TheTrucker.com

HOS rules/logging devices knowledge is vital

Love ’em or hate ’em, electronic logging devices (ELDs) are here to stay for the majority of drivers of commercial vehicles. Once ELDs became mandatory (for most drivers) in December 2017, tracking and reporting of drivers’ hours of service (HOS) was changed forever. Those changes began in the U.S. Legislature with the passage of a 2012 transportation funding bill known as Moving Ahead for Progress in the 21st Century Act, or MAP-21. A portion of that bill was the Commercial Motor Vehicle Safety Enhancement Act, which mandated the ELD rule. As directed, the Federal Motor Carrier Safety Administration (FMCSA) issued the final rule in December 2015, and the rule was fully enacted four years later. Drivers are still required to fill out paper logs if their ELD system isn’t working or when driving vehicles that aren’t ELD equipped, or if they have ELD systems that can’t accept data from the system in a previously driven truck. There is a limit of eight days of operation unless the truck or the work is exempted. Another issue is that drivers can come to depend on warnings and alerts from the ELD rather than mentally tracking their hours. Those drivers may need a refresher on the hours-of-service rules when paper logs are used. The basics haven’t changed much in a decade or more. Drivers of property-carrying vehicles can’t drive after 11 hours of driving or after 14 hours of combined driving and working (on-duty, not driving). There are exceptions to both rules, such as additional time allowed if the driver encounters adverse driving conditions that could not have been reasonably known at the beginning of the shift or trip. The driver must take a 30-minute break before or at the eight-hour driving mark. Thanks to a September 2020 change to the rule, the break can be used for non-driving activities such as fueling or inspections, as long as no driving is done. Before this change, the driver had to log off-duty, sleeper berth or a combination of the two for the break. Drivers can’t drive after 60 hours of driving or working in a seven-day period, or after 70-hours in an eight-day period. The 70-hour rule is typically used for trucking operations that run seven days a week, while the 60-hour rule is used by operations that regularly shut down on specific days each week, such as weekends. When the limits are reached, drivers must wait until the hours fall under the limit or take a 34-hour restart to reset those hours at zero before driving again. It’s important to note that the 14-hour rule and the 60 in seven and 70 in eight rules do not prohibit working beyond the set limits. The rules prohibit driving until the requirements are met, but non-driving work such as loading or unloading aren’t restricted. Drivers can work as many hours as they like, as long as no driving is done until the driver has had 10 hours off-duty or in the sleeper berth or the total hours fall below 60 or 70, depending on the rule used. The adverse weather provision is often misunderstood and misused. In order for a driver to drive extra hours under the rule, the circumstances causing the adverse conditions cannot have been reasonably known before the driving period began. For example, predicted rain can result in flooding over the roadway, or in certain conditions can quickly turn to snow and ice. An argument that those conditions could not have been reasonably known might be a solid one. However, if weather reports predicted freezing precipitation for several days, it becomes harder to argue that the driver couldn’t have known the roads would be bad. In another example, a traffic jam caused by an accident can’t be known beforehand — but claiming adverse driving conditions because of rush hour in a large city might not work as well. There are also specific regulations that govern ELDs. The first is that the device used must be registered with the FMCSA. That’s a process that begins with the manufacturer following the necessary registration steps, including a “self-certification” that the ELD meets all the requirements. The carrier must verify that the device is registered; if the carrier is a one-truck owner-operator business, the owner/driver has the responsibility. Registration can be done online at eld.fmcsa.dot.gov/list. The page includes a list of more than 800 registered devices and also includes a link to a list of devices for which the registration has been revoked. Also, it’s helpful to make sure the most current version of the ELD software is being used. Check with the manufacturer for updates. There may be a current problem with ELDs that depend on cellular networks to transmit data. The 3G network has been retired by every major carrier except Verizon, and even that one will be retired in December. Owners of ELDs that depend on the Verizon network should make sure their devices will operate on 4G or 5G networks. Smaller cellphone carriers such as Cricket, Pure Talk or Consumer Cellular contract to use the networks of larger carriers, so a phone-based ELD that works through another carrier could still use the Verizon network. There are rules that govern ELD capabilities, too. The device must be able to transfer the driver’s record-of-duty status (RODS) electronically to an inspector during a stop, confirm successful transmission and allow the safety official to enter a comment. During an inspection, some officials will be satisfied with looking at the driver’s record on the screen of the ELD, but many will want either a printout or a copy of the record. This can be accomplished in several ways. The safety official can connect via Wi-Fi or Bluetooth, or the ELD system can transmit via fax or email. Another option is to record the data on a thumb drive that the official inserts into his or her own device. Instructions for operating the ELD, and for transmitting data must be carried by the driver and provided to the safety officer on demand. Often, written instructions are included in the ELD program so that it isn’t necessary to carry printed materials. Knowing the provisions of the HOS rules and the workings of the ELD that records them is a vital part of any driver’s job.

WIT Index: Women climb to 13% of driver workforce

PLOVER, Wis.  – The percentage of professional drivers who are female has grown to 13.7% in 2022, an increase of more than 3% since 2019. This is according to new data highlighted in the WIT index, which was just released by the Women In Trucking Association (WIT). The number of women gaining their CDLs and becoming professional drivers has continued to grow in recent years. According to the 2019 WIT Index, women made up more than 10% of over-the-road truck drivers, an increase of almost 30% over the 7.89% seen in the WIT Index in 2018. The increase came after an industry-wide push to hire more women drivers in response to the capacity crunch in 2018. “We believe that you can’t change what you can’t measure, so we have initiated the WIT Index to monitor the growth of women’s involvement in transportation careers over the years,” Ellen Voie, president and CEO of WIT, said. “The double-digit data regarding female drivers is encouraging as we move toward a more gender-diverse driving force. We anticipate these numbers to continue to increase in the coming years.” Voie spearheaded the launch of the first WIT Index in 2016. The WIT Index is the official industry barometer to regularly benchmark and measure the percentage of women who are professional drivers, in corporate positions and serve on boards of directors. Initiated in 2016, the index is comprised of average percentages of females in various roles that are reported by companies in transportation, including predominantly for-hire trucking companies, private fleets, transportation intermediaries, railroads, ocean carriers, equipment manufacturers and technology companies. This data was confidentially gathered from January through April of 2022 from 180 participating companies and percentages are reported only as aggregate totals of respondents. This year, WIT has expanded its collection on the percentage of women in additional functional roles, including operations, technicians, human resources and talent management and marketing. For more information on the WIT Index and to download a full executive summary of the 2022 WIT Index findings, visit https://www.womenintrucking.org/index.  

Looking for beauty: Trucker Carmen Anderson travels the highways with canine companions at her side

