2204_TTJM_AllPages

Safety series 

UNDER CONSTRUCTION 

Professional drivers know that 

construction zones require extra attention and skill 

JOB resources 

KEEP UP WITH 

THE TIMES 

New FMCSA training requirements 

change process of earning a CDL 

Along for the ride 

Vivacious pup brightens life on and 

off the road for Maine-based trucker 

behind the 

Wheel 

Roberta McKenna has made a habit of blazing 

trails for women in the trucking industry

now hiring 

TOP SAFETY 

RATED CARRIER 

NEW: PAY 

INCREASE! 

Hiring areas in blue 

Running lanes in green 

• Team Pay starting at $.68 to 

$.79 per mile 

• SIGN-ON BONUS 

• Plenty of bonus opportunities 

844.757.0001 

2 THE TRUCKER JOBS MAGAZINE | APRIL 2022 WWW.THETRUCKERJOBS.COM

otr team drivers 

• Paid Holidays 

• Vacation Pay 

• Great benefits: Medical, 

Dental, Life + 401K with 

company match 

“We chose East-West Express for 

the great pay, home time and friendly 

atmosphere. The best part is when 

I call in they For years we saw the 

East West Express billboard on I20 in 

GA and wondered what the company 

was like to work for, we only wish 

we would have called them then. 

They love our 4-legged babies and 

accommodate them well at the terminal. 

Great company, great people, 

great equipment. Love being a part 

of the East West family.” 

-William and Jennifer Taylor 

WWW.DRIVEEASTWEST.COM 

WWW.THETRUCKERJOBS.COM THE TRUCKER JOBS MAGAZINE | APRIL 2022 3

8 

22 

ALONG FOR THE RIDE 

Traveling buddies 

Vivacious pup brightens 

life on and off the road for 

Maine-based trucker 

26 

16 30 

BEHIND THE WHEEL 

The lady is a champ 

Roberta McKenna has made 

a habit of blazing trails for 

women in trucking 

Affton 11 

Boyle Transportation 6-7 

Dillon Transportation 19 

East-West Express 2-3 

GoTruckers.com 25 

KL Harring Transportation 39 

LOGiX 29 

Marten 33 

Nebraska Atlantic Transportation 27 

Oakley Trucking Inc. 14 

PI&I Motor Express 5 & 18 

Trucker 

talk 

JOB RESOURCES 

Keep up with the times 

New FMCSA training 

requirements change 

process of earning a CDL 

38 

WHAT’S INSIDE 

34 

TECH TALK 

Broader view 

FMCSA increases windshield area 

for mounted safety technology 

FEATURED BUSINESSES 

RIG OF THE MONTH 

Keeping it simple 

Owner Tyler Woolley believes 

that “less is more” when it 

comes to decking out his rig 

SAFETY SERIES 

Under construction 

Professional drivers know 

construction zones require 

extra attention, skill 

Progressive Commercial 40 

Red Eye Radio 23 

Reliable Carriers Inc. 15 

Roehl Transport 12 

Sharkey Transportation 28 

Star Freight 20-21 

STL Truckers 9 

TMC Transportation 13 

Tran Stewart 31 

U.S. Xpress 37 

Variant 35 

What’s the best way to achieve 

maximum fuel economy in a rig? 

“ 

Obviously slowing down (can help). But also 

it’s not a race to get up to running speed. Back Stay 

off the fuel and coast into the stops and exit ramps. 

Acceleration on downhill but ease off on the out hill 

grades. There are many things that when combined 

can improve mpg, and that’s money saved.” 

— Gary Buchs 

NATIONAL FOCUS 

Parking roulette 

Focus on safe truck parking 

gains momentum at state, 

federal levels 

“ 

out of the 

mountains. Haul 

light loads.” 

— Lucas Sabrosky 

EDITORIAL 

Managing Editor 

Linda Garner-Bunch 

Staff Writer and 

Social Media Coordinator 

John Worthen 

Staff Writer 

Joseph Price 

Production Coordinator 

Christie McCluer 

Graphic Artists 

Leanne Hunter 

Kelly Young 

Contributing Writers 

Cliff Abbott 

Dana Guthrie 

Dwain Hebda 

On the Cover 

Truck driver Roberta McKenna 

Photo courtesy of Roberta McKenna 

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 The Trucker Jobs editorial inquiries, 

contact Linda Garner-Bunch at 

lindag@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 

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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 

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with notice received within three days of first 

publication. ©2022 Wilshire Classifieds LLC. Subject 

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Share your thoughts by sending an email to lindag@thetruckermedia.com or participating in one of the Driver 

Polls on The Trucker Facebook page. Who knows? Your input may be featured in an upcoming publication. 

4 THE TRUCKER JOBS MAGAZINE | APRIL 2022 WWW.THETRUCKERJOBS.COM 


WELCOME 

Trainees/New CDL Holders! 

