Truck Driving Job News Archives

Survey says: Online poll reveals truckers’ experiences with unsafe driving

Linda Garner-Bunch - June 29, 2023

Truck drivers spend countless hours behind the wheels of their rigs each year, traveling millions of miles across the nation. During their journeys, they encounter all kinds of drivers — the good, the bad and the downright dangerous. A recent survey conducted by insurtech firm Cover Whale and The Trucker Media Group asked drivers about roadway safety and their experiences while out on the job. More than 1,000 drivers — 1,047, to be exact — participated in the survey. The majority (79%) of drivers who responded to the survey said they see unsafe driving by passenger vehicles on a “very regular basis.” Meanwhile, 42% reported that they see unsafe driving by other truck drivers on a “very regular basis.” A total of 34% of truck drivers revealed that they must often take evasive action to avoid an accident, and 17% of truck drivers said they see an accident “on a very regular basis.” Forty-six percent of truck drivers surveyed cited unexpected lane changes as an action most likely to result in an accident. Perhaps most revealing about respondents’ confidence in the legal system is that 43% of respondents indicated they are “not at all confident” that blame would be accurately assigned following an accident if there is no video evidence. The seven-question survey was conducted between March 22 and April 30, 2023. Most (90.78%) of the drivers participating in the survey were male; 9.23% were female. Dan Abrahamsen, founder and CEO of Cover Whale, told The Trucker that accidents involving big rigs are often not the fault of the truck driver; however, the drivers are usually found guilty if the case goes to court. “That happens a majority of time,” Abrahamsen said. “From an insurance standpoint, passenger vehicle (drivers) are not being held accountable by insurance companies. Truckers pay for it … insurance for commercial auto and trucking has risen in cost every quarter over the past decade.” Abrahamsen says distracted driving is one of the main reasons for accidents. “The problem isn’t new, but with smartphones, messaging services and apps, a lot of (accidents are cause by) distracted driving from people in their personal automobiles,” he said. Cover Whale offers trucking industry clients multiple tips to stay out of accidents — and to stay out of the courtroom if an accident does take place. Abrahamsen says in-cab cameras can be a helpful tool in preventing accidents as well as insurance fraud on the part of other drivers. For one thing, dash cams can help identify unsafe driving behaviors that are known to cause more accidents, he said. Additionally, dash cams provide opportunities for driver coaching by identifying unsafe habits and correcting them. Most importantly at the time of an incident, cameras can capture footage before, during and after the event, helping to prove which driver was at fault. Concerns about invasion of privacy are often expressed by drivers operating with dash cams, particularly inward-facing ones, Abrahamsen noted. “We give drivers a sense of comfort with what a cam does and what it doesn’t do,” he said. “What it’s good at is NOT sending us video feed we don’t want. We don’t need to look at vids of drivers doing their job. What it CAN do is, with an artificial intelligence component, it can help (detect) drowsy driving, distracted driving, drivers asleep at wheel.” There are many ways to address driver privacy concerns, according to Cover Whale. A good place to start is to distinguish between event-based recording and continuous recording, the company’s website notes. Event-based recording only captures footage when specific events or incidents occur, such as sudden braking, swerving or a collision. The event-based approach ensures that only safety-related incidents are recorded, offering a more privacy-conscious solution. In contrast, continuous recording cameras capture footage during the entire time the vehicle is in operation. It also helps to discuss with drivers the way the data is siloed. For instance, insurance companies that require dash cams are primarily focused on promoting road safety and reducing losses — not keeping tabs on drivers’ personal lives. The main objective is to lower accident rates and provide affordable policies while respecting drivers’ privacy. One way Cover Whale addresses driver privacy concerns is by disabling any audio capture on the devices. Turning to speed, Abrahamsen discussed the Federal Motor Carrier Safety Administration’s (FMCSA) proposal to require speed limiters on all commercial vehicles for safety. The FMCSA is expected to make a final ruling sometime this summer. Officials have not said what the capped speed should be. Abrahamsen says the issue is a complicated one. “Are we speeding in a location with the flow of traffic? (If so,) that’s probably more safe,” he noted, adding that speed limiters amount to “taking that decision out of truckers’ hands and putting in the form of a speed governor.” Drivers are often resistant to this loss of control. “I can see where drivers may take issue with that. All data and stats show that almost all (truckers) are safe, responsible professional drivers by and large. I don’t think it’s the driver’s speed that needs to be governor. Why is this focused on the truck driver and not other vehicles? Abrahamsen says he believes if drivers and fleet managers want to improve safety, it boils down to these three things: cameras, coaching and coverage. “We just want drivers — and everyone — to be safe while out on the roads,” he concluded. “That’s really what it’s all about.”

160 Driving Academy opens new location in Michigan

The Trucker News Staff - June 28, 2023

EVANSTON, Ill. — 160 Driving Academy has launched a new location in the Midwest. The company held a ribbon-cutting ceremony on May 31 to celebrate its Grand Rapids, Michigan, location, according to a news release. The event, held at 5386 South Division Ave., included Grand Rapids Mayor Rosalynn Bliss, members of the Grand Rapids Chamber, 160 Driving Academy representatives and the Grand Rapids Leadership team. An overview of the 160 Driving Academy CDL Training Programs-Grand Rapids includes: An average salary for graduates of the academy stating at $65,000/annually. The data-driven programs focus intensely on driver safety and personalized analytics to provide students with individual feedback and top-of-the-line instruction via the proprietary app showing how technology-driven the company is. Lifelong Career Support is provided for continuous job placement opportunities through a subsidiary company Truckers Network. Commercial truck driving is a fast-growing industry with a prediction of 300,000 new jobs for CDL holders. Visit 160 Driving Academy’s website by clicking here.

How load boards can improve your business

Cliff Abbott - June 26, 2023

The decision to buy a truck is a big one. It can be far more significant than simply deciding to own the truck you’ll be driving. You’re actually starting a new trucking company — and you are now responsible for managing it. The simplest way to do this is to lease your truck to an established carrier, which will handle many of the tasks associated with the business; you’ll be paid either a percentage of the load revenue or a rate per mile. Some owner-operators, however, prefer to be fully independent, finding their own freight and operating under their own authority. Some can contract with customers for enough freight to keep the truck (or trucks) running, but most depend on freight brokers or load boards to stay busy. In fact, some owner-ops that are leased to carriers use load boards to find return loads or supplement work they do for the carrier. The load board concept is a simple one: Shippers with available loads, or brokers who are arranging transport for them, post information about the loads to one or more load boards. Truckers choose the load they want, contact the shipper or broker, and finalize arrangements. In reality, however, there are more variables to consider. Many load boards also allow you to post the availability of your truck. You can list the date and time your equipment will be available and where, plus your contact information. Some load boards are free, while others charge a subscription price. Some boards provide tools and services that help you make the best choices for your business. Before booking the first load, it’s best to understand how the load board works and what services are available so you can make intelligent choices. One consideration is the volume of freight the load board handles. DAT, for example, claims to handle 357,000 exclusive daily loads and is the largest load board by volume. A basic subscription is $45 per month, while the most expensive, which offers more services, is $135. The load board at TruckStop.com is quite popular and offers subscriptions ranging from $39 to $149 per month. Another board, TruckerPath, offers plans priced from $30 to $110 per month. An internet search for “free load boards” will also provide results. The services provided, however, may not be as robust as the paid ones. Some large brokerages, such as CH Robinson, have their own load boards. The advantage in this is that you’ll always be dealing with the same broker, while the disadvantage is you won’t see as large a variety of freight. When choosing a load board, consider the services offered. You’ll want to know if the broker or customer offering a load you’re interested in is creditworthy. Many load boards allow you to request a credit check, either as a part of your subscription fee or for an extra charge. Some allow you to check credentials, such as FMCSA authority or a valid surety bond. Some allow drivers to provide carrier reviews, so you’ll be able to see what others have said about their experiences with a particular customer. Some load boards offer fuel cards or discounts on other products, some don’t. If you decide to use a load board, you’ll need to be ready to provide documentation to each new customer or broker you deal with. You should have electronic copies of your authority (MC or DOT number), proof of liability insurance and your (IRS) W-9 that you can fax, email or text when you make first contact. Not being able to provide paperwork will quickly kill your chance to haul a load. Selecting a load is a little more complicated than just picking out the load that pays the most to a destination you want. There are several things you can do to benefit your bottom line. Start by understanding the rate you see. Does it include a fuel surcharge? Is any accessorial pay, such as tarping or loading, included in the rate? How will any detention time be paid, if it occurs? What about timeliness of payment — does the customer or broker pay immediately, or is there a delay? If delayed, will it be 30, 60, 90 days or even longer? All too often, a truck owner finds out after delivery that something isn’t covered. Some load boards provide a lane average rate over a specific time period that you can check. Some offer highest, lowest and average rates. For example, if your lane is from Dallas to Philadelphia, you’ll be able to see the average rate of other loads that have moved on that route in the past 15 to 30 days. If the rate offered is below average, you can negotiate with the shipper or broker for a higher rate. Another helpful tool is an inbound/outbound ratio for your potential destination. Some destinations get a lot of loads in but don’t send many out. This means there will be a lot of trucks looking for outbound loads after they deliver. When competition for freight is high, rates are low. Too many drivers have accepted a good-paying load — to Miami, for example — only to find that loads going the other way don’t generally pay well. Smart operators think about the NEXT load before they accept the current one. Since load availability can change depending on seasons, weather and other factors, a destination with plenty of outbound loads last time may not be so good this time around, so it pays to check before every load. When you’re ready to book a load, some load boards allow you to do it online. For most loads, however, you’ll need to call the shipper or broker. Once you book, it’s always best to follow specific instructions for the load. Show up on time, with a clean trailer, ready to run. Communicate any issues promptly. Deliver on time, with undamaged freight. The service you provide is your calling card.

