Truck Driving Job News

ARLINGTON, Va. — The American Trucking Associations’ (ATA) advanced seasonally adjusted For-Hire Truck Tonnage Index increased 3.7% in November after falling 5% in October. In November, the index equaled 112.2 (2015=100) compared with 108.3 in October. “The 2020 seesaw pattern continued in November as typical seasonality is not holding this year,” said Bob Costello, chief economist for ATA. “It was a nice gain, but the rebound was not enough to make up for October’s drop. Robust retail freight, helped by consumer spending, especially e-commerce, and very lean inventories helped truck tonnage last month. Strong single-family housing starts are also aiding freight tonnage, but lackluster restaurant, manufacturing and energy sectors remain a drag. I expect these softer industries to benefit from widespread COVID-19 vaccinations in 2021.” October’s decrease was revised up to 5% from ATA’s preliminary figures released in late November. Compared with November 2019, the seasonally adjusted index contracted 3.8%, the eighth straight year-over-year decline. Year to date, compared with the same period in 2019, tonnage is down 3.8%. The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 110.5 in November, 4.7% below the October level of 116. In calculating the index, 100 represents 2015. ATA’s For-Hire Truck Tonnage Index is dominated by contract freight as opposed to spot market freight. ATA’s tonnage index is based on surveys from the association’s membership.

Owning your own truck can be a rewarding experience, but it can also be an exercise in frustration. Like any business, there are tasks involved outside of the main focus of trucking. Managing a business includes finding and serving customers, billing and debt collection, taxes, maintenance, compliance, accounting, record-keeping and more. Some drivers are excellent businesspeople and are able to handle all of these tasks themselves. Some have a friend or family member that handles the business side, allowing them to concentrate on the job of moving freight. Others are willing to pay professional services to handle the business details. Another option chosen by many truck owners, is to lease their equipment to an existing carrier. Most carriers have staff that handles the business details. When you lease on, the carrier’s staff works for you, too. The term “lease” can seem confusing, but it really isn’t. Under a lease, you allow a carrier the use of your equipment, just as if they were renting the truck from you. The carrier uses your equipment and, in return, you get a portion of the money they make with it. The difference usually is that you are required to provide a driver for the truck, even if it’s yourself. While leasing your equipment to a carrier can reduce your workload, it also reduces the compensation you’ll receive. After all, adding your truck to their fleet helps the carrier increase revenue. It’s important to fully understand how you’ll be compensated as well as your obligations under the lease contract you’ll be signing. Compensation Some carriers pay a flat percentage of the load revenue, while others pay a set per-mile rate. A set rate per mile means your compensation won’t be affected by current freight rates paid to the carrier. Percentage compensation means the rate you receive will fluctuate with freight rates paid to the carrier. If you’re compensated by percentage, it’s important to understand the complete picture. Will you receive a percentage of the total revenue, or the revenue that’s left after the carrier makes various deductions? Will the carrier show you the amount received from the shipper? Assessorial pay should be clearly spelled out, too. How much will you be paid when you and your truck are held up at a shipper or receiver? How much time must you contribute before the rate kicks in? What about layovers? What other activities will you be compensated for? Chargebacks When your equipment is leased, it is usually (but not always) covered under the carrier’s liability insurance policy. Some carriers charge you for liability, cargo and other insurance coverage. Some charge a rental fee for pulling their trailers, or other fees for administrative tasks and so forth. Those charges should be clearly spelled out in the lease agreement, either in the body of the text or by an addendum to the contract. Escrow Accounts Nearly every carrier will require you to keep money in at least one escrow account. An escrow account is a special savings account that carriers can access to pay insurance deductibles, freight claims or other expenses determined to be your responsibility. Some require an escrow deposit to begin the lease, but most will allow you to build the escrow through settlement deductions over a period of time. It’s important for you to know how much the carrier will hold, what it will be used for, and when and how you will have access to your money. Another type of escrow is sometimes kept for maintenance purposes. The carrier will keep a percentage of each settlement amount until a predetermined threshold is reached, out of which it will pay for repairs and maintenance to your truck. This arrangement can allow the carrier to pay for discounted maintenance services through its network, saving you from having to come up with cash when you break down. Like any escrow, however, you should know the limitations including how to access your money. Maintenance and tire discounts Some carriers will allow you to participate in networks from which it receives discounted pricing for parts and labor. Some will even perform repair and maintenance functions in their own shops for a discounted fee. It’s important to understand what services are available and what they cost. Independence As an independent contractor, you have the right to decide when to work and which loads to accept — and you can take loads for other carriers, too. Many carriers, however, will dispatch your truck just like its own and claim exclusive use of your equipment. You should understand how you’ll be dispatched and the carrier’s exclusivity rules before you sign a lease agreement. Leasing your truck to a carrier can be a successful strategy for a profitable business, but it’s important to fully understand the terms and conditions of the lease agreement before signing. Do your research, and choose wisely.

