2104_TTJM_AllPages

JOBS 

MAGAZINE 

JOB Resources: 

TRAILER TYPES 

help to differentiate 

truck-driving jobs 

along for the ride: 

PIG IN A RIG 

Pint-sized swine draws 

praise on the road 

Passing down 

passion 

Pennsylvania family shares a father-son love of trucking 

ON THE ROAD: 

Darnice “Neicy” Harris 

answers a few questions 

about her trucking career

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2 THE TRUCKER JOBS MAGAZINE | APRIL 2021 WWW.THETRUCKERJOBS.COM

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WWW.THETRUCKERJOBS.COM THE TRUCKER JOBS MAGAZINE | APRIL 2021 3

8 

14 

16 

Active Trucking Transportation 2-3 

Boyle Transportation 11 

East-West Express Inc. 24-25 

K.L. Harring Transportation 35 

Marten Transport 34 

Melton Truck Lines 46-47 

Merit Trucking Inc. 33 

New Waverly Transportation 41 

Oakley Trucking Inc. 15 

P.I.&I. Motor Express 31, 45 

Progressive Commercial 48 

Pro Fleet Transport Corp. 37 

Quest Trucking 40 

Trucker 

talk 

JOB RESOURCES 

Different trailer types 

help to differentiate 


JOB RESOURCES 

Top 4 frequently asked 

questions about 

dedicated routes 

BEHIND THE WHEEL 

Passing down passion 

Pennsylvania family shares 

a father-son love of trucking 

“ “ 

The love of 

trucks and being 

your own boss.” 

— Jay Kaiser 

42 

What type of trailer do you 

prefer to haul and why? 

WHAT’S INSIDE 

22 

28 

36 

RIG OF THE MONTH 

Jason Mayrand shows 

off his fleet of Peterbilt 

glider kits 

ALONG FOR THE RIDE 

Pig in a rig 

Pint-sized swine draws 

praise on the road 

ON THE ROAD 

Darnice “Neicy” 

Harris answers a few 

questions about her 

trucking career 

OWNING THE WHEEL 

Repairs on the road 

Service centers, dealerships, technology 

offer options for emergency maintenance 

FEATURED BUSINESSES 

Red Eye Radio 26 

Reliable Carriers Inc. 5 

Schuster 20 

Sherwin Williams 43 

Star Freight 6-7 

System Transport 38-39 

TMC Transportation 29 

Tran Stewart 32 

TVS Transport Solution 9 

U.S. Xpress 27 

Variant 21 

Western Express Inc. 12-13 

Why did you decide to become a truck driver? 

The freedom of not having a boss looking over 

your shoulder every minute, and the open road, 

seeing places, meeting different people, and in the 

old days, the camaraderie.” — Jimmy Campbell, Sr. 

Share your thoughts by sending an email to 

editor@thetruckermedia.com or answering 

our monthly question on facebook. 

EDITORIAL 

Managing Editor 

Wendy Miller 

Staff Writers 

Linda Garner-Bunch 

Hannah Butler 

Production Coordinator 

Christie McCluer 

Graphic Artist 

Leanne Hunter 

Contributing Writers 

Cliff Abbott 

Sarah DeClerk 

Lyndon Finney 

Dwain Hebda 

Gina Hoffman 

Kris Rutherford 

On the Cover 

The Buckwalter Family 

by Lane Buckwalter 

ADVERTISING & LEADERSHIP 

Chief Executive Officer 

Bobby Ralston 

General Manager 

Megan Hicks 

Director of Technology 

Jose Ortiz 

The Trucker Jobs Magazine is published 

monthly by The Trucker Media Group. 

For advertising opportunities, 

contact Meg Larcinese at 

megl@thetruckermedia.com. 

For editorial inquiries, 

contact Wendy Miller at 

editor@thetruckermedia.com. 

All advertising, including artwork and photographs, 

becomes the property of the publisher once published 

and may be reproduced in any media only by 

publisher. Publisher reserves the right to refuse or 

edit any ad without notice and does not screen or endorse 

advertisers. Publisher is not liable for any damages 

resulting from publication or failure to publish 

all or any part of any ad or any errors in ads. Adjustments 

are limited to the cost of space for the ad, or at 

publisher’s option, republication for one insertion with 

notice received within three days of first publication. 

© 2021 of Wilshire Classifieds, LLC. Subject also 

to ad and privacy policy at www.recycler.com. 

Who knows? Your input may be featured in the 

May issue of The Trucker Jobs Magazine. 


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JOB 

resources 

Different 

trailer 

types 

help to differentiate truck-driving jobs 

BY CLIFF ABBOTT / CONTRIBUTING WRITER 

Spend some time on any highway that’s frequented by trucks and 

you’ll soon realize that trailers come in an amazing variety of shapes 

and styles. The jobs involved in pulling those trailers do, too. 