ATRI study reveals no clear solution to issue of THC testing

Cliff Abbott - June 20, 2023

Imagine the development of a test that could determine whether you drank a beer at that barbecue last weekend. Now imagine that you reported to work the following Monday — or even the Monday after that — and your employment was terminated because a drug test showed you drank that beer days ago. Even worse, imagine that information being provided to any prospective employer you try to find work with, so you can’t find another job. Now, add to that scenario that your former employer is complaining about not being able to find good employees to hire. According to a June 2023 study released by the American Transportation Research Institute (ATRI), this scenario is very real in the trucking industry — only the substance detected isn’t alcohol; it’s marijuana. In its “Impacts of Marijuana Legalization on the Trucking Industry,” ATRI found that, over a 10-year period, 71.1% of positive pre-employment drug screens were for marijuana use. The study concluded that “past use of marijuana — which may have been up to 30 days prior to the test — is filtering out a significant number of potential truck drivers from the industry. There is the potential that these drivers had last used marijuana prior to even deciding to become a truck driver.” The study also found that, during the first three years of the Drug & Alcohol Clearinghouse, only 4.5% of drivers who tested positive for controlled substances had completed the return-to-duty process and follow-up testing. Those numbers come directly from the Drug & Alcohol Clearinghouse website. According to this data, 166,296 drivers had at least one violation; of these, 101,512 tested positive for marijuana metabolite. Of those, nearly 97,000 (95.5%) did not complete the return-to-work process. The majority of these drivers already possessed CDLs. If they are working now, it’s in another industry. To be sure, no one is advocating for drivers to be able to toke up while piloting their 18-wheeler down the Interstate or during their 30-minute break. However, lately more people are wondering if marijuana use should be treated in the same way society permits alcohol use. Few professions prohibit alcohol use entirely. Consumption is allowed, and may even be encouraged, in the right setting. Operating a vehicle while under the influence is illegal virtually everywhere — as it should be. In the case of alcohol, however, it’s possible to measure impairment. While people can react differently after consuming the substance, there are accepted standards. Blood-alcohol content is used in nearly every jurisdiction, with those found to be over the set limit facing the consequences of impairment. Current marijuana testing doesn’t measure impairment. It can only indicate past use. A person who used marijuana a month ago, while not operating any vehicle, can come up positive under current tests. Some states, like Colorado, use blood tests to determine the amount of tetrahydrocannabinol (THC) in the system, but because people can react very differently to the same concentration of THC, proving “impairment” can be difficult. The ATRI study referred to two separate studies that attempted to link the concentration of THC in the bloodstream with level of impairment. The results were that people with smaller amounts of THC in the blood were found to be impaired, while others with high amounts of were not impaired. Clearly, more research is needed. The ATRI study also showed that 41.4% of drivers live in states where recreational use of marijuana is legal. In other states, marijuana or its derivatives are legal for medicinal use. Since the substance is not approved by the FDA for medical use, it cannot legally be prescribed as a drug. Those states that allow medicinal use typically require doctor “recommendations” or “certifications” instead. Other states where marijuana use is still illegal have decriminalized its possession in small amounts. Another popular product is cannabidiol, commonly called CBD. This product can, but doesn’t always, contain THC, the psychoactive ingredient in marijuana. There are no government-mandated standards for the product, so the product can vary in strength and THC content. CBD is legal to purchase in all 50 states, with some restrictions. As laws prohibiting the sale and use of marijuana are removed across the country, the question arises: How long will it be before the federal government revises its own regulations? Currently, marijuana is listed as a Schedule 1 illegal substance. Attempts to sue employers under the ADA by those using marijuana for medicinal purposes have been rebuffed by the courts; the drug’s listing as a Schedule 1 substance protects employers from such lawsuits. If marijuana was to be reclassified to a different schedule, those employers might then be open to ADA and other lawsuits and complaints. The ATRI study also contained survey information from carriers and drivers. When asked if changes in current federal drug testing policy were needed, 62% of carriers said yes. Of those, 47% said that a sobriety/impairment test for use of the drug is needed. A majority — 65.4% — of respondents said they preferred that the trucking industry require testing that measures marijuana impairment rather than the current model. However, such a test doesn’t exist. Impaired Science Inc. offers a phone app that it claims can measure a user’s level of cognitive and motor impairment. Using a series of questions and required actions — such as following a moving dot with a finger — the app detects impairment by the user. It can’t, however, determine the reason for impairment. The driver could have a medical condition that causes impairment, or the “impairment” could even be fatigue. While an argument can be made that impairment for any reason should be detected and the driver shut down, the testing can’t be used to prove marijuana use. In its summary, ATRI called for more research on the development of testing that measures marijuana impairment. Until such a test is developed, current testing requirements aren’t likely to be changed, and positive tests for marijuana use will continue to be cause for disqualification from safety-sensitive functions. Change on the federal level may be years away, but at least the discussion has begun. To request a PDF of the full study from ATRI, click here.

Knowing what’s on your record can save time, avoid glitches when applying for a job

Cliff Abbott - June 20, 2023

When many people think of a “job interview,” they think of a candidate wearing a suit, printing up a handful of resumes and visiting some corporation to be interrogated by a high-level manager who decides whether to make the hire. For some businesses, that’s how it works. It’s also a scenario that doesn’t apply for truck driving positions. Still, there’s an “interview” just the same. In trucking, it’s usually not a matter of selecting the best candidate for the job. Trucking companies that can turn away qualified drivers after choosing the “best” are pretty rare. In this industry, getting hired is very much a matter of qualifications and record. This is where many candidates go wrong. Whether you apply through an online job board or directly to the carrier’s website, you must include an application that contains some information mandated by the Federal Motor Carrier Safety Administration (FMCSA). Sooner or later, an application will be filled out. Beyond that is the interview process. This process might include several phone conversations, emails or text messages before an employment offer is extended. That offer, however, is “conditional.” When you get to orientation, the carrier will gather more information. That’s another part of the interview process. If the carrier doesn’t get everything they need for the file, you won’t be hired. From the first contact with a recruiter, the information-gathering process begins. Regulations state each carrier must check your background. For example, your record must include prior employers — that’s ALL of them — for the past three years. For jobs you’ve had that are regulated by the Department of Transportation, that history goes back 10 years. In other words, if you tell a recruiter you have a million miles of safe driving but only list four years of employment, your story will be suspect. If you mention only the carriers with whom you had a good record and omit those where you wrecked trucks, failed drug screens or had other issues, your integrity will be questioned. Your driving record will be checked, too. If you claim to have no convictions for traffic violations or accidents — yet your motor vehicle report lists several of each — your application will be denied in a hurry. The more discrepancies the carrier finds in your story, the more likely they’ll pass on employing you. Some applicants fail to mention major items such as criminal records, accidents or license suspensions. When the carrier finds out you omitted information, you aren’t likely to be hired, even if the infraction wouldn’t have stopped them from hiring you. If you’re applying for a job in the trucking industry, remember some simple steps. Know what’s in your record. Order your own reports. Disclose everything that’s on the record, and some that isn’t. Have everything you need to complete the paperwork close at hand. An added benefit of ordering your own reports is that you’ll know what ISN’T on your record before you disclose it. Many of the documents a prospective carrier will check are available to you. Here’s a list: MVR (Motor Vehicle Report): You can typically get one from the same agency that issued your commercial driver’s license (CDL). Some states only record traffic citations, while others record warnings, accidents and even inspections. Get a copy and read it, before the carrier does. PSP (Pre-Employment Screening Program): This report contains information from inspections and accidents you’ve had in the past two to three years. It can contain questionable information. For example, if you’re pulled over for speeding and the officer does a truck inspection, “speeding” can show up on your PSP, even if you never got a ticket, you got a warning, or you were acquitted in court. Accidents can be listed, even when you weren’t at fault. You can order yours on on the FMCSA website here. “DAC” prior employment reports: A company called Hire-Right keeps information reported by carriers and reports it to those who request it. This information includes dates of employment, job type, whether your performance was satisfactory, reason for termination and more — including whether the carrier would rehire you and comments entered by the carrier. If you claim you left a carrier for “higher pay” but the carrier says that you were fired due to safety issues, you may not get hired. Some drivers are surprised to find entries of truck abandonment or misappropriation of company funds. Order a free copy of your record at hireright.com/background-checks. You also have the right to contest entries on your record. Some carriers may use other reporting agencies for their background checks, but by law you’re entitled to a copy of their records, too. Drug & Alcohol Clearinghouse: The FMCSA maintains a website where employers are required to report failed tests or refusals to test for controlled substances. The carrier must have your consent to check your record, but you have to register at the Clearinghouse before they can check. Register at clearinghouse.fmcsa.dot.gov/register. You can also order a copy of your record to see what’s been reported. Some drivers have left a company during orientation, only to find the carrier reported a refusal to test. Court records that are applicable to the position you are applying for: If you’ve been convicted of a crime, or even acquitted of a serious charge, your court case is on file somewhere. In some cases attorneys can enter a plea on your behalf without your presence, creating a record you’ve never even seen. Many counties have a county recorder, and in some states there’s a state agency. Have copies of the final disposition of your case(s). If an arrest shows up in a criminal history report and you have a court record, you’ll be able to show the carrier that you have nothing to hide. If you’re denied employment, you can request copies from the carrier of any consumer reports used to make the decision. That process takes time, and you won’t know for sure if there were other reasons you were declined. If you’re planning to apply for a new trucking job, knowing what’s on your record will help you avoid unpleasant surprises and breeze through the hiring process.

