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VOL. 36, NO. 2 | FEBRUARY 2023 | WWW.THETRUCKER.COM 

Closing the gaps 

FHWA ANNOUNCES FIRST ROUND OF LARGE BRIDGE PROJECT GRANTS 

iStock Photo 

Broker guidelines 

The Federal Motor Carrier Safety 

Administration has proposed 

new rules to govern freight 

brokers’ financial practices and 

help protect owner-operators, 

carriers. 

PAGE 3 

Mind Over Matter..................4 

The Trucker Trainer................6 

Ask the Attorney....................8 

Rhythm of the Road...............9 

Chaplain’s Corner.................12 

Ian Wagreich/U.S. Chamber of Commerce 

At the Truck Stop 

Meet Army vet and trucker 

Ashley Leiva, winner of the 

Transition Trucking Driving for 

Excellence award. 

PAGE 10 

Trouble on the horizon.........13 

Safety Series.........................14 

Ending on a high note..........17 

Fleet Focus...........................18 

Courtesy: Liz Williamson 

‘Ending the game’ 

Trafficking victims have hope 

thanks to Liz Williamson, TAT 

and thousands of truckers. 

PAGE 19 

THE ASSOCIATED PRESS 

WASHINGTON — The U.S. Department of 

Transportation’s Federal Highway Administration 

(FHWA) has announced the first round 

of Large Bridge Project Grants from President 

Biden’s Bipartisan Infrastructure Law’s competitive 

Bridge Investment Program. 

The program is one piece of the administration’s 

largest dedicated investment in highway 

bridges since the construction of the interstate 

highway system, with nearly $40 billion over five 

years, according to a news release, which also 

noted that the funds will help repair or rebuild 

10 of the most economically significant bridges 

in the country, along with thousands of bridges 

across the country. 

In turn, the improvements will ease traffic 

congestion for big rigs and the vital freight that 

they carry across the nation each day, federal officials 

said. 

“These grants will fund construction for 

four projects, which connect communities in 

five states and are vital to the everyday lives 

of working people and freight travel that supports 

our national economy,” according to 

the FHWA. “Improvements to these bridges 

will address significant safety issues for drivers 

and delays in the movement of freight that 

SEE BRIDGES ON PAGE 6 

iStock Photo 

Nearly $1.4 billion has been allocated to rehabilitate and reconfigure The Brent Spence Bridge, which links Kentucky and Ohio. 

The current bridge is the second worst truck bottleneck in the nation and carries more than $400 billion in freight per year. 

DOT, FMCSA hikes fines for certain commercial vehicle violations 

iStock Photo 

New penalty amounts for violations of Department 

of Transportation regulations went into effect in 

early January. 

THE TRUCKER NEWS STAFF 

WASHINGTON — Violation of Federal Motor Carrier 

Safety Administration (FMCSA) rules will cost a lot 

more in 2023 than ever before, at least in some cases. 

The Department of Transportation (DOT) has 

published a final rule that will increase civil penalty 

amounts imposed for violations of certain DOT regulations, 

including FMCSA regulations for commercial vehicles. 

The rule, which went into effect in early January, 

does not change previously assessed or enforced penalties 

that DOT is actively collecting or has collected. 

According to a statement from the DOT, the fine 

increases are required to keep up with inflation. The 

latest increase is based on the Federal Civil Penalties 

Inflation Adjustment Act Improvements Act of 2015. 

The act mandates that all federal agencies adjust 

minimum and maximum civil penalty amounts for 

inflation “to preserve their deterrent impact.” 

The increases follow a formula with guidance from 

the White House’s Office of Management and Budget 

of December 2022. To calculate the fine hikes, the maximum 

or minimum penalty amount for each violation 

was multiplied by the percent change between the 

October 2021 and 2022 consumer price index for all 

urban consumers. The change amounted to 1.07745%. 

At a glance, some of the heftier increases for commercial 

vehicles include: 

• The fine for violating the of the out-of-service order 

( failure to cease operations as ordered) has risen 

from $29,893 to $32,208. 

• The fine for conducting operations during suspension 

or revocation has increased from $26,269 to $28,304. 

• The fine for financial responsibilities violations 

has risen from $18,500 to $19,993. 

• The fine for tariff violations has increased from 

$179,953 to $193,890. 

• The fine for knowingly falsifying records was 

hiked from $13,885 to $14,960. 

• The fine for a first-time alcohol violation has increased 

from $3,471 to $3,740. 

