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VOL. 35, NO. 12 | NOVEMBER 2022 | WWW.THETRUCKER.COM
New solutions
FEDERAL OFFICIALS FOCUSING ON TRUCK PARKING ISSUES
AP Photo/David Zalubowski
Road work ahead
In October, the White House
hosted a summit to help state
and local leaders speed up
construction projects tied to
President Joe Biden’s roughly
$1 trillion infrastructure law
PAGE 3
Mind Over Matter..................4
The Trucker Trainer................6
Ask the Attorney....................8
Rhythm of the Road...............9
Chaplain’s Corner.................12
Courtesy: Ron Szewczyk
At the Truck Stop
For the love of dogs: Trucker
Ron Szewczyk is a champion for
canines, humans in distress
PAGE 10
Inflation Nation....................13
Safety Series.........................13
Fleet Focus...........................14
Upward trend.......................17
Linda Garner-Bunch/The Trucker
Rock ’n’ roll highway
Rodney Crouch pays tribute to
his favorite musicians with this
one-of-a-kind rig
PAGE 19
THE TRUCKER NEWS STAFF
WASHINGTON — There are only 313,000 truck parking spaces in the
United States. Contrast that with the almost 3.5 million truck drivers who
haul America’s goods from ports and warehouses to stores for consumers.
According to data from the Truckload Carriers Association (TCA),
there is just one truck parking space for every 11 drivers. As such, truck
parking is often listed as one of the top issues facing truckers today.
In late September, the U.S. Department of Transportation (USDOT)
convened state, industry and federal leaders at a meeting of the National
Coalition of Truck Parking to share resources available in the President
Joe Biden’s Bipartisan Infrastructure Law to address the nation’s truck
parking shortage.
USDOT officials say the issue “puts all road users at risk and is costing
truck drivers time and money.”
At the meeting, USDOT shared a new handbook for states that details
strategies for developing truck parking, along with best practices on designing
and constructing new truck parking.
Officials also discussed the new and expanded funding resources that
are available for truck parking projects to make the nation’s freight system
safer and more efficient.
Transportation Secretary Pete Buttigieg said he has heard directly from
truck drivers and industry partners that the availability of truck parking is
a top concern for drivers.
“It costs them time and money — not to mention making our roads
less safe and weakening our supply chains,” Buttigieg said. “We’re using
funds from President Biden’s Bipartisan Infrastructure Law to help address
truck parking shortages, and we’re working with state and industry
leaders to develop more parking that will improve safety and quality of life
for our nation’s truck drivers.”
The American Trucking Associations (ATA) and Owner-Operator Independent
Drivers Association wrote a joint letter to USDOT earlier this year
iStock Photo
The U.S. Department of Labor is proposing a new rule on employee
classifications, saying that incorrectly labeling workers as
independent contractors hurts their rights.
iStock Photo
In October, for the first time ever, the U.S. Department of Transportation announced significant
investments to expand the nation’s truck parking capacity on the interstate system.
citing that 98% percent of drivers report problems finding safe parking,
costing drivers more than 56 minutes of drive-time to find parking. That
wasted time is estimated to cause a $5,500 loss in annual compensation —
roughly a 12% pay cut.
In October, for the first time ever, the USDOT announced significant investments
to expand the nation’s truck parking capacity on the interstate
Labor proposal could upend rules
for some truck drivers, companies
WASHINGTON — The Biden administration
proposed new standards in October that
could make it more difficult to classify millions
of workers as independent contractors
and deny them minimum wage and benefits.
The U.S. Department of Labor rule, which
could take months to take effect, would replace
a scrapped Trump-era standard that
lowered the bar for classifying employees
as contractors, who are not covered by federal
minimum wage laws and are not entitled
to health insurance, sick days and other
benefits.
Beyond gig workers, the new law has the
potential to change the circumstances of
millions of custodians, truck drivers, waiters,
construction workers and others, according
to the Labor Department.
THE ASSOCIATED PRESS
SEE PARKING ON PAGE 6
Workers themselves are divided over the
debate. In California, for example, hundreds
of port truck drivers seeking to preserve their
independent contractor status shut down
operations in the Port of Oakland last summer
to protest the state’s gig workers law.
But other truckers have successfully fought
to force their companies to classify them as
employees with full benefits.
In one key change, employers must consider
whether the work provided is an integral
part of their business. This could affect
app-based companies that rely almost entirely
on freelance workers.
The new rule directs employers to consider
six criteria to determine whether a worker
SEE RULE ON PAGE 4

2 • NOVEMBER 2022 NATION
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AP Photo/David Zalubowski
Crews work on a bridge over what will become Interstate 70 north of downtown Denver. In October, the White
House hosted a summit to help speed up construction projects tied to the roughly $1 trillion infrastructure law.
White House aims
to ramp up speed on
infrastructure projects
WASHINGTON — In an effort to improve
coordination with the mayors and governors
who directly account for 90% of the spending,
the White House hosted a summit in mid-October
to help speed up construction projects
tied to the roughly $1 trillion infrastructure law.
“This is the first time we’ve tried this in
50 years on this level,” said Mitch Landrieu,
White House infrastructure coordinator and
the former mayor of New Orleans. “We’re going
to really push hard to make it go faster and
try to do it better and try to get at least all the
federal agencies focused on accelerating the
pace of design, construction, permitting.”
Officials say the summit came at a critical
moment for the nearly year-old law as high
inflation and worker and material shortages
threatened to delay many projects.
“At stake is a legacy-making investment
championed by President Joe Biden, who has
said that it’s the largest set of public works
projects since the Interstate Highway System
began in the 1950s during Dwight Eisenhower’s
presidency,” according to a news release.
“Going into midterm elections this year, Biden
has repeatedly told voters that the government
can deliver results with Democrats and
Republicans working together.”
Administration officials hoped to use the
summit to smooth the way for accelerating
the pace of construction, which in turn would
help to control costs and maximize the value
of dollars spent.
The U.S. Department of Transportation
announced plans to launch an internal center
to provide best practices on project design,
planning and construction for state and local
THE ASSOCIATED PRESS
leaders. In addition, the Commerce Department
said it will have a “Dig Once” effort,
so construction workers are not repeatedly
punching holes into roads to lay water pipes,
broadband connections, and electricity and
natural gas lines, in addition to other efforts
by government agencies and industry groups.
“I just fully expect that the more we work
on this, and the better we get, the more money
we’re going to save and the more time we’re
going to save,” Landrieu said.
During the summit, Denver Mayor Michael
Hancock spoke on a panel about getting projects
done on time. He noted that inflation,
worker shortages and supply chain issues
have each been barriers and cause an increase
as high as 30% in forecasted costs.
“All of those issues are the most critical
threat to what we’re trying to do,” Hancock
said.
Denver is using federal funds to ensure
neighborhoods remain connected as express
lanes are added to a 10-mile stretch of Interstate
70 that bisects the city. Hancock wants
to ensure the neighborhoods on either side of
the highway are not cut off from each other,
which could make it more difficult for children
to attend school. Funding from the infrastructure
law provided an additional $14
million to keep neighborhoods intact, with
the project scheduled for completion in 2026.
Hancock said the infrastructure law has
also created an “unprecedented” opportunity
to partner with female and minority-owned
contractors.
“We should not let this moment pass by,”
he said. 8
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4 • NOVEMBER 2022 NATION
THETRUCKER.COM
Why do my feet hurt? Exercises to
help relieve drivers’ foot pain
MIND OVER
MATTER
HOPE ZVARA
Foot pain can keep many adults stuck in a
chair even longer than they already are during
the normal course of a day at work. And
when it comes to truck drivers, long bouts of
sitting are both a job requirement and an unavoidable
hazard, at least if you plan to keep
trucking.
Reasons you might have foot pain
Foot pain can be caused by many factors
like bunions, hammer toes, arthritis and scar
tissue, but let’s not forget a reason that is often
overlooked — lack of use and immobility.
The hard, flat surfaces we walk on are, for the
most part, not made for human feet. Walking
on asphalt and concrete doesn’t stimulate
our feet and muscles the way they should be
daily.
We can’t remove the pavement, but we
can improve our foot function and mobility.
5 fitness exercises and strategies
to reduce foot pain on the road
1. Get your shoes off. Shoes are like casts,
binding and restricting our feet. What does
a cast do? It immobilizes body parts. It’s no
wonder your feet feel stiff and sore, and it
hurts to walk — those muscles haven’t moved
in ages, and now they’re stiff, tight, aching
and atrophied. Start small. Take your shoes
off and walk around in a clean area in small
doses. Try moving and stretching your toes
and using your entire foot when you walk;
this is a practice most shoes help you avoid.
There’s a saying: “Use it or lose it.” If you’re
wearing shoes 24/7, you might be losing it.
2. Walk on uneven natural surfaces. Try
to find patches of ground that require your
body to balance, stabilize and use more muscles
when you walk. Have you ever gone hiking
and then your legs, ankles and feet were
sore the next day? That’s because you were
using muscles you usually don’t, and in new
ways. When you can, opt to walk on grass or
dirt instead of concrete.
3. Roll out your feet. Inside your truck, you
can roll your feet back and forth on a ball or
frozen water bottle to break up the stiff, tight
fascia (think of this as millions of spider webs
restricting your feet) on the bottoms of the
feet. Start gently, with varied pressure. All
that crunching, cracking and discomfort is
your feet saying, “It’s about time you moved
me!”
4. Stretch your calves. Everything is connected.
You may have been told to immobilize
your feet when you have pain. That pain
may disappear, but the restriction causing
the pain hasn’t. Moving any body parts has
various benefits, such as increased circulation,
proper lymphatic drainage, improved
mobility and a reduction in pain. After teaching
and working with thousands of people in
pain, many with issues like plantar fasciitis
and knee and hip pain, I’ve discovered that
stretching the calves is a straightforward exercise
that often has almost instantaneous
effects. Here’s how:
• Standing, take a small step back with
one foot.
• Point both feet forward.
• Level and square the hips.
• Slightly bend the front knee and keep
it bent.
• Slowly bend the back knee without
lifting the heel.
• Hold for five counts and then straighten
the leg.
• Repeat this 10 times on each leg.
5. Try using pain creams. Pain creams are
an excellent topical solution that can help reduce
discomfort so you can do the work you
need to do. Always use creams as directed—
and don’t forget to read the ingredients, as
many are made with “junk” ingredients that
don’t really work.
Try any of these powerful driver’s exercises
and find time to implement them before
you head out for the day, on break while filling
up with fuel, or before you go to bed. I believe
you’ll experience less pain and cramping,
as well as improved mobility.