He comes from a land down under: Freight industry analyst Dean Croke never forgets his roots as a truck driver

Cliff Abbott - June 14, 2023

Some professional drivers are content with racking up awards for miles and years spent safely behind the wheel in their chosen segment of the trucking industry. Others enjoy the challenge of learning to operate different types of equipment and hauling more complicated cargo that requires mastering new processes. Still others move from behind the wheel into training and management, helping other drivers find success in their chosen career paths. And then there’s Dean Croke, a farm boy turned professional athlete turned master driver … who today analyzes freight industry data and assists some of the largest carriers in existence. It’s quite a story. Like any road trip, we’ll start at the beginning. “I was born into a trucking business in Australia, in sort of the Outback area,” Croke explained. “When you grow up on a farm, you work as soon as you can sort of stand and walk. So, my first driving experience was at age 5 with my dad. He’d be up on the back (of the truck) stacking hay and I’d be driving around.” By the time he was 10, Croke was taking a turn at the wheel while his father snatched a few minutes of rest. The family trucking business was in Crookwell, in New South Wales, Australia, about two and a half hours from Sydney. The town is famous for seed potatoes, but the Croke trucking business was focused on something else — livestock. “I’d have to wash out the cattle trailers after school,” Croke remarked. “I’m still quite accustomed to the smell of cow manure and diesel.” Crookwell is famous for producing athletes, too, including a number of Olympians. Croke followed in his father’s athletic shoes, playing rugby on a professional level. A back injury led to therapeutic swimming, which evolved into triathlon competitions and half-Iron Man contests. Watching professional rugby matches is still one of Croke’s favorite leisure activities. Croke’s trucking career could have come to an abrupt halt when his parents sold their business and moved the family to Australia’s capital city of Canberra to take advantage of the education opportunities available for Dean and his brother. “Of course, since we got educations, we went straight back to truck driving, my brother and I,” he said with a laugh. “We couldn’t get away from it. At least we were a bit smarter for the exam.” Croke accumulated more than 2 million miles, driving everything from straight trucks to gigantic four-trailer, 88-wheel road trains through Australia’s famous Outback. “Your freight task is enormous because … 80% of the population lives on 3% of the land mass,” he explained. “Hauls of 1,500 miles are not out of the question. You’re on your own a lot, and in very inhospitable country — hot and dry. You’ve got to be more than a driver. You’ve got to be able to fix whatever breaks because there’s no 1-800 number.” Those grueling trips, especially on dirt roads, are hard on equipment. “If you’re doing a lot of off-road work in the dirt hauling cattle, you’ll change four tires a day,” he said. “You see a lot of road trains have four tires under each trailer and belly tanks of diesel for refueling when you’re in remote areas.” The tough road conditions call for cooperation between drivers. “You never go past anyone that’s broken down; that’s like a golden rule,” Croke said. That goes for four-wheelers, too. “It’s not uncommon for tourists to be broken down and then to be towed into the nearest town at the back of four trailers,” he said. “Cars get into trouble; they overheat and there’s no AAA down the road. You could be 1.000 miles from anywhere.” On the highway, vehicle length restrictions require fewer trailers and cabover tractors for most applications but operators in the Outback are allowed longer hoods and larger sleepers. A 100 kilometer-per-hour speed limit (62 mph) is strictly enforced using gantry camera systems that calculate speeds and alert law enforcement. In 1997, Croke was managing a trucking company when he was faced with the heartbreaking task of notifying the families of two drivers that their loved ones had died after falling asleep at the wheel. That experience shaped his choices for the future of his career. As the industry evolved, the country added more regulation and law enforcement, fundamentally changing the industry. Croke got involved with the Australian Trucking Association, helping develop the organization’s “TruckSafe” industry accreditation program. A feature of the program is that accreditation earns a carrier an exemption from some regulatory requirements, such as annual truck inspections. Dean’s move to the U.S. began when he gave a presentation on sleep deprivation for drivers in his home country. A professor from Harvard happened to be in the audience. Impressed with Croke, the professor offered the Australian an opportunity to manage a safety consulting business in Massachusetts. With Croke’s help, Circadian Technologies developed predictive models, based on driver log entries, that help identify drivers with a higher risk of fatigue-related accident. “So, that’s sort of how I got here, and what got me down the path of data analytics and data science,” Croke said. He has presented close to 700 classes on the science of sleep, teaching drivers how to get better quality rest. Nowadays he’s added to his resume duties as the principal freight analyst for DAT Freight & Analytics. Using data derived from postings to the DAT load board and other resources, Croke counsels trucking industry decision makers about market trends, helping them manage their businesses under sometimes turbulent conditions. He’s a frequent speaker at industry events, making presentations on freight trends, safety processes and sleep science. Croke also publishes video blogs for DAT and others, offering current data analysis or helpful advice. Many of his videos offer business tips to small trucking businesses and owner-operators. “There’s a lot of carriers that have built very successful businesses out of working in the spot market,” he explained. “But in times like this, it’s really hard to be profitable because of higher operating costs and lower rates. That’s why I spent so much time on carrier viability, trying to educate carriers on understanding operating costs.” Educating business owners is not a profit-generating area of DAT’s business, but it’s still important. “If we don’t have financially healthy carriers, we don’t have a business,” he said. “Without truckers, nothing moves.” Croke is a fierce advocate for the trucking industry and its drivers. “I do short videos of truckers at work,” he explained. “This happened by chance when someone said, ‘Would you take a video of my truck rolling down the road?’ I did, and that kind of led to this massive social media platform on Instagram; I just do videos of truckers at work promoting the industry.” Croke has amassed 70,000 followers on Instagram and more than 130,000 on TikTok. He’s still driving, too, although the job is a bit more leisurely today. Croke’s show truck, a 2003 Peterbilt 379 he calls “The Grumpy Pete,” is frequently seen at truck shows and industry events, and he uses the name for his social media accounts. “It’s a never-ending money pit,” he said of his truck, “but a labor of love. Whether he’s at a trade event making presentations to executive-level management or hanging out with the drivers at a truck show, Croke is determined to give back to the industry and the drivers who have given so much to him.

Beyond the hype: Ask the right questions to determine a carrier’s culture

Cliff Abbott - June 13, 2023

Trucking companies differ in the way they present themselves to potential drivers. Some provide lots of information in every ad while others tell a bare minimum, hoping to entice a phone call or an online application. Some try to sway potential drivers with claims of high pay, new(er) trucks or running lanes. Some tout their culture. If you read or hear phrases like, “We treat our drivers like family” and “You’re more than a truck number” those are references to the carrier’s culture. This is all great — but keep in mind that the person who created the ad often works for an advertising agency, not the carrier. Even though the ad agency likely works closely with a manager at the trucking company, who obviously would know a lot about the culture … at least in the office. Whether or not those statements actually reflect the day-to-day world in which drivers work might be up for debate. When speaking with recruiters, it’s important to remember that they work in sales. Like any salesperson, they are evaluated by what they produce; in this case, it’s qualified drivers. Some recruiters are excellent at matching applicant needs with carrier offerings. Others quickly pick up on what applicants want to hear and craft their presentation to meet it. This doesn’t mean they are dishonest, but they sometimes work far away from the “nuts and bolts” of the carrier. Sometimes they present the “company line” in good faith without knowing whether the reality matches. If you’re looking for a truck driving job, whether it’s your first out of CDL training or you’ve been around the industry, you can improve your chances of finding the right fit by asking the right questions. Here are some to ask: How will I be compensated? Dig into rate-per-mile claims. Does that attractive pay rate apply to all miles, loaded miles only, or only loads that deliver to a particular region? Also, is it the actual pay rate or a calculation of mileage pay plus the value of benefits or other factors? If there are restrictions on how to earn the advertised rate, ask about deadhead miles, miles to the next pickup, miles to your home and back. Make sure you understand what you’ll be paid (or not paid) for every mile you drive. Accessorial pay is a part of your compensation, too. What does the carrier pay for detention, and when does it start? Some carriers might pay after you’ve waited two hours to be loaded or unloaded; for others it might be four hours or more, and some don’t pay anything at all. Will the detention be paid along with the mileage for the load, or is there a policy that you must wait until the customer pays? (And what happens if the customer doesn’t pay?) Layover is another issue. If you’re empty and a long way from home and the carrier doesn’t have a load for you, will the carrier pay you for that time? Like detention, how long do you have to give them before pay starts? Does the carrier pay even if you use the time for a 34-hour restart? Some don’t. Some carriers require varying levels of freight handling from their drivers. Find out how often it happens and what the pay rate is for that, too. What is the policy on road maintenance? Any maintenance issues that impact your safety or that of others should be dealt with at the nearest location possible. Some carriers also use vendors for oil changes and other routine maintenance. Will you be compensated for the time you spend waiting for the work to be done? More importantly, will you be asked to “limp” unsafe equipment back to a company shop or to a favored vendor that’s far away? What’s the carrier’s turnover rate? Simply put, the turnover rate is the percentage of drivers the carrier must replace every year, for any reason. The industry average for long-haul carriers is usually somewhere close to 100%. If you receive a glowing presentation about how wonderful the company is but they’re losing drivers at the same rate (or higher) than everyone else, proceed with caution. Also, be wary of estimates and “ballpark” figures. The managers of the carrier know the turnover rate — they don’t need to guess. You might also ask about the most common reason drivers leave the company. Many carriers perform exit interviews with employees who are leaving or pay other firms to do this. What technology does the carrier use to monitor drivers? Modern telematics make it possible to gather all sorts of information and provide it to the carrier. Many carriers know when you exceed a set speed, stomp on the brake, swerve suddenly and other data. Safety technology such as collision mitigation or lane departure warning systems can save your life, but they also may send a report to your carrier letting them know an incident occurred. Modern video systems can record the view outside the windshield, alongside the truck and even to the rear, and driver-facing cameras also record the inside of the cab. Many drivers view these systems as training tools that help them become better, but some see an invasion of privacy. Whatever your opinion, ask before you hire on. What is the carrier’s REAL policy for getting home? Don’t settle for generic statements like, “home on weekends.” Getting home at 8 p.m. Sunday is, technically, “home on the weekend,” but it certainly isn’t a weekend with the family. Rather than asking how often you can expect to get home, find out when you’ll get there and how long you’ll stay. Do your homework. When it comes to culture, recruiters aren’t the only source of valuable information. Internet searches often turn up opinions about carriers — but keep in mind that negative reviews are often left by disgruntled former employees with an axe to grind. You’ll only get one side of the story. Ask current drivers you meet on the road or at truck stops and get several opinions. Trucking can be a tough job, but it’s tougher when you’re stuck at a carrier that doesn’t appreciate you. Get your questions answered before you apply.