• $6,000 Tuition Reimbursement* 

• Guaranteed weekly pay of $1,000** 

• Uniform allowance 

• Omnitracs GPS systems 

• Great benefits package 

• 7 paid holidays + paid vacation 

*Must be within 90 days of graduation. 

**Guaranteed pay includes requirements for qualification. Ask for details. 

www.thetrucker.com/pii 

855.894.5939 

CD’S SCAN HERE! 


Don’t lose money when: when: 

•• Truck is is in in the the shop shop 

•• Waiting for for a a load load 

•• Stuck in in traffic 

Just a few benefits of joining the award-winning 

Boyle fleet: 

Just a few benefits of joining the award-winning Boyle fleet: 

• Teams start at $3,630-$3,740; $1,815-$1,870 per driver 

•• Teams start orientation $3,630-$3,740 pay: $5,000- $1,815-$1,870 per driver 

•• Team Paid orientation vacation in pay: 1st year $5,000 (holidays too) 

•• Paid Paid vacation hotel stay and & personal reserved days parking 

the first year 

• Paid hotel stay & reserved parking 

• Pets welcome with no fees 

• Pets welcome with no fees 

Apply online or call today: 

Apply online or call today: 

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866-982-5051 

www.thetrucker.com/Boyle 

www.thetrucker.com/Boyle 

Military Service 

Military Valued Service 

Valued 


TRUE WORK/LIFE BALANCE 

TRUE WORK/LIFE BALANCE 


JOB 

resources 

Keep up with the times 

New FMCSA training requirements change process of earning a CDL 

BY CLIFF ABBOTT / CONTRIBUTING WRITER 

The process of training to obtain a commercial driver’s license 

(CDL) — or to add hazardous materials (H), passenger 

(P) or school bus (S) endorsements to an existing CDL — has 

been changed by new Federal Motor Carrier Safety Administration 

(FMCSA) regulations that went into effect February 

7, 2022. 

Gone are the days when an applicant could simply study a 

state’s CDL manual and test at the local department of motor 

vehicles. The days when a relative or friend could provide 

training are also, for the most part, gone. 

The new entry level driver training (ELDT) regulations 

require specific training, delivered by a provider that has registered 

with FMCSA. The training provider must forward the 

driver’s information to the FMCSA, who then issues a training 

certificate in the driver’s name. 

Without that certificate, individual states are prohibited 

from issuing a new CDL or adding endorsements to an existing 

CDL. 

For drivers who are looking to get a CDL or add an H, P 

or S endorsement, the first step is to find a training provider. 

The FMCSA has a web page, tpr.fmcsa.dot.gov/search, with 

a search feature that allows users to find the nearest registered 

providers. 

Before choosing a training provider, it’s important to know 

that the training is broken into two parts — “Theory” and 

“Behind the Wheel.” The applicant can choose one training 

provider for both or can choose different providers for each, 

and it doesn’t matter which part is taken first. 

For example, the FMCSA registry lists more than 200 online 

training providers that can be used for the Theory portion 

of the training — in lieu of actual school attendance. The 

driver can then attend another program in person for the Behind 

the Wheel portion of the training. 

The Theory portion of the training consists of subjects students 

can learn in a classroom or online environment. The 

regulations do not specify how much time must be spent on 

each topic; however, they do require that the student pass a 

written test with a score of at least 80% in order to be certified. 

The regulation lists a number of items that must be included 

in the training. These include learning the dashboard and 

control systems of the vehicle, how to conduct pre- and posttrip 

inspections, basic control, shifting, backing and docking, 

coupling and uncoupling. 

Also included are modules on communication, distracted 

driving, speed and space management, operation at night or 

in extreme driving conditions, and conducting a visual search. 

Advanced operating practices that are taught once the basics 

are mastered include topics such as hazard perception, 

skid recovery, railroad crossings and maintenance. 


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JOB 

resources 

Non-driving activities are covered, too, with 

training in the handling of cargo, environmental 

compliance, hours of service, fatigue, postaccident 

procedures, trip planning and more. 

The “range,” or behind-the-wheel portion of 

the training contains specific topics, too. Students 

must learn and demonstrate pre- and post-trip inspections 

and then successfully perform maneuvers 

such as straight-line backing, alley backing 

(45- and 90-degree angles), offset backing and 

parallel parking on both the sight and blind sides 

of the vehicle. 

The Behind the Wheel portion of the training 

also includes training on public roads. The topics 

taught in the Theory portion of the training are put 

into practice on the highway. Students will learn 

how to safely execute turns, lane changes, entering 

and exiting a controlled-access highway and 

more. 

Basic vehicle operation is taught and practiced, 

including shifting, signaling, visual search, speed 

and space management, safe driving behavior, 

hazard perception and distractions. 

A comprehensive list of the training topics, as 

published in the Code of Federal Regulations, can 

be found at ecfr.gov/current/title-49/subtitle-B/ 

chapter-III/subchapter-B/part-380#subpart-F. 