While many drivers prefer to stay with a single type of trailer, others 

keep their trucking careers fresh and interesting by trying something 

different. Here are some of the different trailer types and a few tips on 

what the drivers who pull them experience in their daily work. 

Dry van, or “box” trailers, are the most popular. The most common 

cargo is boxes of product, stacked on pallets or on “slip sheets” and 

loaded by forklift. Products that are too big for boxing, such as paper 

rolls, tires or carpet, can be placed as necessary to balance the weight 

properly. 

Some loads fill the trailer and don’t require securing, while smaller 

loads may require securing. When freight securement is necessary, 

many trailers are equipped with tracks in the sidewalls where straps 

can be anchored, helping prevent cargo from shifting during travel. 

Load locks, adjustable bars or pipes with rubber feet that are held in 

place by tension, are used in some trailers. Dry vans typically have 

wood floors so bracing can be nailed down to help minimize shifting. 

Even when secured by straps or load bars, some freight can 

suddenly shift during a hard stop or on a sharp curve. This can cause 

damage to the cargo or make unloading difficult and — if severe 

enough — cause the truck to roll over. 

Refrigerated trailers, or “reefers,” can help maintain either 

cold or warm temperatures for cargo. Temperatures can be set as 

needed to keep products frozen or simply refrigerated. Reefers 

are often used in winter to provide warmth, preventing sensitive 

products from freezing. 

Different trailer types often require drivers to be knowledgable in 

different areas. For instance, livestock haulers should be prepared 

for pickups and deliveries in rural areas. Those hauling flatbed 

trailers should be well versed in Federal Motor Carrier Safety 

Regulations regarding the securing of their load. 

Because the refrigeration units and the diesel tanks that power 

them add weight, refrigerated trailers can’t haul quite as much as a 

typical van trailer. One advantage, however, is that reefers can haul 

dry freight too, increasing the number of available loads. 

Drivers who work with refrigerated trailers are responsible for 

making sure cargo is kept at the temperature specified by the customer 

and for keeping enough diesel fuel to run the unit until delivery. 

Depending on the cargo, reefers can have a higher center of gravity 

than some dry vans, requiring caution on turns and curves. Many 

pickups and deliveries are to grocery warehouses and other locations 

where wait time can be excessive, and drivers are often called on to 

handle at least a part of the freight, or to contract with “lumpers” to 

load or unload. 

Flatbed trailers are typically used to transport construction 

materials, vehicles or anything too large or difficult to load in a vantype 

trailer. They can be loaded from the rear when backed into a 

dock, or from either side; flatbed trailers are frequently loaded by 

overhead crane. 

Drivers are responsible for safely securing whatever is loaded on the 

trailer, following Federal Motor Carrier Safety Regulations (FMCSR). 

JOB TIP 

Experience with a variety of trailer types can help to expand your career 

possibilities as a truck driver, especially for those looking to change companies. 


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JOB 

resources 

Chains, straps and other methods are used. Heavy items such as steel 

coils or pipe can be deadly in an accident if not properly secured. 

Drivers must protect some cargo from water damage by covering 

it with a tarp, which must be tightly secured to make sure water can’t 

get in and to keep the cover from being pulled off or damaged in 

the vehicle’s wind stream. Securing and tarping cargo can require 

handling heavy tie-down equipment and climbing on the trailer. 

Physical strength and agility are important. 

Depending on the cargo and customer, loading and unloading 

can sometimes be quick, and flatbed drivers aren’t often required to 

handle the cargo itself. 

Other types of flatbed trailer include drop deck, double drop and 

removable gooseneck (RGN), commonly known as a “low boy.” 

These trailers are often used to haul vehicles or equipment that 

would be too large to legally transport on a flatbed. 

Driving with a flatbed requires constant monitoring for loose 

chains or straps and blowing tarps. Cargo that is over-dimensional or 

heavy may require extra permits and, depending on the jurisdiction, 

can be subject to special rules, such as daylight hours only. 

Tank trailers can be easy to load and unload, and there is often no 

line at the delivery point. Due to the high center of gravity, trailers tend 

to be top-heavy. Drivers must exercise caution on turns and curves. 

Additionally, liquids hauled in tanks can slosh (move from side 

to side) and surge (end to end), especially when the tank isn’t 

completely full. Either can exert force on the vehicle and could 

contribute to a rollover. 

Because many tank loads are hazardous materials, some jobs 

require a Haz-Mat (hazardous materials) endorsement and special 

rules may apply, such as a prohibition against using tunnels or certain 

bridges. 

Pneumatic tanks are used to haul dry, powdered or granular 

substances such as sand or popcorn, and baking products such 

as flour and sugar. A stream of pressurized air carries the product 

through tubes and hoses into silos or storage containers. These tanks 

Those considering a career as an auto hauler 

should be aware that drivers hauling vehicles are often 

responsible for loading, securing and unloading vehicles. 

can be dusty and noisy, but they load and unload reasonably quickly. 

Pressurized tanks are used for compressed gases such as propane, 

oxygen and more. 