New survey reveals insights into truck driving jobs, including decline in number of people seeking jobs

The Trucker News Staff - June 8, 2023

BRENTWOOD, Tenn. — A new survey conducted by the Conversion Interactive Agency and People. Data. Analytics (PDA) peels back the curtain on truck driving jobs and how today’s market conditions are affecting drivers. KEY SURVEY TAKEAWAYS Truck driver job seekers have decreased since the Fall 2022 Driver Survey. This number is down 6% from the Fall 2022 Driver Survey and is down a little over 3% from the Spring 2022 survey taken a year ago. The 33.8% of drivers that stated they are currently looking for a truck driving job is the lowest since Conversion and PDA began asking this question in the Spring of 2021. Consistently, since Conversion and PDA began tracking this number, at least one-third of drivers have stated they are looking for another truck driving job. This does not mean the other two-thirds of drivers are safe. As you will see later in this survey, they are consistently being recruited by other carriers, waiting to get more experience, or have retired from the industry all together. During this time of economic uncertainty, let your drivers know any company efforts that are being made to gain more freight and that you are committed to keeping drivers busy. Of 11,141 surveys sent, 1,621 responses were received, according to a news release. The Spring 2023 Driver Survey revealed less than half of the surveyed drivers are not actively seeking new driving jobs for the fourth consecutive survey. However, the percentage of drivers currently looking for a job has decreased from 40% in the Fall 2022 survey to 33.8%, marking the lowest rate since Conversion and PDA began asking this question in the Spring of 2021. “Also notable, of the drivers surveyed, more than 30% prefer hearing back from a carrier within 12 hours of submitting a short form or application, while more than half prefer a response within 24 hours,” the news release stated. “The results of the Spring 2023 Driver Survey demonstrate a continued trend we’ve seen where a majority of drivers are not actively seeking new driving jobs,” said Kelley Walkup, president and CEO of Conversion Interactive Agency. “This builds the case for carriers to invest even more in their employer brand now, so when drivers are actively making decisions related to driving for a new carrier, brand preference has already been established.” On the retention front, the survey indicates there is some uncertainty among drivers and their ability to earn the pay they need in today’s freight market. Nearly 45% of truck drivers expressed uncertainty or lack of confidence in their carrier’s ability to provide sufficient miles for them to earn the pay they need. Proactive communication is vital in these situations, as identifying drivers who are struggling to log consistent miles and intervening promptly can significantly boost driver retention rates. It’s worth noting that 71% of job-seeking drivers cite predictable pay as a reason for their job search, indicating that freight availability directly affects drivers’ earnings. When recruiting new drivers, carriers should highlight their steady freight and consistent miles in their messaging and job descriptions. “This recent survey underscores the challenges facing drivers today, with half experiencing a drop in pay over the past six months,” said Scott Dismuke, vice president of operations at PDA. “As the survey shows, predictable pay is a top priority for drivers seeking new employment opportunities. The freight recession has also had a significant impact on driver miles, with half of the surveyed drivers reporting decreased or fluctuating miles since last fall. This slowdown can be particularly challenging for drivers who entered the industry during the peak of COVID-19 freight, as they have only ever known a steady freight market. Proactive communication is essential to support all drivers through any economic situation.” The survey also delved into drivers’ preferences regarding attending hiring events when seeking new job opportunities. “A significant majority of drivers, nearly 70%, expressed a preference for attending both in-person and virtual events,” the news release noted. “This finding suggests that carriers can derive benefits from virtual events, which demand minimal investment while delivering timely and qualified leads.” The news release also states that “It is noteworthy that events remain one of the most effective methods for attracting drivers, yet many carriers are not fully capitalizing on the latest technologies and offerings available to them.” Walkup commented on this finding, stating, “Events are one of the most effective ways to attract drivers, and yet many fleets are still underutilizing them as a recruitment marketing strategy. In today’s driver market, it’s critical for carriers to use every tool available to attract top talent, including in-person and virtual events.” Moving into the second half of 2023, Dismuke and Walkup both agree that carriers should be focusing on recruiting smarter and retaining better. “To achieve this, carriers should also stay ahead of the curve by implementing driver-centric policies, tools, and addressing driver feedback to keep them satisfied in an ever-changing economy,” the news release stated. “Prioritizing driver retention and recruitment creates a stable and productive workforce and enhances overall efficiency and profitability, which is essential in the highly competitive trucking industry.” To access the full survey, click here.

Peterbilt Technician Institute recognizes 1,000th graduate

The Trucker News Staff - June 7, 2023

DENTON, Texas — The Peterbilt Technician Institute (PTI) recently recognized its 1,000th graduate during a graduation ceremony at its Lisle, Illinois, campus. The PTI program, established in 2013, runs for 12 weeks. Students earn Peterbilt-specific certifications to maintain, diagnose and repair Peterbilt vehicles and PACCAR engines. Jason Neumann, the 1,000th graduate, came to the program following his completion of the Universal Technical Institute (UTI) diesel technician training program at UTI-Lisle, according to a news release. Neumann is a U.S. Army veteran who worked on diesel vehicles during his service and has already received an employment offer from Peterbilt dealer JX Enterprises, at its Green Bay, Wisconsin, location. “Peterbilt has always been my favorite truck brand. Having the opportunity to receive Peterbilt-specific training and earn valuable certifications to start my career was exciting,” Neumann said. “I’m looking forward to learning and growing as a tech with my new employer, JX Enterprises, and someday managing a dealership.” PTI has campus locations in Lisle, Illinois, Irving, Texas, and Nashville. “We’re proud to recognize our 1,000th graduate. The PTI program continues to create successful career paths and facilitate employment for hundreds of students every year across our three locations,” said Casey Spadafina, Peterbilt’s Technician Program manager. “Our dealerships are incredibly motivated to support the program to recruit high-quality technicians for their operations.” Hannah Freeman, director of continuous improvement at JX Enterprises, said her company has had “outstanding success with many recruits from the PTI program. Qualified techs directly contribute to our growth by delivering quality work that increases customer satisfaction. We plan to continue hiring PTI graduates for all our locations.”

Connecticut groups working to give former inmates a second chance through trucking

Kris Rutherford - June 6, 2023

HARTFORD, Conn. — The effort to overcome the nation’s truck driver shortage has gained new support from an unlikely source — a partnership between Connecticut’s Department of Corrections (CDC) and Department of Motor Vehicles (CDMV). The two agencies now operate a program that helps incarcerated individuals prepare to earn their commercial driver’s license (CDL) while still behind bars, helping to equip them for employment upon their release. The program has the full support of Connecticut’s trucking community, largely attributable to the efforts of former State Sen. Will Haskell who championed a bill for the program in the state legislature. “This is a ‘win-win’,” Haskell said during hearings on the bill in May. “Many formerly incarcerated individuals have trouble finding work upon release, which can drive them back into crime. Meanwhile, workforce shortages in the trucking industry have strained our supply chain, here in Connecticut and across the country.” Uzoma Orchingwa, co-founder of Emerge Career, a job-training service that specializes in helping low-income and difficult-to-employ candidates, immediately saw how his company could join forces with the CDC and CDMV to make the program a success. He helped kick off the program in early 2022. “Ninety percent of people coming out of incarceration in this country have no access to job training,” Orchingwa said, noting that his company provides online and video-based training while people are still imprisoned to prepare them to earn their CDL — and hopefully obtain a job soon after they are released. “We actually have some candidates who emerge with their CLP (commercial learner’s permit) and are pre-hired,” he said. Western Express and Schneider are two carriers that have stepped up to hire graduates of the Emerge Career program. “To date, we have a 100% job placement rate. We’ve graduated 30 students to date and are contracted for 100 by the end of 2023,” he said, adding that, while all students to date have been hired by carriers, that isn’t necessarily an indication the record will continue. “We’ve received feedback that most carriers are open to hiring students who were in prison for non-violent offenses,” he said. Those who have violent offenses on their records, he believes, will see more opposition from prospective employers. Overall, he said, he is pleasantly surprised at the willingness of carrier to hire the program’s students. Perhaps part of the willingness stems from the Motor Transport Association of Connecticut’s (MTAC) support of the program when it was still a legislative bill. “We are fully supportive of giving incarcerated individuals a second chance,” said MTAC president John Blair. “MTAC sees this program as a way to fill job openings while helping the very important reentry program.” Orchingwa says the program is open to women as well as men. In fact, one of the first graduates was Florene Little, a former inmate who says she has wanted to be a truck driver for years — but the cost of training stood in her way. Through the Emerge Career program, she was able to overcome that barrier. But the biggest barrier she faced was getting a job. “You’ll be judged for your record,” said Little, who now drives an 18-wheeler on long-haul routes. “So, I feel like I got a second chance.” While indications from the first year suggest that the program has been a success, Orchingwa doesn’t want to make too many assumptions based on a small sample size. But he is talking with other correctional institutions in San Diego, Cal., Alexandria, Va., Worchester, Mass., and New York about bringing the program to those communities. While Emerge Career tries to make the program available to as many students as possible, they do have qualifications that must be met. “We vet the students before they enroll,” Orchingwa said. “We want to make sure they will qualify for a CDL after they are on the outside. We don’t want to build false hope when a prospective student has something on their record that will prevent them from getting a CDL.” Orchingwa notes that literacy is a very important qualifying aspect of the program, and says he’s pleased with the program’s progress. For a trucking industry in need of more drivers and a corrections system in need of better preparing inmates for reentry, Orchingwa and Emerge Careers are providing a service that is on the verge of going nationwide. “Our students find that they enjoy traveling across the country while driving trucks and being able to provide for their families,” he said.