One of the most important — and most often overlooked — factors in choosing a carrier to work for is the “culture” you’ll find when you get there. You’ll find tons of advertisements containing statements like, “You’re not just a number” and, “We treat you like family,” but those words are often slogans written by advertising agencies to attract drivers like you. In addition to pay, equipment, running areas and other details of the job, you’ll want some idea of how you’ll be treated if you decide to work for that carrier. Unfortunately, recruiters are often so isolated from the operations part of the business that they truly don’t know much about how drivers are treated, except for the occasional complaint received from someone they recruited in the past. Still, there are questions you can ask — and the recruiter isn’t the only person you should be asking. Current drivers can be a great resource. After all, they can tell you how THEY are treated by that carrier. Even then, however, it’s best to have some specific questions rather than simply asking, “How do you like Carrier ABC?” The internet can be a good resource, too, but be wary. Trucker complaint sites usually don’t present all sides of the story, and drivers generally don’t post about good experiences they’ve had. You can also access information through the Department of Transportation (DOT) Safety and Fitness Electronic Records (SAFER) system. Entering the carrier’s DOT or MC number or the legal name on the “Company Snapshot” page (safer.fmcsa.dot.gov/CompanySnapshot.aspx) brings up an information page that provides the number of trucks and drivers reported, commodities hauled and headquarters information for the carrier. On the same page are links to safety and accident information and a licensing and insurance history page. No website, however, can tell you what it’s like to actually work for the carrier. Whether you ask a recruiter, a driver or even someone in orientation, you’ll find out more by asking questions. Here are a few key questions to ask: Can I refuse a dispatch if I feel it can’t be completed in the allotted time or there are other safety factors? Many carriers talk a good safety game, but some can get downright ugly when you need to make a decision for safety reasons. What happens when conditions prevent you from making delivery on time? What about inclement weather, illness or delays? How much authority will you have to make decisions? If the carrier is more concerned about its on-time delivery percentage than your safety, it might not be a good fit. What is the carrier’s policy for accessorial pay?” Pay for activities such as detention, layover, breakdown, weather and so on can be important. Detention pay, for example, can differ greatly between carriers. One carrier might pay $15 an hour after the first hour of waiting, while another might pay $10 per hour, but only after you’ve waited four hours or more. Some detention policies require you to wait until the customer has paid — IF they pay — before you receive anything. Layover is another issue you’ll face from time to time. Layover occurs when the carrier doesn’t have a load for you for 24 hours or more. You’ll need to know how often layovers occur, how much the carrier pays and the circumstances. Some carriers pay a reasonable amount for the first 24 hours you sit. Others pay a small percentage of the day’s pay you could have made if you were running, and don’t pay anything for the first 24 hours. Some don’t pay for layover at all. Does the carrier use video cameras? Many carriers use video recording systems to collect evidence used in training, discipline and, when necessary, in litigation. What the systems record and how the data is used can differ widely. You’ll want to know if the system includes an inward-facing camera, one that records YOU as you operate the vehicle. If you’re being recorded and you aren’t comfortable with that, move on. Things can only get worse. How does the carrier handle family emergencies? How do I get home, and when? This can be a sensitive topic for many drivers. Most carriers won’t allow you to simply drive the truck home, unless home is close by and the truck is usually parked there when you’re off duty. Many carriers will try to find a load going in the right direction, but some situations might call for you to get home more quickly. Will the carrier understand if you need to park the truck and get to the nearest airport? Will it offer financial assistance for purchasing a last-minute ticket? Or, will it be more concerned about the truck than about you? How are breakdowns and repairs handled on the road? At many carriers, the policy is to pay for all safety-related repairs at the nearest facility, but it doesn’t always work that way. The “nearest facility” might mean a shop that offers a better rate or is in a network that the carrier uses, or it could mean the nearest company terminal. Stories abound of drivers limping a truck along, hoping to avoid a DOT inspection, until they arrive at a terminal. Air-conditioning repair is expensive on the road; more than one driver has experienced a week or more in a hot truck waiting for a dispatch to a company shop where it can be repaired more cheaply. What is the carrier’s turnover rate? Every carrier tracks driver turnover. Don’t settle for guesses, estimates and averages. If a carrier has a turnover rate below the industry average, they’re usually happy to talk about it. Along with this question, ask: What’s the most common reason given for leaving your company? If large numbers of drivers leave because of poor equipment, disputes over pay or unpaid waiting time, there’s a good chance you’ll experience these things, too. There are other questions to ask, and you may feel strongly about issues that aren’t mentioned here. Asking about a carrier’s culture before you commit to working there can help you make a better decision.  