That’s a long URL to enter, but the information 

provided is worth the effort. 

The selected training provider must forward a 

record of the training, including test scores, to the 

FMCSA within 48 hours of a student’s completion 

of training. When the driver goes to the state’s 

department of motor vehicles to test for a CDL 

or additional endorsements, the state must verify 

completion of training through the FMCSA. 

As with any new government program, it may 

take some time before all of the states are incompliance. 

Each will have its own requirements for 

testing and record-keeping, so the driver will need 

to understand the requirements in the state that issues 

the CDL. 

The FMCSA allows students to train in a different 

state than the one that ultimately issues the 

CDL or adds an endorsement. Each state, however, 

has the authority to require training or testing 

beyond the FMCSA requirements. Training 

received from a provider in another state may not 

adequately cover the CDL issuing state’s requirements. 

It’s always best to check with the state 

DMV before training in a different state. 

It’s also important to remember that most carriers 

of any size will require additional training 

in the form of a “driver finishing program” before 

allowing the new driver to take out a truck 

alone. This valuable training helps reinforce the 

CDL training already received and allows the carrier 

to validate the new driver’s skills. Additionally, 

rookie drivers will have the opportunity to 

learn about day-to-day life on the road and topics 

that aren’t taught in the training such as using fuel 

cards, dealing with customers and company policies. 

Driver finishing also helps the new driver get a 

start under the mentorship of a more experienced 

driver, who can help prepare the student for solo 

operation. The finishing program is not required 

by the FMCSA, however, and many drivers have 

begun successful careers in trucking by getting a 

CDL and going directly to work. 

For those attempting to add a hazardous materials 

(H) endorsement to their CDL, it’s important 

to note that the new training requirements do not 

change the requirement for background checks. 

Finally, there’s a “grandfather” clause in the 

regulations that may exempt a driver from the 

new requirements. Drivers who already had a 

learners permit on the effective date of Feb. 7 may 

not have to comply. Other exceptions exist, and 

would-be drivers are advised to check with their 

state department of motor vehicles to be sure. 

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! 


You’re not a number with us, but a member of the family 

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12 THE TRUCKER JOBS MAGAZINE | MARCH 2022 WWW.THETRUCKERJOBS.COM

WORK SMARTER, NOT HARDER! 

FIRST YEAR DRIVERS EARN UP TO $88,000 

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OWNER OPERATORS 

End Dump • Hopper Bottom • Pneumatic 

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END DUMP DIVISION 

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> Requires investment in a wet kit - provided by 

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HOPPER BOTTOM DIVISION 

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> Extra loaded mile pay based on weight hauled 

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> Requires investment in a blower - provided by 

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Behind 

the wheel 

the LADY 

is a 

CHAMP 

Roberta McKenna has made a 

habit of blazing trails for women 

in the trucking industry 

BY DWAIN HEBDA / CONTRIBUTING WRITER 

it could be said Roberta McKenna was born at the wrong time. It would have been nice if her life had unfolded in an era when 

a farm girl from Ohio could grow up to be and do anything she wanted without suffering sexism and harassment at every turn. 

But then again, truly remarkable people define the times they are in — not the other way around. And McKenna, the 

Women In Trucking Association’s February member of the month, is one such person. 

“In the area I grew up in, girls were either a cashier, you worked in a sewing factory, as bank teller or nurse. A lot 

ended up being nurses,” she said. “There was no opportunity to be a truck driver or a mechanic or anything like that. 

Women did not do that. It was frowned upon. ‘That’s a man’s job.’” 

McKenna always knew she was never going to do anything that conventional, not growing up at the elbow of 

her grandfather John Hagan who farmed 300 acres outside of Malaga, Ohio. Like all farmers, Hagan served as both 

operator of and mechanic for his equipment as the situation demanded. That included his truck, and he passed these skills 

onto his granddaughter — along with the toughness and independent streak that would fuel McKenna for the rest of her life. 

“I was always out helping (my grandfather), and growing up around the equipment, I always had a fascination for the 

trucks,” she said. “But in Ohio, women didn’t drive trucks. Being in the farm country, you would think there’d be more 

opportunities there, but there wasn’t. You’d hear about it once in a while, but it was very, very rare.” 

Straining against such social norms, McKenna moved to Maryland in her 20s, where a youthful marriage unraveled, 

leaving her a single mother with a son to support. A friend suggested driving a big rig. 

“I was about 25,” she said. “At the time, I was a photo technician retail manager, which sounds great. Didn’t make a 

whole lot of money, but had a nice title. 

“My friend helped me get my license,” she shared. “He had a brand-new Western Star with a trailer, and he taught me 

how to drive and how to get around in different situations. I got my CDL at 28.” 

Holding a commercial license was quite an accomplishment given the times, but a piece of paper alone doesn’t pay the 

bills. When looking for a job opportunity, McKenna heard about a local paving and construction company that thought 

differently about its workforce than many other employers at the time. 