Spot rates see little change over Memorial Day weekend

The Trucker News Staff - June 6, 2023

BOISE, Idaho — Total spot market rates in the Truckstop system were essentially unchanged during the week ended June 2 (week 22), according to the latest Truckstop report. Broker-posted dry van and flatbed spot rates each eased a fraction of a cent while refrigerated spot rates continued to fall modestly after the 29-cent surge during the International Roadcheck inspection event two weeks earlier. The Memorial Day holiday produced sharp drops in both spot volume and truck postings, resulting in essentially no change in the loads-to-trucks ratio. Loads available Total load activity fell 14.1% — the largest drop of the year so far — following a decrease of nearly 8% in the previous week. Volume was almost 41% below the same week last year and about 23% below the five-year average. Load activity declined in all regions except the Northeast, which saw a slight gain. Truck postings fell 13.8%, which also is the largest decrease of the year, and the Market Demand Index – the ratio of loads to trucks – barely budged. Total rates The total broker-posted rate eased just a tenth of a cent after rising just over 1 cent in the prior week. The decrease in the total market rate was buffered in part by the small specialized segment, which saw a healthy increase in rates. The total market rate was almost 22% below the same 2022 week and 0.1% below the five-year average. Although the deficit versus the five-year average is tiny, it is the first negative comparison in total rates versus the average since June 2020. Dry van Dry van spot rates eased two-tenths of a cent after rising nearly 4 cents in the previous week. Rates were more than 19% below the same 2022 week and more than 7% below the five-year average. Dry van loads fell 15.4% after dropping more than 6% in the prior week. Volume was about 37% below the same week last year and about 19% below the five-year average for the week. Loads fell in all regions. Reefer Refrigerated spot rates declined just over 5 cents. Over the past two weeks, refrigerated rates have given back nearly 11 cents of the 29-cent surge during the Roadcheck event in week 20. Refrigerated rates were nearly 14% below the same 2022 week and more than 5% below the five-year average for the week. Refrigerated loads dropped 13.8% after falling 15% during the prior week. Volume was more than 43% below the same week last year and 20% below the five-year average for the week. Loads were up in the Northeast and on the West Coast but down elsewhere. Flatbed Flatbed spot rates eased just three-tenths of a cent after rising nearly 3 cents in the previous week. Rates were about 25% below the same 2022 week but nearly 2% above the five-year average for the week. Flatbed loads fell 13.5% after declining nearly 8% in the previous week. Volume was more than 45% below the same week last year and nearly 30% below the five-year average for the week. Loads rose sharply in the Northeast but were down sharply in all other regions.

Anthony Petitte returns to truck parking as COO for FinPark

The Trucker News Staff - June 5, 2023

ORAN, Mo. — Finloc 2000 Inc. announced June 1 that Anthony Petitte has been chosen to head the company’s FinPark division as COO, where he will run all truck parking operations in the U.S. and Canada. FinPark offers a technology application solution to an issue that has plagued the trucking industry for the past three decades — locating and reserving safe, secure parking for big rigs and their drivers, Petitte says. Petitte is no stranger to the truck-parking arena; he co-founded Chicago-based TruckPark in 2016 and served as the company’s CEO until selling it in 2021. After staying on with the purchasing company for several months, Petitte left to work with friends Mustafa Azizi and Matt Tabatabai, CEO and COO, respectively, of Zuum App. During his year with Zuum, Petitte worked as head of partnerships and marketing, securing new business for the company’s digital freight marketplace and TMS. Following the expiration of a noncompete agreement in early may, Petitte was asked to join the FinPark division of Finloc to head up truck parking in Canada and expand operations to the U.S. “FinPark is essentially what I built at TruckPark,” Petitte told The Trucker. “It’s a parking-place application for brokers, carriers, drivers, and shippers to find reserved paid parking in real time, as well as offer their under-utilized spaces to make revenue.” Using TruckPark as a model, Petitte says he plans to build out FinPark as a next-generation parking and storage marketplace. Currently FinPark has locations in the U.S. and Canada, and the team is actively seeking out new sites to add to the network. “Truck parking has been an industry issue for years, and finally more people are working to solve the problem, especially since Congress passed legislation saying every state should provide reserved and secure locations, versus just off-the-road parking,” Petitte said. In addition to helping ensure the safety of drivers and their cargo, providing secure parking can also help motor carriers retain drivers, he noted. “(Carriers) are focusing on their drivers, which are the companies’ core assets, and saying, ‘How can we support you?’” he said, adding that feedback from drivers points to two top issues — detention and parking. Petitte was introduced to the trucking industry by his late uncle, who worked as a Teamsters driver in the 1970s. In later years, he owned a parking facility in the Chicago area, and Petitte helped with marketing. “(Uncle Sammy) opened the door to so many possibilities, friendships, mentorships and opportunities,” he said. “I am eternally grateful and will do all I can to build another company with integrity, focusing on creating the best and most seamless experience for truck drivers.” During his years of working with the freight industry, Petitte says, he has had many mentors and friends. “I am blessed to have made such great friends in this industry — friends who have lifted me up and have been a constant support for years,” he continued. “One of those many friends is JD Redmon (chief revenue officer for vHub), who helped me get this job. He is selfless, charismatic and one of the best transportation guys in the game. Furthermore, I am excited to work jointly with JD and his team as we go to market with vHub and FinPark, respectively.” While Petitte says he has no regrets about selling TruckPark, he is excited about getting back into the arena. “I look forward to winning past and existing partnerships with all of you within my network and beyond. In this next buildout, I will strive to operate a unified reservation platform,” he said. “This market is large enough for everyone to play in — there are no competitors — only like-minded individuals and companies looking to solve a 30-year headache.” Finloc President Sebastien Blouin says he is looking forward to having Petitte on the team. “Finloc feels privileged to add Anthony as a teammate, and also (his) expertise,” Blouin said. “Anthony’s skillset, combined with our team and Finloc’s multi-decade expertise in the transportation industry, (will help to) resolve one of the Top 10 issues … in the trucking industry.”

Meet day-to-day challenges through physical, mental preparation

Bob Perry - June 1, 2023

The life of a professional driver is challenging, and it requires a special skill set like no other. I was on site with a carrier a couple weeks ago, talking about driver health. I always take these opportunities to listen closely to what drivers have to say about their life on the road and the challenges they face from day to day. In trucking, like all professions, to be the best you can be takes focus, concentration and preparation. As a CDL driver, your eyes and mind are constantly engaged — and like a professional athlete you also play defense and anticipating the other drivers’ moves. Judging from my last round of driver conversations, anticipating the moves of other drivers is high on the list of stressful challenges out there. So, I asked drivers what they do to prepare and/or train for these challenges, both mentally and physically. Well … I’m very pleased to say many drivers place walking as a top priority to relieve the daily stress of driving. Many said they run certain scenarios of “what could happen” through their mind. The most common advice to stay safe on the road is “keep your distance” — which, by the way, all drivers should adhere to, whether their vehicles have 18 wheels or four. In general, completing a high level of continuing education for any given trade is associated with better mental function. Thinking about it: Spending time on education and training in your industry helps keep your memory strong. Focusing on training puts you into a habit of being mentally active. Again, comparing drivers to athletics, it’s the preparation for game day that allows you to perform your best. The more senses you use in learning something, the more of your brain will be involved in retaining the memory. So, challenge all your senses as you practice your trade. The same idea applies to staying physically active. I’ve talked about keeping your memory strong — but have you heard of muscle memory? Muscle memory is a neurological process that allows your body to “remember” certain motor skills and perform them without hesitation or conscious effort. Muscle memory applies to your mental alertness as well. So, continue to take advantage of safety education, and practicing learning and improving your trade both mentally and physically. 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 truckertrainer@icloud.com.

