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SEPTEMBER 

GENERAL MANAGER 

Megan Hicks 

SALES MANAGER 

Ed Leader 

ACCOUNTS PAYABLE 

Patricia Austerie 

CREATIVE DIRECTOR 

Kelly Young 

EDITOR 

Sean O’Connell 

ADVERTISING ACCOUNT EXECUTIVES 

Jerry Critser 

770.416.0927 

jerryc@targetmediapartners.com 

Sean Hayes 

1.256.405.4017 

seanh@htwoservices.com 

John Hicks 

1.770.418.9789 

johnh@targetmediapartners.com 

Meg Larcinese 

1.678.325.1025 

megl@targetmediapartners.com 

Greg McClendon 

1.678.325.1023 

gregmc@targetmediapartners.com 

Carol Trujillo 

1.213.221.9993 

CarolT@targetmediapartners.com 

COLUMNS 

Bulletin Board...........................20 

Tech.........................................36 

Truck Stop................................44 

Advertiser’s Index.....................62 

COPYRIGHT: Copyright 2018 Wilshire Classifieds, 

LLC. Publisher as sumes no responsibility for 

unsolicited material. Reproduction in whole or in 

part without written permis sion is prohibited. All 

advertisements, and/or editorials are accepted and 

published by Publisher on the representation that 

the advertiser, its advertising agency, and/or the 

supplier of the contents are authorized to publish 

the entire contents and subject matter thereof. 

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supplier of the contents will defend, indemnify and 

hold Publisher harmless from and against any loss, 

expense or other liability, resulting from any claims 

or suits for libel, violation of privacy, plagiarism, 

copyright or trademark infringement and any other 

claims or suits that may rise out of publication 

of such contents. Press releases are expressly 

covered within the definition of contents. 

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FMCSA working on NAS’s CSA 

suggestions 

In what appears to be an effort to make a 

substantive change to the CSA safety evaluation 

program rather than a piecemeal fix, the Federal 

Motor Carrier Safety Administration July 13 

said it had withdrawn its most recent proposed 

changes to CSA so it can concentrate on a more 

sweeping overhaul suggested by the National 

Academy of Sciences (NAS). 

A key recommendation of the NAS for an 

overhaul of CSA’s Safety Measurement System 

(SMS) was that FMCSA build a new system 

of data collection and analysis called the Item 

Response Theory or IRT, which is said to be 

more about probabilities than tallying violations. 

In background information accompanying its 

withdrawal announcement last month FMCSA 

noted that “the NAS cautioned the agency against 

making changes to the algorithm based on ad-hoc 

analysis and instead to rely on the IRT.” 

The Fixing America’s Surface Transportation 

or FAST Act required NAS to conduct a 

study of CSA and SMS, the agency’s current 

algorithm for identifying patterns of noncompliance 

and prioritizing carriers for 

intervention. 

FMCSA was to hold a public forum last 

month to discuss CSA data issues and NAS has 

created a committee to provide oversight of the 

IRT modeling process. 

In a report to Congress on its findings NAS 

gave benchmarks for development of IRT: 

• In September, run a small-scale IRT model test 

• April 2019, run a full-scale IRT model test, 

and on 

• June 2019, evaluate test results and 

effectiveness of the full-scale model. 

The rationale for IRT is that FMCSA needs 

“a more formal, statistical model to replace the 

current SMS algorithm and that the agency 

should focus on improving its data, including 

exposure and crash data,” the NAS report to 

Congress said. 

The FMCSA proposals that were withdrawn 

include changes to the intervention thresholds 

used by the agency to decide which carriers 

are a crash risk; segmenting the hazardous 

materials BASIC and making it public; making 

the violation for operating out-of-service show 

up under the unsafe driving BASIC rather than 

under the specific violation BASIC; increasing 

the maximum vehicle miles traveled in its 

carrier calculations; making the intervention 

threshold in the vehicle maintenance BASIC 


the 75th rather than the 80th percentile; raising 

the controlled substances BASIC to the 90th 

percentile; and keeping the 65th percentile the 

intervention threshold for unsafe driving, crash 

indicator and Hours of Service compliance. 

Since CSA’s deployment in 2011 (it was 

delayed a year), trucking stakeholders have 

claimed CSA is flawed. The NAS in June last 

year said CSA was a sound idea but the system 

the government used to collect and evaluate 

data was flawed. 

FMCSA Administrator Ray Martinez told 

The Trucker News Organization recently that 

he wants “the regulated community to have 

confidence in our [CSA] system of evaluation” 

and that “it starts with data. Are we collecting 

good data? Are we evaluating it properly 

and what does it mean? How are we then 

turning that, along with our state partners, into 

enforcement?” 

NAS in its Congressional report gave 

FMCSA two years to develop the IRT model 

and said the agency estimates it will take $2.5 

million to implement. 