Those who say beauty is only in the eye of the beholder never met Carmen Anderson. For Anderson, beauty is all around. It’s everywhere in this world, she says; you just have to look a little harder for it sometimes. For example, take a look at her canine traveling companions, Rodney and Otis. The two pups are both Chinese crested dogs, and are hairless except for a wispy smattering about their faces. Put delicately, they don’t fit the standard definition of “cute” — which is exactly what Anderson loves about them. “I’ve always thought they were just the neatest dogs,” she said. “I had my first one, Homer; his name was Homer because he was so homely.” Her two almost-furless companions have basically been raised as truck dogs. Rodney has touched 48 states and Otis, the newer addition, has seen 30. Anderson, who drives for Wisconsin-based America’s Service Line, wouldn’t have it any other way. “I’ve always been a big dog lover. When I first started driving in the 1980s I had a dog,” she said. “Then I took some time off and had a son and raised him. Ever since I came back (to trucking), I’ve always had a dog with me. “That first one was an Australian shepherd, Abby, and she was very protective. The only reason she let me in the truck is because I had to drive it for her,” she shared. “But with these two, it’s about companionship. These are smaller, and they’re hairless, so they’re hypoallergenic and you don’t have to worry about the hair. And they’re just neat, friendly little dogs. They love everybody.” Anderson applies the same beauty filter to her job, too. While some drivers might grow jaded with the long treks and inconveniences of life on the road, Anderson who’s racked up 2 million accident-free miles and counting, still exhibits exuberance for what she does. “Growing up, we didn’t do a whole lot of traveling, and I always wanted to see the United States. What better way to see it and to get paid for it, besides?” she said with a laugh. “I go someplace different every week, and I get to meet all these great people, and I find out what is made around the country. It’s fascinating.” Perhaps the most poignant way Anderson has applied her innate “beauty detector” is in the causes she’s been involved with. A longtime fundraiser for the Special Olympics, she champions those who are different. “I’ve been involved in the Special Olympics for probably like 12 years now, for the truck convoy,” she said. “I just love that organization.” Anderson has been involved with Special Olympics in both the South Dakota and Wisconsin state chapters, where she’s distinguished herself in organizing fundraising events. “All the money we raise stays in each state for the athletes. I think we’ve raised over a half a million dollars over my eight years in South Dakota,” she said. “I’ve only been involved in the Wisconsin Special Olympics for about four years now, but one of my specialties is that I’m very good at asking for donations. I’m not shy about that. So, they put me to work in that aspect.” Her advocacy work also includes Truckers Against Trafficking, through which she stands up for society’s forgotten victims who are often powerless to escape their circumstances. “Truckers Against Trafficking, I’m nationally certified through that,” she said. “Back years ago, I was sitting in a truck stop in Phoenix and I was watching this motor coach. There were a bunch of young girls that kept walking in and out of it with an older gentleman. I didn’t think that was right, so I ended up calling the police just to find out what was going on. I just really feel bad for all the poor kids who are trafficked, and adults.” Anderson talks about her charitable work casually, dismissive of any suggestion that she’s doing anything other than simply what’s right. But her commitment and leadership have caused others to sit up and take notice. In 2019, the Wisconsin Motor Carriers named Anderson Truck Driver of the Year. She was the first woman to win the award, not only in Wisconsin, but in any state. She followed that up in 2021 with inclusion in Women in Trucking’s list of Top Women to Watch in Transportation. And earlier this year, she received an even bigger surprise from her employer, ASL, a private fleet with 200 heavy-duty trucks and 350 refrigerated trailers. In May, company leadership handed her the keys to a new Volvo VNL760 70-inch high-roof sleeper, specially wrapped to help raise awareness of Special Olympics. ASL obtained the truck in partnership with Milwaukee-based Kriete Truck Centers. “As a long-time supporter of Special Olympics and all the professional truck drivers (who are) out there every day delivering life’s essentials, we at Kriete Truck Centers are thrilled to be part of this effort,” said David Kriete, president and CEO of Kriete Truck Centers and a board member with Special Olympics Wisconsin. “Carmen is a shining example of what can be accomplished through hard work and a commitment to serving others, values that are at the core of our culture at Kriete as well as Special Olympics.” For her part, Carmen was equal parts thrilled and tickled by the presentation. She said the first mention of the possibility of getting such a rig was more or less said in jest. “We were at a [Milwaukee] Brewers game, and the one gal with the Wisconsin Motor Carriers was telling this group from Volvo about all the stuff I had done,” she said. “One of the guys there said, ‘We should get you a wrapped truck.’ “We all just kind of chuckled, but lo and behold, here we are with the wrapped truck!” she said. “It was kind of cool when they decided to do that. I actually got to design the truck and pick the colors.” Anderson hopes the new ride — which she says drives beautifully — will greatly increase awareness of Special Olympics. She also plans to inspire as many donations as she can while she does the job she was born to do. At age 62, she says she has no intention of parking her rig any time soon. “I’ve been given a lot of opportunities and I have the time to be able to give back to an industry that I love,” she said. “I just wanted to give back.”

Biden administration updates progress of Trucking Action Plan

WASHINGTON – The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) has announced that the Biden Administration is following through on its Trucking Action Plan by awarding more than $44 million in grants that will enhance road safety and make the process to obtain a Commercial Driver’s License (CDL) more efficient. The administration, in a news release, stated that “states and other entities will be able to improve their CDL programs by reducing wait times, ensuring conviction and disqualification data is electronically exchanged, implementing regulatory requirements, and combatting human trafficking. These grants, awarded through the Commercial Driver’s License Program Implementation (CDLPI), will help get more qualified drivers on the road who can help meet supply chain demands.” U.S. Transportation Secretary Pete Buttigieg said that the administration has made the trucking industry a top priority. The plan includes retaining truck drivers and finding even more. “Now, using funds from the Bipartisan Infrastructure Law, we are helping States bring safe, well-trained truck drivers into the workforce and ease pandemic-driven supply chain disruptions,” Buttigieg said. The infrastructure law included a 74% increase in CDLPI program funds, which, the administration says, will also help address the rising number of roadway fatalities, “FMCSA’s core mission is safety, and we’re proud to make investments that support the U.S. Department of Transportation’s ambitious goal of zero fatalities on our roadways,” FMCSA Deputy Administrator Robin Hutcheson said. “The grants we are announcing today are an important tool for reducing large truck crashes and supporting critical safety programs in every State.” In total, nearly 60% of FMCSA’s annual budget provides States and local communities with grant funding to enhance commercial vehicle safety. “In addition to improving the process for CDLs, Secretary Buttigieg and President Bidens’s Supply Chain Disruption Task Force have also been focused on the issue of truck driver retention as part of the Trucking Action Plan,” the news release stated. “Due to pay, parking shortages, and other challenges in the profession, retaining truck drivers has been a major challenge. As part of that effort, the Department has announced that it will undertake a driver compensation study and form a truck leasing task force, and also has clarified what programs in President Biden’s Bipartisan Infrastructure Law can be used to address truck parking.”

Safety first: Longtime trucker Duane Dornath finds joy in his career, family

Completing a trip with no accidents, no citations and no violations added to a CSA score is the goal of every professional driver. Repeating this performance — year after year and with the same company for more than 40 years — is a record achieved by very few. Duane Dornath, who drives for Nashville, Tennessee-based Western Express, is one of those few. Dornath began his remarkable run in 1979 with Smithway Motor Express, running flatbed out of the company’s Fort Dodge, Iowa, home terminal. Nearly three decades later, in 2007, Smithway was acquired by Western Express; the two companies were integrated into one operation under the Western Express name in 2009. Western retained parts of the Fort Dodge facility, which still home base for Dornath. “When I started with Smithway, I ran over the road for them for seven or eight years,” he said. “I went all over. The only two states I never got to were Washington and Oregon.” Running the road was easier for Dornath back then. “I wasn’t married at the time, and so it was a good way to see lots of different parts of the country that I’d never seen before,” he said. “Once we got married and started a family, I wanted to be around them.” About that time, Smithway started up dedicated lanes in the Midwest region, which provided more home time for Dornath. “And then Western Express bought out Smithway and said I can do the same thing I’d already been doing, so I kept doing the same job,” he said. “They have treated me very well.” He’s currently driving a nearly-new International ProStar tractor. Along the way, Duane got involved with the Iowa Motor Truck Association (IMTA), earning a berth on the state’s Road Team as well as participating with the Iowa State Patrol Ride-Along program. “There’s plenty of negative stuff out there about the trucking industry, and I think that anything we can do to promote a better picture is good for everybody,” he said. As a member of IMTA’s Road Team, Dornath met with members of the Iowa legislature to discuss trucking issues. “We wore suits, and they said we didn’t look like truck drivers,” he recalled. The group discussed issues facing the trucking industry, highway safety and other topics. Dornath rode with members of the Iowa State Patrol to get a better idea of the law enforcement’s perspective of the trucking industry. In turn, troopers rode along with him to observe firsthand the hazards of driving a commercial motor vehicle. In 2020, Dornath was selected for the prestigious International Driver Excellence Award by the Commercial Vehicle Safety Alliance (CVSA). He has also participated in the annual IMTA truck driving championships, winning the flatbed division seven times and placing in the Top 3 at nationals three times. Because of his record of over 4 million safe miles and his longevity at Western, Dornath has been approached several times about becoming a trainer. “I’ve never been interested in doing that,” he said. However, that doesn’t mean he doesn’t take every opportunity to mentor newer drivers he meets at customer locations or company terminals. “I help out whenever I can,” he said. “I’ve been doing this for a long time, so I have experience I can share with drivers who are learning.” When he’s not hauling sheetrock, lumber or shingles around the upper Midwest, Dornath likes spending time with his family. He and wife Mary have raised four children, none of whom chose a career in trucking. “I’m a little surprised by that, but I’m glad they’re doing what they want,” he said. There are three grandchildren in the family, too, “all pretty girls,” he said. The couple’s first grandson was born as this story was being prepared for press. Duane and Mary baby sit often, and stay involved with the family. “They keep things interesting,” he quipped. These days, many of his runs get him home during the week and on weekends. He credits Mary for the success of the family. “She was raising the kids when I wasn’t there. She did a great job,” he said. Baseball is a passion of Dornath’s, and he’s a fan of the Minnesota Twins. “Going back and forth to Minnesota, I can keep a close eye on them and see what’s going on,” he said. He also enjoys the NFL’s Minnesota Vikings. Much of his spare time is devoted to working at the church the family attends. “I help out where I’m needed,” he said. “I help out with events, deliver food boxes, whatever is needed when I’m available.” Even when Dornath isn’t at church, his faith goes with him. “I grew up in a faith-based family,” he said. “I give God thanks and praise every morning for all he has done for me and the family.” Like any driver with millions of safe miles under his belt, Dornath has some advice for his fellow drivers. “I don’t care how many safe miles you’ve driven, how many plaques and awards you have — it doesn’t guarantee anything for the next mile coming up,” he said. “Safety comes a mile at a time. “You’ve got to have short-term memory loss,” he continued. “You’re going to have drivers who cut you off, sometimes even truck drivers. You can’t carry that with you and let it mess up your driving. Let it go.” Although he’ll soon be 66, Dornath isn’t thinking of retirement yet. “I get a lot of people asking when I’ll retire,” he said. “I guess I know the places where I pick up and deliver, I know the people real well. I don’t even have to use a GPS to find them, I’ve been there so many times. “I think retirement might be overrated, but maybe I’ll feel different when winter gets here,” he added. Whether he’s making another run, spending time with family or at church or just working around the home, Duane Dornath is enjoying life — safely.