Hope Zvara is the CEO of Mother Trucker
Yoga, a company devoted to improving truck
drivers’ fitness and wellness standards. She
has been featured in Forbes and Yahoo News,
and is a regular guest on SiriusXM Radio. Her
practical strategies show drivers how they can
go from unhealthy and out of options to feeling
good again. 8
USPS 972
VOLUME 35, NUMBER 12
NOVEMBER 2022
The Trucker is a monthly, national newspaper for the
trucking industry, published by The Trucker Media
Group at 1123 S. University, Suite 325
Little Rock, AR 72204-1610
EDITORIAL
Managing Editor
Linda Garner-Bunch
Staff Writer &
Social Media Coordinator
John Worthen
Staff Writer
Joseph Price
Production Coordinator
Christie McCluer
Graphic Artists
Leanne Hunter
Kelly Young
Special Correspondents
Cliff Abbott
Hannah Butler
Lyndon Finney
Dana Guthrie
Dwain Hebda
Kris Rutherford
ADVERTISING & LEADERSHIP
Chief Executive Officer
Bobby Ralston
General Manager
Megan Hicks
Director of Technology
Jose Ortiz
RULE cont. from Page 1
is an employee or a contractor, without predetermining
whether one outweighs the other.
The criteria include the degree of control
by the employer, whether the work requires
special skills, the degree of permanence of
the relationship between worker and employer,
and the investment a worker makes,
such as car payments.
The rule does not carry the same weight
as a law passed by Congress or state legislatures,
nor does it specify whether any specific
company or industry should reclassify their
workers. Rather, it offers an interpretation of
who should qualify for protections under the
1938 Fair Labor Standards Act.
The rule could bolster labor advocates
seeking to challenge worker classification in
courts, or state lawmakers seeking to pass
stricter laws for designating workers as contractors,
said Patricia Campos-Medina, executive
director of the Worker Institute at
Cornell University’s School of Industrial and
Labor Relations.
“It creates a base from which to work and
it discourages predatory companies that
want to lower their costs by denying basic
rights to their employees,” said Campos-
Medina.
Still, there is room for interpretation
since some companies might meet one set of
criteria for contractor designation, but not
others.
“I don’t think it will stop the debate,” Campos-Medina
said. “The only thing the federal
rule does is it creates a basic standard for
evaluation.”
The Labor Department said misclassifying
workers as independent contractors denies
those workers protections under federal
labor standards, promotes wage theft, allows
certain employers to gain an unfair advantage
over businesses, and hurts the economy.
“While independent contractors have an
important role in our economy, we have seen
in many cases that employers misclassify
their employees as independent contractors,
particularly among our nation’s most vulnerable
workers,” said Secretary of Labor Marty
Walsh in a prepared statement.
Wedbush analyst Dan Ives said the proposal
would constitute a major change for
workers and employers from previous years.
“A classification to employees would essentially
throw the business model upside
down and cause some major structural
changes if this holds,” Ives wrote.
But both Uber and Lyft dismissed the potential
impact of the new rule.
“Today’s proposed rule takes a measured
approach, essentially returning us to the
Obama era, during which our industry grew
exponentially” said CR Wooters, head of federal
affairs at Uber, in a statement.
In a blog post, Lyft said the company had
expected this change since the start of the
Biden administration.
The new rule is subject to a 45-day period
ending Nov. 28, during which stakeholders
can submit comments, and may not take effect
for months.
Gig economy giants have weathered past
attempts in the U.S. to require their drivers to
be classified as employees.
In 2020, California voters overwhelmingly
approved a proposition to exempt drivers for
app-based companies from a state law requiring
them to be designated as employees.
Uber, Lyft and other companies had spent
$200 million campaigning in favor of the
proposition. However, a judge struck down
the ballot measure as unconstitutional last
year, setting up a legal fight that could end up
in the California Supreme Court.
App-based companies have long argued
that their workers want the flexibility to set
their own hours as contract workers.
The Trucker News Staff contributed to this
report. 8
For editorial inquiries,
contact Linda Garner-Bunch at
editor@thetruckermedia.com.
For advertising opportunities,
contact Meg Larcinese at
megl@thetruckermedia.com.
Telephone: (501) 666-0500
E-mail: info@thetruckermedia.com
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THETRUCKER.COM NATION
NOVEMBER 2022 • 5

6 • NOVEMBER 2022 NATION
THETRUCKER.COM
Are motor carriers responsible for their drivers’ health?
THE TRUCKER
TRAINER
BOB PERRY
Who carries the responsibility for your
health as a truck driver, you or your company?
This is a topic I’ve been wanting to write about
for some time now.
The U.S. Centers for Disease Control (CDC)
reports that long-haul truck drivers may develop
health problems because of their work
environment. If a driver has a medical condition
that affects their ability to drive, it could
cost them their CDL — and their livelihood.
One survey found that long-haul truck
drivers are more likely to smoke and be overweight
than people in other professions. In addition,
truckers are less likely to be physically
active compared to other workers in the U.S.
A driver’s motor carrier has the responsibility
to ensure the U.S. Department of Transportation
(DOT) medical examiner is informed of
the minimum medical requirements and the
characteristics of the work to be performed.
The motor carrier is also responsible for ensuring
that only medically qualified drivers
are operating its commercial motor vehicles
in interstate commerce.
I certainly agree that we each need to manage
our own well-being. However, when you
have a job that comes with a working environment
that can have a direct negative effect
on your health, shouldn’t the company share
some responsibility?
Shouldn’t companies support their employees
with the necessary tools to be preventive
and proactive when it comes to their
health? Businesses do this when it comes
to their equipment, with measures like oil
changes, tire tracking devices, and testing the
engines oil for potential breakdown.
But what about testing your body, your
“engine,” for potential breakdown?
I have two thoughts on this on this subject.
1. I’ve always felt that motor carriers need
to educate and then support drivers in managing
their well-being through educational
materials, health screenings, the ability to talk
confidently with a CDL health coach for guidance,
accountability and motivation. Having
a reward program is key. With the high cost
of recruiting new drivers, why not reward the
ones you have for passing their CDL re-certs?
The message is, “Why not save the drivers you
know today, before hiring the next unknown
drivers of tomorrow?”
2. You, as a driver, have to be willing to
engaged in any wellness programs that are
offered and utilize the support your carrier
is willing to provide. Show them that you do
appreciated it by interacting and making your
best effort to stay healthy and pass your recert
exams.
Ultimately, we must each take responsibility
for our own health.
Known as The Trucker Trainer, Bob Perry
has played a critical role in the paradigm shift
of regulatory agencies, private and public sector
entities, and consumers to understand the
driver health challenge. Perry can be reached at
truckertrainer@icloud.com. 8
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PARKING cont. from Page 1
through the Nationally Significant
Multimodal Freight and Highway Projects
program.
These first-of-their-kind investments include
$15 million to add approximately 120
new truck parking spaces along the Interstate
4 corridor in Florida between Tampa
and Orlando, and a $22.6 million investment
to add approximately 125 spaces along Interstate
40 east of Nashville, Tennessee.
The ATA thanked USDOT officials for
their commitment to expanding the nation’s
truck parking capacity.
In a letter to ATA President and CEO Chris
Spear, Buttigieg pledged the administration’s
support for increasing the availability of safe
parking options for truck drivers through
its Trucking Action Plan, grant funding under
the Bipartisan Infrastructure Law and
increased coordination with state departments
of transportation and the trucking
industry.
“We thank Secretary Buttigieg and the
administration for their ongoing commitment
to America’s professional truck drivers,”
Spear said.
“This issue is imperative for both highway
safety and supply chain efficiency, and we
look forward to continued partnership with
USDOT as it works to ensure … funds continue
flowing toward this urgent need,” he said.
“This issue is of particular importance for
women drivers, who repeatedly cite the lack
of safe parking options as a deterrent to more
women entering the field,” he continued.
“Investing in these projects and ensuring
all drivers have ready access to safe and
well-lit parking facilities is an important
step in shifting our industry’s workforce demographics
and empowering more women
across the country to pursue the rewarding
career opportunities that trucking has to offer,”
he concluded.
USDOT officials say the projects will
improve safety and freight operations,
and make freight transportation more
sustainable.
The Federal Motor Carrier Safety Administration
(FMCSA) also awarded $1.4 million
in grant funding to Montana and Kentucky
to improve truck parking through its High
Priority Innovative Technology Deployment
grants.
“One of the leading causes of truck crashes
is driver fatigue. It is clear that adequate
rest for drivers is foundational for safe operations.
We have heard loud and clear from
drivers — they need more places to rest, and
they need to be safe and secure while doing
so,” said FMCSA Administrator Robin
Hutcheson.
“We are proactively working at the local
and regional level to point to the numerous
resources across USDOT for truck parking
construction, expansion, and technology solutions,
and we will continue to work collaboratively
with agencies within USDOT and
with all of our partners in the industry,” she
said.
USDOT has also updated guidance on the
sources of federal funding that are eligible
for states interested in making further investments
in truck parking. States and other
government entities can apply for grants
or prioritize formula funding for capacity
projects from over $47.4 billion in eight programs.
“Truck parking is a safety issue — both for
truck drivers and all other road users, which
is why FHWA (Federal Highway Administration)
has updated our guidance to ensure
there is no question about eligibility for
truck parking projects in new formula and
discretionary grant programs authorized
under the Bipartisan Infrastructure Law,”
said FHWA Acting Administrator Stephanie
Pollack.
“This new information will help states, localities
and other eligible entities identify eligible
formula funding sources and apply for
discretionary grants to fund truck parking
projects that not only support the increased
demand for truck deliveries and strengthen
our supply chains, but also provide safe truck
parking, which is critical to protect the truck
drivers we rely on, as well as the traveling
public,” she concluded. 8

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8 • NOVEMBER 2022
FROM THE EDITOR:
Thankful
thoughts
BETWEEN
THE LINES
LINDA GARNER-BUNCH
editor@thetruckermedia.com
It’s hard to believe November is already here.
In many areas of our country, and Mother Nature
is beginning her yearly push into winter. This
means Thanksgiving is just around the corner,
and the holiday season will soon be in full swing.
I’d like to take a moment to thank all the
hard-working men and women out there who
crisscross America in big rigs each day to deliver
the goods we all need to live our daily lives
Without you, there would be no trucking
industry, and I wouldn’t be writing this column.
So, in many ways, we here at The Trucker
also depend on you for our jobs, just as we do
for our office supplies, clothes and the lunches
we eat each day.
It’s a large circle that I like to think of as a
family. Thank you all for everything you do. I
hope you will be able to spend some time with
your families this holiday season.
In other news, this edition of The Trucker is
packed full of content.
Just last month, the U.S. Department of
Transportation announced significant investments
to expand the nation’s truck parking
capacity on the interstate system through the
Nationally Significant Multimodal Freight and
Highway Projects program.
