Truck Driving Job News

CARLISLE, Pa. — Yellow Corporation is opening the company’s 17th permanent truck driving academy as it expands its partnership with the U.S. Department of Labor. The latest school to open is in Carlisle, Pennsylvania, a major freight crossroads for shipments from the Northeast to the Midwest and onward. On March 29, Yellow executives celebrated the launch of the company’s newest academy at a ribbon cutting ceremony with U.S. Secretary of Labor Marty Walsh, Pennsylvania Gov. Tom Wolf, and International Brotherhood of Teamsters Local 776 President Ed Thompson. “Our new academy will provide career opportunities for Americans while strengthening our partnership with the Department of Labor (DOL) apprenticeship program,” Darren Hawkins, CEO of Yellow, said. “We’re thrilled that our academies are receiving this recognition. Our commitment to safety and training is unparalleled in the industry, and we’re proud that government leaders are investing in these programs for new drivers.” Yellow has participated in DOL’s apprenticeship program, a public-private partnership that enables companies to offset a portion of the costs associated with training new drivers, for the past five years. The federal program helps supply paid on-the-job training for student apprentices as they prepare to earn a commercial driver’s license and launch a highly skilled career. The partnership is designed to address the nationwide shortage of qualified professional truck drivers. “The success of Yellow’s CDL Academy in producing some of the safest drivers on the road reflects the great power and promise of apprenticeship to be a proven workforce tool in the trucking industry,” Walsh said. “Apprenticeship programs prepare workers for success by equipping them with the skills to compete for good jobs that offer family-sustaining wages,” Wolf said. “The investments we’re making in apprenticeships and other forms of hands-on and on-the-job training are already helping us get more Pennsylvanians into careers where they can succeed. This is more important than ever as Pennsylvania’s economy continues to rebound following the COVID-19 pandemic.” In 2021, Yellow announced its support for the Biden administration’s Trucking Action Plan, which intends to ease current supply chain constraints. The White House identified the expansion of apprenticeship programs as a key component of its plan. Earlier this month, Walsh launched the 90 Day Trucking Apprenticeship Challenge. Walsh added, “The 90-Day Trucking Apprenticeship Challenge has shown that joint labor management programs and public-private partnerships are critical, and that we succeed when we work together.” “We look forward to continuing this partnership with Secretary Walsh and Governor Wolf and are standing by to help other companies establish similar apprenticeship programs,” said Yellow’s Hawkins. With the addition of the Carlisle facility, Yellow has 17 permanent driving academies nationwide; each is certified as a Department of Labor apprenticeship program. Other Yellow Corporation driving academies are located in Atlanta/Marietta, Charlotte; Chicago; Cincinnati; Cleveland; Denver; Fort Worth, Texas; Hagerstown, Maryland; Indianapolis; Kansas City, Kansas; Memphis; Nashville; Pico Rivera, California; Portland; Salt Lake City and South Bend, Indiana. The company plans to open additional locations throughout 2022.Learn more about the Yellow driving academies at https://www.myyellow.com/us/en/careers/driving-academy.  

Electronics have revolutionized modern vehicles. Today, drivers have access to more information than ever before, thanks to technologies such as GPS, Bluetooth, Wi-Fi and specialized phone apps. In fact, many drivers have multiple ways to access different forms of technology and can choose the method that is most safe and convenient. Perhaps the best example of this is GPS. Originally developed by the U.S. Department of Defense for military purposes, the Global Positioning System gradually became more accessible as the technology need to access it became cheaper. As the 21st century began, GPS became widely available for public use. Portable GPS units that mount to a vehicle’s dash or windshield became popular with drivers. In many cases, however, these units were quickly rendered obsolete as drivers chose phone and tablet mapping apps that provide the same information. At the same time, truck manufacturers were upgrading “information screens” on vehicle dashboards. Some of these contained similar GPS mapping programs, but also connected with the driver’s smartphone via Bluetooth to display phone programs on the larger screen. With so many options, every driver has access to GPS routing information these days, but there are some watchouts. First, make sure you can access the information in a safe manner. If your truck doesn’t have a dash display, devices