Dump trailers are often used in construction for dirt, gravel and 

asphalt, but can also haul other dry products such as lime or fertilizer. 

Many unload through a tailgate but those designed to haul grain 

often “belly dump” through openings under the trailer. Dump trailers 

can be very unstable when the box is raised for unloading and can 

be top-heavy when driving, depending on the cargo. Loading and 

unloading is usually quick and easy. 

Auto haulers are often responsible for loading and unloading 

vehicles without damaging them. They must be loaded correctly 

for proper weight distribution, with each vehicle properly secured 

against movement. Deliveries are sometimes tricky, as the driver 

may have to park on or next to the highway when unloading. 

Livestock haulers must be knowledgeable about the animals they 

transport and able to ensure the animals’ safety and comfort during 

the trip. Pickups and deliveries are often in rural areas on roads not 

designed for tractor-trailers. 

Space doesn’t permit a more detailed explanation of each type 

of trucking, and there are other trailer types not listed here. Many 

drivers enjoy talking about their craft and will be glad to tell you all 

about the trucking niche they find most rewarding. All you have to 

do is ask. 

Visit thetruckerjobs.com 

to search for 

career opportunities 

by state, driver type and more! 

Plus, you’ll find 

job resources and news 

all in one place! 


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WWW.THETRUCKERJOBS.COM TRUCKER JOBS MAGAZINE | APRIL 2021 11

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JOB 

resources 

Top 4 

frequently asked questions about 

dedicated routes 

THE TRUCKER JOBS STAFF 

Scan the code 

to visit 

thetruckerjobs.com 

to search for 


by state, driver type and more! 

What is a Dedicated Route? 

These routes are most often assigned to drivers who drive 

assigned routes and no others. Dedicated-route drivers are often 

regional and have more opportunities for home time. 

Dedicated-route driving is similar to local driving; however, 

routes for dedicated drivers are normally regional as opposed to 

local and typically require a Class A CDL. Dedicated driver jobs 

typically offer routine miles, regular pickup and delivery times, 

consistent pay, and regular, if not nightly, home time. Companies 

often look for long-term employees for dedicated routes, and they 

often provide perks that drivers with experience seek. 

Dedicated drivers normally work a 40-hour week, although 

“weekends” may fall in the middle of the week. You’ll most likely 

drive the same truck daily. With time, you’ll learn shortcuts and 

other ways to improve efficiency along your routes. 

Dedicated drivers work for a single customer. The customer 

may be a carrier, a company or a customer of a carrier or company. 

Schedules or routes seldom vary unless a change results when 

a company gains or loses a customer along a specific route area. 

What personal characteristics are needed by a dedicated 

route driver? 

A high level of interaction with customers requires dedicated 

drivers to have interpersonal skills and the ability to build lasting 

relationships. Self-motivation and a customer-service mentality 

are necessary to remain on schedule and ensure clients have the 

products they need before they sell out. 

How much money can I earn as a dedicated route driver? 

The average driver salary for a dedicated driver, or a driver 

of “light” trucks, is highly variable and dependent on the 

company, the driver’s experience and area of the country 

being driven. Annual earnings typically range from $25,975 to 

$58,542, with the average approximately $37,000, according 

to recent labor statistics. 

What payment arrangements are typical for dedicated 

route drivers? 

Normally payment is made by route, although salary or hourly 

wages may be paid. Some companies may pay by mileage, but 

with consistent miles driven, the pay should be relatively steady. 

Raises and bonuses are frequently offered to drivers who perform 

efficiently and establish lasting relationships with customers. 


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Behind 

the wheel 

Passing down 

passion 

Pennsylvania family shares a father-son love of trucking 


Pretty much every driver wants a great start to a trucking career. For Lamar Buckwalter, 

owner of Leola, Pennsylvania-based Buckwalter Trucking, the end of a career is important, 

too. He’s working to make sure his father and mentor, Mark Buckwalter, finishes up 

his driving career in comfort and style. 

Mark’s truck is a 2005 Kenworth W900 that features a 1999 Caterpillar C15 engine, 

rated at 525 horsepower, and a 13-speed manual transmission. The custom color package 

has a gray base, accented with stripes in colors that he and his wife picked out. Of course, 

there’s a lot of chrome, from the visor to the 6-inch dual exhaust, stainless-steel boxes, 

custom light panels and more. 

“I chose the Kenworth 900 for the way it rides. Other trucks just aren’t the same,” 

Lamar said. When he purchased his dad’s truck, Lamar was driving a Kenworth T660 that 

had been featured on a Cat Scale Super Trucks card. In August 2020, while pulling a brand-new trailer 

he had just picked up, Lamar’s truck was totaled in an accident on I-95 near Hardeeville, South Carolina. 

More than 30 vehicles were involved in the crash, which occurred during a heavy downpour. 