CHATTANOOGA, Tenn. — U.S. Xpress Inc. is collaborating with the Massachusetts Institute of Technology’s (MIT) Center for Transportation & Logistics to develop a roadmap to improve driver efficiency, according to a statement released by U.S. Xpress. Graduate students in the MIT Supply Chain Management master’s degree program will use statistical modeling and artificial intelligence to study U.S. Xpress company data, including GPS stats for more than 7,500 tractors; loaded and unloaded data for nearly 15,000 trailers; driver hours of service; shipper rates; appointment times; and arrival and departure trends. MIT plans to publish research findings in summer 2021. “This partnership with MIT is another example of U.S. Xpress tapping the brightest minds in technology to help drive company innovation,” said Eric Fuller, president and CEO of U.S. Xpress. “Improving driver efficiency can ultimately enhance the driver experience and generate more value for our shipping partners.” Per federal hours-of-service regulations, truck drivers are limited to a 14-hour shift, but just 11 of those can be spent driving. MIT’s capstone research will outline opportunities to safely maximize efficiency within that 11-hour driving window to bring more value to shippers, drivers and the company. In addition to partnering with MIT, U.S. Xpress is taking steps to improve efficiency by developing parking locators that reduce wasted miles spend finding open parking spaces; telematics, geo-fencing and GPS tracking to route tractors to service facilities; and predictive analytics that bring tractors in for service before service failures occur on the road. In 2019, U.S. Xpress introduced Variant, a new carrier brand built on technology. Proprietary software utilizes machine learning and algorithms to automate load planning and scheduling, generating more revenue for drivers and the company.

Fuel discounts are good. So are fuel surcharges. If you’re an owner-operator, you’ll be able to quickly answer this simple question: What is your average fuel cost per gallon? If you can’t answer, you’re not doing a good job of managing your trucking business. No business expense impacts the bottom line as much as the cost of fuel. A truck running 10,000 miles per month — not particularly difficult on highways with 65 to 75 mph speed limits — burns 1,667 gallons of fuel in the same month, at 6 mpg. At $2.39 per gallon, the national average price for a gallon of diesel fuel on Oct. 31, according to the U.S. Energy Information Administration (EIA) (eia.gov/petroleum/gasdiesel), it adds up to just shy of $4,000 per month in fuel cost. A 5-cents-per-mile fuel surcharge, at the same 6 mpg, knocks 30 cents per gallon off the fuel price. At the end of the month, that’s worth $500 off of the fuel bill — a reduction of more than 12.5%. About that fuel price. We’re entering an uncertain period for the petroleum industry after enjoying relatively low fuel pricing for several years. The reduction in travel due to COVID-19 restrictions has undoubtedly reduced demand for fuels, driving prices downward. As the country reopens, demand should increase, and prices will likely increase along with it. Additionally, advances in the manufacture of hybrid and electric-powered vehicles, coupled with increased sales, could further impact fuel prices. Changes in government policy to restrict fracking and promote transition away from petroleum products may have an impact as well. As diesel fuel prices rise, fuel surcharges should rise as well. What impact the changes will have on your bottom line depends to a great extent on the mpg your tractor achieves. That’s because the fuel surcharge is usually paid on a per mile basis. In some cases, it is paid as a percentage of the per mile freight rate, which equates to the same thing. The end result is that by increasing your mpg, you’ll decrease the number of gallons of fuel you’ll burn for that trip — without decreasing the fuel surcharge you’ll receive. Using our prior example of an average nickel (5 cents) per mile fuel surcharge, applied to 10,000 miles per month, results in $500 extra to spend on fuel. But what if you could increase your fuel mileage to 7 mpg? You’d still receive the extra $500 in surcharges, but you’d be buying 1,429 gallons of fuel instead of 1,667 (238 fewer gallons). At the current price of $2.39 per gallon, that’s a savings of $568.82, on top of the $500 surcharge payment. If you can achieve 8 mpg, your fuel consumption for 10,000 miles drops by another 179 gallons, while your fuel cost drops by another $426. Granted, these examples call for some pretty drastic declines in fuel consumption. But remember, your total fuel consumption includes all the fuel burned, even while idling. If you could reduce idling, decrease your average speed by a few miles per hour and take greater advantage of fuel-saving technologies available for tractors and trailers, you might be surprised at how much you could improve your fuel mileage. Other decisions could be impacted by fuel savings, too. For example, our example of a 2 mpg improvement nets about $995 per month additional cash. If you’re planning to upgrade your tractor any time soon, would an extra $995 per month help with the financing? True, you’d be spending your fuel savings on a truck payment, but you’d have newer equipment that, in theory, saves on maintenance costs and missed revenue due to downtime. Perhaps the additional revenue could pay for an APU that helps eliminate idling in your current truck, or maybe the purchase of fuel-saving technology like trailer skirts, scoops and tails, or tractor tech like wheel covers and flow-through mud flaps. Or, maybe the additional bottom-line income would go home to your family and help with the bills. No matter how you choose to use the additional income, fuel surcharges go farther when you reduce the amount of fuel you burn. As fuel prices go higher, it becomes even more important to make the most of fuel surcharges by reducing fuel consumption. It’s just good business.