are available to mount phones or tablets so they can be easily seen without the need to pick them up. Voice-recognition software, which comes with most phones, makes it easy to look up information, as well as respond to emails and texts, without taking your hands from the wheel. Second, never fully trust your GPS system without verifying the information it provides. Stories abound of drivers who were routed down roads that had low clearance or bridges with weight limits, and even of routings down roads that become dirt paths in mountainous terrain. It’s important to make sure the GPS programs you use contains truck-specific information. Some apps and programs allow you to enter vehicle dimensions. Some are made for recreational vehicles (RVs), but can work for trucks if the proper information is entered. There are also programs that integrate with GPS software and even with mapping programs such as Google Maps. It’s also important to make sure any GPS programs and units are updated regularly. Conditions can change overnight because of construction and other factors. Clearances can be reduced. For example, a 2-inch layer of new paving could raise the road surface enough to change a 13′ 7″ clearance to 13′ 5″. That’s enough to make a difference between a load clearing and hitting a bridge. No matter which mapping program or app you use, nothing can replace your eyes and ears. Always pay attention to warning signs and, when in doubt, don’t proceed until you’re sure it’s safe to do so. Another technological advance — one that isn’t popular among some drivers — is the electronic logging device (ELD). Use of these devices is now the “law of the land” for most drivers. Like the GPS system they depend on, ELDs come in a wide variety of options. Some are built into communications devices such as Omnitracs, while others have standalone units that are mounted within the vehicle. There are phone apps that serve this purpose, too. To meet the requirement of a connection to a vehicle’s electronic control module (ECM), phone apps usually come with a device that plugs into the vehicle’s diagnostic port, communicating with the phone via Bluetooth. Like GPS data, ELD information can be displayed on larger screens. To meet the requirement of being easily available to law-enforcement personnel, some logging apps can be displayed on the phone screen or tablet outside of the truck. Depending on the service used, an inspector may have to get into the truck, or information can be faxed or emailed to the inspector. No matter which system is used, the current and past seven days of duty status must be available to the inspector. The driver is required to carry instructions that explain how to access the information and can receive a citation if it isn’t produced on demand. Dash cameras are another item that many drivers regularly use. Video has proven to be valuable as evidence in insurance claims, especially when litigation is involved. After an incident, displaying the video to responding law enforcement can corroborate your version of events and save you from a citation. If you work for a carrier, video can help you avoid disciplinary action. Some drivers dislike video systems, especially those that have a driver-facing camera. Carrier-owned systems often have more than one camera and are often connected to the vehicle’s ECM. Many carriers install these cameras in their trucks for protection against frivolous lawsuits, as well as for driver training and disciplinary purposes. A key factor in video systems is this: Who owns the data? A driver who uses a personally owned dash camera owns both the camera and any video it saves. If the system is owned by the carrier, the driver may have no choice in whether the video is shown, what information accompanies the video and how the video is edited. Some drivers use a personal dash camera even if the carrier also uses a camera, just to make sure they can retain evidence in the event of litigation. Finally, it pays to become familiar with any electronic devices or programs before the truck is in motion. Drivers should know, for example, how to quickly reroute a trip if the planned route is blocked due to congestion or accident. Knowing how to save video so that the camera doesn’t overwrite it is important, as is knowing how to make, or correct, entries on an ELD — or how to explain to a DOT officer the process to access it. Trying to remember how to do these things while negotiating in heavy traffic can create a safety hazard. Becoming familiar with the technology built into your truck is vital, too. You should know how to operate lights, wipers, defroster, cruise-control and other features in your truck, especially if the truck is new to you. Technology has made doing the job of trucking (and day-to-day living) easier for everyone. Learning how and when to use it makes it safer, too.