“Cunningham Paving of Crofton, Maryland, hired mainly women,” she said. “I went in there and I talked to the owner, 

Jimmy Cunningham, and he gave me a shot. We mainly were hired for running the dump trucks hauling asphalt.” 

McKenna doesn’t think Cunningham was trying to make a social statement at the time; she believes that hiring women 

just made great business sense. 

“Whether you want to call it ‘vision’ back then or what, but with women driving the equipment he had better interest 

rates, fewer accidents,” she said. “We didn’t get out there and showboat. A lot of guys showboated. The women didn’t 


PHOTOS COURTESY OF ROBERTA MCKENNA 

When Roberta McKenna started driving 

trucks, it was unheard-of for a woman to get 

behind the wheel of a rig. She didn’t let that 

— or any other obstacles — keep her from 

chasing her dream. In February 2022, the 

Women In Trucking Association recognized 

McKenna as the organization’s member 

of the month. She is proud of the title, and 

enjoys displaying the award, which features 

a tiny tanker truck. 

have to prove a point as much as the men and their egos. 

“It was a company that made a statement,” she continued. “Even our 

mechanic was a female, and she was tough! She was a tough cookie.” 

McKenna drove for the company for two years, and she would have 

probably stayed there longer had a local controversy not driven her out. 

A company driver was involved in a traffic fatality, which unleashed a 

wave of community animosity toward the other employees. 

“We started getting death threats,” she said. “People would 

pull up beside us, and just because we were driving one of the 

company trucks, they would yell at us. I mean it was ridiculous 

the threats that we were getting.” 

McKenna soon landed at a local bakery supply house, and it 

didn’t take long to understand this was a whole different ball 

game when it came to workplace environment. Not only was 

the freight physically demanding — moving 100-pound sacks 

of flour and barrels of other baking supplies — but there was 

considerable hostility among her new co-workers. 

“I was with them for five years, and that was a tough company,” 

she said. “Some people respected me; most of them did not. Like, ‘I 

wouldn’t have my wife doing this. This is a man’s job. You shouldn’t 

be doing this job. You should be home barefoot and pregnant.’ 

“It was bad, the harassment I got,” she shared. “But I had a handful 

of guys who stood there with me and helped me get through it.” 

McKenna’s allies taught her how to maneuver and carry the freight 

— some of it approaching her own body weight — without injuring 

herself. Management intervened whenever harassment was brought to 

their attention, but McKenna wouldn’t rat anyone out. She was there to 

do a job, covering a territory that ran through Maryland, Pennsylvania, 

New York and Virginia, and no one was going to keep her from doing it. 

During the five years at the bakery supply, she went from being 

a curiosity to one of the most-requested drivers the company had. 

“It was always funny with the little old ladies who had 

their bakeries. They were a trip,” she said. “A couple were, 

‘Hey, we’ve got a woman driver now.’ ‘Oh, there’s no 

women doing this stuff.’ ‘Yeah, we’ve got a woman driver.’ 

“One time in particular, I’m backing down an alley,” she 

recalled. “You’ve got like 2 inches on either side and I’m backing 

down this alley and I see a couple people standing back there. I 

go to get out of the truck and (hear), ‘It is a woman! There is a 

woman!’” 

By the time she left, McKenna was a seasoned pro. She then spent 

10 years driving for a grocery chain, where she got her first experience 

hauling liquids, and then she drove for Walmart. By the early 1990s 

she was burned out on East Coast traffic and seeing the same scenery, 

so she relocated to Texas. There, she landed with outfits that started 

sending her to places she’d never been. By the time she joined Clean 

Harbors in 2013, she’d hit 47 of the lower 48 states. 

“South Dakota was the one state I hadn’t been to,” she said. “I 

still haven’t made it there.” 

Clean Harbors opened a new chapter on McKenna’s resume — 

driving a tanker hauling hazardous waste, spills, oils and in her words, “a 

few things I don’t want to mention.” Dangerous cargo notwithstanding, 

she loves her company, from the work environment to the management. 

“I love driving the country. You get to see so much. You get to 

learn so much. You meet so many wonderful people,” she said. 

“Coming to Clean Harbors has been relaxing.” 

McKenna has no intention of retiring, especially now, when she can 

see how the trails she blazed and paved have become a firm roadbed 

for many others to follow. She’s proud to see today’s women out on the 

road or through the WIT organization, and she offers the same hardwon 

advice about making it in a man’s world any time she’s asked. 

“Cover your ass. Don’t become a victim,” she said. “It’s not 

an easy job. Whether you want to do the local, whether you want 

to do the long haul, it takes a certain personality and a certain 

background. But if you stick it out, you can make good money. 

There are so many different opportunities in the industry now 

that weren’t back then. You can have a good career. I’m proof 

positive. I’ve been here 36 years. You can do it.” 


HIGH PAY 

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*Guaranteed pay includes requirements for qualification. Ask for details. 

www.thetrucker.com/pii 

855.894.5939 

CD’S SCAN HERE! 