Preparation is key to passing DOT roadside inspections

Drivers are often surprised when a DOT roadside inspection turns up one or more issues, especially if those issues are of the shut down variety. In the majority of cases, however, discrepancies on an inspection end up being relatively simple issues that could easily have been taken care of before the inspection … if only someone had checked. Violations can be costly in terms of fines, as well as lost time, late deliveries and missed loads. The cost of repairs on the road, such as a service call to the parking lot of a scale house, can be very high. There are multiple levels of inspections performed on commercial vehicles, but the vast majority fall into Levels 1, 2 and 3. A Level 3 inspection deals with the driver and compliance with the rules. The inspector will look at the driver’s CDL to determine that it’s valid and is appropriate for the vehicle driven and the cargo being hauled. All too often, drivers are cited for not having their CDL with them or for driving on a CDL that has been suspended for issues like child support payments. Expired CDLs aren’t uncommon, either. The driver is also required to have a medical examiner’s certificate. Usually this is on file with the state that issued the CDL, but some states require the driver to carry a copy. Some drivers have difficulty keeping track of the expiration date on their certificate and fail to get a new one in time. The inspector will also look at the driver’s record of duty status, either through the electronic logging device (ELD) or by inspecting logbooks, if the driver is authorized to use them. The permit book falls into this inspection level, too. Authority, registration, IFTA authorization and other documents will be inspected, as well as any permits required in the state in which the inspection is conducted. Proof of insurance will also be checked. Drivers who never look in their permit books are often surprised to find they are found lacking. The inspector may also check for seatbelt use and look for signs of drug use or alcohol impairment. Passing a Level 3 inspection is mostly a matter of making sure all documents are up to date and in the driver’s possession. A Level 2 inspection includes everything in the Level 3 check — plus a “walk-around” inspection of the vehicle. Most of what the inspector looks at in a Level 2 should have already been inspected by the driver in that day’s pre-trip inspection. Tires and wheels are one focus of the inspector, who looks for flat or underinflated tires, loose lug nuts, broken rims and other obvious problems. A common violation is “chafing” air lines, either behind the tractor or underneath the trailer. Obvious issues, such as air leaks, inoperative lighting and fifth-wheel attachments, are easy for inspectors to check. All too often, pre-trip inspections turn out to be paper exercises that don’t identify issues often found by inspectors. Of course, it’s possible for a tire to lose air or even go flat without the driver’s knowledge, but routine inspections will catch many issues that inspectors end up writing up. The Level 1 inspection is the most comprehensive, featuring a complete vehicle inspection around and under the unit, along with everything included in the Level 2 inspection. This is where the inspector literally gets down to the nuts and bolts. Brakes, steering, suspension, fifth-wheel (if equipped) — it’s all checked. You may be asked to participate in the inspection by turning lights on and off, applying the brake pedal or other actions as directed. Some inspectors will conduct the inspection and hand you the form, while others will take the time to point out each violation and explain why they wrote it up. While many drivers consider inspections to be the heavy-handed application of regulations by law enforcement agencies, the reality is generally quite different. The inspection criteria are developed by the Commercial Vehicle Safety Alliance (CVSA), which is a partnership between government agencies, manufacturers and trucking community members. At regularly scheduled meetings, experts discuss and decide the criteria used to determine if a part, for example, a slack adjuster on a braking system, is within specs, out of spec but not shutdown-worthy or calls for immediate shutdown. Passing a DOT inspection is much more likely if you perform regular pre-trip inspections and quickly having any discrepancies you find repaired. Supplement these inspections with periodic walk-arounds as you stop for breaks or other reasons. A quick check of lights and tires and help you identify issues early, rather than waiting for the next pre-trip. Checking your permit book — or bringing it to the office of the carrier you drive for periodically for review — helps you stay up to date. Keeping it organized by replacing expired permits with new ones and keeping it neat and orderly helps. Keep your load paperwork together in one place, and keep it neat. If you haul hazmat, the hazmat paperwork must be on top or tabbed for quick identification, and it must be left on the driver’s seat or in a door pouch when you exit the vehicle. Stay informed. Often, inspection initiatives are focused on a particular item such as brakes, and many are announced in advance. While this doesn’t mean you can ignore other systems or items, it can help make sure you address what you know inspectors will be looking for. Finally, your attitude matters. The inspector is doing a job, just as you are, and that person in uniform is also a human being. Expressing your frustration at being stopped, arguing about violations and generally being difficult won’t help you pass. Being polite and respectful can make a difference and marks you as a professional. Arguing with the results won’t get you anywhere, but politely asking for clarification might. If you know your vehicle is mechanically sound and your paperwork is in order before you start your day, your chances of passing a DOT inspection increase and your day just might go better.

Safety Series: Keep safety in mind while driving, even when it’s necessary to be aggressive