For a full list of the fine increases, visit regulations. 

gov/document/DOT-OST-2009-0092-0549. 8

2 • FEBRUARY 2023 THE NATION 

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FEBRUARY 2023 • 3 

DRIVE 

WITH PRIDE 

iStock Photo 

The Federal Motor Carrier Safety Administration has proposed new regulations to help protect owner-operators and 

motor carriers from unscrupulous freight brokers. 

FMCSA proposes new rules 

to govern freight brokers’ 

financial practices 


WASHINGTON — The Federal Motor 

Carrier Safety Administration (FMCSA) has 

drafted new rules that the agency says would 

help financially protect owner-operators and 

motor carriers from unscrupulous freight 

brokers. The Notice of Proposed Rulemaking 

(NPRM) was published in the Federal Register 

in January. 

The rules fall under the Moving Ahead for 

Progress in the 21st Century Act (MAP-21), a 

funding and authorization bill passed by Congress 

in 2012 to govern U.S. federal surface 

transportation spending. 

Previously, the FMCSA implemented the 

MAP–21 requirement to increase the financial 

security amount for brokers from $25,000 

to $75,000 for household brokers and from 

$10,000 to $75,000 for all other property 

brokers. 

The agency proposes regulations in five 

separate areas: 

Assets readily available 

The NPRM proposes allowing brokers or 

freight forwarders to meet the MAP–21 requirement 

to have ‘‘assets readily available’’ 

by maintaining trusts that meet certain criteria, 

including that the assets can be liquidated 

within seven calendar days of the event that 

triggers a payment from the trust, and that do 

not contain certain assets as specified in the 

NPRM. 

Immediate suspension of broker/freight 

forwarder operating authority 

The NPRM proposes that ‘‘available financial 

security’’ falls below $75,000 when there 

is a drawdown on the broker or freight forwarder’s 

surety bond or trust fund. This would 

happen when a broker or freight forwarder 

consents to a drawdown, or if the broker or 

freight forwarder does not respond to a valid 

notice of claim from the surety or trust provider, 

causing the provider to pay the claim, or if 

the claim against the broker or freight forwarder 

is converted to a judgment and the surety or 

trust provider pays the claim. FMCSA also proposes 

that, if a broker or freight forwarder does 

not replenish funds within seven business days 

after notice by FMCSA, the agency will issue a 

notification of suspension of operating authority 

to the broker or freight forwarder. 

Surety or trust responsibilities in cases 

of broker/freight forwarder financial failure 

or insolvency 

FMCSA proposes to define ‘‘financial failure 

or insolvency’’ as bankruptcy filing or 

state insolvency filing. This proposal also requires 

that if the surety/trustee is notified of 

any insolvency of the broker or freight forwarder, 

it must notify FMCSA and initiate 

cancelation of the financial responsibility. In 

addition, FMCSA proposes to publish a notice 

of failure in the FMCSA Register immediately. 

Enforcement authority 

FMCSA proposes that to implement MAP– 

21’s requirement for suspension of a surety 

provider’s authority, the agency would first 

provide notice of the suspension to the surety/ 

trust fund provider, followed by 30 calendar 

days for the surety or trust fund provider to respond 

before a final agency decision is issued. 

Entities eligible to provide trust funds 

for form BMC–85 trust fund filings 

SEE BROKERS ON PAGE 22 

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our team of safe, professional drivers. 

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Penske is an Equal Opportunity Employer. 

MORE THAN YOU REALIZE ®



Follow these tips to help avoid 

tummy troubles while on the road 

MIND OVER 

MATTER 

HOPE ZVARA 

If you travel for a living, nobody knows the 

woes of a grumpy gut like you do. You got that 

right: We are talking specifically about truck 

drivers’ health issues today. 

So, what should you do when you’re bothered 

by an upset stomach while you’re en route 

to a new destination? Better yet, how can you 

avoid tummy troubles while travelling? 

Here are six tips that can help you enjoy 

the journey and travel tummy-trouble free. 

1. Don’t overeat. 

It can be hard to resist all any new restaurants 

and cuisines you could be trying out, but 

that’s a fatal mistake. Overeating can cause 

painful cramps, gas and bloating, making it 

difficult to drive. Next time, try drinking water 

30 minutes before you eat. You’ll hydrate 

yourself and feel less full. Second, set your fork 

or food down between bites, and try to chew 

it completely. Don’t swallow your food whole. 