Lamar wasn’t seriously injured, but the business was set back, and he and his wife started the recovery 

process. Their search for a replacement turned up another Kenworth W900 that he purchased, this one 

with a dark red paint job, a 1999 Caterpillar engine (just like his dad’s) and an 18-speed transmission. 

“I replaced the exhaust system with a ‘picket style’ exhaust with 6-inch pipes, put stainless-steel boxes 

on both sides, (and added) a drop visor and custom light panels,” he said. 

It turns out that the two W900s have VINs that are so close, they were likely to have been on the 

production line at the same time. The Buckwalters refer to the trucks as the “ugly sisters” — but they’re 

far from ugly. 

“They’re both real attention getters,” Lamar remarked. “Somebody is always looking or taking pictures 

of them.” 

Another feature common to both of the trucks, as well as the trailers they pull, are decals of the cartoon 

character Snoopy, Lamar’s childhood hero. 

“He stuck up for the underdogs, was loyal, brought good cheer and always willing to save the 

day. I adopted his ways into my personal life, which carries into my business,” Lamar explained, 

Top: Lamar Buckwalter, left, said he inherited his love of trucks 

from his dad, Mark Buckwalter, right. Bottom: Lamar and Mark 

drive Kenworth W900s that have VINs that are only digits apart. 

They call their trucks “The Ugly Sisters.” 


PHOTOS BY LANE BUCKWALTER 


Behind 

the wheel 

“I don’t know what it’s like to have a 

‘normal’ employee. I know [my dad 

is] coming to the end of his career, 

so I’m always trying to find ways to 

make his last years his best.” 

— Lamar Buckwalter 

pointing to assisting other drivers, being loyal to customers 

and having a positive, upbeat attitude as attributes inspired 

by the character. 

Mark has been a huge influence on Lamar’s trucking career. 

Mark’s career began with a farm-equipment manufacturer, where 

he obtained a chauffeur’s license so he could deliver equipment. 

“I always liked trucks,” Mark said. “My oldest brother was a 

driver, and he kind of got me started 42 years ago. I’ve hauled 

steel, buildings, bridge girders, concrete building sections.” 

Lamar rode along on many of those trips. He and Mark 

remember one trip in particular, when Lamar was 8 years old, 

that presented a problem. 

“We were hauling empty beer bottles to a brewery. We 

ended up spending 12 hours in the guard shack because they 

wouldn’t let Lamar in,” Mark recalled. 

“My mom says I knew every make and model of truck before 

I knew my ABCs,” Lamar said. “I tease her that I was conceived 

in a truck and born in a truck, and I’ll probably die in a truck.” 

Lamar’s trucking career was accelerated when Mark had a 

heart attack, leaving his truck sitting idle. 

“I knew his truck wouldn’t bring in a dime while it was 

sitting, he said. “I started working towards getting my CDL.” 

Once he obtained his CDL, he became a company driver for 

the same company his dad’s truck was leased to. 

“I tried flatbed, because I figured there wasn’t a lot of 

backing, but then they put me in a reefer,” he remarked. 

As a trucking rookie, Lamar had much to learn. He didn’t 

complete a single log page during his first trucking gig, until 

a manager at the company asked why he wasn’t turning them 

in about a month after he started work. “I had to re-create 

history,” he said. 

Later, when Lamar asked his dad to let him drive a truck 

in a charity truck convoy, Mark decided to “have some fun” 

with the new driver. Lamar didn’t notice that his father had 

slid the trailer tandems all the way to the rear before handing 

over the keys. 

“I got to the end of the convoy shaking,” Lamar said with 

a laugh. 

These days, both Lamar and Mark pull refrigerated trailers, 

hauling produce and food products along with van freight 

when it makes business sense. 

PHOTO BY LANE BUCKWALTER 

Mark Buckwalter (in the cab) is technically a 

company driver for his son, Lamar Buckwalter. 

However, Lamar said “whatever he wants he gets.” 

“We’re LTL (less than truckload), so we might pick up 10 

pallets here and another 10 somewhere else,” Lamar explained. 

Portable bulkheads are carried to separate shipments when 

needed. 

These days, Mark may officially be a company driver for 

Lamar, but that’s only a technicality to Lamar. 

“It’s his truck. Whatever he wants, he gets,” Lamar said, 

adding that the pair’s working relationship is different, too. 

“I don’t know what it’s like to have a ‘normal’ employee,” 

Lamar quipped, adding, “I know he’s coming to the end of 

his career, so I’m always trying to find ways to make his last 

years his best.” 

Trucking isn’t the only passion Mark passed on to Lamar. 

“I like drag racing,” Mark said. “I haven’t raced since ’69, 

when I had a Nova SS with a 396. The back end was jacked 

up and kinda gave me a legal issue,” he added. 

Lamar’s racing interest leans to sprint cars. 

“I’m heavily involved in the sprint car world. I sponsor 

some race teams,” Lamar said, noting that possibly the 

biggest is the World of Outlaws Jason Johnson Racing team. 

