears drivers give for poor health is that it’s impossible to eat healthily on the road. To this excuse, he offers some simple points to remember. “If you cut out three things — sugar, processed foods and carbohydrates — any diet will work, whether you want to be a vegan, a vegetarian or a carnivore,” he said, noting that sugar is a particularly insidious food foe. “In 1940, we were eating only 50 or 60 pounds of sugar; in 2023, we’re eating upwards of 175 to 225 pounds of sugar per person per year,” he explained. “Sugar is almost as addictive as cocaine. When I went off of sugar, I went through withdrawals for about a week and a half.” Understanding this challenge, Cathcart stresses the importance of taking “baby steps” to the people he talks to, breaking down a big job like changing eating habits through a series of smaller victories. “There’s 46 grams of sugar in a Big Gulp,” he said. “The national average says that a male is supposed to have 34 to 40 grams of sugar in a day; a woman between 28 and 34. If 46 grams of sugar is in a Big Gulp, I’m asking you to do one thing; replace one Big Gulp with water. Then after that, let’s cut out two Big Gulps.” Most of all, Cathcart warns against looking at health or fitness products as a “magic bullet,” his own included. “The people I get to see know I care about them. I’m not trying to sell them anything,” he said. “In fact, I give them my card and I tell them, ‘If you’re going to buy my supplements and think it’s a magic bullet, you’re an idiot.’ “That approach has opened a lot of doors and minds, because who tells people not to buy their own product?” he continued. “I’m honest with people, and I teach people to use what they have and be where they’re at, and not get down on themselves. You can always change your life if you are alive. That’s pretty much my message.” Follow Cathcart on social media (dave fat 2 fit).

If you’re in search of a driver who’s seen it all, look no further than Dan Roe. Known by his LinkedIn profile “Dan the Driver Roe” to thousands of social media followers, Roe has been in the trucking business for 42 years, all of them as a driver. A native of Chandler, Indiana, just east of Evansville, Roe caught the trucking bug early on — and in the same way as many drivers who began their careers in the early 1980s. “My inspiration for driving a truck stems from those truck-driving songs, movies and television shows from the 1960s and ’70s,” Roe said. “One of my first truck driving jobs was hauling eggs for a family-owned company in Booneville, Indiana, in 1980.” Just two years later, Roe decided he wanted to be an owner-operator. In owning a truck at such a young age, however, Roe faced a couple of challenges. “In 1982, I was too young for any carrier to lease me on,” he said. “So, I wildcatted, hauling exempt commodities and trip leasing. My credentials were fake, and everything I did was illegal.” Fortunately, the statute of limitations on Roe’s early transgressions in the industry has long passed. “The first couple of years were pretty rough,” he said. “I ended up going broke, so I went back to driving a company truck for the egg company. I was later made transportation manager at the egg company. I was responsible for anything transportation related.” In 1988, Dan Roe decided he wanted to be an owner-operator again. This time he made it, and he’s been trucking ever since. “During the 1990s, I thought I wanted to be a fleet owner,” Roe said. “I had a fleet for a couple of years, but I didn’t have the temperament for having employees.” In 1994, he sold the fleet and purchased his first brand-new truck. “I’ve been a single owner-operator since 2000,” Roe said. “I’ve had customers ask me to add trucks and drivers, but I won’t do it. I can’t say that I lost money having employees — but I never really made money either.” As one can imagine, over the decades, Dan Roe has traveled far and wide. “I have been a nationwide driver,” he said. “But I have had more success concentrating on a certain lane and developing relationships.” For the past few years, Roe has focused solely on driving between Indiana and Florida. He has homes in both states. “I’ve developed some great relationships with shippers,” he added. He hasn’t hauled for brokers in several years. As one would expect after driving for more than four decades, Roe has seen a lot of changes in the trucking industry during his career. “When I first started driving, it was a different culture. The trucking community was tight-knit,” he said. “Drivers knew other driver’s trucks, talked on the CB radio, traveled at the 55-mph national speed limit, and stayed on the lookout of ‘Smokey Bear.’ “We did things we probably shouldn’t have done,” he continued. “We moved a lot of freight, and we had a lot of fun doing it. All those trucking songs and movies … yeah, we lived them.” Roe refers to the themes of the songs and movies as “fictional facts,” adding, “We hung out and we partied a lot.” As far as the trucking industry is concerned, Roe pointed out a few major changes that have impacted his career. “The biggest changes were deregulation and the sunsetting of the ICC,” he said, referring to the agency that oversaw interstate transportation from 1887 until 1995. “Deregulation was good for the entrepreneur, but bad for the driver.” Roe has also noticed lots of changes in the trucks seen on the highways. “First they changed for the better, then for the worse,” he said. “Now they’ve changed for the better again.” Like many drivers who spend much of their lives on the road, Roe says he has several hobbies to take his mind off work and help him cope with time away from home. “My hobbies include boating and water sports,” he said. “I can still get out on the water on one ski at age 61. I own a houseboat I keep on the Ohio River. I belong to a national boat club.” When Roe trailers his houseboat (dubbed “The Roe Boat”) and pulls it from the water, he uses — you guessed it — the same truck he drives all over the eastern U.S. “It’s not easy balancing the professional and family lifestyle,” Roe said. “You have to prioritize your time.” Fortunately, Roe said, his wife and sons have always been able to handle domestic issues in his absence. While being a truck driver does mean spending many nights away from home, Roe wouldn’t trade his career for any other. “I’ve enjoyed being able to travel the country and experience everything this great country has to offer,” he said. He’s also been able to make his own career decisions without the direction of a boss. Most importantly, he’s developed relationships with long-time customers. Roe has advice for up-and-coming drivers. “Learn everything about this industry,” he said. “You have to know it all to be successful.” He adds that knowing how to repair your equipment is vital. “It’s not enough to know how to drive the truck; you need to know how to make the truck go.” Roe also advises new drivers to develop relationships. “Build relationships with everyone who is important to you,” he said. “This includes brokers, shippers, receivers, mechanics, suppliers, and many more. Be loyal. If you want good friends, you must be a good friend. “The trucking lifestyle isn’t for everyone,” he continued. “You have to develop an attitude for it. It can be very rewarding, but above all, truckers must take care of their health.” Attitudes and relationships are important in the trucking business. Perhaps that’s why Dan Roe still hauls eggs for the same family business he drove for after high school. That 42-year relationship, built in his youth, continues to pay off. Follow Roe on LinkedIn.

KIRKLAND, Wash. — Kenworth, FASTPORT and the U.S. Chamber of Commerce Foundation’s Hiring Our Heroes initiative are again partnering in the search for America’s top rookie military veteran driver who made the successful transition to the trucking industry following military service. Under the “Transition Trucking: Driving for Excellence” recognition program, Kenworth will provide the top award for the eighth consecutive year, according to a news release. In recognition of Kenworth’s 100th anniversary, this year’s award is a T680 Signature Edition Anniversary truck. The T680 Signature Edition is equipped with a 76-inch sleeper and the PACCAR Powertrain featuring the PACCAR MX-13 engine rated at 455 horsepower, PACCAR TX-12 automated transmission and PACCAR DX-40 tandem rear axles, according to Kenworth. The T680 Signature Edition Diamond VIT features a black onyx grille and side air intake and prominent Kenworth 100 badges on the sleeper. The truck is painted in Century Platinum Metallic signature paint and features specially designed anniversary wheels in black. It has black interior with legacy red stitching accents throughout the cab and sleeper. The package also includes Kenworth 100 branded GT703 seats with red accents, special brushed platinum dash and door trim, along with the Kenworth 100 logo stitched into the sleeper back wall. “Every year we see a life changed because of this contest and I don’t think it can get any better but each year it does. Kenworth outdid themselves by providing this incredible T680 Special Edition Anniversary Edition truck,” said Brad Bentley, FASTPORT president. “In honor of Kenworth’s 100th anniversary this year, our goal is to receive 100 nominations, and we are excited to award this truck to a deserving driver who has made the successful transition to the trucking industry following military service.” Genevieve Bekkerus, Kenworth’s director of marketing, said that driver nominations can come from small, mid-and large-sized fleets, organizations or CDL schools. “Just last year, winner Ashley Leiva, was nominated by the driving school that trained her,” Bekkerus said. “Each year, I look forward to getting to know the inspiring award finalists and I am thrilled that Kenworth is able to award a deserving veteran the T680 Signature Edition in honor of Kenworth’s 100th anniversary.” The top driver will be determined by an expert panel of judges. To qualify, drivers must meet eligibility requirements as specified in the