HIRING COMPANY DRIVERS 

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along for 

the ride 

Traveling 

BUDDIES 

Vivacious pup brightens 

life on and off the road for 

Maine-based trucker 

BY DANA GUTHRIE / CONTRIBUTING WRITER 

As most truckers know, the job can be lonely at 

times. With long hours — and even longer 

stretches of road — many in the trucking industry 

can attest that you need something to pass the 

time. 

For driver George P. George Jr., that “something” 

is a traveling companion that lights up his 

world. That buddy is of the four-legged variety 

— his faithful friend, Valerie. 

Valerie is a pug/Chihuahua mix. George says she truly makes 

his time on the road a joy and that she has been a great help to him 

in a job that can be isolating. 

“I love her because she is great company,” George said. “She’s 

a great watchdog. I have a tendency to get a little depressed just 

because I’m out here by myself. You’d think after 30 years I’d be 

used to it, but nobody ever perfect the art of being by yourself. It’s 

just not something that you can do. Valerie keeps me company.” 

Born in California and raised in Massachusetts, George currently 

makes his home in Saint Albans, Maine, with his wife 

Kerry and, of course, Valerie. 

Valerie is not the only dog in the couple’s lives. The family 

also includes Scrat, a short-haired Chihuahua, and Ellie, whom 

George says is “too affectionate to be a Chihuahua” and that he 

believes, “her heart is one size too big.” Twin pups Bert and Ernie 

rounded out the clan before they were adopted to another home. 

The family also has one cat and a kitten; George says the kitten 

“doesn’t really know he’s not a dog. He really has no clue he’s not 

PHOTOS COURTESY OF GEORGE P. GEORGE JR. 

George P. George Jr. travels the highways with Valerie, a personable 

pug/Chihuahua mix,at his side. He and his wife, Kerry, are the proud 

pet parents of three dogs and two cats. 

a dog. Not one bit.” 

“My wife and I love all these dogs and cats,” George said. 

George started his trucking career in 1992 after serving in the U.S. Army. His 

love for trucking started at an early age, driving around his family’s farmland. 

“I have family members that drive, and I think it’s just in my blood,” George 

said. “I think I was born to drive. It’s something that I have always wanted to do. 

I’ve been doing it for 30 years, and I don’t think I could do anything else.” 

George currently drives for Sibley and Son out of Bangor, Maine. 

“It’s a family business that started way back in the day,” George said. 

While George hauls freight — mostly items such as water, gymnasium sheeting, 

paper goods and store fixtures — Valerie is almost always by his side. 

George and Valerie’s story is a heartwarming tale. 



along for 

the ride 

A gift from George’s former partner Maxine, who died just before the 

onset of the COVID-19 pandemic, Valerie was destined to be George’s 

traveling partner and help keep him company on the long drives. 

“Valerie was born on the Fourth of July in 2014, and she traveled 

with me all the time,” George said. “After Maxine passed away, I left 

Valerie at home for a while with someone to care for her.” 

When George first met Kerry, now his wife, she was already a loving 

dog-mom to a senior dog. Soon, George, Kerry and the two pups stated 

traveling together. Once the pandemic started, Valerie wasn’t able to 

travel with George as much, and he sorely missed her companionship. 

“Valerie is loyal to a T, but she has become quite attached to my 

wife,” he said. “My wife has multiple sclerosis, and Valerie has become 

a great companion to her as well. 

“The other dogs … traveling is not really conducive for them, so 

Scrat and Ellie stay home with her,” he continued. “They are great 

watchdogs too. We live out in the middle of nowhere, and I’m glad they 

can keep her company.” 

Valerie has a very special, yet unexpected perch whenever she travels 

with George: She rides on his shoulder, something that George taught 

her to do when she was just a puppy. As Valerie has gotten older, she 

also likes to sit next to George or curl up by his legs. When the two are 

traveling, George says, Valerie never meets a stranger, and people are 

always thrilled to meet her. 

“As soon as I stop, she is right there, looking out the window,” 

George said. “She’s not a ‘little’ dog like she used to be, but she’s not 

a big dog either.” 

When Valerie was a pup, George was always concerned about the 

possibility of her jumping out of the truck — and his fear came to life 

on one run. Luckily, his fellow truck drivers were there to save the day. 

“I had backed in, and without thinking about it, I opened the door and 

didn’t look to see where she was,” George said. “She jumped right out 

onto that first step, and it’s a good drop. She jumped and ran about 10 

feet and then realized how steep the drop was. She stopped and turned 

around and looked at me. I called her and she just froze. 

“This very nice lady came along, a fellow driver, and she ran over 

and scooped her up,” he continued. “I just thought, ‘There’s the goodness 

in people’s hearts.’ If I wasn’t at a truck stop or if I was somewhere 

else, maybe someone would have come along, but at a truck stop 

there’s always someone to help. It’s like a family.” 