Everyone knows the trucking industry is governed by government rules and regulations. Most drivers are familiar with a long list of acronyms representing federal agencies such as DOT, FMCSA, EPA, FHWA and so on. The Federal Register Agency List currently contains a total of 457 agencies and subagencies. What each agency does and how it creates, implements and enforces laws is a mystery to many — but it doesn’t have to be. It’s important that drivers understand their role in the rulemaking process and how to voice their opinions before rules that impact their work become effective. Agencies follow a prescribed process to enact rules and regulations, and every citizen should know how that process works. Without agencies, Congress would need to pass a new law for every new rule or regulation. By delegating some authority to agencies, the Senate and House of Representatives can focus their efforts on legislation that impacts the entire nation. Congress might not vote on rules issued by each agency, but they are involved just the same. The legislative branch of the government can (by vote) direct an agency to issue a specific rule or can impede a rule they don’t like by refusing to approve funding, or by passing legislation prohibiting implementation of the rule. The president can also direct an agency to take a specific action. The Federal Motor Carrier Safety Administration (FMCSA) is the agency that has the biggest impact on the day-to-day operation of most drivers, but the Federal Highway Administration (FHWA) and the Environmental Protection Agency (EPA), among others, also issue rules that impact trucking. Each agency is required to publish a “Regulatory Plan” each year and an “Agenda of Regulatory and Deregulatory Actions” twice a year. Together, these are often referred to as the “Unified Agenda.” Most of this information is published in the Federal Register. Any citizen can review these documents online to determine what progress has been made on current proposals and see what the agency plans to work on in the future. The Federal Register can be accessed at federalregister.gov. The visitor can click on links for current issues, proposed or final rules, and other information, or enter a specific topic, like “Hours of Service,” in the search box. By clicking on the “Sign Up” button, the user can choose to receive a daily email showing any action taken on rules from each agency. Those daily emails can be lengthy, but the agencies are listed in alphabetical order so that readers can scroll directly to the agencies they are interested in. For example, a driver might scroll directly to FHWA and then on to FMCSA. The rulemaking process is straightforward. The agency usually publishes an announcement that it has received a “Petition for Rulemaking” from a citizen or organization. When ready to move forward on a new rule or change to an existing one, the agency may publish an “Advanced Notice of Proposed Rulemaking” in the Federal Register. Either notification may ask for public comment, usually specifying a time period for commenting and several methods for submitting statements. Comments can be submitted online, by mail and, in some cases, in person, if a “listening session” is held. In most cases, the time period for comments is 30 to 60 days. Everyone has the opportunity to state their view, and those comments become a part of the rulemaking process. Many comments are published in the Federal Register. Unfortunately, while many proposed rules receive comments from advocacy groups and other organizations, individual drivers don’t often take advantage of their right to comment. Too often, those who are quick to criticize new regulations forego their chance to contribute to the process. Proposed rules are often revised or even withdrawn based on input received from the public. The president can review each proposed rule and gets an assist from another agency, the Office of Information and Regulatory Affairs (OIRA). Costs and benefits of new rules are considered. Those that require the public to provide information to the government are also reviewed by OIRA, including an estimate of the paperwork burden and other considerations. Based on the comments received, the agency can revise its proposed ruling, extend the comment period, schedule hearings or take other action. If the agency feels it has all the information it needs to make the ruling, a “Final Rule” is published in the Federal Register. An effective date is also published, usually at least 30 days in the future unless the agency can show good cause for the rule to be implemented sooner. Agencies can publish a Final Rule without first publishing a Proposed Rule, but only when there is good cause that the comment process would be “impractical, unnecessary or contrary to the public interest.” Doing so, however, provides opponents of the rule with a cause to take to the courts and could harm the final implementation of the rule. In some cases, agencies publish an “Interim Final Rule.” In this case, the rule goes into effect immediately, with the understanding that it can be revised or revoked based on public comments. New rules must be sent to members of Congress and the Government Accountability Office (GAO) before they become effective. If rules are considered “major,” at least 60 days must be allowed for review before the rule become effective. The House and Senate have the option of passing a “resolution of disapproval,” which is then signed (or vetoed) by the president. This is rarely done and has happened only once since 1996. Congress can also decide to hold hearings on the rule or withhold funding or they can simply pass a new law that supersedes the ruling. Agencies sometimes issue “Interpretive Rules” that help explain to the public how a rule applies, but these may not change the rule itself. Once a rule is issued, an individual or group may file suit to stop implementation. Courts determine if the agency has the authority to make the rule, was improperly issued or is unconstitutional. Truck drivers are governed by a long list of regulations. Knowing how they are made and each individual’s role in creating them is both a right and a responsibility.