I sincerely hope significant progress can
be made on this issue. Truckers have enough
headaches out on the road; finding safe places
to park and rest shouldn’t be one of them. It’s
a positive sign that so much light is shining
on this issue right now. We will have more updates
as they become available.
In the meantime, you can find more details
on Page 1 of this edition.
In other news, the Biden administration has
proposed a rule that would impact the classification
of owner-operators as independent contractors
versus company employees (see the second
story on Page 1). With so many industries,
including trucking, following California’s AB5
saga, we’ll be keeping a close eye on this issue.
If you love a good trucking tune, Kris Rutherford
always has a few good suggestions.
This month, he explores the making of Junior
Brown’s “Semi-Crazy.” Just look on Page 9.
You’ll also want to check out driver Cliff
Abbot’s winter weather safety tips for drivers,
which appears on page 13. This month’s Fleet
Focus series (Page 14) is all about tire safety,
and on Page 10, you’ll find a heartwarming
feature about a trucker who helps dogs – and
people – in need.
We hope you enjoy this edition of The
Trucker. And, as always, keep your rigs between
the mayo and mustard. We will see you down
the road. 8
ASK THE
ATTORNEY
BRAD KLEPPER
On rare occasions, I am right about
things. By rare, I mean about as often as I win
an argument at home. That’s rare.
Despite my abysmal track record, I was
( finally) proven to be right about something
— namely that the truck-only tolls in the great
state or Rhode Island are unconstitutional!
I know many of you may find this hard
to believe, as I am the guy who thought the
Supreme Court would grant cert to the California
Trucking Association case challenging
AB5.
Well, they can’t all be home runs.
To refresh your memory, back in 2016 the
good folks in the Rhode Island legislature
thought it would be a good idea to impose
tolls on vehicles traveling on their roadways.
That, in and of itself, would be fine. However,
the state legislature decided to take it
a step further and make the tolls just apply
to trucks! And that, my friends, is where the
problems began.
In 2016, then-Gov. Gina Raimondo (now
U.S. Commerce Secretary) decided that
money needed to be raised to rehabilitate the
PERSPECTIVE
On trucks, tolls and the US Constitution
Trucker
TALK
state of Rhode Island’s highways and bridges.
Moreover, the state alleged that 70% of
the damage to the roadways was caused by
big trucks (the methodology for determining
this percentage was hotly disputed). In
its infinite wisdom, the state decided that
only trucks should be made to pay the tolls.
This decision would result in only 3% of the
vehicles traveling the state’s roadways paying
100% of the tolls.
This did not pass muster with the court.
At the time, it was argued by many that such
a toll was unconstitutional.
Well, we were right. In its decision granting
a permanent injunction earlier this fall,
the courts said:
“Because RhodeWorks fails to fairly apportion
its tolls among bridge users based on
a fair approximation of their use of the bridges,
[it] was enacted with a discriminatory
purpose and is discriminatory in effect, the
statute’s tolling regime is unconstitutional
under the dormant Commerce Clause of the
United States Constitution.”
As background, the Commerce Clause refers
to Article 1, Section 8, Clause 3 of the U.S.
Constitution which gives Congress the ability
to “regulate commerce with foreign nations,
and amongst the several states, and with the
Indian tribes.”
In other words, Congress can use the
Commerce Clause to exercise legislative
power over the activities of the states. In
the very simplest of terms, the Commerce
Clause allows Congress to pass laws and
regulate commerce between the states.
The Dormant Commerce Clause, implicit
in the Commerce Clause, prohibits states
from passing legislation that discriminates
or excessively burdens interstate commerce.
This means states can’t enact protectionist
policies that favor state citizens or businesses
at the expense of others conducting business
in the state.
Therein lies the issue with the truck-only
tolling regime.
Now, this may seem like a pretty straightforward
case — and to most, it appeared to
violate the Dormant Commerce Clause at
its inception. However, it is of major importance
to our industry. Quite simply, if truckonly
tolling had been found constitutional in
Rhode Island it is not a stretch to think that
it would quickly be adopted by other states.
I believe American Trucking Associations
President Chris Spear said it best in response
to the court ruling: “We told Rhode Island’s
leaders from the start that their crazy scheme
was not only discriminatory, but illegal.”
Spears also added: “We’re pleased that the
court agreed. To any state looking to target
our industry, you better bring your A-game …
because we’re not rolling over.”
Brad Klepper is president of Interstate
Trucker Ltd. and is also president of Driver’s
Legal Plan, which allows member drivers access
to services at discounted rates. For more
information, contact him at 800-333-DRIVE
(3748) or interstatetrucker.com and
driverslegalplan.com. 8
Every few weeks, The Trucker news staff conducts an informal driver poll on or Facebook page
(www.facebook.com/TheTruckerNewspaper). The latest poll asked the question, “Would
you rather work as a company driver or an owner-operator, and why?” Some of the responses
are listed below (edited for clarity and length). If you have a question you’d like to see in the
poll, email editor@thetruckermedia.com.
“Company driver, because if your crap breaks
the company pays for it. I went with an owneroperator,
and he had to pay $1,300 to fix his
truck and was down for three days.”
— Steven Rhoads
“We love being owner operators. The freedom
of home time, load choices, safety equipment,
the speed we can go, how we manage our logs,
where we park, personal dash cam, CB, added
amenities, etc.”
— Deena & Ron Youngblood
“Right now, I prefer to be a company driver
because at 3 in the morning when you blow a
tire you get to call the boss and say, “Hey, your
truck blew a tire.” If you’re an owner-operator,
you’ve got to figure that out on your own.”
— Daniel Goble
THETRUCKER.COM
“I prefer to be an owner-operator. I like the
freedom of being able to choose when I work,
and when not.
“I became an owner-operator because I vowed
that no one but me is going to have a key to my
truck, no one but me will decide when I work
or how long home time is, no one but me will
decide if I wait for a load home or not, and no
one is going to micromanage me. It took two
years after I bought my truck to find the right
industry and right company to lease my truck
to, and I wouldn’t change to company driver
unless I had no choice.
“My truck is paid off, and it was so worth
the risk to become an owner-operator with a
brand-new truck seven years ago.”
— Julie Morgan

THETRUCKER.COM PERSPECTIVE
NOVEMBER 2022 • 9
‘Double-necked biscuit board’ drives
Junior Brown’s ‘semi-crazy’ career
RHYTHM OF
THE ROAD
KRIS RUTHERFORD
krisr@thetruckermedia.com
If your musical tastes are confined to Top
40 country radio, chances are you’ve never
heard of Junior Brown. Despite a career
dating back to the 1960s, Brown hasn’t logged
an extensive list of hit songs.
In fact, his discography includes only five
singles, all released in the mid-1990s.
Still, this artist, billed as an “American
Original” (perhaps mixed with a dose of
Ernest Tubb), has left his mark on alternative
country genres. And, along the way, he
even applied his unique style to an original
trucking song.
Born June 12, 1952, in Arizona, Brown’s
family relocated to Kirksville, Indiana, before
he learned to walk. And, as Brown tells the
story, his dad taught him to play the piano
before he could talk.
During his childhood, Brown says, he
found country music unavoidable. He notes
that, in Indiana, country music was “growing
up out of the ground like the crops — it was
everywhere; coming out of cars, houses, gas
stations and stores like the soundtrack of a
story, but country music programs on TV
hadn’t really come along much yet; not until
the late fifties.”
After learning to play a guitar he found
in his grandparents’ attic, Brown spent his
teenage years playing before audiences
ranging from private parties and school
functions to 5,000 scouts at the annual Boy
Scout Jamboree.
During the ’60s, Brown perfected his
instrumental skills performing with bands
like The Last Mile Ramblers, Dusty Drapes
and Asleep at the Wheel. He later broke
out on his own and became one of the most
prolific performers at clubs throughout the
Southwest.
“I played more nights in honky-tonks
during the ’70s and ’80s than most musicians
will see in a lifetime,” he said.
All the while, he worked to hone his skill
on another instrument — the steel guitar.
In the end, his repertoire featured so much
guitar and steel guitar that switching from
one instrument to the other on stage became
cumbersome.
The search began for a solution to
the problem of playing two instruments
simultaneously — and the result was enough
to earn Brown his “American Original”
tagline.
In 1985, Brown teamed up with Michael
Stevens to invent an instrument country
music had never seen.
The guit-steel, as it’s now known, is a
combination electric and steel guitar. The
instrument, which Brown describes as a
“double-necked biscuit board,” is larger and
heavier that a double-necked guitar.
On stage, the guit-steel rests on a specially
designed stand that takes the weight off what
would be the player’s shoulders, allowing the
guitarist to easily switch between the two that few artists have attempted to replicate. According to the Junior Brown website,
instruments mid-song and play them both In the early ’90s, Brown relocated the artist received several Grammy nods, a
with precision.
to Austin, Texas, the unofficial home of CMA (Country Music Association) award for
In many ways, the guit-steel turns a Junior alternative country music. His growing local “My Wife Thinks You’re Dead,” and has made
Brown performance into something akin to a popularity, along with his unique style, led to numerous appearances in movies and TV
one-man band, with Brown performing selfpenned
songs ranging from serious ballads deal with Curb Records.
his first recording contract, a seven-record shows, such as “The X-Files,” “Me, Myself and
Irene,” “Blue Collar Comedy” (tours 1 and 2)
to high-energy, TICKETS
instrumentally focused tunes. He recorded 12 albums, but his
Accompanied by Brown’s increasing commercial success was fleeting. As a result,
and, more recently, “Better Call Saul.” And
skills as a songwriter, the guit-steel led to you’ll often hear his music in the most
the development of a “Junior Brown” style unexpected places.
SEE RHYTHM ON PAGE 21
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10 • NOVEMBER 2022 PERSPECTIVE
THETRUCKER.COM
at the TRUCK STOP
PRESENTED
BY CAT SCALE.
VISIT WEIGHMYTRUCK.COM
FOR THE
love
OF
dogs
Trucker Ron Szewczyk is
a champion for canines,
humans in distress
Courtesy: Ron Szewczyk
Ron Szewczyk, owner of Ronco Trucking of Tn Inc. and proprietor of Ronco’s Rescue Ranch, was initially hesitant to have a dog as a companion following a
traumatic vehicle crash. Once he adopted his first pup, however, he quickly developed a lifelong love for dogs of all sizes and breeds.
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Don’t ask truck driver Ron Szewczyk how many dogs he
has. It’s not that it’s a secret — it’s just that the number might
change at any given moment.
As a “service human” for Ronco’s Rescue Ranch, he helps
find homes for dogs who need one, he makes arrangements
for medical assistance or treatment, drives trailer loads of dog
food to shelters that are always strapped for funding — the list
goes on.
He’ll share whatever resources he has, including his income,
to help his furry friends. Some of those friends are fortunate
enough to ride along with Szewczyk in his truck.