TULSA, Okla. — Tenstreet, a provider of driver-recruiting software and workflow solutions for the trucking and transportation industry, has acquired Indiana-based Stay Metrics, a company best known for its driver-retention strategy solutions and metrics. The acquisition will allow Tenstreet and Stay Metrics to provide a more powerful, comprehensive service for both carriers and drivers in the areas of recruiting and retention, according to a statement released Nov. 10. With experts in recruiting and retention working together under one virtual “roof,” the companies said they can provide solutions to help clients fill their trucks faster and retain drivers longer, now with a more extensive driver data set shared among the client base and over one unified platform. Each company is known for its unique collection of driver data, which provides carriers insight into the current state of the driver market, highlights trends in driver behavior, and helps companies overall to make better data-based decisions. In addition, drivers will benefit from the acquisition because Tenstreet’s Driver Pulse, a mobile app that helps drivers find jobs, onboard and manage their career, will be enhanced to encourage deeper engagement with carriers through satisfaction surveys, rewards programs and driver-wellness training. Tim Hindes, CEO of Stay Metrics, will continue to lead the retention side of the organization, while Tim Crawford, CEO of Tenstreet, will lead the whole of Tenstreet in its core service categories of marketing, recruiting, onboarding, safety, compliance — and now retention. Crawford expressed enthusiasm about the acquisition. “I’m really excited to be joining forces with the team at Stay Metrics,” he said. “We both share a vision for better connecting carriers and drivers and are looking forward to bringing great solutions to the market.” Hindes agreed, saying the team is “energized” by the possibilities afforded by the merger. “This transaction allows us to bring our suite of driver retention products to the broader market,” Hindes said. “Being on the Tenstreet platform will make it easier for drivers to engage with our surveys and rewards programs and will bring the market best in class recruiting and retention services.” Stay Metrics will exist under the Tenstreet umbrella, and Stay Metrics’ service offerings will be added to Tenstreet’s existing product catalog. Current clients of both companies will continue “business as usual” with their current account manager/team and current pricing.

Trucking companies are required by the Federal Motor Carrier Safety Administration (FMCSA) to investigate the background of anyone who applies for a driving job. Unfortunately, recruiters and drivers alike are often frustrated when that background check reveals negative information the applicant didn’t disclose. In too many cases, the applying driver wasn’t even aware the information was on the record. As a driver, you have access to most of the same reports the carriers obtain during a background check. Order your own reports and know what’s on your record — before you apply. Here are the reports you’ll need: Motor Vehicle Report (MVR) The state that issued your commercial driver’s license (CDL) keeps a record of your driving history. Some states record only traffic violations for which you have been convicted, while others may include warnings, nonmoving violations such as parking, accidents you were involved in and other information. Carriers are required by the FMCSA to obtain this information before allowing you to drive — and the report is checked every year after you’re hired. Every state has its own process for ordering an MVR. To make sure you know what’s on your record, contact the agency that issued your CDL to find out how to order a copy in your state. If you have moved to a different state in the past three years, you’ll need an MVR from your old state, too. If you recently acquired your CDL, you may need to order a separate MVR for the passenger vehicle license you had before your CDL. Pre-employment Screening Program (PSP) According to the FMCSA’s pre-employment screening web page, “your PSP record includes five years of crash and three years of roadside inspection data from the FMCSA Motor Carrier Management Information System (MCMIS) database.” Many carriers use the PSP when deciding whether to hire or lease a driver. Unfortunately, this system does a poor job of representing the driver’s actual record. It’s important to understand that any tickets you receive during a roadside inspection can show up on your PSP, even if you are eventually found not guilty or the ticket is dismissed. Worse, infractions that result in a written or verbal warning can also be shown as citations on your PSP. A common scenario goes like this: You get pulled over and the law-enforcement officer tells you that you were “going a little fast.” Luckily, you don’t get a ticket, but you do undergo an inspection while stopped. You might pass the inspection with flying colors and then later be shocked when a carrier says they can’t hire you because of the “speeding ticket” noted on your PSP for that date. Each carrier has its own policy when it comes to interpretation of the PSP. Some assign points to each item listed and use the resulting score in their hiring or leasing decisions. Some may ask for additional information, such as court records or accident reports, to help them understand the outcome of a citation or preventability of an accident. The important point is, the PSP can keep you from getting hired. Magnanimously, the FMCSA has a method for you to contest entries on your record — but you must initiate the action, it will take months to resolve and there’s no guarantee that a change will be made. Know what’s on your PSP before you apply with a new carrier. Order yours at psp.fmcsa.dot.gov/psp/public (click on “Request Your Records”). The cost is $10. If you find inaccurate information on your PSP, you can contest it by sending a Request for Data Review (RDR) to dataqs.fmcsa.dot.gov. Include any documentation that applies to the contested item, including