Factoring helps OOs focus on trucking

Cliff Abbott - June 1, 2023

If you’ve bought a truck and obtained your authority, you are truly a trucking entrepreneur. Who knows — you may have planted the seed for a future mega-carrier. Some of the biggest trucking companies in the business started with just a driver and a single truck. It’s important to understand, however, that your role has greatly expanded beyond that of a driver. Think of the different departments you’ll find within a large carrier. Someone has to find and book loads, of course, and deal with the customers. Someone has to send bills for each load and perform collection activities for those that aren’t paid. Someone has to get the checks from the mailbox (or monitor bank deposits) and match the payments up to the correct loads. Aside from the financials, someone is needed to take care of registration, permits, insurance and compliance with all those regulations. Someone needs to manage all of these things and more — and that someone is now you. Some trucking business owners do a great job of juggling all these different tasks, while others have spouses or other assistants who manage the non-driving parts of the business. Many drivers, however, turn to factors for assistance. At its simplest, factors deal with invoicing and collecting from your customers, keeping a small percentage of the revenue for their services. Most factors pay the carrier as soon as the invoice is turned in, and some even advance a portion of the amount for fuel and other needs. Most factoring businesses, however, offer much more than that. Factors usually offer an option between “recourse” and “non-recourse” services. Recourse services specify that if the factor can’t collect from the customer, the carrier may need to pay back the amount they were paid for that load. Under non-recourse services, the factor assumes all of the risks; the carrier keeps the money even if the customer never pays. Of course, factors charge more for this service. For a small carrier, the biggest benefit of factoring is cash flow. Many customers pay on a “net-30” to “net-90” day cycle, meaning that you’ll need to wait, sometimes for months, for their payment. A small trucking business that has to operate for three months before any cash comes in would have a difficult time staying in business. Factors will ask you to contact them before agreeing to a load so they can check the customer’s background. This usually includes a background check, as well as a check of the customer’s credit record. In many cases, the factor has dealt with the customer before through a different carrier. If the customer fails the background check, the factor will inform the carrier that they won’t factor loads from that customer. As a business owner, you’ll retain the option of dealing with that customer or not, but if you choose to do so you’ll be responsible for the billing and collections. You may also have the choice of not using the factor when working with some customers. For example, if you have a customer that always pays quickly, you may choose to deal directly with that customer and avoid the factoring fees. Not all factors offer this option, however. Some will ask you to agree to use them to factor all your loads. Others allow “spot” factoring, where you can choose which loads to factor. Be sure to ask about the policy when you consider a factor. Many factors offer other services, too. Since they’re already handling cash flow, it only makes sense that they’d be able to handle tax filings and payments, too. Some offer fuel cards, often with a fuel discount for their customers. Other discounts may be available, on things such as tires, oil changes and maintenance work. Expensive repairs like an engine rebuild can sideline a trucking business and, to make matters worse, owners sometimes turn to high-interest credit cards to fund repairs. Others turn to predatory lenders that may even insist on access to the business bank account to withdraw payments. Factors may provide lower-interest solutions that can help you get your business back in operation faster and at far less cost. In addition, some factors offer business education to help you better understand accounting and management duties. Another service offered by some factors is licensing and permitting. They may have people on staff for this or an agreement with another company that provides these services. Your relationship with a factor can be a huge benefit to your business, but it’s a relationship you need to make sure you understand before jumping in. Read the fine print — all of it. Ask questions and, if you aren’t sure about something, ask where to find it in the contract so you are aware of and agree with what it says. Factors can smooth out the cash flow of your business and help you free up time to concentrate on the “meat” of the business — the trucking portion that actually pays the bills. The right factor will help you make sound business decisions and can lend a hand when things don’t go as expected.

‘Purr-fect’ match: Jade Transport drivers Ryan and Bernedette Hood love life on the road

Dwain Hebda - May 31, 2023

Husband and wife team drivers Ryan and Bernedette Hood came to the truckling life by very different routes. Ryan, a legacy driver whose love for the open road runs generations deep, was destined to live life behind the wheel from an early age. Bernedette developed an interest in the industry later, in 2015, while seeking a change in professional direction. Once the two fell into each other’s orbit, however, the future was set for the Canadian born and raised drivers. “Ryan and I had met in high school back in 1991, but our paths went different ways,” Bernedette said. “We reconnected in 2015 or 2016, somewhere around there. When we got together, I decided, ‘Well he’s a trucker and I’m a trucker, why don’t we truck together?’” It was the beginning of a beautiful relationship. “We decided to drive together, and we lived together in the truck for two years solid,” she said. “After two years, we realized we actually liked each other enough that we wanted to get married. Once you live in a shoebox for that long you get to know somebody very intimately.” One of the biggest issues the couple had to navigate together had less to do with where they lived, what they hauled or where they went on their runs — and everything to do with what they brought along on the road. Trucker cats, to be specific. “Traveling with animals was something brand new,” Ryan admitted. “I had a dog that I had from a previous life, and I would take him now and then. He and I would go exploring together. Before I met Bernie, before we got together, I had a dog once in a blue moon.” The couple laughs over those pre-feline days now, and with good reason. The couple has a total of seven cats. While usually there are only a couple along for any given ride, there have been periods in their relationship where as many as five felines made themselves at home in the cab. “We’ve had five of them in the truck at one time because we didn’t know how long we were going to be on the road and we had a pretty big truck,” Ryan said. “At the time, it was our own truck, and it didn’t happen very often. We were just kinda stuck for a little while and we had nowhere to put the cats, so we said, ‘You know what? Let’s just take them with us on the road.’” Today, four of the couple’s cats take turns traveling the road in pairs. “Bullet and Nefer are the original two and then we took Cleo and Narmer,” Bernedette said. “We got all our cats as kittens, and Nefer and Bullet kind of are like a pride. Bullet is the alpha male and Nefer is the alpha female. Bullet would nurture the kittens as we brought them in and Nefer would keep them in line. “It is quite an interesting dynamic for cats when you start introducing kittens. And then when you put them in a truck together, it’s even more curious,” she continued. “Bullet really takes his job as head very seriously. He won’t even play with the laser pointer. He’s like, ‘These are my kids. I’m watching them.’” While Bernedette’s love of feline fluffballs brings one dimension to the road-worthy relationship, Ryan’s lifelong devotion to fitness brings another aspect to life in the rig. Weights and dumbbells travel wherever he goes, the better to help him stay toned and in shape. He says it’s a habit he developed early in life. “When I was in high school, I actually wanted to be a firefighter because I realized I had a lot of energy and I needed to put that energy to good use,” he said. “Plus, I also liked to work in the community and be involved with people. So, I was striving to be a firefighter coming out of high school. “I’m very conscious of my health. If you were to meet me, you probably wouldn’t think that I’ve driven 3 million miles over almost 30 years of driving a truck, because I don’t look like your stereotypical truck driver,” he continued. “One of the biggest things that I started right out of the gate was eating right and making sure whenever I’ve got down time — whether it’s a 30-minute break or my 10 hours, whatever it is — I will make the time to be active.” Not unlike Ryan adjusting to having cats in the cab, Bernedette had to get used to Ryan’s workout regimen. “One thing Bernie had to get used to was my up-and-down, always-on-the-go, always-moving, can’t-sit-still lifestyle,” Ryan said. “She had to get used to me being outside at four o’clock in the morning at a rest area, working out with my barbells and plate weights and dumbbells. Even when I’m driving a truck, I have to have music going. I’m constantly moving at something. It’s something I’ve always had. I’ve always been a very active person.” For her part, Bernedette says she’s paid more attention to her health and fitness since marrying Ryan, but she hasn’t quite reached his level of intensity. “I work out sporadically. I don’t like effort like that; I don’t like sweating,” she said. “You put a cheesecake or a barbell in front of me, I’m going for the cheesecake, hands down. But I’m more disciplined in my eating and looking after my physical health now. “I had a bit of a medical scare two years ago. At that time, I was quite chunky, so being with Ryan helped me to get that scare under control,” she explained. “I’m eating better, losing weight, getting healthy and getting my body back to what it should be. But I’m not going nuts for exercise. I walk more than I lift weights.” The duo, who haul tankers for Winnipeg, Manitoba-based Jade Transport, just switched from a Volvo tractor to a 2020 Peterbilt Model 567. During their driving career they’ve traveled all over the lower 48 U.S. states and every Canadian province except Newfoundland. These days, they’re on a dedicated run between Imperial Oil in Sarnia, Ontario, to a paper mill plant in Tennessee, enjoying the partnership they’ve forged in life and in work. “We know each other’s habits,” Ryan said. “We know each other’s likes and dislikes when we’re on the road. We know what to do and not do.” It’s the “purr-fect” match. “When we’re in the truck together, it’s our own little world,” Bernedette said. “Ryan and I get along famously. We bitch at each other like everybody else, but in our little world, everybody else is out of it. When we’re in the truck together we’re home.”