“He was my best friend, and we used to joke that I’d sponsor 

his team one day.” 

Tragically, Johnson, known as the “Ragin’ Cajun” on the 


Mark Buckwalter drives a gray 

Kenworth W900 while his son 

Lamar drives a red one of the 

same model. Trucking is a family 

business for the Buckwalters, 

with both of Lamar’s children 

doing their part as well. Lane 

Buckwalter, left, who is 15, helps 

with many of the details 

of keeping the trucks 

up and running. 

PHOTOS BY LANE BUCKWALTER 

sprint car circuit, lost his life in 2018 in a crash at Wisconsin’s 

Beaver Dam Raceway. Lamar still sponsors the team, and stays 

in touch with Johnson’s widow and son. 

Another person with whom Lamar stays in touch with is 

Ayden Lavertue, a cancer patient he came to know through 

the Make a Wish foundation. Ayden’s wish was to join a pit 

crew on a professional race team. After being turned down by 

NASCAR and IHRA, the organization contacted Lamar, who 

put them in touch with his contacts in the sprint car circuit. 

In May 2019, Ayden’s wish became reality the at the Lincoln 

Speedway in Abbottstown, Pennsylvania. 

Lamar also has his Firefighter 1 certification and volunteers 

at the local fire department when he’s not on the road. He spent 

time as a rescue worker at ground zero after the tragic events 

of 9/11. 

The Buckwalter children, Lane (15) and Leslie (11), are both 

very active at their schools, but still find ways to help their dad 

with the trucking business. Lamar said Lane helps with everything 

from sanitizing trailers to full-service oil changes and polishing the 

trucks. Leslie also brings her personal touch to the family business 

by helping with cleaning the inside of the trucks and making “TV 

dinners” for her dad to take on the road. Lamar said she also leaves 

notes for him to find while he is on the road with messages such as 

“I love you.” Lamar said he keeps one in his sleeper and looks at it 

every time he goes to bed. 

Faith is important to the Buckwalters. Featured on both trucks 

are Bible-based statements that are important to each driver. 

Mark’s truck has “Walk by faith, not by sight” on the side, while 

Lamar’s says “Beyond Belief.” Both Lamar and Mark are active 

at Carpenter Community Church in Talmadge, Pennsylvania, 

where Lamar’s wife manages the youth ministry. 

Loyalty, good cheer and willingness to stick up for the 

underdog are all qualities the Buckwalters — and Snoopy — 

can be proud of. 


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RIG of the 

month 

INTERVIEW BY CLIFF ABBOTT | PHOTOS PROVIDED BY JASON MAYRAND 

Some drivers own so much equipment worthy of the term “show truck” 

that it can be difficult to choose which is the best. Jason Mayrand’s Flat 

Top Transport, based in Holland, Michigan, is a good example. “We’ve 

got seven trucks now,” he said, “all Peterbilt glider kits with pre-electronics 

engines.” One of Mayrand’s trucks, a 2017 Peterbilt 389, was selected for 

Series 19 of the Cat Scale Super Trucks card series. The gray Pete has 

a red frame and sports a Detroit Diesel engine and a 13-speed transmission. 

For the card photo, he paired the Pete with a highly polished MAC 

pneumatic tank trailer. Mayrand said he named Flat Top Transport for his 

grandfather, a professional driver, who passed away when Jason was just 

16. Although trucking runs in his family, Mayrand is proud that he started 

his own business rather than inheriting one from his father or grandfather. 

“My wife and I started this business from scratch and built it into what it is 

today,” he stressed. Mayrand’s wife, Jeanette, does the bookkeeping for 

the business, and Mayrand brings his 3-year-old son, “Wayjay” (Waylon 

Jay), along whenever he can. The couple’s 13-year-old daughter, Teagan, 

and his 1-year-old son, Harvey, are no strangers to trucks, either. Mayrand 

said the company is truly a “family business.” 




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along for 

the ride 

PHOTOS COURTESY OF JERRY AND MELISSA COOPER 

pig in a rig 

Jerry Cooper 

and his wife, 

Melissa, travel 

with three dogs 

and Jake Brake, 

a 1-year-old, 

85-pound 

Juliana mini pig. 

Pint-sized swine draws praise on the road 

BY SARAH DeCLERK / CONTRIBUTING WRITER 

It was a match made in hog heaven when 

Jerry and Melissa Cooper met on an internet 

chatroom in 1998 and married a month 

later. Melissa, who started driving trucks in 

the early 1990s at age 19, taught Jerry how 

to drive a big rig in 2005. The pair now 

spend their days on the road together with 

their three dogs and their 1-year-old Juliana 

mini pig, which the pair named Jake Brake. 

“The funny thing is it started out to 

be Jake — just regular Jake,” Jerry said. 