Anyone who has driven a commercial vehicle professionally has likely received a ton of training in defensive driving. Whether the training is from the National Safety Council, the Smith System, an insurer of a trucking businesses or some other source, the focus always points to keeping yourself out of accidents, regardless of who might be a fault for causing them. However, some situations call for driving that, for lack of a better term, is aggressive in nature. Turns made at intersections, for example, sometimes require the driver of a commercial truck to occupy more than one lane or to turn into a lane with oncoming traffic, occupying the space before another motorist does. Another example is merging your vehicle into another lane, as when the signs say that the lane you’re in is coming to an end. Your turn signal is on, but traffic in the lane you need doesn’t seem to notice. At some point, you’ll need to either change lanes or come to a stop. Some types of aggressive driving, such as traveling too close to the vehicle ahead in hopes of intimidating the driver into speeding up or moving over, are simply foolhardy. At other times, such as the examples just mentioned, being aggressive is almost a necessity — as long as it can be done safely. There are rules to any sort of aggressive driving. First and foremost, aggressive maneuvers should be used only when absolutely necessary. Every driver faces intersections where it is impossible to make a turn without using a part of a lane used by oncoming traffic. If traffic is light enough, it is sometimes possible to use that space without much accident risk. When traffic is heavy, however, it’s another story. Picking the right time to pull out, making sure oncoming traffic is aware of what you’re doing, is the key. It’s also important to understand the risk of the maneuver you’re planning to make. Will other traffic have time to slow down or stop when you make the maneuver? For a lane change, for example, turn signals are only one form of communicating your intentions. Lane positioning can help others understand your intentions, too. Even a slight shift of your vehicle from the center of your lane to the edge closest to the lane you want can help communicate what you’re doing to others. A part of understanding the risk is this: Never assume that the other driver will react as you would. As a professional driver, you would know how to react when a large vehicle is moving into the lane ahead. An amateur, however, may not be able to see the cones and barrels in the lane ahead of the truck, and he or she may not be prepared for movement. Worse, the motorist may decide to accelerate, attempting to get ahead of the truck moving into the lane. After all, big trucks are slow and cumbersome, while cars are fast and agile, right? In another scenario, commercial vehicle drivers sometimes have difficulty making left turns against oncoming traffic. After waiting for what seems a long time for an opening in traffic, drivers sometimes see a gap and go for it. In some cases, the speed of the oncoming traffic is underestimated. In other cases, an assumption is made that oncoming vehicles will see the large truck turning in front of them and will slow, as necessary, to avoid a collision. In this case, the problem is that the turn isn’t complete until the trailer clears the intersection. That can be as long as 20 to 25 seconds after the driver initiates the turn. An oncoming vehicle travelling 55 mph can cover one-third to one-half of a mile in that time frame, perhaps reaching the intersection before the trailer clears. If that driver is distracted in any way, the turning truck may not be seen until it’s too late to react. Driving defensively should be the default attitude of every professional. Where driving aggressively could put you at the mercy of mistakes made by others, defensive driving helps protect you from the consequences of those mistakes. So, while you’re figuring out how to make that lane change in heavy traffic, remember that the driver behind your vehicle also wants to change lanes, and the driver overtaking you in the lane needs to be prepared for your maneuver. It’s important to know what’s going on all around and to anticipate the poor decisions of other drivers. Finally, never allow impatience to dictate your driving decisions. It’s easy to get frustrated when attempting a turn or maneuver when traffic isn’t cooperating. There is no “long enough” when it comes to waiting for a safe opportunity. Don’t let frustration make driving decisions for you. It helps to remember that your driving decisions beget decisions by other motorists. Your lane change, for example, can result in those behind you also making lane changes or changing speed in order to keep from being behind you. Armed with that knowledge, you can make better decisions that help make the roads safer for everyone. Stop for a minute and think about professional auto racers. During many races, the participants drive in ways that would be considered extremely dangerous on the highway. They drive aggressively at excessive speeds, intentionally tailgating the vehicle in front. When crashes occur, they can be spectacular, yet some races feature hundreds of miles of driving with few or even no crashes. Why? As long as everyone is going the same speed and direction, crashes don’t usually happen. When someone changes direction, pulling out to pass or perhaps trying to quickly get to the pit lane, it creates a hazard for everyone. Changing speeds, by accelerating or by slowing due to a vehicle problem, also creates risk on the track. There’s a parallel in highway driving. If everyone is traveling the same relative speed and staying in their lane, things are safer. Let someone slow down or change lanes, however, and the risk of an accident rises. If you must drive aggressively, make sure you do it defensively.

Paw power: Four-legged friend offers companionship, plays vital role in driver’s life and career

The phrase “man’s best friend” is frequently used to express the special relationship between a human and his or her dog. The relationship between trucker Shane Lloyd and his Great Dane, Moby, exemplifies that distinction. However, Moby is more than just a best friend — he is also Lloyd’s lifeline and protection. Lloyd, an Army veteran, is an amputee. Lloyd was born in Utah but moved to Alaska where he was raised. He eventually moved back to Utah and then to Nevada; the Lloyd family now make their home in Las Vegas. Truck driving was never really something Lloyd considered as a career until an inspiration from his daughter, Gabby, sparked a dream. At the time, Lloyd and his wife, Nikole, owned an RV business but were in the process of shutting it down. “My daughter graduated from (the University of Nevada, Las Vegas) and was working at the college of Southern Nevada while also running my RV business. She already had experience driving bigger tucks,” he shared, recalling the day Gabby told him she had decided to become a truck driver. Lloyd said he knew she was up for the challenge, and he supported her decision. That decision spurred him to do a bit of research about trucking life. As he read about the industry, particularly the increase in husband-and-wife team drivers, he realized trucking could be a career for him and his wife. The couple applied for their authority, went to school and bought a truck. “We got everything done, and my wife and I started together,” Lloyd said. “We liked to travel, and the RV business had given us a way to travel. This is another option to get to do this.” Family is important to Lloyd. In addition to Gabby, Lloyd and Nikole have three other children, Chancey, Shiloh and Alexis. In that spirit, Lloyd and Nikole formed Shanik Logistics. The unusual company name comes from the first three letters in their first names, Shane and Nikole. “My favorite thing about being a business owner in this industry is the freedom,” Lloyd said. “When you are stuck in an office setting and going into the office on all days, there are not times to get away. With this, my wife and I just jump in the truck and go.” The couple enjoys the variety of scenery as they travel, plus the chance to eat at new restaurants. Shortly after leaving the Army, Lloyd said, a tragedy occurred: He was the victim of a violent attack and was shot 15 times. He was hit in the femoral artery twice, and lost his leg below the knee. That’s when Moby entered the picture. “I raised my service dog since he was eight weeks old,” Lloyd said. “He is a massive dog, and I’ve trained him to be a mobility dog. So, wherever I go, he goes. He has done everything.” Moby is essential to Lloyd’s career in trucking, and he also makes an excellent companion. It’s not all hugs and belly rubs, however. When it comes time for Moby to do his duty, Lloyd says the Great Dane is all business. “If we have a long walk to do, like at a trade show, when I am walking it’s pretty hard to swing the leg,” he explained. “I hold on to him, and he will provide me with some forward momentum, and he will heel right next to my side. I give him commands too. It’s almost like he’s driving the truck in those situations, and I’m steering him.” In addition to being a vital part of Lloyd’s career, Moby plays an important role in Lloyd’s leisure time. Lloyd says he loves to hike, and his faithful companion allows him to get out and explore. Moby is not the only canine in the Lloyd family. They also have a lab, Sitka, who was intended to be a service his service dog but was too small. Sitka weighs in at nearly 100 pounds, but with Lloyd standing at 6 feet, 1 inch tall and weighing 240 pounds, he requires a bigger dog for assistance. “He helps in ways that most people don’t know that service dogs do,” Lloyd said. “He does a great job. When I’m in the shower — I mean, standing up on one leg in the shower is difficult. He will sit right there and hold me right up.” As for Moby, Lloyd says the dog seems to love traveling with the trucking couple. “He really enjoys the different scenery,” Lloyd said. “Every time we get somewhere or go somewhere, he is always out sniffing around. He likes to just roll with us. He is like a giant kid. “In the truck, he tells me when he is thirsty, and he has a little water jug of his own. When he is thirsty, he will tap the water jug and then look at me. When he is hungry, he will tap the food bag and look at me,” he continued. “When he needs a potty break, he will come nibble on my ear or pinch me on my shoulder. We will pull over and he will jump and do his business, then jump back into the truck.” Moby is dedicated to his human companion. “He likes just going around and seeing new places — as long as he is with me. His job is to be with me at all times,” Lloyd explained. “When are at a five-star restaurant or the theater or wherever, I have to tell him to stay if I have to go to the bathroom. Once I get up, his face will not leave that general direction until I return. He always knows where I am at. The second I am not in his line of sight, he feels like he does not have a job.” Lloyd and Moby have a long history together, including many visits to the Six Flags amusement parks, where Moby was trained to ignore all the loud sounds. The busy settings were also helpful as Moby learned to interpret the difference between happy laughter and “scary” laughter and between tears of joy versus someone who may need help. “It is all part of good training,” Lloyd said. “When I go to the airport, he is all happy and playful, but once we enter the doors, he immediately snaps into work mode. You can see that change.” One of Lloyd’s favorite Moby stories is when they were preparing to board a train in New York City while visiting some of Lloyd’s Army buddies. “This really — I mean really — creepy looking guy that caught our eye in the vestibule,” Lloyd said. “He just looked at us and Moby, and (he) whined about liking cats. Moby, out of his natural instinct to protect not only me, but my group of friends, corralled us to the back of the vestibule. He then walked toward the front and stood right between us and this guy. He looked at him and let out a low growl. He just stood there with a look to the man like he was saying, ‘Stay away from my people.’” Man’s best friend indeed!