2. Eat a high-fiber diet. 

Fiber regulates your bowel movements, 

so enrich your diet with fruits, vegetables and 

whole grains. Wheat products are a good example 

of high-fiber foods. Also, make sure to 

wash your food and eat safe meals to avoid 

getting sick easily. Fiber will save you from uncomfortable 

constipation, so don’t underestimate 

the importance of a fiber-enriched diet 

in truck driver health. 

3. Hydrate, hydrate and hydrate! 

Dehydration causes constipation, muscle 

spasms and unnecessary tummy troubles. 

Try to limit your intake of beverages with alcohol, 

caffeine and high sugar content Some 

of these can actually dehydrate you, and others 

can cause blood-sugar spikes that make 

you want to grab for unhealthy food choices. 

In addition, these beverages can easily upset 

your stomach, even though they taste great on 

the drive. 

4. Use the bathroom when you have to. 

All of us know the discomfort of using a 

public restroom or a bathroom in a shared 

hotel room. But research showed that not using 

the restroom when you need to can cause 

bowel discomfort and possibly constipation 

amongst many other truck driver health issues. 

Not only that, but it can also lead to diarrhea. 

You should go whenever you have to. 

5. Take a daily probiotic. 

In today’s fast-paced world, filled with fast 

foods and processed meals, gut disorders are 

common — and sadly almost becoming the 

norm. But not all probiotics are created equal. 

The next time you stop to shop for a probiotic, 

look for spore-based probiotics, why? Spores 

are a great choice because of their colonizing 

habits, resilience to stomach acid and resistance 

to heat and light. Most over-the-counter 

probiotics never make it past the gut (or even 

TO the gut) before they break down and lose 

their potency. Spore-based probiotics, on the 

other hand, stay in the gut 21 to 28 days and 

then exit through your feces, helping you at 

every stop when it comes to gut health. Plus, 

with spore-based probiotics, you get the support 

you need for your stomach lining. This 

helps you reduce inflammation that can cause 

“leaky gut.” 

6. Stay clean. 

Stomach bugs can be easily transmitted 

through unclean surfaces. The only way to 

truly solve this issue is to ensure you keep 

your hands and utensils free from as much 

contamination as possible. Wash your hands 

as per the recommended method, keep your 

utensils in a safe place, and wash your fruits 

and vegetables. Ditch the chemical cleaners; 

consider making your own using water, 

vinegar and lemon essential oil. Try this: Fill 

a spray bottle with water and then add a few 

tablespoons vinegar and one to four drops 

of lemon essential oil. Keep it packed in your 

truck for easy cleaning. 

Traveling is not fun if your tummy has other 

plans. But with a little preparation and willingness 

to try something new, you can be on 

your way being tummy trouble free the next 

time you hit the road. 

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. 

Find out more at www.mothertruckeryoga. 

com. 8 

Expect traffic snarls on I-15 in Vegas 

during 18-month-long construction project 


LAS VEGAS — An 18-month-long construction 

project that began on Jan. 17 will 

snarl traffic on Interstate 15 while crews 

raise and widen a key interchange serving 

the Las Vegas Strip, state transportation officials 

said. 

The $305 million project has been 

dubbed “Dropicana” by the Nevada Department 

of Transportation (NDOT). That’s a 

reference to the scheduled demolition of 

the Tropicana Avenue overpass so it can be 

rebuilt wider for traffic and safer for pedestrians 

near some of the city’s biggest casino-hotels 

and venues, including Allegiant 

Stadium and T-Mobile Arena. 

Work will require several multiday closures 

of all lanes of I-15. For travelers and 

truckers, that will cause detours and delays 

on the main route between Los Angeles and 

Salt Lake City. The stretch of interstate is 

the busiest highway in Nevada. 

“Today we sort of ease into it,” said department 

spokesman Justin Hopkins as 

construction began. He pointed to the closures 

of an exit ramp to westbound Tropicana 

Avenue, for nine months, and an eastbound 

flyover toward the Strip, until mid- 

2025. 

The closures are being labeled as a “regional 

traffic event,” and officials are warning 

commuters about months of congestion 

on side streets where interstate motorists 

and trucks will be detoured. Department 

data shows I-15 near Tropicana Avenue 

handles 300,000 or more vehicles per day. 