Understanding freight rates, fuel surcharges can maximize earning potential

Cliff Abbott - May 28, 2023

If there is anything that owners of small trucking businesses will never be completely happy about, it’s freight rates — unless, of course, it’s fuel prices. Even when freight spot rates were reaching record highs in early 2022, some owner-operators were still complaining about “bad” rates on social media outlets. The reality is that freight rates and fuel prices fluctuate, and successful trucking businesses adapt their operations to remain profitable. Those that don’t adapt generally don’t stay in business. Freight rates are broken down into “spot” rates, which are offered on the open market as loads become available, and “contract” rates that are guaranteed in agreements between carriers and customers. Contract rates can protect both parties against fluctuations in the market, but they can also obligate the parties to rates that could become unfavorable if the market changes. Using data received from DAT Freight and Analytics, derived from actual load transactions on the DAT load board, and from the U.S. Energy Information Administration, The Trucker took a look at the last 20 years of rates and fuel costs. There’s no doubt that 2022 was indeed a prosperous time for trucking. Spot rates for dry van freight reached their highest point in January 2022 at $2.70 per mile, and contract rates hit their high point the following month at $2.62. The fuel surcharge added to the rate per mile, however, reached its highest mark of 75 cents per mile (cpm) in June 2022. By then, spot rates had fallen by 77 cpm to $1.93. Just as truckers were feeling the pinch of lower rates, average fuel prices spiked at $5.81 per gallon nationally and $6.92 in California. While carriers took the hit on spot rates, contract rates in June 2022 remained higher at $2.48 per mile, down just 14 cents from their peak. Carriers that hauled larger percentages of contracted freight weren’t hit as hard as those who relied on the spot freight market. That’s because contract rates tend to follow spot rates, but they lag three to six months behind as carriers and shippers identify trends and renegotiate contracts. All of this underscores the importance of making sure to consider fuel surcharges when considering posted loads. Contracts for rates often contain fuel surcharge addenda, so the carrier is assured of fuel surcharges on each load. Posted spot rates may build in fuel surcharges, while others may pay them separately. It’s always a good idea to make sure of the amount you’ll receive, including surcharge. A year after attaining the high point in January 2022, dry van rates had fallen to $1.83 per mile and had dropped to $1.67 by March. Contract rates fell too, but only to $2.26 per mile. Fuel surcharges also fell, reaching an average of 49 cents by March 2023. That’s commensurate with national average fuel prices reported by the Energy Information Administration (EIA), which were $3.92 in the same month. Rates for temperature-controlled freight followed a similar trajectory, but the timing was a bit different for flatbed freight. Flatbed spot rates hit their highest point of $2.76 per mile in June 2021, seven months earlier than dry van and refrigerated. It helps to understand the trucking segment in which you work. Flatbed rates, for example, often climb as construction season begins, and also after hurricanes or other weather events cause damage that must be repaired. Refrigerated truckers might learn the various harvesting schedules in different parts of the country, or locations where foreign produce arrives in the U.S. Some research and some conversations with other drivers could result in significant revenue increases. Understanding freight lanes can make a difference, too. Before accepting that great rate to Miami, for example, it’s best to see what loads coming out of Miami are paying. Online load boards, like the one operated by DAT, make it easy to do so. The most profitable carriers plan several loads in advance. The EIA predicts that fuel prices won’t change much for the rest of 2023 — and will actually decline in 2024 — but it’s important to note that the oil market can quickly be impacted by weather events, military conflict and other factors. No projection can be 100% accurate. Fuel surcharges fluctuate with average pump prices, of course, but there’s another factor used to calculate them — the fleet average miles per gallon (mpg). Nationally, the average for Class 8 trucks is about 6.25 mpg; that’s the number typically used for calculation of fuel surcharge. What really matters is the mpg of the truck you operate. That’s what determines how much the fuel surcharge helps you cover the cost of fuel. For example, the national average fuel surcharge reported by DAT for March 2023 was 49 cpm. If your truck achieves the national average mpg of 6.25, you’ll earn $3.06 for each gallon of fuel you burn (6.25 multiplied by 0.49). Subtract that from the average fuel price on March 20 of $4.18 and diesel cost you $1.12 per gallon (4.18 minus 3.06). If your truck delivers a higher 7.25 mpg, the surcharge you receive for each gallon burned is $3.55. That lowers your out-of-pocket price to 63 cents per gallon. If you can get your fuel mileage to 8.5 mpg, the surcharge would jump to $4.17, and your out-of-pocket fuel cost would drop to just a penny per gallon. On the other hand, if your truck gets only 5 mpg, you’ll earn $2.45 in fuel surcharges, bringing your out-of-pocket cost to $1.73 per gallon. Considering that you may purchase 15,000 to 20,000 gallons of diesel per year, every tenth of an mpg you can increase your fuel mileage will, calculated at the March surcharge of 49 cpm add another $750 to your end-of-year profit. It helps to view each truck as a tool you use to earn income. Fleet trucks purchased by large carriers are typically equipped for the best mileage possible while maintaining durability and driver comfort. Owner-operators sometimes prefer trucks with more features and accessories, often at the cost of fuel mileage. Make your own decisions, with the understanding that some choices may cost you once for purchase and again in fuel prices because of reduced mpg. The better you understand your business and your market, the better your chances of remaining profitable during even the worst of trucking times.

Safety Series: Preparation and patience are keys to coping with construction zones

Cliff Abbott - May 27, 2023

“Fines doubled in construction zone.” People who make their living on the road see this sign on a daily basis; some see it several times a day. There’s a good reason for this. Your chances of being involved in a collision go way up when those orange cones (or barrels) come out. The National Highway Traffic Safety Administration (NHTSA) keeps statistics on construction zone collisions and reports some of them through its Fatality Analysis Reporting System (FARS). It takes a while to collect data from all 50 states plus U.S. territories, so the most recent statistics are from 2021. The numbers are revealing. In 2021, 33% of work zone crashes involved a commercial motor vehicle (CMV). Far less than 33% of the vehicles on the road are CMVs, so that number points to the trucking industry as a large contributor. Another fact the NHTSA reported is that 24% of work zone accidents involved a rear-end collision. It’s no secret why there are so many collisions in construction zones. Changing traffic patterns, confused motorists, rough roadways and other factors combine to increase everyone’s risk of an accident. But there’s another reason: Impatience. No one likes the lower speed limits and merging traffic. Impolite people who make unsafe driving decisions only make the problem worse. Many drivers develop a “me first” mentality, becoming angry when another motorist goes out of turn when merging. For the professional driver, the best action is to remain calm and leave plenty of space. Getting angry, especially when it results in attempts to block traffic or prevent others from changing lanes, will only escalate the situation. Rage begets rage, and angry drivers trying to “one-up” each other can be deadly. Drivers can begin preparing for construction zones the instant they see those orange diamond-shaped signs warning of “road work ahead.” At many construction sites, multiple signs count down the distance to the spot where the actual construction is being done. It’s important to read all of these signs, because the messaging can change. Typically, there will be signs to announce which lanes (if any) are closed, what the reduced speed limit is and convey warnings about workers being present. Depending on the jurisdiction, the construction company and other factors, however, these expected signs may or may not be there. Worse, the signs can be wrong. Nearly every driver has experienced seeing signs warning of a lane closure, only to discover that a different lane is closed. This can occur when the road crew makes a mistake, but more often it’s a symptom of changing conditions. For example, the construction work is moving from the right lane to the left lane, so crews may be moving cones or barrels accordingly but haven’t gotten around to changing the signs yet. It can be tricky to coordinate everything. One frustration drivers face in construction zones is motorists who want to pass all the big rigs and slower-moving traffic before entering the zone. Sometimes this happens when a smaller vehicle wants to avoid the reduced visibility experienced when traveling behind a truck. More often, it’s the misguided belief that they’ll somehow get through the zone faster if they aren’t behind a “slow” truck. Unfortunately, some truck drivers attempt to control passing traffic by blocking lanes or straddling the line between them. While this practice can be satisfying when it works, it opens the driver to a citation if observed by law enforcement. Worse, it places the driver squarely at fault if an accident occurs. And it really doesn’t save much time, if any. The U.S. Department of Transportation (DOT) now recommends a merging technique called “the zipper.” Instead of merging into the correct lane far in advance of the point where the lane actually ends, vehicles travel in both lanes until the last minute and then take turns moving (“zippering”) into the correct lane. This practice eliminates the unused lane and long backup, along with the temptation to pass, created when motorists move over early. The zipper method of merging is safer, and actually more efficient. Many states have begun using signage in construction zones to educate motorists on the practice. Regardless of the merging method used, the risk of construction zone accidents can be reduced by some simple driving techniques. Reduced speed and increased following distance are two musts, as is a constant visual scan. Conditions can change quickly in work zones, and the hazards are increased. Construction workers and machinery can move suddenly and in unpredictable ways. Other motorists can become confused by the sea of orange signs, cones and barrels and make unsafe decisions. The road itself can present hazards, too. Lanes are often narrowed and can shift suddenly. The road surface can range from rough, broken asphalt to brand-new pavement, sometimes all in a short stretch of road. Of course, the best way to deal with construction zones is to avoid them entirely. Most states have websites drivers can use to identify construction areas; some sites are equipped with traffic cameras to provide a bird’s-eye view of current conditions. Some GPS or mapping systems identify construction zones, and some even offer the option of choosing an alternate route. At times, traveling a few extra miles is well worth the time saved by avoiding congested construction zones. There’s still a place for the CB radio, too. While many drivers choose to leave their CB off most of the time, it’s a good idea to turn it on at the first sign of trouble to get as much information as possible about conditions ahead. Interstate highways are often built parallel to older U.S. routes, and these older routes often cross back and forth over the main road multiple times. With enough warning, these routes can provide a quick detour that brings you back to the Interstate a few miles later. With a little preparation and some patience, getting through construction zones safely becomes just another part of the professional driver’s day.

Lawmakers introduce bipartisan bill to strengthen truck driver apprenticeship program