Szewczyk, who owns Ronco Trucking of Tn Inc., says his
passion for rescuing dogs is reciprocal, in that dogs rescued
him first. Back in 2000, he was involved in a head-on fatality
collision.
“I guarantee you, none of your readers ever want to deal
with a head-on collision,” he said. “I still have some issues with
it from time to time. Call it PTSD (post-traumatic stress disorder)
or whatever term, it’s something to deal with.”
Szewczyk wrestled with the emotional aftermath of the accident
on his own, until a friend suggested he get a dog for companionship
and support. At first, he wasn’t keen on the idea.
“I said, ‘What, are you crazy? Deal with dog slobber and
hair? No, thanks!’” he said with a laugh.
Eventually, he warmed to the idea … only to find that adopting
a dog wasn’t always easy.
“I had a tough time, because of my lifestyle (as an over-theroad
driver),” he said. Finally, he was able to adopt the first, and
his furry family grew kept growing. “One became two, and two
became three,” he said.
Szewczyk says his canine companions have helped him
through several difficult experiences, including another vehicle
collision and a home fire.
In addition to helping dogs, he’s quick to reach out to humans
in need.
“If somebody is dealing with a fatality accident or something
and they want to reach out to me, please get in touch. If
somebody wants to find me, it’s not hard,” he said.
Szewczyk maintains three Facebook pages under the
names Ron Szewczyk, Ronald Szewczyk and Ronco’s Rescue
Ranch. He’s eager to listen to the experiences of others and to
help connect them with a dog of their own — if they’re looking
to provide a quality home for an animal in need.
The grandson of Polish immigrants, Szewczyk grew up in
Chicago, part of a hard-working family in the inner city.
“They got on a boat not knowing where they were going. I
mean, they heard rumors and stories, but there were no magazines
or videos, they couldn’t FaceTime somebody to find out
about the city they were going to,” he said of his grandparents.
“I could see Cabrini Green (an infamous Chicago housing
project) from the building I lived in,” he recalled of his early
childhood. His father often worked seven days a week, a practice
Ron credits for his strong work ethic.
Occasionally, the family would take car rides to the suburbs
to shop and visit the area’s forest preserves for some exposure
to nature.
“I would smell skunk,” he said. “Most people think that’s
repugnant and disgusting, but as a kid I learned to identify
that smell with getting out of the city. Even today, when I smell
skunk out on the road, I just smile. That’s the sweetest smell.”
There were other lessons Szewczyk absorbed during those
suburban excursions. One is to get the most from each area he
travels to.
“I like to get a pastrami sandwich from a shop in New York,”
he explained. “Or see a local three-piece band in a New Orleans
club. There’s something to see anywhere you go.”
Another lesson he learned was that relationships are an important
part of both life and business.
“I work with people that I know from previous jobs in other
places,” he remarked. “You never know when you’ll run across
someone from the past.”
Like many drivers, Szewczyk worked in a different career
before climbing into the cab of a truck.
“I worked in the automobile business in Chicago as a service
manager, body shop manager for 20 years,” he said, adding
that the frustrations of daily dealings with the public took
a toll. “I was fed up with the lifestyle. I decided to go see the
country.”
And off he went to become a driver. His trucking career began
at North American Van Lines.
SEE RESCUE ON PAGE 20

CATTheTruckerWon 071822.qxp_Layout 1 7/18/22 2:14 PM Page 1
THETRUCKER.COM PERSPECTIVE
NOVEMBER 2022 • 11
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M
DRIVE
12 • NOVEMBER 2022 PERSPECTIVE
THETRUCKER.COM
THE DIFFERENCE
DRIVE
Be sure to take time to
enjoy each season, every
relationship in your life
We can’t rewind and start over. We can
only move forward and enjoy each day for
THE DIFFERENCE
CHAPLAIN’S
what it is. But we need to be observant of
those around us and really get to know them
WITH PRIDE THE DIFFERENCE
CORNER
as children of God.
If you read about the life and travels
REV. MARILOU COINS of Jesus in the Bible, you will see he was
very well aware of those around him, those
he came in contact with. The lepers, the
Roman soldier, the woman at the well, the
Can you believe it’s already November? woman who touched his garment in a crowd,
Later this month we’ll celebrate the Zacchaeus, who climbed a tree to see Jesus
fall harvest and God’s blessings with and, of course, the little children.
Thanksgiving feasts — and before we know it, So, if Jesus could slow down to meet and
Christmas and New Year’s will be here! to know people for who they were, why don’t
For now, however, let’s just enjoy the we follow his example? Slow down, and get
beauty of the current season. I love the fall, to know the people you meet along life’s
with its colorful foliage in shades of red, gold journey.
and amber. In fact, I love the changes brought This year, I’m driving a school bus for
about with every season.
special-needs students, and I will have all
Each season has so much to offer us. If we
new kids on my bus. The past few years I’ve
take and enjoy what God has prepared for us
had the same kids, and I got to know each
to enjoy during the changes of the season,
one personally. I knew when they had good
our lives won’t be dull — they’ll be full of the
days, as well as when they had bad days.
JOIN OUR DRIVING TEAM
glory of God. So many people never seem to
Along my new journey, I’m going to meet
see this beautiful mystery, of everything God
At Penske, success behind the wheel is kind of
all new kids. I plan to take my time and find
JOIN OUR DRIVING TEAM
has planned for us to see and experience with
in our DNA. Our professional truck drivers are
out about each one, so I will know them
the passing of each season. We seem to rush
the best in the business.
individually. Taking time to learn their ups
through life, often missing the beauty of it.
At Penske, success behind Call the now: wheel 855-CDL-PENSKE
and downs will strengthen my relationship
If you want to work at an industry-leading
is kind of
If we fail to notice the changes of the
with each child. These children won’t be just
company and move freight for some of the Apply online at driver.penske.jobs season each year, it makes me wonder: What
in our DNA. Our professional truck drivers are
a number to me — each one is a real live
world’s biggest brands, we want you to join
Penske is an Equal Opportunity Employer.
else are we missing in the passing of the
our team of person. Some I may have for only a short
the safe, professional best in drivers. the business.
seasons of our life?
Do you really know each person you
time, and others I may have for the whole
come into contact with on a daily basis?
school year. It really matters to me that I get
Call now: 855-CDL-PENSKE
If you want to work at an industry-leading
MORE THAN YOU REALIZE Do you really know each of your family
to know them as well as they get to know me.
®
members completely? Ask yourself a few
That’s my goal.
Apply online at driver.penske.jobs
simple questions: Do you know what each
Now, what about you? How well do you
d of
are
e
in
company and move freight for some of the
world’s biggest brands, we want you to join
our team of safe, professional drivers.
JOIN OUR DRIVING TEAM
At Call Penske, now: success 855-CDL-PENSKE
behind the wheel is kind of
in our DNA. Our professional truck drivers are
Apply online at driver.penske.jobs
the best in the business.
Penske is an Equal Opportunity Employer.
If you want to work at an industry-leading
company and move freight for some of the
world’s biggest brands, we want you to join
our team of safe, professional drivers.
MORE THAN YOU REALIZE ®
Penske of your is children an Equal like Opportunity to eat? Or enjoy Employer. for
entertainment? I met someone who couldn’t
even tell me the color of their child’s eyes.
Are you shocked? We seem to rush
through life without “taking time to smell
the roses,” as the saying goes. Always
keep in mind that life is something
we can’t repeat.
It’s like playing football. We grab
the ball and run, but often don’t really
“see” the other players rushing in the
same direction. This is OK in football,
but not in real life. Take time to
notice others along the way.
You don’t need to rush
through life; take it one day
at a time and enjoy it for
Penske what it is. is an Equal Opportunity Employer.
We need to observe each
other and know life is very
short. Each passing day
brings us closer to the
end of our run — our
goal post of heaven, to
continue the football
analogy.
The footprints we leave
on earth are as the changing
of the seasons.
know the people along your path? Do you
know your dispatcher? Do you know the
mechanic who works on your truck? And
I mean, REALLY know them, not just as a
passing person but who they are.
When I drove a truck, I made it a
point to know my dispatcher on a
one-on-one basis. I knew his birthday,
MORE THAN YOU REALIZE ®
Call now: 855-CDL-PENSKE
Apply online at driver.penske.jobs
MORE THAN YOU REALIZE ®
his favorite drinks (coffee, tea or soda)
and even what he didn’t like. I knew
him as a person, not just his title.
We are human beings, and we need to
find the love of Christ in everyone.
As truckers, your neighbors are the
people you meet traveling coast to
coast, not just those who live next
door to you. Treat every neighbor
the way you want to be treated. If
you’re having a good day, then
bless someone with your
smile and greet them as
well. Or maybe you’re
having a bad day.
Just a smile or a friendly
word from one of those
neighbors could just
cheer you up.
Best of the roads, and
all gears forward in Jesus. 8

THETRUCKER.COM
BUSINESS
NOVEMBER 2022 • 13
FREIGHT RATES ROSE IN OCTOBER, BUT NUMBER OF AVAILABLE LOADS DROPPED
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Inflation nation
The number of shipments available for haulage
has declined but is still better than last year,
while the amount shippers are paying for shipments
is much higher. So says the October Cass
Freight Indexes for Shipments and Expenditures.
According to the Cass Indexes, freight shipments
declined by 2.9% in September from August
levels but were still 4.8% ahead of September
2021 — and even further ahead (by 5.4%) of
shipment numbers in September 2020.
Expenditures (the amount shippers paid to
move that freight) grew by a smidgen in September,
just 0.3%. Compared with September
2021, however, the spending was 21.2% ahead,
and it was 60.2% ahead of September 2020.
It’s important to note that the Cass indexes
measure freight movements in multiple
modes of transportation and derive its data
from payments processed for Cass clients.
Trucking is the largest in number of the modes
measured, but other methods of freight movement,
including rail, ship, air and pipeline, are
also included in the totals.
One Cass statistic that’s specific to trucking
is the Cass Truckload Linehaul Index, which incorporates
linehaul shipping rates from both the
spot and contract markets. In September, the index
declined by 2.2% from August numbers but
remained 3.9% ahead of the September 2021 index,
and 17.1% ahead of September 2020. Since
both spot and contract rates are calculated, it
is the spot rates pushing the decline. However,
contract rates are beginning to decline as well —
which doesn’t bode well for future months.
Another report issued in October is the U.S.
Bank Freight Payment Index, which accumulates
data from actual freight payments transacted
through the bank’s services; this index includes
both truckload and less-than-truckload data.
According to the U.S. Bank index, shipments
declined by 2.9% in the third quarter
of 2022, which ended Sept. 30. Compared with
the same quarter of 2021, shipments declined
4.9%. That’s the largest quarterly drop since
the first quarter of 2021.