‘Never give up’: Peggy Arnold perseveres along the long road to success as a professional truck driver

Not long ago, Peggy Arnold had the pleasure of watching her granddaughter, Aubrey O’Kelley, walk across a stage to accept her college diploma. Arnold was not the only beaming grandmother in the crowd, just as the young graduate wasn’t the only person in the room who made sacrifices to make it to this milestone. But as she watched the graduation ceremony, Arnold couldn’t help but marvel at the road that had been traveled to bring her family to this point. It was both a literal journey, behind the wheel of a big rig, and a spiritual one, in the firm belief that raw determination would someday pay off in celebrations like this one. “(Driving a truck) put me solidly in the middle class, and that was important,” Arnold shared. “It was important to me, it was important to my family, my children and even my extended family. I was the first person in my entire family that ever made any kind of money. I helped all of my family — my mother and my sibling — everybody. “It is a success story and it helped me to be able to do the things that I wanted to do for my family and even continues to do that now, as I’ve helped my granddaughter get through college. I’m rewarded every day,” she continued. The family has had a lot to celebrate these days. In addition to her granddaughter’s long-awaited college graduation, Arnold recently attended another ceremony — this one for herself. During the Mid-America Trucking Show, held in Louisville, Kentucky, in March, Arnold was named the 2022 Driver of the Year by the Women In Trucking Association (WIT). Arnold accepted the award with her granddaughter looking on. “She said to me when I won, ‘I’m so proud of you, Nanny, and I love you,’” said a beaming Arnold. She says that talking about the award, for which she competed against two other finalists, still takes the breath out of her body. While Arnold has been driving for more than three decades, the vast majority of those years for Yellow Corp., she says it still doesn’t seem that long ago that the thought of having a good-paying, professional career — not unlike her granddaughter’s goal of earning a college degree — was as far-fetched as flapping her arms and flying around the moon. “I grew up with a single mother. My father had passed early on,” Arnold said. “My mother did the best she could, God love her, but she didn’t know to tell me the things that I didn’t know. I went to school, but I never heard a lot about college or anything like that. It was a struggle growing up, a very difficult childhood.” Arnold stayed in school until the 10th grade before dropping out to go to work, where she accepted menial, low-paying jobs that, at the time, she thought were her only option. The work was hard and the pay was lousy, but what she lacked in formal schooling she more than made up for in bone-deep grit. “I grew up on work,” she said. “Early on, I worked primarily in the service industry, either doing waitress work or cleaning rooms of hotels or working as a cashier at a small truck stop. I can remember working for $2.65 an hour a long, long time ago. And I can remember working for $4.50 an hour. It was the poverty level is what it was.” Arnold had no direct exposure to truckers until her husband became a driver, and she remembers well stretching her already meager paycheck to help him get through driving school. In return, he taught her how to drive, a skill that wouldn’t add anything to the family coffers until she got her commercial driver’s license (CDL). So off to truck driving school she went, in Lebanon, Tennessee. “It was about a six-week course, and I couldn’t afford to take a hotel,” Arnold said. “I remember they had old (truck) cabs out there sitting on the ground, and there was a truck stop across the street. There was an old red Peterbilt cab. I slept and studied in the sleeper bunk of that thing and went across the street for a shower and to get food at the truck stop.” Once she earned her credentials, Arnold got a job driving, but she says she underestimated how difficult it would be to leave her two small children for weeks at a time. She put in two torturous years before coming off the road and going to work at a truck stop. “You go through this terrible time where you feel guilty for leaving your children,” she said. “You go through all of that, thinking, ‘I’m not there for them enough.’ You go through missing them. It was a terrible, terrible roller coaster time. And I did leave trucking and went back to the service industry because of my children and needing to spend time with them. “But it just so happened that I was in the cashier business and there was a trucker that came by, and he made that his normal stop,” she continued. “We became friends, and one day he said to me, ‘Hey, you do know you can get into trucking and not be gone for weeks at a time.’ Of course, I did not know that. So, I was like, ‘Tell me more!’” In 1992, she joined Consolidated Freight, only to switch shortly thereafter to Roadway Express, which was later bought by Yellow Corp. And while the runs were shorter and allowed her to spend time with her family, they added up over three decades to now total 1.9 million accident-free miles. Arnold’s accomplishments piled up along with her mileage. She has been honored with Yellow’s Million Mile Safe Driving Award, has been noted on the list of 2022 Top Women to Watch in Transportation by WIT, was a finalist for American Trucking Associations’ America’s Road Team Captains for 2022, and received Yellow’s Road to Excellence Award for 2021 and Certified Safety Trainer for 2021. She also serves on her company’s Women’s Inclusion Network Employee Resource Group, where she has the opportunity to offer new women drivers the kind of mentorship she never had. “It’s right straight to the ground, right straight to my heart to help as many women as I can,” she said. “Especially when I see these women that maybe came from a job at McDonald’s or Subway, that came from a minimum wage-paying job, and they have children. I see myself in them. I so desire for them to be successful and to make it.” Arnold has a passion for helping other women succeed, both in the trucking industry and in life. “I tell them never give up, because you can’t give up in this industry. You may have a bad day, but you just pull up those bootstraps and you keep struggling right on,” she said. “I give them my phone number and they can call my phone number 24/7 because I want them to have someone to call if they have an issue,” she continued. “And I always tell them, ‘You can go and do anything you want to do in this world. You just have to have the grit to go after it.’”

Using a factor can help cash flow, allowing owner-operators to focus on freight

When it comes to operating your own trucking business, being a great driver isn’t enough. It takes more than driving skill to profitably manage a business. Successful owners know the various tasks necessary to keep the business running. They also know their limitations. For example, some owner-operators perform all the maintenance on their equipment. Everything from oil changes to engine rebuilds become do-it-yourself projects accomplished by the owner’s hand. Others, however, leave the wrenching to the professionals — or they handle the grease and oil but trust any projects requiring more knowledge or equipment to a local shop. When it comes to the cash flow of a trucking business, factors could be considered “money mechanics.” They understand the tasks of billing and collection, and can help truckers stay focused on serving their customers by handling some of the business duties the driver may not be comfortable with or have time to handle. It doesn’t matter how good the shipping service is if the trucker isn’t paid for it. After the delivery, the factor takes care of invoicing the customer and collecting payment. It may seem like an easy task, but owners who are on the road can’t always find time to complete an invoice and send it to the customer. And there’s more. Each open invoice must be tracked to make sure payment is received. After a period of time, another invoice needs to be sent, or the customer called, or both. If the customer still doesn’t pay, collection actions may be necessary. It can be a lot to keep track of while still performing driver duties. Even when the customer pays, it still takes time. Many businesses operate on a 30-day payment cycle, meaning the driver waits a month before payment is received. Others may have a 45- or 60-day cycle, making the wait even longer. Then, there are those that aren’t very good at keeping bills paid. They can lose invoices, forget payments and otherwise cause extra collecting effort. Factors not only keep track of all this; they can help with the waiting, too. That’s because most factors advance the payment to the trucking business. Some pay within hours of delivery, keeping cash flowing through the trucking business. The factor waits for payment, not the trucker. When considering a factoring service, when and how payments are made is an important detail. Options can include direct deposit into the trucker’s bank account, the assignment of funds to a fuel card or a prepaid debit card, or even mailing a check. As for the conditions for making payment, most factors are able to pay upon receipt of a photo of the paperwork. Those that require faxing or mailing of documents are behind the times. If the customer never pays, the trucker may have to pay back the advanced funds, but there’s a choice here, too. Factors often offer “recourse” or “nonrecourse” services. In nonrecourse agreements, the factor takes the loss if the customer doesn’t pay. Factoring service fees vary among businesses offering the service and are an important consideration when choosing a factor. In most cases, the factor simply keeps a percentage of the invoiced amount, or a flat fee plus a percentage. The fee goes up if the agreement is for nonrecourse billing, because the factor is assuming greater risk. Factors can also help the trucker decide which customers to accept. A great freight rate may look attractive, but if it comes from a shipper with a poor history of paying, the deal might not be so good. Factors can often help identify which shippers have poor payment histories, bad credit records and more. They can advise drivers about which customers to avoid, which take a long time to pay and so on. In cases where a shipper has failed to pay in the past, the factor may simply decline to advance any funds based on the load; this action protects both trucker and the factor. It’s important to ask the factor whether they allow “spot” factoring. Some factors require the trucking business to use their services for all loads they haul. However, some trucking businesses have certain customers that are very good about paying on time. In these cases, the owner may want to deal directly with the customer, avoiding the additional step and expense of involving a factor. They might prefer using the factor for loads from new or occasional shippers they haven’t established a relationship with. Ancillary services are another area to ask a prospective factor about. Most factoring businesses offer additional services, either directly or through partnerships with other businesses. Free credit checks are one such service; fuel cards are another. Some owner-operators carry large amounts of cash for fuel purchases, while others use credit cards that charge high interest rates if the bill isn’t paid off by the due date. Factoring services can offer fuel cards with smaller fees and no interest, saving money and keeping the businesses debt down. In some cases, fuel cards come with discounted pricing on fuel, oil, tires and other items and services. Some factors can assist with emergency cash needs, too. Expensive repairs, such as an engine rebuild, can sideline a trucking business if the owner can’t fund the work. Some drivers turn to predatory lenders who offer quick cash, sometimes in a single day. Often, these lenders charge exorbitant fees along with high interest rates. Some lenders insist on access to the business bank account so they can make withdrawals without the owner’s input. Factors may provide low- or no-interest solutions to help owners get the business back up and running. Others partner with firms that help manage programs to keep the business viable. Anyone doing business with a factor should carefully read the agreement paperwork. Some factors impose fees for certain actions — including a fee to terminate the agreement. It’s best to understand all rates and fees from the beginning of the relationship. Factors can smooth out cash flow for trucking businesses, allowing the owner to concentrate on the business of moving freight. Factors can also help owner-operators make sound business decisions and can help when things go wrong.