court records, accident reports and any other documents that support your case. Always retain copies of accident reports and court records. They may be difficult to obtain on short notice later, when you need them. DAC reports and similar records HireRight’s “DAC” report is very likely the least-understood document for drivers, but it can be critical to getting hired. The DAC report is simply your employment history, as reported by carriers you previously worked for. The DAC report will show the start and end dates of your work period at each carrier, plus details such as the position you held, the type of equipment operated, whether your work record was satisfactory and whether you resigned or were fired. The report may also show any accidents you had while at that company and if those accidents were considered preventable. Not every carrier reports information to DAC, so the report may not show your complete history, but it is easily the most popular among carriers. Because HireRight collects and distributes information about individuals, they are a consumer reporting agency, just like any credit agency. By FMCSA regulation, you have the right to review the information in your report, to contest any errors you find and to have your rebuttal of the information included in your record. Go to hireright.com/background-checks and click on “Get a copy of your background report.” Then, follow the directions. You can obtain a free copy of your employment history every 12 months. If you can’t go online to order your report, call the HireRight customer service team at 800-381-0645. You can also mail your request to HireRight, Attn: Consumers Department, 14002 E. 21st St., Suite 1200, Tulsa, OK 74134. If you want to contest any information in your report, there is a link on the same page you ordered the report from. Once your dispute is received, HireRight will contact the former employer who reported it and notify them of your dispute. HireRight may also remove the information from your DAC report until the dispute is resolved. If a former carrier uses a reporting agency other than DAC for employment history, you have the same rights at that agency. Drug and Alcohol Clearinghouse The clearinghouse was created in January 2020 and has quickly become an important item in every driver’s information base. Any positive drug or alcohol tests — or refusals to test — are now reported to the clearinghouse. Carriers will still need to contact employers you worked for before Jan. 6, 2020, since those records won’t be in the clearinghouse. You’ll need to be registered with the clearinghouse for two reasons. First, any carrier you apply to must have your permission to access your record. They can’t do that if you aren’t registered. Second, like any record about you, it’s important you know what’s in the report in case it includes inaccurate information. To register, go to clearinghouse.fmcsa.dot.gov/register and follow the instructions. You’ll need to provide your CDL number and other information. Once registered, you’ll be able to check your record at no cost and to contest inaccurate information. By obtaining your own reports, you can be confident that you know what prospective employers will see on your record, smoothing the way to that new job.

Driving professionally can be a rewarding experience, but just how rewarding often depends on choices the driver makes while on the road. For many drivers, making a living on the road means LIVING on the road. You’ll need to eat, sleep and shower, and you may need medicine, clothing, tools and even entertainment. How you deal with these needs can make a huge difference in your take-home pay. Let’s start with meals. If you plan to eat three meals a day at truck-stop restaurants, understand that you’ll be spending a large part of each week’s pay on food. Even a fast-food burger and fries will cost the better part of a $10 bill. A sit-down meal at a restaurant will very likely cost more than $10 — and you’ll need to add a tip for your server, too. Eat your meals in restaurants, and buy a couple of snacks for later on your way back to the truck, and you can easily drop $50 a day just on food. Almost every truck stop has a C-store (that’s a convenience store, for those new to the road). You’ll spend $2 for a soda here, $4 for a bag of chips there — and before you know it, another $10 bill is gone. Drivers who want to reserve the biggest possible payday for their families back home should have a plan for supplying themselves with affordable food, beverages and snacks while on the road. Stocking up is a good idea. A 12-pack of soda might cost $4.50 at the local grocery, but buying those 12 cans individually at truck stops will cost three or four times as much. A 24-bottle case of water costs $5 or less locally, but it’s rare to find a single bottle priced as low as $1 at a truck stop. Items such as candy and chips are cheaper at the grocery story, too. Even better, vegetables, like carrots or celery, and fruit are easier to find — and better for your health. As for meals, you can often find a box of four or more frozen breakfast sandwiches for the cost of one fast-food offering. Canned chili, stews and soups are about $2 each. A loaf of bread and a pound of your favorite lunch meat will provide several meals at a much lower cost than one at a restaurant. Another trick used by some drivers is to prepare and freeze meals while at home and then heat them while on the road. Meals on the road will require an investment in cooking/warming devices. The easiest to use is a microwave, but you’ll need a power inverter to run one. There are numerous 12-volt options that take longer to heat a meal but require less power. Try to avoid pots and cookers that need to be washed and instead, look for products that warm foods still in the container. Every driver should carry a first-aid kit while on the road. Bandages, tape and wound cleaner are a must, but it’s a good idea carry some routine medicines, too. Aspirin, heartburn tablets, allergy tablets and other medical supplies can be outrageously expensive at truck stops. Stock up