Many drivers begin their trucking careers working for a carrier that pays by the mile. Some pay different rates for loaded and empty miles, but you’ll have at least a general idea of the expected pay for each load you haul. Owner-operators who lease to a carrier for a per-mile rate have the same benefit. Whether you’re a company driver or an owner-operator, per-mile compensation removes the need of understanding how freight rates work. Your per-mile pay might be the same, regardless of load origin or destination, but the rates paid by shippers can vary widely depending on a number of factors. If you’re considering obtaining your own authority and becoming your own carrier, you’ll need to be familiar with how freight rates work. To begin, rates are generally classified as either “spot” rates or “contract” rates. Spot rates are “market” rates for loads posted “on the spot.” Shippers offer a load at a set price and carriers simply pick the loads they’re interested in. Rates for haulage fluctuate based on market conditions, seasonality, weather and other factors. The law of supply and demand rules, and rates can fluctuate quickly. Contract rates, as the name implies, are set by an agreement between the carrier and the shipper. Often, a commitment for a certain number of shipments is built into the contract. Sometimes specific lanes or destination points are built in. Contract rates allow both shippers and carriers to lock in commitments and help cushion both parties against fluctuations in the spot market. Many small carriers, especially new ones, depend on the spot market to find loads. After all, the work of driving and maintaining the truck and trailer is already a full-time position. There isn’t much time left over to make sales calls to customers. Additionally, dependence on the spot market leaves the owner free to accept the most profitable loads, whereas a carrier under contract might have to accept whatever load is available that gets the equipment back at the shipper for the next load. A trucker who gets most of his or her business from the spot market needs to understand how that market works. All loads are not the same. Both the location of origin and the destination can make a huge difference. The state of Florida is a good example. Carriers can often get excellent rates to haul freight into Florida. Nearly 22 million people live there, and since it’s a popular vacation destination, another 90 to 100 million people visit each year. That a lot of folks using a lot of groceries, paper products, clothing and everything else that people buy. The problem is, Florida doesn’t produce nearly enough product to balance out the number of loads coming into the state. There’s a huge amount of competition for loads coming out of Florida, driving outbound rates downward. For this reason, profits made on the trip to Miami can quickly disappear when the rate for the return load doesn’t cover operating costs. Carriers often demand a rate to Florida that’s high enough to cover the cost of making the trip back without a load at all. Another strategy is to accept a short load from a point in Florida to Atlanta or another city in the Southeast, hoping to find a better paying load there. Fluctuations like this occur all over the U.S. In some states, and even some cities, it’s easy to find high-paying inbound loads, but hard to find outbound loads once you get there. Other areas are the opposite, with plentiful outbound freight at good rates but hardly any inbound freight to get you there. To complicate matters, the freight mix in each area can change during the year as local crops come in or other seasonal factors come into play. Even weather can make a difference, as in the case of a hurricane leaving massive damage in an area, creating a short-term demand for building materials and appliances. This is why successful carriers consider more than just rates before accepting a load. The idea is to accept the best-paying load going to a destination where another good-paying load will be available. Many truckers use load boards to search for loads in their area and to research future loads. There are excellent load boards at dat.com, truckstop.com, 123loadboard.com and truckerpath.com. Some are subscription services that can help the carrier earn many times the subscription cost. By using a load board, truckers can sometimes work two or three loads ahead. For example, if a load moving towards the driver’s home isn’t available, there may be a load going to another area, where it’s easier to find a load towards home. Although loads can be posted on a load board by shippers, many loads are posted by brokers. Using a broker helps the shipper because the broker makes sure the carrier chosen has a good record for safety and performance and is trustworthy. At the same time, carriers benefit by knowing the broker has checked out the customer’s credit and payment history, reducing the risk of nonpayment. In many cases, brokers will advance a portion of the freight charges to the carrier for fuel and other expenses. Freight rates listed on load boards or offered by brokers are very often negotiable. It never hurts to ask for a higher rate. Knowing what other loads along the same lane are paying and what the outbound situation near your destination looks like can help in negotiations. Some drivers prefer to work with a single trusted broker, or perhaps a small group of brokers. Establishing a relationship with a broker can help the carrier navigate the complicated world of freight rates. A broker who works with dozens of loads every day understands the market and can help the carrier make sound decisions about which loads to haul and which to avoid. Unfortunately, there is no quick-and-easy method to understanding rates. Even the experts get it wrong at times. Using the best tools available, creating relationships with trusted peers and advisors, and thinking a couple of loads ahead will help any truck owner make business decisions that maximize earnings.