Safety Series: Dash cameras can provide inexpensive and effective protection to drivers

If you’re still driving without a dash camera, you’re missing out on some of the best protection you can get for your driving record. Dash cameras can provide exoneration for the driver at the scene of an accident and can help defend against liability claims later. They can very quickly remove the “he said/she said” from accident claims by showing events exactly as they occurred. Some motor carriers require dash cameras in their trucks. Some install video systems with multiple cameras to record what’s happening in front of, alongside, behind and even inside the cab of a truck. Although many drivers object to being recorded while they work, the information provided by these systems can be invaluable in protecting the carrier. The issue with most of these systems is that the cameras — and the video they record, along with data saved with it — belong to the carrier or company providing the service rather than to the driver. The driver may or may not have access to the videos. Owning your own dash camera is a good way to ensure you’ll have access to some video of any incidents or events. Dash cameras can do more than keep you out of trouble after an accident. Regularly reviewing the recorded incidents and documenting what you learned and corrected may also help with your insurance rates. Most dash cameras constantly record video, breaking it into small segments that can be anywhere from a few seconds to a few minutes long. Video is saved when an “incident” is detected or when you specify. Depending on the camera, an incident can be anything from a hard brake or swerve to an impact with another object. Video that isn’t saved is eventually recorded over when the camera’s memory card fills up. Saved videos may be placed in different files, depending on whether the device detected an incident, or the driver deliberately saved it. Although you can find cameras for sale in truck stops, there are none that are made especially for trucks. Any quality camera will do, but there are a few things to look for. The process of saving video on a camera should be easy to remember. In addition to accidents, dash cams have recorded things like airplane crashes, volcano eruptions and even meteors flashing across the viewing area. Make sure the process for saving video is easy to perform, such as pushing a single button. Some systems will continue recording after the vehicle is parked, but most have a very small amount of battery power and will shut down quickly if the power supply is disconnected. To record incidents that happen while you are parked, be sure the power supply does not switch off with the ignition. Consider the camera’s field of view. While the camera may be aimed to the front, incidents can happen in adjoining lanes alongside the hood. A camera with a 140-degree field of view won’t cover as wide an area as one with 170 or 180 degrees. Resolution is important, too. The higher the resolution, the more detail is recorded, and the more the video or photo can be enlarged. This could be important in capturing a vehicle’s tag number or even identifying the driver of a vehicle. You’ll want a 1,080 resolution at a minimum. Be careful of terms like “HD” — they don’t always relate to a higher resolution. The type of memory used by the camera is another consideration. Choose a model that records to an SD or mini-SD card. Often, it’s much faster and easier to remove an SD card and plug it in to your laptop or tablet than to download everything on the camera. Most importantly, the video on the card belongs to you, so you’ll have the choice of whether to share it with others. Plan to replace the SD card every year or so, since the process of recording over and over will eventually cause the card to fail. Another feature to look for is a smartphone app that connects with the camera. The camera will be equipped with either a Bluetooth or Wi-Fi connection that allows you to change camera settings, delete video and perform other functions. The display screen on the cameras is often very small, so viewing video on your phone provides a better view. If you’re within range, you can even show the video to a law enforcement officer or someone else while you’re outside of the truck. Smartphone apps can also make it easy to email photos or videos to safety officials and insurance companies, should it be necessary to do so. Many cameras are equipped with GPS systems that can embed your location, speed and other details into the video. This additional evidence can be helpful — but it can also harm your case. For example, an accident may be entirely the fault of the other driver, but the video recorded your speed at just a few miles over the limit. That information might be used against you in court and could impact the verdict. Some dash cameras allow you to turn this feature off. If it’s important to you, look for this ability. Audio is another feature offered by some cameras. Some drivers prefer audio recording for conversations with law enforcement officials or others, but beware: Recording conversations may not be legal in all jurisdictions. It’s also possible the audio feature could record something you don’t want a jury to hear, such as a phone conversation you were having or the unkind words you were screaming just before impact, or even that awful music you were playing on the radio. Make sure you can turn off the audio recording. If your truck has to be towed following an incident, remember to remove the SD card — or the entire camera — before leaving the truck. Many towing companies do not allow access to a towed vehicle until all towing and storage fees are paid in full, and you might not be able to retrieve the video you need.

CarriersEdge adds online training courses for auto-haulers

NEWMARKET, Ontario – CarriersEdge has unveiled a series of online training courses for auto-hauler drivers. The new suite includes “Auto-Hauler Cargo Inspection” and “Vehicle Inspections – Stinger Steer” courses. A third course, dedicated to unloading cargo, is scheduled for release this summer. “Auto-hauling is a specialty area with unique needs. There is a lack of written information available to auto-hauler drivers, as standard tractor-trailer courses do not offer enough relevant information,” Mark Murrell, president of CarriersEdge, said. “There was a need for auto-hauler courses that walk drivers through inspection procedures and detailed the best practices for completing these inspections.” The “Auto-Hauler Cargo Inspection” course outlines how to properly conduct vehicle inspection, identify damage or defects on the vehicles being transported and how to accurately report exceptions. After completing this course, drivers will be able to: Perform delivery inspections both during and after business hours Use multiple viewpoints to spot vehicle damage Recognize the difference between common defects like scratches, gouges, dents, and chips Record damages and defects, including steps for photographing issues and informing the customer or yard supervisor Stinger steers are unique vehicles with distinct parts that drivers need to regularly inspect. The “Vehicle Inspections – Stinger Steer” course outlines what drivers need to look for, specific to their vehicle, to ensure compliance with regulations and to remain safe when transporting cargo. Through this course, drivers will learn: Regulations for vehicle inspections Details on inspecting decks, ramps, and hydraulic components How to complete a Vehicle Inspection Report (DVIR in the U.S.) Both auto-hauler courses incorporate a combination of 3D models and real photographs, providing drivers with a complete picture of the vehicle and what to look for. The courses include inspection “hotspots” detailing how to inspect each area.