at a local “dollar” store and be prepared, just in case. Personal items such as gloves, hats and sunglasses can also be expensive on the road. It’s always a good idea to have a box or bag of items you may need rather than buying them while traveling. An extra pair of shoes or boots is a wise choice, as is some cold-weather gear. No matter how well you prepare for the road, you’ll occasionally need cash. If you don’t bring enough with you to last, you might find it expensive to get more. Many carriers allow you to take advances using your company fuel card. Avoid expensive payday surprises by making sure you understand the fee system. Some transactions may be “free,” like drawing an advance in conjunction with a fuel purchase. However, some carriers limit the number of transactions per week, and the charges for obtaining cash without buying fuel can be high. Something else to remember about those carrier advances is that they are loans against your paycheck. They WILL be deducted from an upcoming paycheck. Some drivers are shocked to learn that most of a week’s check was eaten up by deductions for advances taken, making it difficult to pay bills that week. Use advances wisely. Other drivers depend on ATM cards to access the cash in their own bank accounts. ATM transactions on the road can result in two fees — one to the bank that owns the ATM and another to the bank that issued the card. Credit-card advances can cost even more if there’s an advance fee — plus interest and ATM fees. The best practice is to minimize the number of times you need to draw cash while on the road. If you must get cash on the road, try to get enough that you won’t need to make another withdrawal before you get home. Remember, a hot restaurant meal or an occasional treat can make road life more enjoyable. But if you want to make the most of your trucking paycheck, it’s wise to limit expenses and conserve your cash so you can spend it on the reason you’re on the road to start with — those waiting at home.

PLOVER, Wis. — The Women In Trucking Association’s (WIT) Redefining the Road magazine on Oct. 2 released the association’s 2020 list of top companies for women to work for in transportation. According to Ellen Voie, president and CEO of WIT, the magazine created the award in 2018 to promote the accomplishments of companies that are focused on employing women in the trucking industry. Brian Everett, publisher of the magazine, said the companies recognized on the list are distinguished by several key features, including corporate cultures that foster gender diversity, competitive compensation and benefits, flexible hours and work requirements, professional development opportunities, and career advancement opportunities. “This is the third year for this award, which is largely driven by the marketplace,” Everett said. “The sheer number of individuals in the industry who participated in the process underscores the importance practitioners in the industry place on this award.” More than 13,000 votes were cast to identify the companies named to the list. The companies represent a diverse range of business sectors in the commercial freight transportation marketplace, including motor carriers, third-party logistics companies and original equipment manufacturers. These companies will be recognized at the upcoming virtual WIT Accelerate! Conference & Expo Nov. 12-13. Tennessee-based Averitt Express is one of the companies noted on the list. Elise Leeson, vice president of human resources for Averitt, said the company works hard to provide women drivers with safety and service on the road. “This recognition is very important to us at Averitt because we value our professional women in transportation so highly. It’s a priority for us to provide outstanding careers for women in trucking that offer a good living, room to grow and a supportive company atmosphere,” she said. “We have hundreds of safe, clean, convenient service centers throughout 21 states to make sure our women drivers can park safely nearly anywhere their route takes them.” PACCAR and Kenworth both made the list, along with Peterbilt. According to a statement from PACCAR, the corporation provides a number of resources for women in the industry, including a women’s association, diversity councils and specialized leadership training. “Kenworth has a strong commitment to provide and promote an environment of inclusivity and diversity in the workplace,” said Kevin Baney, vice president of PACCAR and general manager for Kenworth. “Our diversity program helps to foster a safe space for various perspectives and ideas. This empowers our employees to engage in dynamic discussions about the company’s innovative products, corporate culture and global business.” Another company on the list, Palmer Trucking, based in Indianapolis, employs about 80 women, including Donna Woodson, who serves as the company’s corporate training coordinator. “I stand by our core values, and believe the company does as well, to create a safe and welcoming environment for all. Talent is recognized, and team members inclusive of women are promoted from within,” Woodson said. “The family atmosphere, respect for all amongst the team, and fairness shown to each other make Palmer Trucks a truly wonderful place to work. I’m thankful to call this organization my home.” Also noted as a top employer of women by Forbes, Florida-based Ryder System Inc. has more than 1,300 women serving in leadership roles throughout the U.S. and Canada. “Embracing diversity of every kind is at the heart of Ryder’s culture, and we have seen the tremendous value of having diversity across every part of our business,” said Karen Jones, Ryder’s chief marketing officer. “Ryder is proud to be a company that values the impact that women have in our industry and we remain committed to fostering a culture of diversity and inclusion among all our employees. While there is always more work to be done, we are proud of what we have accomplished with advancing more women in the ranks of Ryder.” Kansas-based YRC Worldwide (YRCW) made the list for the third consecutive year. According