official Transition Trucking: Driving for Excellence Award rules, including: Being a legal resident of the continental United States and military veteran or current/former member of the National Guard or Reserves. Graduating from PTDI-certified, NAPFTDS or CVTA member driver training school, with a valid CDL. Having been employed by any for-hire carrier or private fleet that has pledged to hire veterans and hired as a CDL driver after Jan. 1, 202 Nominations are open now and the final deadline to submit applications is July 31. The top 10 semi-finalists will be announced on Sept. 1. Finalists will be invited to Columbus, Ohio, to tour the National Veterans Memorial and Museum and attend a reception, followed by a tour of the Kenworth Chillicothe manufacturing plant and MHC Road Ready Center, where the top three finalists will be announced. Public voting of the three finalists will begin Oct. 27 and continue for two weeks. On Dec. 15, finalists will gather at the U.S. Chamber of Commerce, where the final award announcement will be made — the winner will drive home in the Kenworth T680 Signature Edition. “Transportation is an industry focused on serving community and giving back so is a natural fit for military veterans looking to continue their careers on a service-oriented mission,” said Eric Eversole, U.S. Chamber of Commerce vice president and Hiring Our Heroes president. “Hiring Our Heroes is proud to partner with FASTPORT and Kenworth to promote the hiring of more service members into the trucking industry.” Full criteria and online nomination forms are available now on the Transition Trucking: Driving for Excellence website by clicking here.

  PATTERSON, Calif. — It’s not too often you’ll hear even a novice compare a golf cart to an 18-wheeler. But for a portion of Patterson High School’s truck driving education program, students find the two interchangeable. Innovation is an important part of planning and operating one of the country’s few high school-based truck driving programs. Launched in 2017, Patterson High School’s one-year course meets the FMCSA Entry Level Driver Training theory standards and prepares students to earn their commercial learner’s permit. For program coordinator and instructor Dave Dein, golf carts are just one of several of his program’s tools. “We incorporated the golf cart into the program about two years ago,” Dein said. “I was investigating ways I could provide engaging hands-on experiences.” The program already had two Advanced Training Systems simulators, but Dein wanted another, more “hands-on,” alternative. “The golf cart is used to create a sense of ownership in the vehicle the students drive,” Dein said. “It teaches the same sense of ownership a trucker has in his truck when he enters the industry. The students must sign out the cart and perform a pre-trip inspection. (Students) are held accountable for the safe operation of the vehicle.” The golf cart helps the students experience and practice space management in a controlled environment. But one of its most useful purposes is in teaching students the basics of backing up a vehicle — something many professional drivers admit they struggled with in training. “The golf cart is connected to a 7-foot utility trailer,” Dein said. “Students can practice straight-line, 45- and 90-degree ally, offset, and parallel parking. Once the students perfect their backing skills on the golf cart, we then transfer them to a full-sized semi truck.” Another innovative aspect of the Patterson High School program came in the form of a gift from Loves Travel Stops. “The Love’s donation provided the materials needed to purchase the infrastructure for a golf cart ‘course’ on our training site,” Dein said. “Not only that — it also allowed us to purchase a pair of ‘Fatal Vision’ goggles.” These goggles allow students to learn about driving under the influence by replicating the effects of alcohol on vision. The exercise makes traversing the golf cart course much more difficult, Dein says, and helps students understand what they’ll be facing on the road if they operate a vehicle while intoxicated. “It is so important to give students an experience to emphasize the dangers of distracted or impaired driving rather than just telling them not to do it,” Dein said. To help ensure using the goggles and experiencing “drunkenness” had a meaningful impact on students, Dein asks the young drivers to become familiar with personal stories from people who have been impacted by impaired driving. “It allows them to put faces behind the staggering statistics,” Dein said. It doesn’t matter whether a vehicle is a golf cart or a semi, it can still be deadly in the wrong hands. Both the golf cart and the “Fatal Vision” goggles help Dein drive this point home. “Regardless of a person’s age, climbing into a commercial motor vehicle for the first time can be a little intimidating,” Dein said. “We found that the golf cart is a nice bridge in building those skill sets that are transferable to the trucks. It all is part of building confidence.”