The U.S. Bank index also reported a decline
in shipping spending, which is down 2.4%
compared with the second quarter.
Those looking for good news about shipment
levels might look to the American Trucking
Associations’ (ATA’s) For-Hire Truck Tonnage
Index, which showed an increase of 0.5%
in September after a strong 2.1% in August.
For the third quarter of 2022, ATA reported a
5.6% increase over the same quarter of 2021.
It’s important to note that the ATA index is
comprised of data submitted by its member carriers,
which tend to be larger in size and dependent
on a large percentage of contract freight
loads. Contract rates are generally slower to respond
to economic factors than spot rates.
“The latest gain put tonnage at the highest
level since August 2019 and the third highest
level on record,” said Bob Costello, ATA’s chief
economist. “This is another example of how
the contract freight market remains strong
despite weakness in the spot market this year.”
Of course, inflation is driving much of
what’s happening in the freight world. With
less buying power, consumers are focusing
iStock Photo
The number of shipments available for haulage declined in October, while freight rates rose during the month.
their dollars on gasoline and groceries, and
have little left over for home improvements,
appliances and other durable goods.
The Fed has tried to rein in inflation with
three interest rate hikes of 75 points (0.75%),
resulting in mortgage interest rates not seen in
years. According to a recent State of Freight release
by industry forecasters FTR Intelligence,
home mortgage rates reached 6.7% at the start
of October, their highest point since July 2007.
Sales of both existing and new homes have fallen
in six of the past seven months.
ACT Research’s North American Commercial
Vehicle Outlook forecasts the future of the industry
and includes a great deal of economic
data. According to the report, increasing wages
are driving inflation rates, and will continue
to do so for the foreseeable future.
In the report, ACT President and Senior Analyst
Kenny Vieth said, “Employment metrics suggest
there is little room to rein in wage inflation
outside of aggressive monetary policy actions
that reduce demand. Job growth is moderating,
but September’s job gains were still 38% above
the 2011-2019 average of 190k jobs per month.”
Since the law of supply and demand applies
to labor as well as to products, when
workers are more difficult to source, as they
are in periods of low unemployment, wages
tend to move upward. If the Fed is successful
SEE FREIGHT ON PAGE 15
SAFETY SERIES
Baby, it’s cold outside! Preparation
is key to surviving winter weather
iStock Photo
Professional drivers should take the time now to prepare their vehicles for the harsh winter
conditions to come in the months ahead.
CLIFF ABBOTT | SPECIAL CORRESPONDENT
By the time this edition of The Trucker makes it to
the newsstands, winter will have already arrived in
parts of North America. The further north and the higher
in elevation you are, the more likely winter weather
will be a part of the mix.
Professional drivers should take the time to prepare
their vehicles — and themselves — for what’s to come
in the months ahead. Start with a thorough inspection
of the truck, including stocking up with extra supplies.
Tires need good traction any time of year, but this is
especially important when snow and ice make it tougher
to get a grip on the pavement. Even if a tire isn’t at
replacement point, it might be wise to put a new tire in
its place. Sometimes tires with less tread can be put on
trailers for the remaining 32nds of tread depth, while
the steering axle gets new rubber.
Likewise, proper tire inflation is always important,
but even more so in winter. Tires are designed to have
a solid “footprint” at the right PSI (pound per square
inch). Over- or under-inflated tires mean less tread is in
contact with road surfaces.
Wires are another inspection point. Any place a wire
has been spliced or connected to anything is subject to
corrosion. Salt and other chemicals used on roadways
in icy weather, when churned into the air as road spray,
have a way of getting into the tiniest crevices and causing
corrosion that can shut down the circuit. Applying
fresh electrical tape, liquid tape or a new connector
could help ensure a problem-free winter.
Carrying extra fluids can make a difference, too. Oil
and coolant should always be carried, since sensors
that detect low levels can shut down an engine. That’s
not a good proposition when you’re parked (or stuck)
and need heat. Extra windshield wash is a must, as
winter road spray can quickly dry on windshields and
SEE WINTER ON PAGE 15

14 • NOVEMBER 2022 BUSINESS
THETRUCKER.COM
FLEET FOCUS
Damaged or neglected tires
can wreak havoc for drivers
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Modern trucks are equipped with features
that truckers several decades ago
couldn’t even dream about. They are incredibly
complex machines. Yet, there is one feature
of every truck that is pretty simple. It’s
also one of the most neglected.
That vital component is the tires.
If there’s an example in trucking of a product
that has gotten so good that it’s taken for
granted, it’s tires. The days of dangerous split
rims, tubes and frequent maintenance are
long gone. Today, tires are almost an installand-forget
item, providing 100,000 miles or
more of flawless service without a problem.
Tires aren’t, however, infallible. Tires can
suffer damage from improper inflation, road
hazards, overload and other conditions —
and they can fail spectacularly, often at the
most inopportune moments. A steer tire
blowout can cause immediate loss of control
and result in a catastrophic accident. That’s a
worst-case scenario, but a failed tire can easily
cost a truck owner both hours and dollars
in an industry when both are at a premium.
Good drivers know that a small amount
of care can help keep tires faithfully performing
their job longer.
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Bulges or bubbles in a tire’s sidewall indicate a problem with the tire’s inner layer. If left unchecked, they will
eventually result in a blowout.
It starts with selecting the right tires for
the job.
Discounted, off-brand tires may save
money at purchase time, but they could end
up costing much more because of problems
down the road. Drivers are often dismayed
to notice uneven wear or even tread damage
to tires that aren’t very old. In many cases,
uneven wear can be caused by improper
inflation or by wheels that are out of alignment.
Cheap tires, however, are sometimes
made with inferior rubber and other materials,
or they can be improperly molded —
including out-of-round or other imbalance
conditions — right from the assembly line.
One way to save money on new tires is
to ask about “blems.” These are blemished
tires that might have some cosmetic damage
but are otherwise just as sound as unblemished
versions. Blems can often be mounted
so that the blemish can’t be seen without
crawling under the truck, and they provide
the benefits of quality tires at a reduced cost.
Retreaded tires are another option, and
some drivers have great success with them.
Unfortunately, while some retread companies
are reputable and reject damaged carcasses,
there are a few that will retread just
about anything. Inspect retreaded tires carefully,
including a look inside for patches or
hidden damage.
Occasionally, it may be necessary to purchase
a used tire to replace one that is too
damaged to repair. If the used tire is to be
paired with a tire already on the vehicle, the
tread depth and diameter of the two tires
should match. If they don’t, one tire may
take on more weight than the other.
When purchasing a new truck, wide-base
tires may be an option for the drive axles.
These tires have evolved from the “supersingle”
versions that were tested back in
the ’90s. They’ve come a long way, providing
more traction and longer life expectancy
than their predecessors. Wide-base tires
save weight — and therefore, fuel — and because
of this, they are popular choices. A potential
downside is that when one goes flat,
there isn’t another tire next to it to absorb
the load. A flat tire will put your truck on the
side of the road until help arrives.
It’s the driver’s responsibility to make
sure the truck’s tires are inspected regularly,
and that includes air pressure in the tire. A
whack with a “tire thumper,” a hammer or
even a flat hand can indicate that a tire is
flat or dangerously low on air, but only an
air-pressure gauge can detect smaller discrepancies.
In some cases, an inflation pressure that
is only a few PSI (pound per square inch) off
can cause damage. In the case of steer tires,
differing air pressures can cause the truck to
pull to one side or the other. In cases where
tandem tires are used, low air pressure in
one tire can cause the tire beside it to absorb
more of the weight that should be split
evenly between them, increasing heat buildup
and possibly overloading the tire. In any
case, too little or too much air pressure can
cause uneven tread wear, reducing the tire’s
useful life.
Every driver should carry a tire gauge. In
addition, a handy device to have on hand is
an air hose that will connect to the tractor’s
emergency brake like. By pushing in the tractor
protection valve, leaving the red trailer
valve engaged, the air line is charged with
enough pressure to air up a truck tire. Without
an air hose, the driver must hope the
truck makes it to the nearest truck stop and
that there is an accessible air hose to use.
Tires should be thoroughly inspected,
including both the sides and the tread, during
every pre or post-trip inspection. Foreign
objects lodged in the tread can work their
way through steel belts and into the tire’s air
chamber, causing problems later. Often, objects
such as screws and nails can be pulled
out of the tread before they break through.
Even when objects penetrate deeply enough
to cause an air leak, the sooner they are removed
the better. The longer they remain,
the more damage they can do, potentially
creating holes that are too large to repair.
Holes, cuts and tears in tire sidewalls
can’t be repaired, so it’s very important to
inspect them regularly. Even on the brightest
day, a flashlight may be necessary to get
a good look between tandem tires or to view
the inward side of tires. If damage is found,
the tire must be replaced. Bulges or bubbles
in the sidewall indicate a problem with an
inner layer of the tire, allowing air to push
out the sidewall. These should be looked at
quickly. These bulges will only get worse if
left alone — and they will eventually result
in a blowout.
Additional, quick inspections should be
done whenever the truck is stopped. Checking
each tire’s air pressure more than once
a day is not necessary unless a problem
is detected. A walk around and visual inspection,
however, can help identify recent
damage and prevent a bigger problem later.
Some drivers make a habit of walking down
one side of their truck on the way to the
truck stop’s restaurant or restroom and then
checking the other side on the walk back.
Tires are one of the most abused items on
a truck. Take care of yours — and they’ll take
care of you. 8

THETRUCKER.COM NOVEMBER 2022 • 15
BUSINESS
WINTER cont. from Page 13
windows, forming a layer of gunk that’s hard to
see through. A small spray bottle and a short
squeegee come in handy for giving the mirrors a
quick cleaning. Heated mirrors dry water droplets,
leaving anything mixed in as a residue on
mirror surfaces.
Every driver should have at least one spare
fuel filter, along with the tools needed to change
it. Most fuel retailers blend fuel for winter conditions,
and trucks are equipped with return fuel
lines that help keep the fuel in the tanks warm
enough to prevent gelling. Still, every year you’ll
see drivers stuck on the roadside with a truck
that stopped running because of paraffin (gel)
buildup in the fuel. When the fuel gels up, APUs
and bunk heaters don’t work, either. Having a
spare fuel filter, a gallon of fuel deicer and the
tools — and knowledge — to change filters can
literally save your life.
Don’t forget chains. Some states require
them during winter months, even if they aren’t
needed. Many drivers feel that if the weather is
bad enough to require the use of chains, they
should park and wait it out. That can be a good
strategy; however, chains may be needed to
get through a mountain pass or even to get to
the next safe parking space. Drivers traveling
in areas prone to winter weather should carry
chains, and should know how to put them on.