to a company statement, YRCW actively seeks to attract and promote top female talent in a variety of roles within the company. “We are incredibly honored to see YRCW awarded the ‘Top Companies for Women to Work for in Transportation’ honor again from the Women In Trucking Association,” said Darren Hawkins, CEO of YRCW. “This is truly an accomplishment to celebrate company-wide and is an opportunity to recognize the incredible dedication and values of our employees and our leaders. They are the ones responsible for YRCW earning an award like this.” Other companies named to WIT’s 2020 “Top Companies for Women to Work for in Transportation” list include, in alphabetical order: AGT Global Logistics, American Central Transport, Aria Logistics LLC, Artur Express Inc., Auction Transport Services, B.R. Williams Trucking Inc., Bennett International Group LLC, Big M Transportation, Booster Fuel, Boyle Transportation, Brenny Transportation Inc., CalArk International Inc., Carbon Express Inc., Cargo Transporters Inc., Carter Express Inc., Carvana, Centerline Drivers, Certified Express Inc., CFI – Contract Freighters Inc., Clean Harbors, Cumberland International Trucks Inc., Day & Ross, Dedicated Systems Inc., Dot Transportation Inc., Dupré Logistics, Dynacraft (A PACCAR Co.), Epes Transport System LLC, EROAD, Estes Express Lines, FedEx Freight, Fifth Wheel Freight, Frito-Lay, Garner Trucking, Gulf Relay LLC, Herc Rentals Inc., J.B. Hunt Transport Services Inc., JF Moran, JR Kays Trucking Inc., JX Enterprises, Kenco, Knichel Logistics, Landstar System Inc., Matheson Trucking, May Trucking Company, McLeod Software, Michelin North America, NAPA Transportation Inc., National Carriers, Inc., Navajo Express, NFI Industries, Odyssey Logistics & Technology, Old Dominion Freight Line, Omnitracs LLC, OTR Capital LLC, Peach State Truck Centers, Penske Transportation Solutions, PGT Trucking Inc., Prime Inc., ReedTMS Logistics Inc., Rihm Family Companies, Riverside Transport Inc., Roehl Transport, RPM, Schneider, Sunrise Transport Inc., Sunset Transportation Inc., Total Transportation of Mississippi, Trailer Transit, Transfix, Transplace, Transport America, Transport Services Inc., Trimac Transportation Inc., Trimble, Tri-National Inc., Trinity Logistics Inc., Truckstop.com, U.S. Xpress, US AutoLogistics, Volvo Group North America, Wal-Mart Transportation, Waste Management and Werner Enterprises.

ARLINGTON, Va. — Despite contraction during 2020, the long-term trend for both trucking and overall freight shipments remains positive, according to the American Trucking Associations’ (ATA) latest Freight Transportation Forecast: 2020 to 2013, released Sept. 28. The annual forecast is conducted by IHS Markit. “The COVID-19 pandemic has had an unprecedented impact on many parts of the economy and trucking is no exception,” said Bob Costello, chief economist for ATA. “However, despite significant contractions in 2020, the forecast makes it clear that the long-term trend for trucking, as well as for the overall freight economy is positive.” Among the findings in this year’s freight forecast: Total freight volumes in 2020 are likely to collapse by 10.6% to 14.6 billion tons, although truck freight volumes fall a smaller 8.8%. Trucking volumes are expected to rebound in 2021, rising 4.9% next year and then growing 3.2% per year on average through 2026. Overall freight revenues in 2020 will total $879 billion, rising to $1.435 trillion in 2031. “(The) Freight Forecast provides a roadmap for where our industry, as well as all modes of freight transportation, are going — which is why you can find it on the desks of industry executives and policymakers around the world,” Costello said.

COLUMBUS, Ind. — The latest release of ACT Research’s For-Hire Trucking Index, which includes August data, showed a continuing tight trucking market, with volume and rate surges ongoing and driver availability deteriorating. August’s volume index rose to 67.9 (seasonally adjusted), and productivity was at 67.8. With capacity and driver availability in contraction territory, at 48.9 and 32.0, respectively, the combination of strong demand and tight supply pushed the pricing index up to 66.4, a new two-year high. “The average age of U.S. truck drivers is 55, and while we usually have some number of drivers near retirement who will just participate in peak rates, the calculus is different this year,” noted Tim Denoyer, vice president and senior analyst for ACT. “Driver supply should improve from here, but gradually, as driver schools are still challenged by social distancing. We expect driver pay to start increasing to address the shortage, but this process takes time. Meanwhile, the acute tightness of the past few months isn’t likely to ease much,” he continued. “This month, feedback from carriers suggests that ‘mini-bids’ may shorten the lag between spot and contract rates in the coming months.” ACT’s For-Hire Trucking Index is a monthly survey of for-hire trucking service providers. Responses are converted into diffusion indexes, where the neutral, or flat, activity level is 50. For-hire executives who are interested in participating in the survey can email [email protected] for information. Survey participants receive a detailed monthly analysis of the survey data, including volumes, freight rates, capacity, productivity and purchasing intentions, plus a complimentary copy of ACT’s Transportation Digest report. The ACT Freight Forecast provides forecasts for the direction of truck volumes and contract rates quarterly through 2020 with three years of annual forecasts for the truckload, less-than-truckload and intermodal segments of the transportation industry. For the truckload spot market, the report provides forecasts for the next 12 months. In 2019, the average accuracy of the report’s truckload spot rate forecasts was 98%. The ACT Research Freight Forecast uses equipment capacity modeling and the firm’s economics expertise to provide unprecedented visibility for the future of freight rates, helping businesses in transportation and logistics management plan for the future with confidence.