NDOT pointed in a statement to holiday 

weekends that draw as many as 300,000 visitors 

to the city. It said widening the Tropicana 

Avenue interchange “will add capacity, 

improve accessibility to the Strip and 

allow for the future widening of I-15.” 

Federal funds will pay almost $160 million 

of the cost of the project, including a 

$50 million Infrastructure for Rebuilding 

America grant awarded by the U.S. Department 

of Transportation in 2020, the Las Vegas 

Sun reported. State gas tax money will 

fund the remainder of the cost. 8 

iStock Photo 

An 18-month-long construction project that began in mid- 

January will snarl traffic on Interstate 15 while crews raise and 

widen a key interchange serving the Las Vegas Strip. 

USPS 972 

VOLUME 36, NUMBER 2 

FEBRUARY 2023 

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 

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Linda Garner-Bunch 

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Bobby Ralston 

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Megan Hicks 

Director of Technology 

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For editorial inquiries, 

contact Linda Garner-Bunch at 

editor@thetruckermedia.com. 

For advertising opportunities, 

contact Meg Larcinese at 

megl@thetruckermedia.com. 

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THETRUCKER.COM THE NATION 


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BRIDGES cont. from Page 1 

currently raise costs for American families.” 

U.S. Transportation Secretary Pete Buttigieg 

said safe, modern bridges “ensure that 

first responders can get to calls more quickly, 

shipments reach businesses on time, and 

drivers can get to where they need to go. 

The Biden-Harris Administration is proud 

to award this historic funding to modernize 

large bridges that are not only pillars of our 

economy, but also iconic symbols of their 

states’ past and future.” 

The First Large Bridge Project Grants, 

awarded in Fiscal Year 2022, are as follows: 

Brent Spence Bridge 

The Kentucky Transportation Cabinet 

will receive $1.385 billion to rehabilitate and 

reconfigure the existing Brent Spence Bridge 

to improve interstate and local traffic flow 

between the interconnected Kentucky and 

Ohio communities on either side of the Ohio 

River. 

The current bridge is the second worst 

truck bottleneck in the nation and carries 

more than $400 billion in freight per year, according 

to the FHWA. 

The project includes construction of a 

new companion bridge immediately west of 

the existing bridge to accommodate interstate 

through traffic on two bridge decks, and 

complete reconstruction of eight-mile interstate 

approach corridors both in Ohio and 

Kentucky, replacing 54 additional bridges. 

The project will separate Interstate 75 

traffic from local traffic, making commutes 

quicker and improving freight passage along 

this critical corridor. 

Golden Gate Bridge 

The Golden Gate Bridge, Highway and 

Transportation District in California will receive 

$400 million to replace, retrofit and install 

critical structural elements on the Golden 

Gate Bridge to increase resiliency against 

earthquakes. 

iStock Photo 

The Golden Gate Bridge, Highway and Transportation District in California will receive $400 million to replace, 

retrofit and install critical structural elements on the Golden Gate Bridge to increase resiliency against earthquakes. 

The Golden Gate Bridge is vital to an estimated 

37 million vehicles crossing the bridge 

per year, including 555,000 freight trucks, as 

well as waterborne commerce through the 

Golden Gate Strait connected to the Port of 

Oakland. 

The improvements will ensure the structural 

integrity of a vital transportation link 

between San Francisco and Marin County. 

This bridge allows for the movement of people 

and freight along the California Coast 

and is a critical link for bicyclist and pedestrian 

traffic in the region. 

Gold Star Memorial Bridge 

The Connecticut Department of Transportation 

will receive $158 million to rehabilitate 

the northbound structure of the 

Gold Star Memorial Bridge, which is part of 

the Interstate 95 corridor over the Thames 

River between New London and Groton, 

Connecticut. 

The bridge carries five lanes of traffic and 

42,600 vehicles per day and is a vital connection 

on the I-95 corridor for people and 

goods traveling between New York and New 

England. The rehabilitation will address 

structural repairs, increase load capacity and 

eliminate a load restriction for overweight 

vehicles. Additionally, the project will add 

a new multi-use path to foster bike-sharing 

and pedestrian access to transit services. 

Calumet River bridges 

The City of Chicago, Illinois, will receive 

$144 million to rehabilitate four bridges over 

the Calumet River on the Southside of Chicago. 

The Calumet River connects Lake Michigan 

with the Lake Calumet Port District 

which is further connected to the Illinois 

River providing access to the Gulf of Mexico. 