Your truck’s winter supplies should include
products for the driver, too. Every winter there
are stories of people stranded on highways that
are closed due to extreme weather or weatherrelated
accidents. A winter food kit should
include high-protein products such as energy
bars, jerky or canned tuna. Dehydration can be
an unexpected problem in cold weather, because
you exhale water vapor from your body
with every breath. Carry a supply of bottled water
in the truck, just in case.
Getting used to the climate-controlled environment
of a truck cab makes it easy for drivers
to leave cold-weather clothing at home. In fact,
many drivers get by with just sport shoes and a
light jacket to walk back and forth between the
truck stop and truck. A smarter strategy would
be to prepare to be stranded, or at least to be outside
for a few hours working around the truck.
Pack a good cold-weather coat, along with a hat
and gloves. Snow boots are a good idea, too —
or at the very least, a pair of rubber boots that
can be worn over street shoes. You should also
carry a sleeping bag, too; it can provide enough
warmth to save a live.
Don’t forget mental preparation: It never
hurts to review winter driving techniques, like
reducing speed and allowing more following
distance. Winter weather is sometimes easy to
predict; either there is snow or ice, or there isn’t.
Some dangerous conditions, however, aren’t as
simple. A light rain or mist can turn into treacherous
freezing rain with a drop of just a degree
or two in temperature. Changing elevation, such
as when going up a mountain, can take a driver
through several different sets of driving conditions
in a short period of time.
Ice can be particularly dangerous. Ice
forms on bridges and overpasses before
it does on pavement, which is in contact
with and pulls heat from the ground. Black
ice has the deceptive appearance of a wet
(not frozen) road. When in doubt, assume
you’re traveling in the most dangerous road
conditions, and act accordingly.
Features on modern trucks make the driving
job easier and can even save lives, but
some of them can be deadly when used in the
wrong conditions. Engine brakes, for example,
take much of the anxiety out of descending
steep grades. However, they can cause a rig to
jackknife on a slippery surface. Engine brakes
should be turned off, or at least a lower selection,
when conditions are slippery. Cruise control
can instruct the truck to accelerate at the
worst possible time and should also be turned
off when conditions are slippery.
Advanced driver-assist systems (ADAS)
such as automatic braking and steering assist
can also create problems in bad weather by
applying brakes or adjusting steering when it’s
the wrong thing to do because of surface conditions.
Be aware of these tendencies.
Winter presents a unique set of challenges
to drivers and to the vehicles they pilot. Being
prepared with extra supplies and warm weather
gear, plus preparing mentally, will help you truck
on through winter weather and make it safely to
spring with a minimum of problems. 8
FREIGHT cont. from Page 13
in slowing the economy, lowered demand for
products could also result in less demand for
labor, helping to stabilize wages. But consumers
are still spending, Vieth noted, and businesses
drive the demand for labor in response.
Vieth also expressed concern that the Fed’s
approach to curtailing inflation could actually
be too strong and have a negative effect.
“We note that we are already starting to
see some commentary arguing the Federal
Reserve is moving monetary policy too fast,
thereby increasing the likelihood of an overshoot
that leads to a recession,” he said.
In the ever-confusing world of economics,
too much inflation is bad — but so is no
inflation or, in severe cases, deflation, which
is a contraction of the economy. The last time
annual average inflation in the U.S. actually
went negative was in 1954 in response to stock
market corrections. The most famous, at least
in the past century, would have been the three
years following the stock market crash of 1929,
when the economy shrank a total of 26%. Even
in the recession year of 2008, the inflation rate
remained in positive territory at 0.8%.
The Fed’s target inflation rate is 2%. As of
September, the U.S. inflation rate is 8.7% for
the year. In 1980, as Jimmy Carter’s presidency
wound down, the inflation rate reached 12.5%
and the Fed Funds rate (the amount banks of
interest banks paid to borrow from the government)
was an incredible 18%.
It’s doubtful the Fed will need to resort to
rates that drastic for this inflationary round,
but if they slow the economy too much, it
will definitely show up in freight rates and
volumes. 8
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16 • NOVEMBER 2022
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THETRUCKER.COM
EQUIPMENT & TECH
NOVEMBER 2022 • 17
Upward trend
TRUCKING PROFITABILITY LIKELY TO BUOY NEW CLASS 8 TRUCKS SALES INTO 2023
CLIFF ABBOTT | SPECIAL CORRESPONDENT
U.S. sales of new Class 8 trucks remained
strong in September with movement of 23,357
units reported by the manufacturers, according
to data received from ACT Research. Compared
with September of 2021, sales increased
by 33%. September represented the fifth consecutive
month of sales of over 20,000 units,
after exceeding that threshold only once in
2021.
Sales numbers did decline some from August
to September — by about 2.5% — a drop
that could be attributed to having one less
business day in the latter month.
Whatever the reason, it’s apparent the supply
chain issues that plagued manufacturers
for more than a year have abated somewhat.
Trucks are being built.
Orders for new trucks, which had fallen
off earlier in the year, reached record levels
in September as North American buyers ordered
53,700 new trucks. Some of the orders
can be attributed to buyers canceling orders
for 2022 models and replacing them with orders
for 2023 models. Cancellations, however,
remained low.
The demand for new trucks remains high,
despite declining rates and inflationary pressures.
Another reason for the increased Class 8
orders could simply be timing.
“The strength in orders reflects OEMs’
having fully opened their order boards for
2023 a bit earlier than normal, as the seasonally
weak period for truck orders typically
runs May-September,” said Eric Crawford,
vice president and senior analyst at ACT
Research in an early October press release.
If it seems strange that carriers are ordering
more trucks at a time when fuel costs are
up and freight rates are declining … well, that’s
because it IS strange. The trucking cycle seems
to be in a weird exception to the usual process.
“We weren’t able to oversupply the market
like we normally would have,” Crawford
explained. “So, 2022 is less than it otherwise
would have been.”
In a nutshell, what Crawford means is
that when rates are up and freight is plentiful,
carriers buy trucks while profits are easier to
come by. The usual result is overcapacity —
too many trucks to haul the available freight.
This time, however, carriers couldn’t buy
all the trucks they wanted because the manufacturers
couldn’t build enough. The result, for
trucking, is that rates remained high for longer
than they normally would. Spot rates have
declined, but contract rates are just beginning
to come down. The end result is that carriers
are still making money.
“We expect (contract rates) to follow suit,
but still, carriers are at near-record profitability,
really healthy cash flow,” Crawford said.
“We still we still think next year is going to be
a pretty healthy year.”
Carriers that are earning profits tend to
invest some of those profits into new equipment.
According to Crawford, ACT predicts
sales of 296,000 new Class 8 trucks next year.
New equipment provides another benefit:
Newer trucks are generally equipped with the
latest technology, providing better fuel mileage
as well as improved safety due to ADAS
Courtesy: Daimler Trucks North America
On a market share basis, Freightliner holds 38.1% of 2022 sales, down slightly from 38.3% at the same point last
year, despite selling 5,695 more trucks.
(advanced driver assist systems) features on
newer models.
The proverbial fly in the ointment, however,
is unemployment.
“Unemployment hasn’t been lower than
3.5% since Neil Armstrong first set foot on the
moon,” Crawford said. “We’re talking about a
tight labor market and wage inflation. Wage
inflation is the key driver for core inflation,
and core inflation is what the Fed is trying to
get rid of.”
While low unemployment numbers seem
like a great thing, the law of supply and demand
applies to labor, too. With workers
harder to come by, businesses are more willing
to raise wages to keep their workforce,
often raising the prices of their products to
compensate. This process pushes the inflation
rate upward.
As for truck manufacturers, Freightliner
sales of 8,395 Class 8 trucks on the U.S. market
led all manufacturers in September, according
to data received from Wards Intelligence.
That number was down 1,388 trucks (14.2%)
SEE SALES ON PAGE 18
CVSA announces enhanced CMV
autonomous truck inspection program
Courtesy: Torc Robotics
The Commercial Vehicle Safety Alliance has formed new inspection criteria to help regulate driverless trucks.
THE TRUCKER NEWS STAFF
WASHINGTON — The Commercial Vehicle
Safety Alliance (CVSA) has announced
a new inspection standard and procedure
designed to govern inspections of commercial
motor vehicles equipped with automated
driving systems (ADS) — also referred to as
autonomous or driverless vehicles.
CVSA officials said the announcement
“represents years of CVSA Enforcement and
Industry Modernization Committee and Automated
Vehicle Working Group meetings,
discussions and development, as well as procedural
testing, fine tuning and re-testing of
the new enhanced inspection program for
ADS-equipped commercial motor vehicles.”
The CVSA worked with commercial motor
vehicle inspectors and state highway patrols,
inspection and enforcement experts, motor
carrier representatives, the autonomous
trucking development community, and federal
and state government officials “to develop
commercial motor vehicle inspection standards
specific to the unique needs, requirements
and challenges of ADS-equipped commercial
motor vehicles,” according to a news
release.
“This enhanced inspection procedure for
driverless commercial motor vehicles will
ensure the highest level of safety and provide
law enforcement with the information they
need to be confident about the roadworthiness
of autonomous trucks operating on our
roadways,” said CVSA President Maj. Chris
Nordloh with the Texas Department of Public
Safety.
Currently, for driver-operated commercial
motor vehicles, a driver conducts a pre-trip
inspection prior to starting a trip and a posttrip
inspection at the end of the trip. Along
the driver’s route, the driver may be required
SEE AUTONOMOUS ON PAGE 18

18 • NOVEMBER 2022 EQUIPMENT & TECH
THETRUCKER.COM
BIT Air Scales users can now
print, send scale tickets from app
HUNTINGTON, W. Va. — Blue Ink Technology,
the maker of the BIT ELD, has introduced
a new way for drivers to print and send
their gross and axle weights to carriers and
shippers. Customers who use BIT Air Scales
can now access the ability to print and send
scale tickets from the Blue Ink Tech app.
“This is an exciting time for our air scale
Courtesy: International users” said Mike Riegel, head of operations
International sold 3,848 trucks in September, a 40% increase over August sales of 2,749. Compared to September at Blue Ink Tech. “With this capability, drivers
will not only know what they weigh at the
2021, International sales rose by a whopping 85%. iStock Photo
shipper’s site, they can email scale tickets to Blue Ink Technology has introduce the ability to print
shippers based on their recent calibrations to and send scale tickets from their app for those who use
SALES cont. from Page 17
get loads fixed.”
BIT Air Scales.