WASHINGTON — Trucks moved the majority of transborder freight between the U.S. and other North American countries (Canada and Mexico) during July 2020, according to data released today (Sept. 23) by the U.S. Department of Transportation (DOT). After global slumps in freight volume earlier this year due to the COVID-19 pandemic, all modes of transportation — including truck, rail, air, vessel and pipeline — continue to show improvement month over month for 2020. In July 2020, $91 billion in transborder freight was moved by all modes of transportation, up 10.9% compared to June and up 62.2% from May. Transborder freight value for July 2020 was down 11.2% compared to July 2019. Trucks moved the most transborder freight during July 2020 at $60.7 billion (66.8% of all transborder freight), up 7.5% compared to June 2020 but down 4.9% compared to July 2019. The second-most used mode was rail, at $12.9 billion — up 14.7% from June 2020 and down 13% from July 2019. Total freight moved between the U.S. and Canada during July 2020 was up 7.3% from June 2020 and down 13.5% compared to July 2019. Transport between the U.S. and Mexico during July 2020 was up 14.3% over June 2020 and down 9% from July 2019. Trucks moved $60.7 billion (66.8%) of all transborder freight during July — $26.2 billion (60.4%) of all freight between the U.S. and Canada, and $34.5 billion (72.5%) of all freight between the U.S. and Mexico. Compared to June 2020, July’s freight shipments between the U.S. and Canada were up 3.2%, and up 11.1% between the U.S. and Mexico. Freight crossing both the northern and southern U.S. borders was down from July 2019, dropping 4.5% at the U.S.-Canada border and 5.2% at the U.S.-Mexico border. The top three busiest truck border ports, accounting for 45.5% percent of total transborder truck freight in July 2020, were Laredo, Texas ($14.2 billion); Detroit ($8 billion); and Ysleta, Texas ($5.4 billion). Computers and parts ($12 billion), electrical machinery ($10.7 billion) and vehicles and parts ($7.8 billion) were the top three truck commodities during the month, accounting for 50.2% of total transborder truck freight. Total transborder freight between the U.S. and Canada in July 2020 included $26.2 billion transported by truck, $6.4 billion by rail, $3.6 billion by pipeline, $2.5 billion by air and $1.7 billion by vessel. Between the U.S. and Mexico during the same time frame, trucks transported $34.5 billion, while $6.5 billion was moved by rail, $3.7 billion by vessel, $1.1 billion by air and $0.4 billion by pipeline. Data presented in the release from DOT are not seasonally adjusted and are not adjusted for inflation.

GRANGER, Iowa — Barr-Nunn Transportation has created two new solo regional fleets and one new team fleet, both offering a new pay option, “Shift + Load Pay.” The pay program is available in most regions served by Barr-Nunn Transportation. Shift + Load Pay offers the following options: Drivers in select Southeastern cities who run primarily in southeastern states: Truck drivers earn $200 for their on-duty shift and earn $50 for each load hauled during these shifts. Drivers can work Sunday through Thursday, with Friday and Saturday off each week. Drivers in select Midwestern cities who run primarily in midwestern states: Truck drivers earn $260 for on-duty shifts and earn $40 for each load hauled during these shifts. Drivers can work Sunday through Thursday, with Friday and Saturday off each week. Established team drivers in 24 select states: Team drivers earn $275 for on-duty shift and split $100 for each load hauled during these shifts. Team drivers are out for 30 days and can take up to 15 days off. “The Shift + Load Pay program is very rare in our industry in that it offers qualified drivers a consistent weekly paycheck and the ability to take control of their income,” said Jeff Blank director of recruiting for Barr-Nunn Transportation. “Although there are a limited number of Shift + Load Pay driver positions, we are excited to offer these new fleet options to the safest professional drivers.” In addition, Barr-Nunn Transportation truck drivers using the Shift + Load Pay option are still eligible to earn CSA (compliance, safety, accountability) Safety Bonuses ranging from $700 to $1,025 every 90 days, as well as paid time off (PTO). To find out more about Barr-Nunn Transportation’s Shift + Load Pay option, click here. Founded in 1982 with 13 trucks, Barr-Nunn has grown to a fleet of about 550 tractors and more than 1,800 dry vans. The company has been recognized multiple times as a Certified Top Pay Carrier by the National Transportation Institute.