“Then, when we took him out to go use 

the restroom, get exercise or whatever 

be the case, we’d say, ‘Come on, Jake, 

let’s go back to the truck, let’s go see 

Mommy.’ He’d lean back and dig his 

front feet into the ground, just like a Jake 

brake does on a truck to stop it, because 

he didn’t want to go. That’s how ‘Jake 

Brake’ came about.” 

Jake is the couple’s third pig, he said, 

adding that they adopted their first pig, 

Charlie, three years ago to fulfill Melissa’s 

long-standing dream of having a pet pig. 

“I fell in love,” she said. “After Charlie 

passed away, it broke my heart.” 

The couple soon found a second pig, 

Frankie, but had to donate him to a 

rescue because he became too large to 

fit in their truck. At about 85 pounds, 

Jake is a good fit for the rig, a 2016 

Volvo VNL 560 equipped with a 156- 

inch custom ARI Legacy sleeper, Jerry 

said. A pet gate divides the sleeper from 

the cab, and the couple covered the 

linoleum floors with carpet because of 

Jake’s hooves. 

“It’s kind of funny to watch him 

‘skateboard’ — you know, slide around on 

the floor,” Jerry said with a chuckle. “(But) 

it’s not too fun when you’ve got to stop and 

you’re doing 65 or 70 miles an hour.” 

He added that his favorite thing about 

pigs is their intelligence. 

“As a matter of fact, Jake Brake has got 

the mentality of a 5- to 7-year-old kid,” he 

said. “You can actually teach them to do 

tricks.” 

Jake can sit on command, and close 

drawers and doors in the sleeper, and he 

also goes outside on a leash. Melissa said 

potty training and leash training a pig is 

easier than training a dog. 

“When we first got him … he had his 

accidents because he didn’t know what 

to do,” she said, adding that he quickly 

learned from the couple’s “boys” — their 

three dogs. “He noticed that when we 

were putting harnesses on the boys, the 

boys would go over to the passenger door. 



along for 

the ride 

He started watching, and he started to move toward the passenger 

side. He was like, ‘I want to go,’ so we put his harness on and he just 

automatically trained himself.” 

The couple takes Jake out three or four times a day to ensure he 

gets plenty of exercise. It is a sight that brings joy to most everyone 

Jake meets. 

“His picture’s been taken so many times by other truck drivers, 

it’s unreal. People fall in love with him,” Jerry said. “They ask me 

what breed he is, how big he’ll get. ‘What does he eat?’ is the biggest 

question. I tell them the list of foods he won’t eat is longer than the 

foods he will eat.” 

Since Jake will not eat his pig feed plain, the couple dresses his 

food up with powdered peanut butter, collagen supplements and 

vegetable supplements. Jake also enjoys making spitballs, Jerry said. 

“One thing with pigs that you’ve got to watch out for is, if you ever 

let them tear paper (they discover) it’s soothing for them,” he said. 

“They will find any piece of paper — doesn’t matter what it is — and 

shred it because it calms them down.” 

Because pigs need constant companionship, it is usually best to get 

two, Melissa said, adding that it is important to supervise relationships 

between pigs and dogs, who may view pigs as prey. 

Oliver, the couple’s 11-year-old Italian greyhound, is the leader of 

the pack, she said. Also on the truck are Fred, a 6-year-old miniature 

dachshund, and Earl, a 5-year-old basset hound and dachshund mix. 

“Jake and Earl are best friends,” she added. “When Jake and Earl 

are back here by themselves — you know when two little siblings 

are fighting in the back seat and picking on each other? That’s what 

it’s like. We’re like, ‘Would you knock it off?’ Nine times out of 10, 

it’s Earl sleeping in Jake’s bed on the floor, and Jake wants him to 

move.” 

While a pig may seem like an unusual road companion, Jerry said 

he knows several truckers that have pigs, including two teams who 

have 300- to 350-pound potbellied pigs that use a ramp to get in and 

out of the trucks. 

“If you’re going to get a pig for the truck, be sure to check out the 

pig’s parents,” he added. “That way, you’ll know what size they’re 

going to (be).” 

Melissa also emphasized the need for prospective pig parents to 

research the pets’ needs before adopting. 

“Be prepared that once you get one, you’re in it for the long 

haul,” she said. “They can live up to 20 years, and they can be very 

demanding.” 

Although caring for Jake and his brothers is a full-time job, the 

pets make life on the road more enjoyable. Jerry said the critters 

notice when he and Melissa get stressed, and will often chase each 

other to break the tension. Sometimes Jake will pick up his food 

bowl and bang it against the gate, “like he’s in piggy prison,” Jerry 

said. 

“It’s very stressful out here on the road when you’re going full time, 

because you’re going to different places, different environments, and 

having a pet just helps with your mentality,” Melissa said. “It helps 

because a lot of drivers are out here by themselves, and pets are just 

reassuring that everything’s OK.” 

PHOTOS COURTESY OF JERRY AND MELISSA COOPER 

In addition to being leash trained and potty 

trained, Jake Brake can sit on command and 

close drawers and doors in the sleeper. 