Trucking provides a variety of opportunities for drivers, and each type of job has its own pros and cons. Many drivers begin their career with a large carrier, benefitting from available driver training and accumulating experience before moving on to a different driving job. When it’s time to make a change, it helps to know what types of driving jobs might be available — and what each type of job entails. Most truck-driving jobs are classified as either over-the-road (OTR) or local. Another option, regional jobs, have elements of each type. The biggest difference is when the driver gets home. Local driving jobs Local drivers, for the most part, go to work and then come home every day, just like workers in offices or manufacturing facilities. Local drivers might make a series of pickups and deliveries in an area, or they might make longer runs that still allow them to return home without a rest break. Pay for local driving positions is often less than what OTR drivers can make, because more drivers want the local jobs. Because drivers are home daily, road expenses for things such as meals, snacks and showers are greatly reduced. When it comes to local deliveries, it’s important to understand that many companies do not offer paid breaks or overtime pay. That’s because transportation workers, in general, are not covered by the Fair Labor Standards Act that guarantees these benefits. While some employers pay overtime, others do not. Some local jobs, like petroleum transport, are usually paid a per load rate that varies depending on the round-trip mileage and other factors. Some, like hauling feed, gravel or logs, might be paid based on the weight of each load at delivery. Drivers may be encouraged to load beyond legal limits to increase their earnings. Some local jobs require a good deal of physical labor. Grocery and beverage deliveries often require the driver to unload product and bring it inside stores or restaurant. In some cases, the driver is responsible for setting up and maintaining store displays. Among the more desirable local positions are terminal shuttle runs for LTL carriers. Drivers often travel from terminal to terminal, perhaps delivering one trailer and bringing back another. These jobs frequently involve hauling double trailers. In some cases, drivers are required to run “peddle,” or local pickup and delivery, routes before earning a more desirable shuttle run. OTR driving jobs OTR drivers have many choices as well. OTR drivers stay away from home for days, weeks or even months at a time. That’s because OTR carriers are often classified as “irregular route” businesses. That means the truck goes wherever freight is headed at a profitable rate. Empty miles are unprofitable, so once a delivery is made, another paying load is found. The ideal business scenario is when the truck takes the best paying load, regardless of destination, with the driver staying on the road for as long as there’s money to be made. There are, of course, other considerations, such as the need for driver home time, as well as repairs and maintenance to the truck. Some drivers (and carriers) prefer taking the longest-distance load possible. Doing so reduces the number of pickups and deliveries necessary, allowing for some days when the driver can simply drive the legal number of hours and then shut down. The downside is that the driver could be thousands of miles from home, and it could take days — or weeks — to find a profitable load going that way. Regional driving jobs Regional runs are popular with drivers because the truck is usually within a one-day drive of home. Regional positions often offer weekend time at home, although the amount of time can vary, depending on the carrier. The downside of regional work is that it often involves a delivery and a pickup on the same day. A common scenario is a morning delivery, followed by a short deadhead (traveling empty) run and a pickup of the next load. At carriers who pay by the mile, the time spent at receiver and shipper isn’t compensated. It isn’t uncommon for a driver to have six to eight hours or more invested in getting the trailer emptied and reloaded, followed by 10 or 11 hours of driving. Regional runs can also be much shorter than can be driven in an 11-hour shift. Drivers who are paid by the mile often find they get less rest and take home less money. “Dedicated” runs can be great — or not. Some dedicated runs entail picking up and delivering at the same locations every trip, while others might haul from a single location to multiple delivery points. Still others involve being dedicated to one particular customer, which may have multiple shipping locations and thousands of delivery points. Another term most drivers are familiar with is “backhaul.” A backhaul is simply a load that gets the driver back to the starting point, or at least, close to it. For example, after hauling a load across the country from Atlanta to Salt Lake City, the driver might look for a load going back to the Atlanta area. Unfortunately, backhauls often don’t pay well, so drivers who are paid by percentage won’t earn as much, and carriers who pay by the mile might look for a more profitable load, even if it’s headed in the opposite direction from home. In some types of trucking — including tanker, auto and livestock hauling — drivers return empty more often than they find backhauls. With all of the variables in trucking, it’s impossible to describe the conditions of every available job. The best advice for a driver looking for a change is to talk to drivers who hold or have held the position being considered. They have experienced the ups and downs and can explain the job without the “sales pitch” a company representative or recruiter might give. When applying for a new job, it’s important for the driver to have a list of priorities and to discuss them with every potential employer before accepting a job. For example, one driver might value getting home more often, while another wants to stay out longer in order to maximize earnings. Both should clearly communicate their expectations, and take the job that helps them achieve their goals.