Funding for the most part is to come from 

other programs within the agency’s general 

operating expenses with additional money 

coming from research funding, new labor 

contracts and reallocation of resources. 

The IRT model has been used in the health 

care field and NAS said it “may provide the 

agency with tools to make decisions about the 

importance of different variables within SMS, 

such as which violations to include in a BASIC, 

severity weights and others.” 

Class 8 truck orders back up 

If you need to order a new Class 8 tractor get 

in line. There are few others ahead of you — 

150,000 to be exact. 

That’s the word from Kenny Vieth, president 

and senior analyst at ACT Research, who says 

with the current build out rate, it would take 7.8 

months for your order to be delivered. 

“We are hearing right now if you want to 

order a truck today, you are looking at late 

first quarter or even second quarter,” Vieth 

said, noting that U.S. fleets are competing with 

Canadian and Mexican fleets for tractors. 

Build-out of tractors had decreased for three 

consecutive months before a significant increase 

in June, mainly because parts manufacturers 

couldn’t find enough workers. 

In March, 15,400 tractors were produced 

by OEMs, 14,100 in April and 13,600 in May, 

before the uptick that saw 19,200 in June. 

“The OEMs had difficulty in April and May 

getting fully produced units off the end of the 

assembly line so there were a lot of units that 

were red tagged in April and May,” Vieth said. 

“They were coming off the assembly line, but 

they had missing parts such as wiring harnesses 

or interior cab components, and in one instance 

we even heard windshields were a problem.. 






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TECH 

TECHNICIAN ‘SHORTAGE’ MAY BE DUE TO 

LACK OF TRAINING BY CARRIERS 

There are certain issues that 

trucking seems to constantly 

contend with, vying for the industry’s 

attention and taking turns at 

the forefront in a ceaseless round robin. 

But nowadays, whatever other topic 

may be in the spotlight at any given time, 

the growing driver shortage is never out of 

the minds of fleet executives. It’s a bestof-times, 

worst-of-times scenario, with 

projections showing an ever-widening gap 

between the amount of freight to be hauled 

and the number of drivers to haul it. 

While it doesn’t grab nearly as many 

headlines, there’s another looming labor 

shortage that many in trucking are concerned 

about. As much as drivers are 

needed to keep the wheels turning, those 

wheels won’t even get out on the road 

without technicians, and just as with drivers, 

there seems to be a dwindling supply 

coming into the industry as demand grows. 

Back in March, Mobil Delvac held its 

2018 Fleet Maintenance Forum in Louisville, 

Kentucky, the evening before the 

start of the Mid-America Trucking Show. 

The panel discussion was led by George 

Arrants, director of training and recruitment 

for the WheelTime Network. Arrants 

has chaired American Trucking Associations’ 

Technology & Maintenance Council 

Super Tech Competition since its inception 

in 2005 and the Future Technicians Skills 

Competition. 

Joining Arrants were Mobil Exxon CVL 

applications engineer Paul Cigala; Jerry 

Clemons, automotive and diesel technology 

program coordinator at Elizabethtown 

(Kentucky) Community and Technical College; 

Ken Shafer, director of maintenance 


“You are a 


environment. 

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back?” 






















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TECH 

and tank cleaning for Superior Carriers; 

and Mike Morvilius, vice president of maintenance 

for Moore Transport. 

The discussion was titled, “Facing the 

Technician Shortage: How to Recruit and 

Retain Top Talent.” Arrants threw the 

audience a curveball when he opened the 

discussion by challenging the premise that 

there truly is a technician shortage, showing 

that the raw numbers don’t bear it out. 

He cited a 2014 survey that showed there 

were 263,900 diesel technicians at the time 

and projected that by 2024 the industry 

will need to have 291,500. Allowing for the 

number of technicians expected to leave 

the profession for one reason or another, 

it’s estimated the industry will need to 

come up with 76,900 new technicians in 

that 10-year span. 

Meanwhile, the technician programs at 

public and private schools are churning 

out an average of 10,700 graduates a year, 

Arrants said. “Do the math,” he said – there 

shouldn’t be a shortage. 

So what’s the problem? Even with 

roughly 30 percent of students being 

poached by other professions, there should 

still be enough to keep the wheels turning 

everywhere. 

There isn’t so much a shortage of technicians 

as there is a squandering, the panel 

proposed. But that’s good news because 

that is an easier fix. 

Arrants said, when “we go to these conferences, 

we go to these events, we think 

someone’s going to find this magic bullet 

and find technicians.” His reaction is to 

pose the question, is it really a shortage of 

applicants or of qualified applicants? 

“And nearly 90 percent of them say, ‘we 

have a shortage of qualified applicants,’” 

he said. 

He and his fellow panelists suggested 

that fleets need to look at their definition of 

“qualified,” and how they determine who 

meets that definition. Too many companies 

have come to rely on formulas and computerized 

algorithms that take the humanity 

out of human resources, Arrants said. 