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ON THE 

ROAD 

with Darnice “Neicy” Harris 

INTERVIEW BY LINDA GARNER-BUNCH 

Q: Where do you call home? 

A: I was born and raised in Baltimore, Maryland. 

Q: How long have you been a truck driver? 

A: I’ve been a truck driver for 15 years. I received my CDL (commercial 

driver’s license) in 2006. 

Q: Why did you seek a career as a truck driver? 

A: At 26 years old I said, “Ahh … yep, I need to do something 

with my life.” College was not really my thing. I was sitting home 

one day and saw a commercial that said, “If you want to change 

your life, get your CDL now.” This program definitely changed my 

life! It was much different than the new setup. I was in classes for 

six months. I had experience driving a manual transmission in a 

car but had no idea how I was going to do this in an 18-wheeler. 

So, for six months I worked at night and went to school during the 

day, paying my loans the school offered all the way through. 

Q: What do you like most about your career as a truck 

driver, particularly as an owner-operator? 

A: For nine years I drove local/regional, humping freight to mostly 

restaurants as a 5-feet, 4-inch-tall, 135-pound woman — sometimes 

with a partner and sometimes solo. What I mostly enjoy 

about being an owner-op is the freedom and opportunity to travel 

the states. If I had not chosen this career, I might not have ever 

traveled. The change of it on a daily basis keeps me on my toes, 

thinking and conquering the world one load at a time. 

Q: Will you tell us a bit about being an owner-operator? 

A: Being an owner-operator has been the most challenging and 

greatest accomplishment of my life. My first truck was a money 

pit. I did not get 30 days out of running it after I had leased on 

with a company. Most people would say I am a late bloomer. 

Back when I started trucking, getting to own equipment and have 

an LLC was not encouraged — especially for young Black girls. 

It was a scary process back then, and knowledge was limited. 

Trucking was a “learn-as-yougo” 

type of industry. I recently 

purchased my second truck, 

and she has done me well. 

This round I purchased it from 

a private owner outright — it 

is all mine, title and all. I have 

my own perspective of what 

this career should be for me. 

I have made this career my 

own and I enjoy it. I am currently 

leased on to a company 

in Maryland and am working 

towards 100% independence. 

Most days are difficult dealing 

with the company dispatcher. 

However, I enjoy using the 

DAT board, building a networking system with agents, and determining 

what coast I will end up on by the end of the week. 

Q: What did you look for in a trucking company to lease to? 

A: These days, honestly, I do not look for anything. I am moving 

toward retirement. The odds have always been against me, 

meaning I interview differently, and I was pushed differently, 

especially working locally and with men. I have been the only girl 

on jobs for years. 

Q: How long do you spend on the road at a time? 

A: I spend a lot of time on the road. As I am getting older, my 

views are changing. I want to let my hair down a little now — but 

whether it’s local or out on the road, I work anywhere from five to 

six days a week. I believe I can live my lifestyle because I never 

had children. This career choice has been my service to the 

country for 15 years, but it’s been even important during this pandemic. 

I have been running a year straight, delivering essential 

items nonstop from the northeast corridor, Midwest to Miami. 

Q: What’s your advice to anyone looking to become a 

truck driver? 

A: My advice to young women interested in trucking or just starting 

out is to make (this career) your own. You can only glimpse 

into someone else blueprint. You must find your own lane, learn it 

and be the best. 

Q: More specifically, what is your advice for anyone looking 

to become an owner-operator? 

A: My advice to becoming an owner-op is that it’s trial and error. 

It’s not perfect; however, you need to make a plan, own it and 

stay focused. 

PHOTO COURTESY OF DARNICE “NEICY” HARRIS 


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Owning 

the wheel 

repairs on the road 

Service centers, dealerships, technology offer options for emergency maintenance 


At some point every driver will 

experience a truck breakdown while 

on the road. Sometimes there’s no 

choice but to pull to the side of the road 

and call for service. At other times, 

however, there may be options other 

than a visit to the nearest truck repair 

facility. Knowing your options before a 

breakdown happens can result in huge 

savings in both time and money. 

Company drivers often simply call 

dispatch and are advised where to obtain 

repairs. Many truck owners, however, 

make their own decisions when it comes 

to repairs. One of the biggest is where the 

repairs will be made. If it’s a safety issue 

or there’s a risk of further damage to the 

truck, your best choice may be the closest 

available shop. 

It helps to remember that the time you 

lose while your truck is being repaired 

can cost you as much (or more) than the 

repairs. If you’re a truck owner, your 

revenue drops to zero when your truck is 

down. The lost wages could amount to 

thousands. In addition, because you can’t 

live in your truck while it’s in the shop, 

you may need to pay for hotels, meals and 

other transportation. 

When choosing a service facility, factor 

in the expected lost time. A dealer, for 

example, may have parts in stock that a 

non-dealer shop has to order. That same 

dealer, however, could be booked for days 

in advance, whereas another shop can get 

you in right away. It’s important to ask for 

a time estimate when discussing repairs 

with any facility. 