The Trucker News Staff - May 22, 2023

WASHINGTON — Arkansas Republican Rep. Rick Crawford and Democratic Texas Rep. Henry Cuellar have introduced new legislation to help attract more truck drivers to the industry. And already the American Trucking Associations (ATA) and International Foodservice Distributors Association (IFDA) are lauding the new measure, which has been dubbed the DRIVE Safey Integrity Act. The bill builds on the DRIVE Safe Act over the last few Congresses and the inclusion of the Safe Driver Apprenticeship Pilot Program in the Bipartisan Infrastructure Law (BIL) “Building a 21st century supply chain requires a strong, vibrant and growing trucking workforce,” said ATA President and CEO Chris Spear. “The DRIVE Safe Integrity Act will bolster new career pathways into interstate trucking while promoting safety and training standards that far exceed the bar set by states today. This legislation offers a timely and essential trucking workforce and supply chain solution, built off years of broad bipartisan Congressional support.” Mark S. Allen, president and CEO of IFDA, said that the last three years “have proven just how important truck drivers are to the American economy and way of life, and how urgently we need to develop a pipeline of qualified, well-trained professional drivers to meet our nation’s growing freight needs. Strengthening the ability of younger drivers to receive rigorous training and safely enter the trucking workforce will help fill this pipeline, and we thank Representatives Crawford and Cuellar for their bipartisan leadership in addressing this issue.” According to the ATA, the trucking industry is currently facing a shortage of more than 78,000 truck drivers coupled with a need to hire 1.2 million new drivers over the next decade to meet increasing freight demands. “U.S. Department of Transportation regulations bar a vital population of job seekers from interstate trucking, exacerbating the driver shortage as qualified candidates are lost to other industries,” an ATA news release stated. “In 49 states plus the District of Columbia, 18-20-year-olds are permitted to obtain a CDL and drive heavy-duty commercial vehicles in intrastate commerce, but federal rules have long prohibited those same drivers from driving in interstate commerce.” To address this issue, the BIL law enacted in 2021 included a nationwide pilot program modeled after the DRIVE Safe Act to create a pathway for young drivers to operate interstate with rigorous safety and training guardrails in place. The Save Driver Apprenticeship Pilot Program (SDAP) was capped at 3,000 participating drivers at any one time; however, fewer than a dozen driver participants have enrolled. “This failure is partly due to extraneous USDOT requirements for program participation that were not included in the Bipartisan Infrastructure Law,” the ATA noted. ATA officials also said that the DRIVE Safe Integrity Act would help get the pilot program back on track by urging DOT to take corrective actions that would improve participation in the SDAP and requiring DOT to provide Congress detailed reports on SDAP’s status and corrective actions taken to improve participation. “By directing DOT to steer the SDAP back to the course Congress originally intended and providing a path forward for participants to safely enter the workforce, this bill will ensure our industry has the talent it needs to meet the economy’s freight demands in the years to come,” Spear said. “We thank Representatives Crawford and Cuellar for their outstanding leadership.” Upon the sunset of the pilot program, the bill would direct DOT to review the safety data and issue regulations for a permanent apprenticeship program for commercial drivers between the ages of 18-20.

FreighTrax, University of Central Oklahoma collaborate on online driver training

Kris Rutherford - May 17, 2023

EDMOND, Okla. — FreighTrax, an online training company, and the University of Central Oklahoma (UCO) have teamed up to present easily accessible, ongoing training for professional drivers. “We want to deliver anytime-anywhere training to truck drivers,” said Chris Reed, a member of the FreighTrax team. “We know how hard it is for drivers to make time to sit in a classroom for traditional learning. Our courses are meant for use on the go, available on a mobile device.” The FreighTrax courses are designed primarily for CDL holders who want to expand their knowledge of a specialized portion of the logistics chain. “The University of Central Oklahoma is proud to partner with FreighTrax in offering courses such as SandTrax and PortTrax,” said Dr. Robin Lacey, chairperson of adult education and safety sciences at UCO. The courses, she says, will provide students with invaluable knowledge and a solid foundation in the trucking industry. “We’re excited to join forces with the University of Central Oklahoma to develop the next generation of logistics professionals,” said Robert Moore, FreighTrax vice president of operations. “This collaboration is an example of how higher education institutions and industry leaders can work together to create innovative and relevant learning opportunities for continuing education,” Lacey said. FreighTrax currently offers courses in sand hauling and ports of call, both sectors in which fleet managers want to be confident their drivers have the advanced knowledge needed to operate in unique environments. “It’s very useful for a driver who wants to learn another area of the trucking sector. They want to know that the drivers know what they’re doing,” Reed said, noting that drivers receive a microcredential in the area they’ve studied. “For our PortTrax class that opened (May 15), we already have over 50 drivers signed up,” he continued. “This type of training is going to be in demand in the future, and we are already looking at upgrading our offerings.” Upgrades include a basic CDL course for those wanting to learn the business of trucking, as well as a “masters” course that is currently in the planning phase. One aspect of the courses FreighTrax offers that makes the programs appealing to drivers is affordability. “Our price point is a major advantage,” Reed said. “Our $199 classes beat the competition by $100 to $250 for the same material.” In addition to allowing drivers to enhance their skillsets, the courses can prepare students for advancement in the industry. The PortTrax course, Moore noted, will equip students with skills to work in supply chain management. “It will address the ever-changing needs of the drayage industry, and where confident our collaboration will drive meaningful change and growth in the sector,” Moore said. For more information, visit freightraxtraining.com.

Driver-trainer Ryan Bell shares how employees can build a thriving career with Estes

Kris Rutherford - May 16, 2023

This year, Estes Express Lines, based in Richmond, Virginia, celebrates a milestone — the 20th anniversary of the company’s in-house driver training program. If you’re looking for a success story from this dock-to-driver (DTD) program, look no further than driver-trainer Ryan Bell. “Back in 2007, I was in a minimum wage job with a wife and a baby. We were living in my dad’s basement because we couldn’t afford an apartment,” said Bell, now 37. “I got started at Estes, worked the dock for a year and started seeing better pay checks. I moved to the switcher yard, and eventually bought a house and nice vehicles.” Bell’s story doesn’t end there, however. “After four years in the switching yard, I was asked if I wanted to do the driving school. I was, like, ‘Absolutely!’” he said, adding that he’d wanted to attend the school for a while — but back then the training program was held only twice a year. Estes’ DTD program is open to all employees; anyone within the company can attend driver training with the approval of their terminal manager and regional safety manager. The DTD program guides students through the process of earning a commercial driver’s license (CDL), obtaining clearances and undergoing the required drug tests. From there, it’s a two-week trip to driving school for a combination of classroom and field training. Estes even pays transportation costs and per diem expenses for employees. “I went to driving school in December of 2011,” Bell said. “We were a class of 12. We stuck together, learned how to do pre-trip (inspections) and handle a 10-speed transmission. From there, I spent two weeks learning to drive city routes and eventually was sent to Aberdeen, North Carolina; (that was) my first real experience in a city.” Bell’s love for the road has grown by leaps and bounds. “I’ve been driving 12 years now, and I still love it every day,” he said. Aside from driving for the company, Bell now has the opportunity to train new drivers through the Estes driver training program. He has been a driver-trainer at Estes’ High Point, North Carolina, location for three years. From High Point, Bell says they offer training to recruits from a large part of the country. “The driver training program started in 2003 with the idea of offering in-house employees the career opportunity of driving a truck,” he said. “High Point was our first location.” Estes now operates a similar program in San Antonio. “We do a class just about every month,” Bell said. “People from the Northeast, Midwest and Southeast all come to North Carolina for their training.” The typical class ranges from eight to 18 students, although with the growing demand for training, Bell says he’s seen classes with as many as 24 students. “There’s no shortage of students,” he said. “We want to offer employees already with the company the chance to grow and succeed. “Back in 2011, I wanted more for my family — a better job — plus, I’ve always wanted to be a truck driver,” he continued. “This program made that a reality.” While other carriers offer DTD programs, Bell says there are few things that set Estes’ training apart from the rest. First, he said, Estes pays employees their regular salaries while they are in training. “We pay you to learn,” he said. “There are schools out there charging $5,000 to $7,000 to teach you to drive a truck. I’ve heard people say they learned more about playing poker than trucks while in the class.” In addition to an automatic transmission, Estes trains its drivers to operate a 10-speed transmission. “Our drivers can have no restrictions on their licenses,” Bell said. “Being able to drive only an automatic is a no-go.” This requirement, he says, is good overall, but students vary in their ability to learn the 10-speed transmission. “We teach students to upshift, downshift and double clutch,” he said. “A lot of our students have never even driven a stick-shift car — but that’s often a good thing. Many who drive one have invariably learned some bad habits along the way, and we have to overcome them.” Estes’ DTD program originally had a minimum age requirement of 23, but it has been lowered to 21, Bell said, bringing a new dynamic to the classroom. “Some of the younger students haven’t even been driving a car very long,” he said. “While they have a learning curve in terms of driving, they are often far ahead of older students in terms of technology.” Mastering the use of hand-held devices and computers in trucks — learning what is really a step beyond driving — is typically easier for younger students, Bell noted. To better serve the students — and ultimately the carrier’s clientele — Bell says that Estes’ DTD program is constantly evolving to match changes in the industry. However, he noted, the base education remains regimented. “Driving a truck isn’t too different today than it was when I went through the training program in 2011,” he said. “It’s electronic logging, devices that track pick-up and delivery, and other technological changes that drivers have to adjust to. We just teach them how to drive the same way we have for as long as the program has existed.” Bell is particularly proud of the success rate of his students. “I can say that there have been only a handful who haven’t been able to pull-through the program,” he said. “And we don’t want to see anyone go through the program and not accomplish their goals. We do everything we can to help students succeed.” Overall, Estes’ DTD program has a high success rate and turns out good drivers in terms of their level of safety and mindfulness when driving a truck, he added. Since the program’s inception back in 2003, the number of drivers trained annually has generally trended upward every year. That first year, about 60 students successfully completed the program; in 2022 there were nearly 300 graduates. While the training program does not produce the majority of Estes’ new driver hires, the percentage is increasing, and that includes women. “We are seeing an increase of women employees coming through,” Bell said. “And we’re seeing a much better turnout in diversity throughout the program in general. We want to hire from within, and this program allows us to do so.” Bell says he does notice a few students who struggle — but not because of a lack of ability. It’s typically because of a language barrier. “We have had a few students from foreign countries who have difficulty with the language barrier. This usually creates problems in classroom training,” he said, adding that, for the most part, the students and instructors are able to overcome these barriers, resulting in successful completion of training. When asked about his memorable moments in teaching students to drive, Bell said, “It’s very humbling. You don’t realize what graduating from our program means to people. Some are crying when they get their certificate.” Most students, Bell said, enter the program with the same goals: to earn more money, give their family a better opportunity and to see the country. By graduation day, however, being given the opportunity to grow and thrive in a driving career means much more to students. “It means a lot to me to be able to teach them and be a part of their lives,” he said. “I just want to help them along their way, and it is very humbling.”