Morvilius agreed, noting that when Moore 

Transport opened, he had no problem 

finding people. But a few years later, when 

he started to have to replace a few, he was 

finding he could place an ad and after a 

month he wouldn’t see a single candidate. 

He went down to the human resources department 

and found out that, yes, there had 

been applicants, but they’d all been rejected 

for not meeting the hiring criteria. 











DOT pilot program to allow younger drivers with military CDL 

to haul interstate freight 

Secretary of Transportation 

Elaine L. Chao on July 

2 joined Nebraska Sen. 

Deb Fischer and Rep. Don 

Bacon to reveal that the Department 

of Transportation 

will launch a pilot program 

to permit 18- to 20-yearolds 

who possess the U.S. 

Military equivalent of a CDL 

to operate large trucks in 

interstate commerce. 

“This program will allow 

our Veterans and Reservists 

to translate their extensive 

training into good-paying 

jobs operating commercial vehicles safely 

across the country, while also addressing the 

nationwide driver shortage,” said Chao. 

As directed by Section 5404 of the Fixing 

America’s Surface Transportation (FAST) Act, 

the pilot program will grant a limited number of 

individuals between the ages of 18 and 20 to 

operate large trucks in interstate commerce — 

provided they possess the military equivalent 

of a CDL and are sponsored by a participating 

trucking company. 

In many states, drivers may get their CDLs 

at 18 years of age as long as they drive within 

the state lines,” Chao said. “However, Department 

of Transportation regulations require CDL 

holders to be 21 years old or older for interstate 

driving, for transporting hazardous materials, or 

for driving buses or similar passenger-carrying 

vehicles. This limits the number of potential 

truck drivers at a time when we need them.” 

Many potential truck drivers who could fill 

this gap are trained in the armed services,” 

Chao added. 

“The Department of Defense trains almost 

15,000 heavy truck drivers each year,” she said. 

“Most soldiers, sailors, airmen and Marines are 

over 21 by the time they leave the service, so 

they are unaffected by the 21-year age limit. 

“But National Guard and Reserve drivers 

have civilian as well as their military careers, so 

they can be looking for jobs in civilian transportation 

when they are still 18. So, exploring 

whether the 21-year age limit makes sense 

could create more opportunities for them and 

would help alleviate the driver shortage.” 

Chao noted the importance of the trucking 

industry to the nation’s economy, which she 

labeled as “booming.” 

“Trucks carry 70 percent of all freight transported 

in the United States. Since truckers are 

such an integral part of the economy, they are 

also a bellwether for how things are going,” she 

said. 

“We know that a booming economy increases 

the demand for skilled truck drivers,” Chao 






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said, and “this comes at a time when, industry 

sources estimate that our country could face a 

shortage of 174,500 truck drivers by 2024.” 

“ … Secretary Chao and I were excited to 

highlight a program I helped champion to 

provide truck driver jobs to young veterans,” 

said Fischer. 

“This innovative program offers a way for our 

younger Veterans and Reservists to transition 

to the civilian workforce. I personally thank 

Secretary Chao and officials with the DOT who 

continue to find ways to utilize the training and 

talent of the men and women who served in 

uniform for our country,” Bacon said. 

During the pilot program, which is slated to 

run for three years, the safety records of these 

drivers will be compared to the records of a 

control group of drivers. 

Information on the pilot program was scheduled 

to be released in the Federal Register on 

July 5. 

A copy is available on FMCSA’s website at 

https://www.fmcsa.dot.gov/under-21-pilotprogram-frn. 

Before the pilot program can officially commence, 

FMCSA is required by federal statute to 

allow a public comment period, followed by the 

agency’s published responses in the Federal 

Register. 

For complete information on USDOT’s 

Veteran transitions programs into the civilian 

careers, visit https://www.transportation.gov/ 

veteranstransportationcareers. 











“You are a 


environment. 

So choose the 









back?” 






















CALL US AT 

888-202-8099 OR 


ADVERTISERS INDEX 

Arctic Express..................................7, 30 

Melton Truck Lines............. 16-17, 42-43 

Carrier One....................................13, 48 

P.I.&I. Motor Express.............. 11, 21, 55 

CFI...........................................15, 39, 64 

Roehl.............................................. 10, 53 

Coal City Cob................................19, 52 

Royal........................................18, 35, 60 

CRST Expedited...................... 12, 34, 63 

RTI.......................................... 4-5, 56-57 

Dart............................................ 3, 24, 45 

The Trucker.............................27, 41, 54 

DeBoer.................................8, 25, 40, 59 

US Express..................................... 31, 47 

Dedicated Services..................... 9, 23, 33 

Wiseway Transportation Services...14, 37, 58 

James Burg..................................... 28, 51 

Western Express...................................29 

JK Hackl.....................................6, 32, 49

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