Each bridge lifts an average of 5,000 times 

per year, providing continuous and safe access 

for marine traffic to and from the Port 

and surrounding industry. 

Rehabilitating these bridges ensures that 

communities on either side of the river remain 

connected and the bridges continue 

to function to allow barge and ship traffic to 

traverse to the Illinois International Port and 

beyond. The project will eliminate a load restriction 

and truck detours. It will also add 

dedicated bike lanes and improved sidewalks 

to support community connections. 

In addition to the four FY22 Large Bridge 

Project Grants, FHWA also announced an 

additional Bridge Planning grant to the U.S. 

Army Corps of Engineers in the amount 

of $1.6 million to advance critical planning 

work in support of replacement of the 

Bourne and Sagamore Bridges over the Cape 

Cod Canal. 

The project will improve the flow of roadway 

traffic between Cape Code and mainland 

Massachusetts. The bridges provide the only 

means of vehicular access across the canal. 

The bridges are currently in poor and fair 

condition, at risk of falling into poor condition. 

Replacing these bridges will improve 

their condition and provide for bicycle and 

pedestrian access, eliminating a gap in the 

current network. This $1.6 million planning 

grant comes in addition to $18.4 million in 

Bridge Planning Grants awarded in Fall 2022. 

“These first Large Bridge grants will improve 

bridges that serve as vital connections 

for millions of Americans to jobs, education, 

health care and medical care and help 

move goods from our farms and factories,” 

said Deputy Transportation Secretary Polly 

Setting attainable goals 

for diet, exercise makes it 

easier to lighten your load 

THE TRUCKER 

TRAINER 

BOB PERRY 

Is it time to lighten your load? I don’t mean 

the freight you are hauling. Are you personally 

overloaded? 

When you go through the truck scales with 

too much weight, there’s a price to pay. You 

have to lighten the load. That’s much like your 

personal health: If you don’t manage your 

weight, there’s a price to pay. If you’re over a 

healthy body weight, it can lead you down the 

wrong road to many health issues. 

Excess weight increases your risk of hypertension, 

diabetes and sleep deprivation 

— three medical issues that could cost your 

CDL … and your livelihood. When you carry 

around extra pounds, you can have trouble 

staying active and have low energy. 

You know it’s just not drivers who struggle 

with being overweight. In general, obesity is a 

national concern in the US. Did you know that 

almost three out of four adults are considered 

overweight? 

Personal issues can affect weight gain by 

Trottenberg. “And over the next four years we 

will be able to fund construction for the pipeline 

of shovel ready projects we are creating 

through Bridge Planning Grants.” 

Large Bridge Project Grants under the 

Bridge Investment Program are available for 

bridges with total eligible project costs over 

$100 million, with minimum grant awards 

of $50 million, and maximum grant awards 

of 50 percent of the total eligible project 

costs. As part of the selection process for 

this first round of grants, priority consideration 

was given to projects ready to proceed 

to construction, as well as those that require 

pre-construction funding and would benefit 

from a multi-year grant agreement. 

“The Bridge Investment Program reflects 

President Biden’s commitment to rebuilding 

our nation’s infrastructure and represents a 

historic reinvestment in our economy,” said 

FHWA Administrator Shailen Bhatt. “These 

Large Bridge Project Grants are going to 

projects that are construction ready and will 

have a real impact for vehicles, transit, pedestrians 

and bicyclists traveling on America’s 

roadways who will benefit from these 

improvements for decades to come.” 

Additional information about FHWA’s 

Bridge Investment Program, including Large 

Bridge Project Grants and Bridge Planning 

Grants, can be found at fhwa.dot.gov/ 

bridge/bip. 8 

making you want to eat more and feel less 

motivated to exercise. Time away from your 

family, work situations, economic problems, 

the loss of loved ones and a host of other factors 

that cause stress can contribute to weight 

gain. Sometimes you need to take the time to 

reflect. Try to identify the stress points going 

on in your life that may derail your good intention 

talking on a healthier lifestyle and focus 

on how to address them. Weight gain is sometimes 

a result of these stress “buttons.” 

How can you lighten your load — and keep 

the weight off ? Here are some key points you 

may find helpful. 

1. Find a health program that matches 

your lifestyle, your likes, your interests and 

your goals. 

2. Find the exercise you WILL do — not the 

exercise you SHOULD do. Look for something 

you will stick with. 

3. Don’t over-commit yourself. Set realistic 

goals. 