Arkansas officials addressing CDL testing backlog

LITTLE ROCK, Ark. — The Arkansas Trucking Association (ATA) and State Police (ASP) are working together to help ease the backlog of individuals who want to be certified truck drivers. Staffing issues and a limited number of test sites have sidelined some commercial driver’s license (CDL) candidates, many of whom have been forced to wait weeks to complete the skills test, according to the ATA. “Our industry desperately needs more safe and qualified drivers to be able to stock grocery shelves and deliver all of life’s essentials,” ATA President Shannon Newton said. “With ongoing supply chain and workforce issues, delaying the certification of fully-trained drivers impacts everyone—not just trucking.” Professional truck drivers must pass both a written and a skills test to obtain their CDL. After being notified of drivers facing weeks-long delays between completing their CDL training and being able to take the CDL skills test, Newton approached the ASP to find a solution. The ASP and ATA came up with a multi-prong approach to streamline the backlog. First, the Saline County Fairgrounds will provide temporary overflow testing beginning May 31, running for 45 days. Second, CDL examiners have been approved for overtime through the end of June and have been directed to remain dedicated to CDL testing candidates. Finally, the ASP is aggressively attempting to fill examiner vacancies with qualified testing personnel and will consider expanding third-party testing options. “We commend the Arkansas State Police for implementing swift and decisive resolutions to address the backlog of CDL skills tests,” Newton said. “Our economy needs people to go to work and these drivers are ready and willing to do so, with the support of the Arkansas CDL examiners.”

Drivewyze, Verisk collaborate to fight cargo theft

DALLAS — Drivewyze has teamed up with Verisk to provide cargo theft alerts as an added feature in its Safety+ service. Drivewyze Safety+ is an in-cab SaaS product that provides context-based, proactive, customizable, driver safety notifications through existing ELDs or telematics devices, according to a news release. “Safety+ delivers a fleet’s first layer of driver coaching where and when drivers need it most,” the news release stated. “Safety+ also uses coaching automation to reduce workloads on safety managers, plus has analytics to deliver advanced insights into driver and fleet safety performance.” The theft “hot spot” alerts are available in collaboration with Verisk, provider of CargoNet, a cargo theft prevention and recovery network. “With Cargo Theft Alerts, drivers are notified when approaching one of the top 50 riskiest parking locations and top 50 riskiest counties in the country,” according to the news release. “Safety+ will display a driver-safe visual and audible warning through the in-cab ELD or telematics device as they approach these high-risk areas. The alerts are fully automated and require no driver interaction.” Safety+ high-risk areas will be updated regularly based on the latest data from CargoNet. Subscribers also receive Daily Hot Theft Zone Alerts, powered by CargoNet, to be informed on the latest incidents of cargo theft throughout the U.S. and Canada, the news release stated. According to data collected by CargoNet, cargo theft incidents are on the rise in 2022. In the first quarter, CargoNet reported cargo theft incidents increased by more than 5% compared to the fourth quarter of 2021. Last year, nearly 1,300 incidents of cargo theft were reported in the U.S. and Canada, with approximately 50% of thefts occurring in California, Texas and Florida. “Cargo theft is a serious issue in our industry. Last year, nearly $58 million worth of cargo was reported stolen to CargoNet across the United States and Canada and they’re already seeing an uptick in incidents this year,” said Brian Heath, Drivewyze CEO. “That scratches the surface. The problem is much bigger than that since cargo theft often goes unreported. Our alerts empower drivers to stay vigilant — so drivers know to keep their eyes open for any suspicious activity and to be proactive in keeping their loads safe. Adding Cargo Theft Alerts to Drivewyze Safety+ is something exclusive to our platform and it’s something we know that drivers and fleets will value.” “We commend Drivewyze for responding proactively to protect its subscribers from cargo theft by initiating better collaboration and information sharing,” Ryan Shepherd, director and general manager of supply chain and equipment solutions at Verisk, said. “We’re confident that this collaboration will help its Safety+ subscribers reduce the chances of becoming victims of cargo theft. Having visibility into high-risk areas in real time when shipments are in motion creates a tremendous opportunity to avoid risk.”

FMCSA waives HOS requirements for trucks hauling baby formula ingredients

WASHINGTON — The U.S. Federal Motor Carrier Safety Administration (FMCSA) is issuing a national emergency declaration to waive hours-of-service requirements for commercial vehicle drivers transporting baby formula ingredients and packaging. The order comes after a product recall by top baby formula maker Abbott Laboratories and the closing of its manufacturing plant in Sturgis, Michigan, during an investigation by the U.S. Food and Drug Administration. The closure has created a major infant formula shortage. The FMCSA order includes, but is not limited to, whey, casein, corn syrup and hydrolyzed protein, and containers and packaging for baby formula. A separate declaration first issued in March 2020 covering COVID-19 pandemic transportation issues has been repeatedly extended and already covers baby formula. That order is currently set to expire May 31. FMCSA told Reuters in a statement late Monday that the agency and the White House were asked by motor carriers and drivers on Friday about whether specific ingredients in baby formula were included in the waiver. As a result, the agency moved to issue the declaration “that both finished formula and the products involved in the production of formula are included” in waivers. President Joe Biden last week invoked the Cold War-era Defense Production Act to help increase supplies. On Sunday, a military cargo plane carrying the first shipment of infant formula from Europe to help address a critical shortage in the United States landed in Indianapolis.

Rand McNally launches new ELD

CHICAGO – While fleets, drivers and manufacturers are contending with supply chain shortages and cellular shutdowns, Rand McNally has launched a new ELD designed for what company officials call “straightforward, long-term compliance.” The new Vehicle Link ELD, part of Rand McNally’s compliance solutions, is available and shipping to customers now. Together with Rand McNally’s Fleet platform and the Rand VL (Vehicle Link) app for drivers, the Vehicle Link simplifies compliance by providing Hours of Service and Driver Vehicle Inspection (DVIR) reporting with a low-cost, easy to use solution, according to a news release. “For months we’ve been hearing from fleets and drivers about potential compliance disruptions,” said Ivan Sheldon, vice president of product management at Rand McNally. “It’s been a double whammy: Major supply chain shortages, which means vendors are having difficulty providing ELDs to customers. Plus, there are thousands of existing ELDs that rely upon 2G and 3G networks, which are being shuttered and have rendered those devices obsolete.” “We’re happy to add the new Vehicle Link to our fleet portfolio and help meet the demand for compliance devices,” Sheldon said. The Hardware & Platform Vehicle Link is a small electronic logging device that installs in seconds. Measuring 1.5 inches in diameter, it plugs into a truck’s diagnostic port and pairs with the Rand VL app on an Android phone or tablet. Due to its small size, the Vehicle Link is easily hidden and out of the way for drivers. Powerful, the Vehicle Link continually transmits HOS information to the Rand VL driver app. When connected to a Wi-Fi or cellular network, the app transmits data to Rand McNally’s back-end Fleet portal. As a result, there are no concerns about out-of-date cellular modems with the Vehicle Link solution. “We wanted to provide a solution that is as straightforward and dependable as possible,” Sheldon said. The Android app works with the Vehicle Link to provide drivers with HOS logs, DVIR reporting, as well as fuel entry for IFTA reporting, and messaging back to the home office. The Rand McNally Fleet portal supplies six months of reports and logs, which can be downloaded and saved. For fleets with multiple trucks, the portal also enables managers to view truck location and vehicle status.  

Daimler combating theft of controller modules

PORTLAND, Ore. – Daimler Truck North America (DTNA) announced Monday the launch of a broad company initiative to fight the pervasive theft of common powertrain controller (CPC4) modules from its vehicles. Reported thefts of CPC4 modules from parked trucks have been on the rise, with thieves seeking reprogramming and reinstallation on other trucks, according to a news release. In one theft in April, modules were reported stolen from 24 trucks waiting to be sold at an auction yard in Pennsylvania. A large number of other thefts have occurred at dealerships and customer terminals. Vehicles cannot operate without a CPC, which controls various engine and powertrain functions. In response, DTNA has instituted the following anti-theft measures: Asking all customers and dealers to report stolen CPCs to both local law enforcement and DTNA at 1-800-FTL-HELP. Recommending all dealerships, customers and repair facilities cross reference vehicle identification numbers from CPCs brought in for installation against the company’s database of CPCs to ensure the CPC hasn’t been stolen or illicitly sold. Providing tracking capability through DTNA Service Systems to detect any stolen CPC attempting to be installed on a different VIN. Asking any dealership or repair facility with a CPC confirmed stolen to report it to both their local police agency and DTNA. Recommending all fleets and customers password-protect their CPCs. DTNA is further collaborating with local, state and federal law enforcement agencies to assist in the investigation and prosecution of CPC theft. The company will additionally evaluate and pursue as necessary civil actions for software infringement against those involved in CPC theft and mismanagement. “The theft of CPC modules is a crime that threatens the livelihood of customers and disrupts our dealers’ operations,” Paul Romanaggi, chief customer experience officer of DTNA, said. “Daimler Truck North America is committed to doing everything in its power to protect our customers and dealers from this crime and will support prosecution of anyone found in participating in these thefts.”