Valerie also comes in handy when George is traveling because of her 

uncanny ability to “help out” in a myriad of situations. In one — quite 

humorous encounter — she was instrumental in helping George avoid 

a ticket. 

“She likes to bark, and I got pulled over by the Department of Transportation 

in New York,” George said. 

“I didn’t know what to do with her. I couldn’t have her on the seat 

because she would bark and possibly freak the cop out,” he said. “So, I 

tried (putting) her in the bunk. The cop is walking up to the truck, and 

I’m trying to put her up there, and she didn’t want to go. I finally got 

her in there, but she wouldn’t stop barking. So, needless to say, between 

me, the cop and the dog, it became quite interesting. 

“I didn’t get a ticket and I think it was because of Valerie,” he concluded. 

“I was embarrassed that I couldn’t get her to stop barking. He 

said that he had dogs at home too, and he knew exactly what I was 

going through.” 

During his down time, George and Valerie love to spend time with 

their family more than anything else. 

“I have a stepson with my wife Kerry. Manny works security for two 

of the local hospitals,” George said. “I have three boys. My stepson Eric 

is Maxine’s boy. Even though we were not married, we still are very 

close. (He) works in Bangor at Bangor Truck and Trailer as a parts coordinator/locator. 

My son Thomas works for Bank of America as a vice 

president in IT and lives in Dallas. My youngest, Michael, is serving in 

the U.S. Navy and is currently in training. 

“Family is very important to my wife; we have dinners at my motherin-law’s 

every Sunday when my work allows for it,” he shared. “It’s a 

large gathering, considering my wife has four brothers and a sister — 

and then there is all the kids.” 

George says he cannot see himself without dogs in his life. 

“I will always have dogs around me,” George said. “I grew up with 

them and I love them. I am in the waning years of my career, but I will 

always have a dog.” 


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RIG of the 

month 

INTERVIEW BY THE TRUCKER JOBS MAGAZINE STAFF 

PHOTOS COURTESY OF TYLER WOOLLEY 

Keeping it simple is what sets apart this CAT Scale Rig of the Month 

from the rest. Owner Tyler Woolley has done a lot of modifications to 

this 2016 Peterbilt 389. He really believes that “less is more” to keep the 

truck looking clean. He did add a 20-inch bumper, a bow-tie visor, 7-inch 

stacks, stainless-steel battery boxes and blank panels under the cab 

and sleeper. There’s also a stainless-steel deck plate, Hogebuilt fenders 

and a custom rear stainless-steel light bar. The Pete also has a CAT 

C15 engine with an 18-speed transmission. It has a 315-inch wheelbase 

and pulls a 2017 Great Dane spread-axle trailer. Tyler said that trucking 

was always his life growing up, and he would ride with his father and 

grandfather at any opportunity. He said he loves trucking wholeheartedly 

and will be trucking “until the day he dies.” 


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SAFETY 

SERIES 

under CONSTRUCTION 

Professional drivers know that construction zones require extra attention, skill 

BY CLIFF ABBOTT / CONTRIBUTING WRITER 

According to statistics, most truck accidents or incidents happen in truck stops and parking areas. There’s just something 

about a lot of trucks in one area that allows fatigue and distractions to cause mistakes. 

Construction zones aren’t — at least statistically — as prone to accidents, but they ARE the location of far too many 

collisions. Statistics from the Federal Motor Carrier Safety Administration (FMCSA) show that the majority of construction 

zone accidents are rear-end collisions. 

And, as most drivers know, colliding with the vehicle in front of you can be a career killer. It’s very difficult to explain 

how crashing into a car in front of you wasn’t your fault or that you couldn’t have taken action to prevent the collision. 

If you drive professionally, it’s a rare day when you don’t encounter at least one construction zone. It’s part of the 

day’s work, just an everyday annoyance. Those zones, however, can represent the most hazardous part of your day on the road. 

Knowledgeable drivers know to pay closer attention when they see the orange barrels, cones and signs. 

In some cases, you can identify work zones in advance and route yourself on another road. It’s important, however, that the detour 

doesn’t take up more time than simply waiting through the construction. 

Unless you have a source of the latest construction information, however, it can be difficult to predict every work zone you’ll come 

to. Smaller projects, such as county crews working on guard rails or trash collection teams, may not publish any warning at all. Some 

hazards, such as damage from an accident or a weather-related issue such as a landslide, can result in unpredictable lane closures. 

Construction zones and the hazards they present can be anywhere. 

Some construction zone hazards are caused by the construction workers themselves. Nearly every driver can recount times when 

the orange signs provided incorrect information, such as “right lane closed ahead” when it’s really the left lane, or perhaps multiple 

lanes. Experienced drivers know that anything is possible, so it pays to be ready. 

Once in the zone, construction workers or equipment can enter traffic lanes, causing an immediate hazard. Dump trucks or other 


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Safety 

Series 

equipment can pull out into traffic without warning. Rocks or 

dirt in the roadway, dropped by equipment, pose a hazard too. 