Brandon Rockwell, director of truck 

service operations for TravelCenters of 

America, says a service center could be the 

answer. These centers often have options 

for the service to come to you as well. TA, 

for instance, has more than 1,000 bays 

nationwide, located at TA, Petro and TA 

Express locations, and offer emergency 

“RoadSquad” crews. 

“We work on all makes and models of 

trucks and trailers and offer a nationwide 

warranty for all parts purchased and 

installed at our locations,” Rockwell 

said, adding that technician training is 

a top priority for the company and is 

an important consideration for anyone 

looking for a service company. 

In some cases, owners are more 

comfortable taking their trucks to a 

dealer of that brand, especially if the 

work is covered under warranty. For 

Freightliner and Western Star trucks, 

TA Truck Service can handle warranty 

services and recall work as well as 

other repairs. 


Owning 

the wheel 

“When it comes to breakdowns related to internal 

engines, transmissions or differentials, as well as 

major electrical component replacements such as 

any computers or modules on a truck, those 

repairs are better suited for the dealership.” 

— Brandon Rockwell, director of truck service 

operations for TravelCenters of America 

“With on-staff certified Daimler trainers, genuine OE parts on 

hand and an approved menu of services, we’re (a) one-stop shop 

for keeping drivers’ Freightliner and Western Star equipment up 

and running,” Rockwell explained. 

For other makes, a trip to the dealer could be a better choice. 

“When it comes to breakdowns related to internal engines, 

transmissions or differentials, as well as major electrical component 

replacements such as any computers or modules on a truck, those 

repairs are better suited for the dealership,” Rockwell noted. 

Understanding the warranty — what’s covered and for how long 

— definitely helps the owner make better decisions. The terms 

vary among truck makers, components and whether the truck was 

purchased new or used. Aftermarket warranties, like those sold by 

many used truck outlets, sometimes specify where the repairs must 

be made. You may have to pay for the repairs up front and submit 

receipts for reimbursement. 

As many already know, there’s an app for almost everything in 

today’s age, and truck maintenance is no exception. Each truck 

manufacturer offers an electronic maintenance program that works 

with the truck to monitor performance and report problems. Most 

of these can provide reports and alerts to the truck owner or a 

specified manager, helping identify some issues before the truck 

needs to be shut down. Some can identify the closest dealer shop 

and even schedule an appointment. 

Kenworth’s TruckTech+ and Peterbilt’s SmartLINQ are 

examples of this type of program. According to the SmartLINQ 

description on the Peterbilt Trucks website, “SmartLINQ 

connected truck technology monitors the health of your truck 

24/7, including up to 750 engine and transmission parameters. The 

system automatically sends alerts to your fleet manager and the 

nearest Peterbilt dealership.” You can specify who alerts are sent 

to, including yourself. 

International (OnCommand Connection), Volvo (Uptime) and 

Mack (Connect) provide similar programs. A program could 

also be available through the engine manufacturer, such as the 

Detroit Connect Virtual Technician or the Cummins Connected 

Diagnostics program. 

If a truck service center is an option, there’s an app for that 

as well. 

“For drivers requesting in-bay work, the TruckSmart mobile 

app is an easy, convenient way to create a work order at any of 

our 246 truck service centers,” Rockwell said. “It’s a good idea to 

check in at the service desk upon arrival to find out when the truck 

can be brought in.” 

Many truck centers offer emergency assistance as well, but 

another option for finding help is National Truck & Trailer Services 

(NTTS). On the NTTS website (nttsbreakdown.com) you can 

enter the nearest city and state to get a list of repair facilities and 

the distance to each. Services provided by each location are listed 

along with contact information. 

If you prefer an app for your phone, you’ll find several options 

for free. 

Once you find a repair facility, you’ll want to find out what the 

process is if you aren’t happy with repairs. Always ask to speak 

to the manager on duty if you have any questions or concerns. At 

TA Truck Service Centers, for instance, the phone number of the 

general manager can be found on the work order you received. 

At many service locations, you’ll need to return to the facility 

that performed the work to address warranty issues. Some dealers, 

however, will allow other dealers to fix any work that wasn’t done 

to your satisfaction. Find out before you commit. 

Finally, it’s important to ask what types of payment the repair 

service will accept. Most of the reputable business accept verifiable 

checks from Comdata, TCH, T-Cheks and others, as well as major 

credit and debit cards. TA facilities accept all of these. Trying to 

settle up with a cash-only facility located in the middle of nowhere 

is a nightmare that nobody needs. 

No one can prevent breakdowns entirely, but if you know the 

details of your truck’s warranty and electronic diagnostics and you 

have a smart phone or computer, you’re well equipped to explore 

repair options and make the best choice for your trucking business. 


HIRING FLATBED 

OWNER OPERATORS 

• Local, Regional & OTR 

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