New trucking industry survey reveals challenges, opportunities

BOISE, Idaho — A recent survey conducted by Truckstop.com reveals the way many carriers feel about the current challenges on the road. The survey found that more than half (51%) of carriers polled are looking to change jobs in the next six to 12 months even though 32% of respondents are making 50% to 74% more money. “The freight transportation industry is cyclical, which means innovating ahead of the impending ups and downs is paramount to ensuring our customers have the tools they need to navigate the industry’s cycles and ensure steady cash flow.” said Kendra Tucker, chief executive officer, Truckstop.com. “The Truckstop.com suite of solutions helps carriers simplify their day by reducing tedious tasks because every second counts in this industry.” According to the survey, “For carriers to remain successful in today’s climate, they need access to easy-to-use solutions that keep their businesses moving, from getting fair rates to getting paid faster (69% of respondents say factoring is an efficient way to get paid).” Additional survey findings show that most carriers surveyed (96%) believe improvements made possible with the infrastructure bill will positively impact the freight transportation industry, the most impactful believed to be: Improved conditions on interstates, highways and roads – 35% Better traffic flow that reduces congestion and improves delivery times – 32% Increase in new drivers under apprentice program – 28%

Back to school: Would-be drivers should carefully consider options for CDL training

The new commercial driver’s license (CDL) training requirements that went into effect in February will result in fewer drivers being trained by friends or family members and higher attendance at CDL schools. Unfortunately, tuition for these schools can present a problem, especially if you’re currently unemployed — the reason many drivers get their CDL in the first place. Fortunately, the trucking industry’s continuous need for new drivers has resulted in a variety of programs that allow new drivers to earn their CDL and acquire necessary skills at no cost to the student. But these programs almost always come with a commitment on your part — a commitment that usually has consequences attached. Some offers are very reasonable while some could be considered downright predatory in nature. If you’re considering earning your CDL and working in trucking, there are some things to know before you begin the process of selecting a school. One of the first things to decide is whether to attend a publicly funded program or opt for a private school. Publicly funded programs are usually offered by community colleges. The courses are typically (but not always) longer than those offered by private schools, allowing more material to be presented. The tuition tends to be less expensive, too, because the school receives part of its funding from tax dollars. The downside of publicly funded schools is that it may take longer to get your CDL and get to work, and there are often fewer financing options available. Privately owned schools, on the other hand, may offer shorter program lengths and more financing options, including carrier-financed tuition. These schools are often the choice of students with minimal cash who want to get to work as quickly as possible. Whichever type of school you choose, it’s important to consider multiple options and to read contracts carefully. Those who take the first offer that sounds good are often disappointed later. Loans are one source of financing, but keep in mind that loans that originate through financing companies don’t often offer the most favorable interest rates and terms. If your credit rating isn’t a good one, you could be offered a loan with high interest rates — if you qualify at all. Carriers often send recruiters to schools to make hiring presentations to the students. Most of these presentations offer some sort of tuition reimbursement program that provides a monthly amount to you, in addition to your regular pay, for the purpose of paying off your school loan. Choose wisely, however, because most carriers require you to choose them as your first trucking employer out of school. If you decide to change jobs, the next carrier may not offer tuition reimbursement. Another consideration is carrier financing. In essence, the carrier pays the cost of your tuition in exchange for you agreeing to work for them for a specified length of time or for a certain number of driving miles. Some carriers operate their own training schools, while others contract with private schools to train for them. Many drivers get their start in the industry this way, but the conditions can vary widely. It’s critical that you ask questions and carefully read any contracts before you sign. The first question you should ask: How much will I owe? You should know what the school’s usual cash tuition cost is, so you’ll want to verify that the carrier isn’t charging you more. Many carriers make deals with schools for reduced tuition in exchange for a certain number of students. This amount is strictly confidential and can be half, or even less, of what you’d pay in cash. Be sure you understand what’s included in the total amount you owe. Most carriers provide additional training after CDL school to help you learn industry basics that often aren’t covered in class. Does the total obligation include charges for this training, too? You’ll also need to know how long it will take to satisfy your obligation to the carrier. At some carriers, you’ll be free and clear after six months or so; others will require a year or more. Some require you to meet specified mileage goals. Some require you to run as a team with another driver or may restrict you from working in a regional or other desirable fleet until your debt is paid. Perhaps the most important question this: What happens if I leave the carrier before the debt is paid? That’s usually covered in the contract you sign. Most stipulate that you agree to pay whatever amount you still owe. Often, carriers will make payment arrangements with you. As long as you continue payments, you’ll be fine, but be aware that some carriers are very aggressive in their debt-collection practices. In fact, the term “predatory” could be applied to some offers. There are carriers who require drivers to “pay back” amounts much higher than what was paid for tuition. Additional charges can be tacked on for their driver-finishing process, which may require you to team with another driver for months at a reduced “trainee” pay rate. Drivers who leave, regardless of the reason, are sometimes mercilessly hounded for payment, and negative information is often reported to credit reporting agencies. Other carriers who attempt to hire these drivers receive formal letters threatening legal action for “interfering with their contract.” Carefully read contracts and ask questions of recruiters. If their answers are vague or evasive, move on to another carrier. School instructors can be a great resource of information. Many of them were hired because of their industry experience, and some will have personal knowledge about carriers they have dealt with. Former students may have also shared their experiences with teachers. The internet can provide a wealth of information about carriers, but view personal stories with a degree of skepticism. Disgruntled drivers often post critical information about carriers — but they seldom include their own misdeeds in their rants. Look for trends rather than individual postings, and consider viewpoints from a variety of sources. Finally, do your best to honor your commitment to the carrier. Doing so will help establish your record as a person of integrity who doesn’t change jobs when things are difficult. Once you get a year of experience, you’ll know more about the industry and what works best for you and your loved ones.

FedEx Logistics opens global headquarters in Memphis

MEMPHIS, Tenn. — Shipping giant FedEx Corp.’s logistics subsidiary has opened a new global headquarters in the building that once held the Gibson guitar factory in an entertainment district in downtown Memphis, Tennessee. FedEx Logistics held an event Tuesday to mark the opening of its offices located just steps from historic Beale Street and the FedExForum sports and concert venue in Memphis, a news release said. The new headquarters was announced in February 2019. At the time, FedEx officials said about 350 of the 680 projected jobs would be new positions. Once a fixture in the Beale Street entertainment area, Gibson said in December 2018 that it was moving production to Nashville. FedEx Logistics said it invested more than $50 million to renovate the building. “Great cities have great buildings,” said Udo Lange, president & CEO of FedEx Logistics. “From this magnificent facility, our employees will collaborate, innovate, and serve our global customers.” FedEx Corp. is based in Memphis, with operations at Memphis International Airport. It is the city’s largest private employer, with about 30,000 workers. A subsidiary of FedEx Corp., FedEx Logistics provides air and ocean cargo, warehousing and distribution, customs brokerage and other services to customers. When plans for the new headquarters were announced, Memphis and Shelby County officials said they hoped suppliers and other companies follow FedEx Logistics and bring offices and young urban professional workers to downtown Memphis. FedEx Logistics received tax breaks and other incentives for the headquarters. The state of Tennessee provided a $10 million grant, The Commercial Appeal reported. “This investment represents one of their latest and boldest commitments to our county,” Shelby County Mayor Lee Harris said in a statement Tuesday.