Historically, shippers have been skeptical
of pressure gauges and on-board scales
or risking fines. Air Scale weight tickets are
because there is no way to tell if they represent
accurate weights. BIT Air Scale requires
there to back up our drivers so they can get
the load fixed immediately.”
multiple calibrations where the driver enters Blue Ink Tech is also seeing carriers
axle weights in the Blue Ink Tech app. These taking advantage of their new scale ticket
calibrations are stored and compared to get a capabilities.
calibration confidence score. When a driver “Carriers with a fleet want to do things
has completed a few weight entries, and their by the book because any down time is lost
calibrations have a 99.4% or better confidence
level, they can save and email Air Scale drivers scale every load,” Riegel said. “With
revenue. They’re spending a fortune having
weight tickets.
drivers being able to get weights on their
“With the constraints that the ELD mandate
has put on drivers and carriers, it costs it’s saving over $1,000/year per truck just on
phones and send in scale tickets directly,
a lot to address an overloaded truck,” Riegel
said. “Our goal is to help eliminate the For information about Blue Ink Tech’s Air
scale tickets.”
situation at the point of loading, so drivers Scales and scale ticket feature, visit blueink
won’t have to choose between backtracking tech.com.
from August sales of 9,783, and was the largest
decline by number of all manufacturers. Only
tiny Western Star saw a larger decline by percentage,
selling 392 trucks in September compared
to 604 in August for a decline of 35.1%.
International saw results trending in the
opposite direction, selling 3,848 trucks in September,
a 40% increase over August sales of
2,749. Compared with September 2021, International
sales rose by 1,768 trucks — a whopping
85%.
Volvo’s 2,432 trucks sold in September bested
August sales of 2,243 by 8.4% and topped
September 2021 sales of 1,713 by 42%. Volvo
sibling Mack Trucks didn’t fare as well, with
sales of 1,441 representing a decline of 9.6%
from August sales of 1,594 — and a decline of
8.0% from September 2021 sales of 1,566.
Kenworth reported a 5% sales decline, with
August sales of 3,310 dropping to 3,146 in September.
Compared with September 2021, however,
sales numbers increased 19.8%. PACCAR
sibling Peterbilt sold 3,317 Class 8 trucks on
the U.S. market in September, rising 0.6% from
3,298 in August and showing an impressive
73.7% gain over September 2021 sales of 1,910.
Crockett’s Pack ‘n
Ship
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On a market share basis, Freightliner holds
38.1% of 2022 sales, down slightly from 38.3%
at the same point last year, despite selling
5,695 more trucks.
Peterbilt is next, with 15.1% compared to
14.8% at the same point last year. Kenworth
is at 14.2% of U.S. Class 8 sales year to date,
down from 14.8% at the same time last year,
even though the manufacturer sold 1,207
more trucks.
International is next with 12.4% of the
Class 8 market, down from 12.6% at the same
point last year but improved, with strong sales
in the last several months. Volvo commands
11% of this year’s market, an improvement
from 8.8% at the same point of 2021. Mack
owns 6.3%, down slightly from 6.5% after the
first three quarters of 2021.
As a whole, the U.S. Class 8 market is 9.6%
ahead of last year’s pace at the end of September
and is performing better than predicted
earlier in the year.
As pundits continue to discuss an economic
recession in the first half of 2022, Class 8
truck sales should continue to buck the trend
by increasing. Lower freight rates, however,
have already pushed more used trucks to the
market, increasing the supply and beginning
to push prices downward. 8
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AUTONOMOUS cont. from Page 17
to drive through a weigh/inspection station,
or they might be stopped at roadside and for
a CVSA North American Standard Inspection.
However, roadside inspection/weigh
station environments are challenging for
ADS-equipped vehicles. Driverless commercial
motor vehicles are not compatible with
today’s roadside enforcement inspections,
which rely on assistance from the driver.
The Enhanced CMV Inspection Program
establishes a no-defect, point-of-origin inspection
program for ADS-equipped commercial
motor vehicles. The program includes an
enhanced inspection standard and procedure
for motor carriers operating ADS vehicles and
a 40-hour CVSA training course and exam for
motor carrier personnel who will be conducting
the inspections.
For the new program, rather than the driver
conducting a pre-trip inspection, as is currently
done, for ADS vehicles, CVSA-trained
motor carrier personnel will conduct the Enhanced
CMV Inspection Procedure on selected
ADS-equipped vehicles from their fleets at
the point of origin before dispatch, as well as
in-transit inspections at a dictated interval
throughout the trip. Once on the road, the
ADS vehicle would be required to communicate
to law enforcement while in-motion that
it passed the origin/destination inspection,
its automated driving systems (as a whole)
are functioning, and it is operating within its
operational design domain.
Those ADS vehicles will then bypass fixed
inspection sites. En-route roadside inspections
of ADS vehicles by law enforcement officials
would be limited to situations in which
an imminent hazard is observed or during a
post-crash investigation. In addition, all ADS
vehicles must have the ability to respond to
law enforcement should an officer attempt to
pull over a vehicle. Any truck or trailer or commercial
motor vehicle combination that fails
the Enhanced CMV Inspection Procedure at
the point of dispatch must be repaired.
“Enhanced CMV inspections will raise the
bar for road safety while giving law enforcement
increased transparency into autonomous
truck operations,” said Ariel Wolf, general
counsel for the Autonomous Vehicle Industry
Association. “We’re thankful to CVSA
for developing this new standard in close collaboration
with industry, and we look forward
to continuing this partnership as we prepare
for the program’s implementation in states
nationwide.”
The American Trucking Associations
(ATA) helped the CVSA with the project.
Kevin Grove, director of safety and technology
policy for the ATA, said the organization
“was pleased to work with CVSA,
our automated truck suppliers and industry
partners in developing an enhanced inspection
policy for driverless commercial
vehicles. This is an important step that will
facilitate safe and effective deployment of
automation.” 8

FEATURES
THETRUCKER.COM NOVEMBER 2022 • 19
Rock ’n’ roll highway
RODNEY CROUCH PAYS TRIBUTE TO FAVORITE MUSICIANS WITH ONE-OF-A-KIND RIG
The life story of Rodney Crouch, owner and
operator of Indiana-based Dangerfield Trucking,
is a biography you don’t realize you need
in your life until you hear it. His is a life full of
highs and lows, happiness and sadness — but
ultimately, one of triumph and peace. Rather
than being on the “Highway to Hell,” you could
say he’s on the highway to heaven.
One of 11 children, Crouch was born in
Munson, Indiana. While he currently lives
in Indianapolis, he counts his truck as true
home, which houses both him and his faithful
travel partner, a lively pup named Sammi.
“I’m basically married to my truck,” Crouch
said with a laugh that immediately makes you
feel like you’re talking with an old friend.
Crouch didn’t start out in the trucking
industry. It was a ride-along with his cousin
Angela, a trucker, that sparked his interest in
setting his sights on a career as a driver.
“After that trip I went back home, where
I was working two restaurant jobs and working
80 hours a week and still not being able
to make ends meet,” he said. “I knew I had to
make a change and applied to trucking school
and that was it.”
Crouch said he most enjoys the people
he gets to meet along the way, as well as the
places he gets to see while driving. He started
out driving for other companies, but says he
wasn’t making the money he needed to support
himself and his children. Eventually, he
made the dive into his own business.
DANA GUTHRIE | SPECIAL CORRESPONDENT
The story of Dangerfield Trucking itself
and how it got its name is the stuff of legend.
Named after legendary comedian Rodney “I
get no respect” Dangerfield, Crouch says the
moniker was inspired by a very dear friend,
Herman, who has since passed away.
“He was a man who went to our church,
and I remember watching him throughout
the years. He was an inspiration. I saw him go
from only having a pick-up truck to owning
his own business,” Crouch said.
“He was really close to our family and every
time he saw me, he would shout out, “Dangerfield!”
he continued. “It became my nickname,
and when he passed away … well, I had always
wanted to start my own business, and when I
was thinking of names, it just came to me. It
was just meant to be.”
The name isn’t the only part of Crouch’s
business that has deep personal meaning. His
truck, a 2016 Western Star, is a moving work
of art that pays homage to some of his favorite
musicians.
He had saved money make a down payment
on a different truck, but when his son
had an accident falling off a cliff, those plans
were quickly scrapped. Crouch said the seller
understood his circumstances and even refunded
the money he had paid.
Then, just 30 days later, he received a call
from the same seller, telling him they had
SEE HIGHWAY ON PAGE 21
Linda Garner-Bunch/The Trucker News Staff
Rodney Crouch, who owns and operates Indiana-based Dangerfield Trucking, has transformed his Western Star into
a rolling tribute to rock ’n’ and heavy metal musicians.
David Sweetman honored as
2022 Pilot Flying J Road Warrior
Courtesy: Pilot Flying J
The grand prize winner of Pilot Flying J’s 2022 Road Warrior contest is David Sweetman of Wilmington, Delaware.
KNOXVILLE, Tenn. — David Sweetman of
Wilmington, Delaware, is the $15,000 grand
prize winner of Pilot Flying J’s 2022 Road
Warrior competition. The annual contest
recognizes truck drivers who go above and
beyond to keep America’s freight moving.
The $10,000 second-place winner is Jeffrey
Thomas of Belews Creek, North Carolina.
For the first time in the contest’s history,
two drivers tied for third place this year. Greg
Hepner of Fayetteville, North Carolina, and
Ron Rigdon of Tignal, Georgia, won $5,000
each.
Sweetman is an Army veteran who has
more than 50 years and 5 million miles behind
the wheel. He leases his truck to Bennett
Truck Transport as a power-only hauler
for concerts, stage events and equipment
moves. He has also been a contributing writer
and editor for various trucking publications
for more than 20 years.
THE TRUCKER NEWS STAFF
During the COVID-19 lockdown, Sweetman
carried on, helping set up food banks
and hauling generators for emergency hospitals.
He also helped move generators, shower,
and water treatment units for FEMA after
natural disasters struck across the southern
U.S.
“David is a great person with a tremendous
set of core values while always being
safety conscious. It is rare to find drivers
with not only his qualities but who have
driven over a million miles safely while out
on the road,” said Tom Woodall, president of
Bennett’s DriveAway division. “We are very
blessed at Bennett to have David.”
In addition, Sweetman is one of the original
volunteers for Trucker Buddy, an organization
of drivers who work with classrooms
to help educate students across the country.
SEE WARRIOR ON PAGE 20

20 • NOVEMBER 2022 FEATURES
THETRUCKER.COM
WARRIOR cont. from Page 19
Through reading, writing and mentorship,
Sweetman and other volunteers help encourage
future generations of drivers through
sharing tales of the road and showcasing
how essential trucking is to the world’s
economy.
“One of the great things about the project
is that it gives us, the people traveling
the country, a chance to share not only what
we do, but it teaches school children, who’ve
maybe never left their hometown, where
produce in the supermarket comes from. It
comes from trucks,” Sweetman said.
In addition to awarding a check to Sweetman,
the Pilot Co. made a $15,000 donation
on his behalf to Trucker Buddy.