Construction conditions can present their own hazards. New 

traffic patterns created by work crews can be confusing. Lanes 

can be narrow and curve sharply as traffic is routed around construction 

obstacles. Differences in pavement height can result in 

drop-offs that can suddenly pull your vehicle to one side or the 

other. Rocks, dirt or other substances can be left in the roadway. 

The biggest hazard in construction zones, however, is usually 

the motorists who share the highway. 

Motorists that are confused by or don’t pay attention to warning 

signs can make unpredictable moves. Those that know what’s 

happening can drive aggressively, making frequent lane changes 

and generally making the zone more hazardous for everyone. 

There’s something about a line of traffic that puts certain drivers 

in competition mode, maneuvering to get ahead of one or two 

more vehicles as if there’s a prize waiting for them at the end of 

the zone. These drivers rarely arrive any sooner and only succeed 

in making the drive more hazardous for everyone around them. 

Fortunately, professional drivers can rely on their skills to 

help minimize these hazards. A constant visual scan, including 

frequent mirror checks, is indispensable for keeping track of 

vehicles around your truck. Identifying aggressive drivers while 

they are still behind you helps you anticipate their actions and 

prepare for them. 

The area just before you enter a construction zone can be as 

dangerous as the zone itself. Waiting in a long line of traffic for a 

construction zone can be a frustrating experience. If you moved 

to the correct lane far in advance, it can be frustrating watching 

smaller vehicles repay your politeness by passing your truck 

only to merge in front of you. 

Oddly enough, traffic engineers have concluded that the most 

efficient way to merge lanes together is for everyone to stay in 

their lane until just before the construction zone. Traffic then 

(ideally) takes turns moving to the correct lane in a maneuver 

known as “the zipper.” Most state DOTs are advising this method 

of merging, and some even have signs directing motorists to 

a “zipper zone.” 

A YouTube video published by the Colorado Department of 

Transportation advises drivers to “Just wait. Use both lanes. Take 

turns. Merge late.” 

Of course, waiting to merge a tractor-trailer at the last minute, 

especially to the right, can be an exercise in frustration if other 

motorists aren’t keen on taking turns. 

Then, there’s this advice from the FMCSA: “Don’t wait,” and 

“Move early into open lanes during work zone traffic shifts.” 

Obviously, contradicting advice from federal and state agencies 

isn’t helpful. It’s important to watch the signs and understand 

what’s expected in the jurisdiction you’re driving in. 

Some construction zone techniques, however, are universal. 

Reducing speed is expected in most zones, with fines for violations 

doubled in some states. Reducing speed provides you with 

more reaction time if a hazard suddenly develops. 

Following distance is always a critical factor — and especially 

so in construction zones. No one was ever sorry for maintaining 

too much following distance; leaving too little is a recipe 

for disaster. Some drivers are so concerned that another motorist 

will cut into the space in front that they drive dangerously close, 

trying to eliminate the gap. That’s just dumb. Back off and don’t 

worry about someone taking that space. Don’t let another driver 

push you to unsafe actions. 

One very important note: Be prepared to stop any time the 

orange cones and barrels come out. 

Navigating construction zones is a part of every driver’s job, 

but you can increase your chances of navigating them safely by 

paying close attention, slowing down, increasing your following 

distance and paying close attention to blind spots around your 

vehicle. 


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NATIONAL 

focus 

Parking ROULETTE 

Focus on safe truck parking gains momentum at state, federal levels 

BY THE TRUCKER JOBS MAGAZINE STAFF 

Fixing the big truck parking problem has been talked 

about for decades. The problem isn’t that hard to 

understand: There just aren’t enough spaces. 

Now, all that talk may be segueing into action as 

the issue has become front and center. 

On the heels of U.S. Transportation Secretary Pete 

Buttigieg announcing during a Senate hearing in 

March that he is “very concerned” about the lack of 

safe truck parking, work is beginning in at least two 

states to help fix the issue. 

“If you talk with any truck driver, it’s not only an 

issue of convenience, it’s an issue of safety,” Buttigieg 

said. “And, I might add, with the idling that goes 

on, it’s even an issue of emissions.” 

New Jersey officials want to make their highways 

safer, and part of accomplishing that is creating more 

parking for truck drivers. 

The state’s transportation officials said recently that 

providing adequate facilities along big highways for 

truckers is one of the state’s most severe challenges. 

New Jersey Department of Transportation spokesman 

Stephen Schapiro said that consideration for 

improving truck parking will be part of a statewide 

freight plan to be released later this year, according 

to NJ.com. 

“Investments that facilitate the flow of freight, such 

as improving the availability of parking, will contribute 

toward ensuring the reliability and safety of these 

supply chains,” Schapiro said. 

In Florida, a group of investors are looking to buy 

land to either sell or lease for truck parking. 

Dynamic Group Investments said it wants to focus 

primarily on the South, Midwest and Southeast. 