A common argument among commercial truck drivers pits drivers who were taught to drive by a relative or friend, or who learned by bouncing around the farm while operating a variety of equipment, against those who graduated from a CDL training school. Whether it’s a discussion on the CB or comments on social media, every story of a hapless rookie making a mistake seems to be draw a wealth of criticism from drivers who learned “the right way” — either self-taught or from an experienced driver who passed on his or her considerable skills. The comments often accuse others of being “steering wheel holders” who are, of course, far beneath the professional driver status of the commenter. Whether self-taught or privately trained drivers received training that was superior to those who attend a CDL school has long been argued, but there are merits to both methods. Self-taught drivers learn from experience, sometimes driving a variety of equipment on a farm or other operation. Some states allow younger drivers to work in agriculture or other industries. Privately trained drivers often benefit from their relationship with the trainer. Whether a family member, spouse or friend, the trainer has an emotional bond with the trainee that can promote a greater interest in their performance. Without a specified course length, training can continue as long as necessary to make sure the trainee, in the trainer’s judgment, is ready. Some CDL schools, on the other hand, can be geared towards passing state testing requirements in the shortest possible time. Stories abound of schools that graduate students in as little as 10 days or two weeks, often teaching just enough to let students pass the tests — while skipping important information about the job. None of those scenarios are true of all situations, however. There are no qualification standards for private trainers. “Uncle Fred” might represent the epitome of highway professionals, but he could also be a highway menace — albeit an experienced menace — or he could be an excellent truck driver but have horrendous training and teaching skills. Qualification standards exist for CDL schools, but they are mostly voluntary. CDL training schools that are part of a community or technical college must meet standards set by the college or accrediting organization. Private schools, however, can range from the owner of a dilapidated semi operating in a rented parking lot to programs that rival college-level training in length and content. Some CDL schools are certified by the Professional Truck Driver Institute (PTDI), which issues standards for curriculum quality and standardization. PTDI schools are closely monitored to ensure compliance with set standards. Another organization, the Commercial Vehicle Training Association (CVTA), provides an instructor certification program. Larger carriers that hire graduates of CDL schools almost always provide additional training through a “driver finishing” program. These programs pair recent graduates with experienced driver trainers who help new drivers sharpen the skills learned in CDL school while learning the rest of the truck driver’s job. Training in route planning, company paperwork, dealing with customers and more are added until the new driver is judged to be ready to operate without supervision. Some carriers provide access to driver-mentors or special fleet managers for months after the training. On Feb. 7, 2022, the argument will officially end for most new drivers. That’s the date the new entry-level driver training (ELDT) requirements mandated by the Federal Motor Carrier Safety Administration (FMCSA) will go into effect. Included in the MAP-21 highway bill passed in June 2012, the FMCSA ELDT rule became final in December 2016. Under the new regulations, those who want to obtain a Class A or B CDL for the first time, upgrade a Class B CDL to a Class A, or add a passenger, school bus or hazardous materials endorsement to an existing CDL will be required to complete a specified training program. Although the regulations don’t specifically state that training must be conducted by a CDL school, the training organization must be certified by the FMCSA and listed in the newly created Training Provider Registry. The training can be provided by a school, employer, union or even Uncle Fred — provided the trainer is certified. Certification is achieved by submitting an Entry-Level Driver Training Provider Registration Form through the TPR website and obtaining a unique TPR number. The ELDT requires specific training curricula that closely follows training presently required by PTDI certified schools. The curricula are listed in 49 CFR 380, Appendix A, and include classroom or “theory” subjects such as control systems, inspections, communication and maintenance. Behind-the-wheel (BTW) training includes range maneuvers and on-the-road driving. While the hours spent in training are not specified, training providers must report the number of hours spend on each listed topic. Instructors must have at least two years of experience as either a driver or a trainer, and must have a CDL with endorsements in the area being taught. The instructor’s CDL cannot be suspended or restricted. Training program graduates will be issued certificates that carriers will be required to verify before hiring. Some current drivers will receive a “Certificate of Grandfathering” from the carriers that employ them. Drivers who obtain a commercial learner’s permit (CLP) before Feb. 7, 2022 will not have to comply, as long as they obtain their CDL before the expiration date of the CLP. Drivers who are planning to train with a spouse, relative or someone else should make sure they obtain their permit in time. Current drivers who have never had a hazardous materials endorsement should know that training will be required once the ELDT becomes effective. Currently, drivers are required to pass a written test that they can study for online or using state CDL study materials. Drivers who plan to get the endorsement might want to take care of it before Feb. 7, 2022. The requirement to pass a background check to obtain the hazmat endorsement hasn’t changed. First-time passenger or school bus endorsements will also require training. It won’t be long before stories of learning to drive a truck on the farm at age 15 fade into history. Whether government involvement in the training process improve safety, creates more bureaucratic hurdles or a combination of both will be seen in coming years. And truck drivers will soon have to find a different topic to argue about.