“David, a founding driver of Trucker Buddy
when Gary King started the program, has
been showing students a positive image of
the trucking industry for over 30 years,” said
Randy Schwartzenburg, assistant treasurer
Courtesy: Pilot Flying J
From left: Pilot Flying J also honored second-place winner Jeffrey Thomas, owner-operator of Joly American
Enterprises LLC and third-place winners Greg Hepner, a driver for Tidewater Transit Co., and Ron Rigdon, who hauls
for Parella Motorsports Holdings.
and former executive director of Trucker
Buddy. “We appreciate companies like Bennett
and Pilot for working with us to encourage
young students to excel in school and to
bring education from the road to the classroom
through the lens of a truck driver.”
Second-place winner Jeffrey Thomas is
the independent owner-operator of Joly
American Enterprises LLC. He is a Marine
veteran and a driver trainer with more than
35 years of experience.
Third-place winner Greg Hepner has
spent 30 years and more than 3 million incident
free miles behind the wheel covering
38 states, 17 foreign countries and three
war zones. He currently drives for Tidewater
Transit Co.
The other third-place winner, Ron Rigdon,
is an Army veteran who currently runs
a 53-foot race car hauler across the country
for Parella Motorsports Holdings. Rigdon is
also the founder and operator of Santa’s Toy
Run, a toy drive and fundraiser dedicated to
providing toys and funds to children in need.
“We appreciate all the professional drivers
out there who, like our winners, represent
the heart, determination, and resiliency
of trucking,” said Jason Nordin, chief operator
for Pilot Flying J. “Congratulations, David,
Jeffrey, Greg and Ron on being this year’s
winners. We thank you for the millions of
safe miles, for being incredible stewards of
our industry, and for your dedication to serving
our country in many ways.” 8
Courtesy: Ron Szewczyk
Ron Szewczyk has no qualms about being at the bottom of the “dogpile” when a few of his canine companions have
a chance to ride along in his rig.
RESCUE cont. from Page 10
“They had a program called the ‘Summer
Fleet,’ where you would go out for a month and
learn to drive,” he said. “It lasted a month long,
16 hours a day. You were eight hours in the
classroom and then eight hours on the parking
lot. The last week of it, you went on the
road with a trainer.”
It wasn’t long before Szewczyk was struck
with the itch to buy his own truck, and he
headed to Toledo to pick up his first, leasing
on with a flatbed carrier out of Fort Wayne, Indiana.
He cut his flatbed teeth hauling 60-foot
steel beams to the West Coast
Today, Szewczyk hauls auto parts on a
regular run using his own two-year-old Volvo
VNL and 53-foot van trailer. He buys his own
base plate and has his own IFTA (international
fuel tax agreement) account.
“I get better than 8 miles per gallon,” he
said. “I don’t want to pay fuel taxes based on
a fleet average mileage number, so I have my
own.”
When he isn’t working, Ron likes to load
up the dogs in his toy-hauler RV trailer and go
camping.
“The back of it is like a garage,” he related.
“There’s plenty of room for the dogs to lay out.”
He’s also serious about his faith.
“I pray all day, and I like to pray with people
I encounter,” he said. “There are homeless people
everywhere these days. They don’t ask me
for anything — just how the dogs are doing or
where I’ve been.”
Szewczyk says he’s approaching retirement
age and that he knows he’ll need to come off
the road sooner or later.
“I won’t retire, but I’ll slow down drastically,”
he said, adding that he’s looking for rural
property to enjoy.
“Maybe I’ll take a couple of loads a month
and then, on the other weeks, go fishing or
traveling,” he said.
One thing is certain: Whatever he’s doing,
Ron Szewczyk plans to bring his faith and his
dogs along for the ride. 8

THETRUCKER.COM NOVEMBER 2022 • 21
FEATURES
HIGHWAY cont. from Page 19
Courtesy: Rodney Crouch
While on the road, Rodney Crouch enjoys the company of Sammi, a rescue
dog found wandering at a truck stop by a friend.
found the perfect truck that required a smaller down payment
— the Western Star he drives today.
“When I went to pick up the truck, there were vinyl graphics
already on the side from the previous owner,” Crouch said, adding
that the truck had belonged to a Vietnam veteran. “It was
mostly POW stuff, which I thought was so cool. Now it includes
all my favorites bands. I probably have 40 bands on each side.”
The graphics feature a veritable “who’s who” of musical
icons, including Eddie Van Halen, Johnny Cash, Ozzy Osbourne,
Jimmy Page and Pantera. A particular hero of Crouch’s
is the late former guitarist of Pantera, Darrell Abbott, better
known as Dimebag Darrell. In 2004, Abbott was killed onstage
in Ohio while performing with the band Damageplan.
During Crouch’s travels, he says he was fortunate enough
to meet Abbott’s brother, Vinnie Paul, at a truck stop. He had
a picture made with Paul and Chad Grey, another musician
Paul played with at the time. That picture also adorns Crouch’s
truck.
Paul isn’t the only musical hero Crouch has gotten to know.
“I went to visit Dimebag’s gravesite in Arlington, Texas”
Crouch said. “I took some flowers and said hello to him.”
Crouch had always wanted a tattoo of Pantera’s first album,
“Cowboys From Hell,” and he says he “just got a feeling” while
in Arlington that he should go to a certain tattoo parlor. The
business accepted walk-ins, so Crouch showed up and told the
staff what he wanted and why.
“The whole place got silent, just dead silent. Everyone just
turned around and looked at me. I thought I had said something
wrong,” Crouch said, adding that they agreed to do the
design for him.
After he got his tattoo, the artist asked Crouch to step outside
for a chat. He asked Crouch if he recognized another artist
who was working in the Parlor. Crouch said he thought the guy
looked familiar but couldn’t place him. It turns out that the artist
in question was Bob Zilla, the bass player for Damageplan
— who had been playing onstage with Abbott the night he was
murdered. Crouch and Zilla quickly developed a friendship,
one that continues to this day. In addition to several tattoos by
Zilla, Crouch has some of his artwork on his truck.
Of course, Crouch counts his dog, Sammi, as one of his best
friends in life. She was found running around a truck stop in
Indianapolis by a friend of Crouch’s. She wasn’t microchipped,
and when no one claimed her, Crouch jumped at the chance to
claim Sammi as his trucking buddy.
“She’s been with me ever since,” he said. “I don’t know her
breed, but she’s a “Nosy Nellie” and a “Dora the Explorer” to me.
She has longer legs, but kind of a dachshund face. She’s crazy,
and under two years old.”
In addition to providing companionship, Sammi has proven
to be a lifeline of sorts for Crouch.
Following a near-death experience — before Sammi came
into his life — Crouch realized he needed to make some big
changes in his life. While grieving the loss of his beloved grandmother,
Crouch had made several decisions that were not
healthy either physically or mentally. When he made the choice
to fight literally for his life, his world began to change for the
better. Those changes are still going on to this day, he says, adding
that Sammi helps him remain grounded while on the road.
“She helps me learn how to play again,” Crouch said. “She
helps me get out and explore. Sometimes I am so focused on
work, work, work, and Sammi reminds me to be a kid. Work is
something we have to do, but she teaches me to be a kid again,
to have fun and be free.”
In addition, Crouch says his faith in Christ and his spirituality
are a core part of who he is today. After nearly losing his life,
Crouch rededicated himself and was baptized.
“God has definitely changed me,” Crouch said. “I’ve had
wonderful God experiences where he has done things for me
that I couldn’t do for myself. [That near-death experience] is
what it took to wake me up.”
Crouch is also considering the possibility of one day creating
a church that caters to the trucking community. With most
church parking lots banning truck parking, he says, there are
not a lot of places those in the industry can go to worship if
they wish to do so.
“God is good, and he is taking care of me. I hope that I can
help somebody else when I’m on the road who is struggling,”
Crouch said.
“That’s what I look for with connections with people on the
road. How can I be of service, and how can I be a help to other
drivers?” he explained. “Some days it’s all about me, and I’ve
got to get out of myself, so every day I try to do something for
another driver.” 8
RHYTHM cont. from Page 9
there were the ad campaigns — The Gap, Lee
Jeans and Lipton Tea.
As his notoriety grew, Brown collaborated
on projects with some of the performers he’d
grown up listening to on the radio.
Over the years, he has performed with
Ralph Stanley, Hank Thompson, the Beach
Boys, George Jones, Doc Watson, Ray Price
and others. His website adds, “He even played
guitar for Bob Wills’ Texas Playboys in a radio
commercial.”
In 1996, Brown released his fifth album,
“Semi-Crazy.”
Critics said the album’s songs brought
back memories of the type of music country
radio “used to play” … “the essence of Western
Swing,” packed full of Brown’s “casually
irreverent humor.” The album remains his
most successful, reaching No. 34 on the
country charts. And while the title song was
never released as a single, Texas Monthly
magazine touted “Semi-Crazy” as the “first
decent trucking song in more than a decade.”
As the truck driver narrating “Semi-
Crazy,” Brown describes himself as “a slap
happy, gear jamming coffee drinking truck
driving fool,” but the lyrics’ mild irreverence
toward truckers should be taken as nothing
less than admiration.
“The more I try to make a buck in this beat
up truck, the more semi-crazy I get,” he sings,
admitting he’s “half nuts to keep running up
and down the road in these semi-trucks.”
And make no mistake, this driver has
thought about doing something else for a
living — but “I’m never gonna give it up ‘til
I’m pushing up daisies.”
Why? Because he’s crazy for semi trucks.
Two stanzas of “Semi-Crazy” are excellent
displays of Brown’s dry humor, as the unique
songwriter attempts to pay homage to those
who keep the nation moving:
“I’m just an old blue collar, semi-crazy road
scholar
They tell me that I’m half insane.
And I’ve been driving so long, I got diesel in
my blood
And ninety weight oil on my brain.”
And for those who question the real
intent of Brown’s lyrics as being something
more sinister than humorous, another stanza
casually (though still humorously) reflects
the performer’s admiration for the truck
driving profession:
“Everybody says we’re dingy ’cause we’re
too semi-crazy to stop.
That’s the handle that we’re stuck with, no
matter if we like it or not.
Through the desert and the mountains
The sunshine, the rain and the snow,
We’ll be double clutching daddies ’til we’re
over the hill
And we’re never gonna take it slow.”
To put the dot in the exclamation point,
the final words Brown utters as “Semi-Crazy”
fades offer a nod to one of country music’s
best-known performers of truck driving
songs: “What do you think of that, Dudley?”
And with the song ended, Brown heads off
to another tour stop where he pays his dues
to the professional entertainers’ version of
“Six Days on the Road.”
Until next time, don’t forget to search the
far corners of country music for alternatives
to Top 40 radio. After all, listening to those
same songs for days on end is enough to drive
anyone semi-crazy. 8
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