The U.S. House included $1 billion to address the 

truck parking shortage problem in the transportation 

bill that was passed in July 2021, that $1 billion never 


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NATIONAL 

focus 

Scan the code 

to visit 

thetruckerjobs.com 

to search for 

truck-driving jobs 

by state, driver type and more! 

made it into President Joe Biden’s $1 trillion Bipartisan 

Infrastructure Law. 

A new U.S. Department of Transportation report looking 

at supply chains, which have been disrupted due to 

the COVID-19 pandemic, called on federal and state officials 

and the private sector to expand parking facilities 

for truckers, who have complained about the shortage of 

spaces to rest after they reach the limit on how long they 

can drive in a day. 

The Owner-Operator Independent Drivers Association 

(OOIDA) and American Trucking Associations (ATA) 

point out that there are about 3.5 million truck drivers and 

only 313,000 truck parking spaces in the United States. 

Both groups this year sent a letter to Buttigieg urging 

that Infrastructure Investment and Jobs Act funds be prioritized 

to boost the nation’s truck parking capacity. 

The groups say the nationwide shortage of available 

parking has plagued America’s truck drivers for decades, 

with a wide range of consequences for highway safety, 

driver health and well-being, supply-chain efficiency and 

the environment. 

In the past, Buttigieg has mentioned several programs 

that states could use to secure funding for truck parking. 

Among those programs are the Surface Transportation 

Block Grant Program; the National Highway Freight 

Program; the Highway Safety Improvement Program; 

the National Highway Performance Program; and the 

Congestion Mitigation and Air Quality Improvement 

Program. 

Hope Rivenburg — whose husband, Jason, a truck driver, 

was robbed and then murdered while parked in what 

turned out to be an unsafe location — has worked to highlight 

commercial truck parking needs and to enact federal 

legislation that would improve parking conditions. 

The Moving Ahead for Progress in the 21st Century 

legislation, dubbed “Jason’s Law” after Jason Rivenburg, 

was established to provide a “national priority on addressing 

the shortage of long-term parking for commercial motor 

vehicles on the National Highway System (NHS) to 

improve the safety of motorized and non-motorized users 

and for commercial motor vehicle operators.” 

Specifically, Jason’s Law requires the DOT to conduct 

a survey and comparative assessment in consultation with 

relevant state motor carrier representatives to: 

• Evaluate the capability of each state to provide adequate 

parking and rest facilities for commercial motor 

vehicles engaged in interstate transportation; 

• Assess the volume of commercial motor vehicle traffic 

in each state; and 

• Develop a system of metrics to measure the adequacy 

of commercial motor vehicle parking facilities in each 

state. 

The 2019 Jason’s Law Report found that 98% of truck 

drivers regularly experience problems finding safe parking. 

That’s a 23% increase from the 2015 report. 


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TECH 

talk 

broader view 

FMCSA increases windshield area for mounted safety technology 

BY THE TRUCKER JOBS MAGAZINE STAFF 

The Federal Motor Carrier Safety Administration 

(FMCSA) has amended Federal Motor Carrier Safety 

Regulations to increase the area on the interior of 

commercial motor vehicle windshields where certain 

vehicle safety technology devices may be mounted. 

FMCSA also added items to the definition of vehicle 

safety technology. The announcement came in an 

entry into the Federal Register under the Department 

of Transportation. 

The new rules go into effect on May 6. 

Under the existing definitions, vehicle safety technology 

includes fleet-related incident management 

systems, performance or behavior management systems, 

speed-management systems, lane-departure 

warning systems, forward collision warning or mitigation 

systems, active cruise control systems, and 

transponders. 

The amendments expand the definition of vehicle 

safety technology to also include braking warning 

systems, braking-assist systems, driver camera systems, 

attention-assist warning, GPS, and traffic-sign 

recognition. Vehicle safety technology includes systems 

and devices that contain cameras, lidar, radar, 

sensors and/or video. 

Devices with vehicle safety technologies may be 

mounted in the following positions: 

• Not more than 8.5 inches below the upper edge of 

the area swept by the windshield wipers; 

• Not more than 7 inches above the lower edge of 

the area swept by the windshield wipers; and 

• Outside the driver’s sight lines to the road and 

highway signs and signals. 

“Motor carriers, industry technological manufacturers, 

and drivers will not incur any new costs associated 

with this final rule,” according to the Federal Register 

entry. “Adopting and using windshield-mounted 

technologies is purely optional. Those who install and 

use windshield-mounted technologies will experience 

no added burdens or costs as a result of this rule.” 

Adoption of the rule is expected to generate cost 

savings for both industry and the Federal Government 

by reducing the overall time burden associated with 

the exemption request and approval process associated 

with 49 U.S.C. 31315 and the implementing regulations 

under 49 CFR part 381. The Agency estimates 

this NPRM would result in total annualized cost savings 

of $12,184 and $10,705 at 3% and 7% discount 

rates, respectively. 



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