4. Finally, stay positive, and understand 

there are going to be setbacks. Staying positive 

and learning from any setbacks will produce 

lasting results. 

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

THETRUCKER.COM FEBRUARY 2023 • 7 

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8 • FEBRUARY 2023 

FROM THE EDITOR: 

Time for a 

heart to heart 

BETWEEN 

THE LINES 

LINDA GARNER-BUNCH 

editor@thetruckermedia.com 

Happy Heart Month, truckers! In addition 

to celebrating Valentine’s Day with tokens of 

love and friendship, the American Heart Association 

also encourages folks to check the 

their heart health. Not the health of your “love 

connections,” but the health of your actual 

heart. You know, that lumpy, not-romanticat-all 

muscle that circulates blood throughout 

our bodies? 

Generally speaking, if your heart isn’t operating 

properly, your body isn’t healthy. And, if 

your heart stops completely, your body shuts 

down. The end. Kaput. Unless a medical miracle 

happens, you’re going to be pushing daisies, 

as they say. 

Unfortunately, truck drivers are among the 

highest-risk group for heart disease, in part 

because the job demands that you sit behind 

the steering wheel for hours on end. Add to 

that the prevalence of unhealthy fast food 

usually found while traveling, and you’ve got a 

deadly combination. 

Aren’t I just a little ray of sunshine? 

The thing is, I’ve lost many friends and loved 

ones to heart disease over the years. In addition, 

during the worst of the COVID-19 pandemic, 

I lost several friends to seemingly “mild” 

cases of the virus, simply because they had underlying 

heart and/or pulmonary conditions. 

I’m sure many of you have also lost people. 

Well, I don’t like losing people. And even 

though I’ve never met most of you personally, 

I’ve come to consider members of the trucking 

industry as “my people.” 

I encourage each of you to check out the 

resources available on the American Heart 

Association’s website, heart.org, and start 

taking simple steps to improve your health. It 

can be as easy as walking twice around your 

rig during fill-ups, or reducing your intake 

of those fat- and sodium-laden prepackaged 

foods. And cheeseburgers (this one hurts my 

soul; I’m a sucker for a good cheeseburger). 

You can also check out two columns that 

appear in The Trucker each month — The 

Trucker Trainer, by Bob Perry, and Mind Over 

Matter, by Hope Zvara. Both offer tips for 

achieving physical and mental fitness through 

diet and exercise, and their suggestions are 

geared specifically for truckers and the unique 

challenges they face every day. 

Of course, I can’t let the month pass without 

wishing you all a very happy Valentine’s Day. 

Without you, we wouldn’t be able to find fancy 

cards, fresh flowers, candy and all those other 

goodies to share with those we love. Thank you 

all for everything you do, every day. 8 

ASK THE 

ATTORNEY 

BRAD KLEPPER 

As a lawyer who defends professional drivers 

on traffic citations, one of the most frequently 

asked questions I receive is, “What should I do 

during a traffic stop?” With that in mind, I’ll do 

my best to answer that question today. In my 

traditional style, my response may ramble a bit 

— but it’s the truth! 

The most common involvement with law 

enforcement is a basic traffic stop. You see the 

flashing lights and pull to the side of the road. 

Now what? How do you best handle this situation 

to protect yourself ? 

Well, let’s start with the basics. First, it is 

extremely important that you remain calm and 

professional, and that you treat the officer with 

respect. This is critically important. I cannot 

stress this enough! You will never win any arguments 

roadside with an officer who is wearing 

a badge and carrying a gun. Choosing to argue 

will only ensure you a citation — and a possible 

stay in the local jail. 

To use a sports analogy: Have you ever seen 

an umpire or referee reverse their decision based 

on protests by a player or manager? If you have, 

please let me know when and where. Instead, 

what happens is the decision remains, and the 

player or manager runs the risk of being ejected. 

In the trucking world, that means you’re now 

running the risk of spending the night as a guest 

of the city or county. Not to mention, the officer 

will note on that citation not only your words, 

but also your attitude. This can have a detrimental 

impact on the outcome of your citation. 

PERSPECTIVE 


Driver’s actions, attitude during traffic 

stop have significant impact: Part 1 of 2 

Also, remember that a traffic ticket is nothing 

until it becomes a conviction. It becomes a 

conviction when you automatically pay the fine, 

fail to show up for court on the appointed day, 

or the judge or jury hears all the evidence and 

decides you’re guilty. All have the same effect as 

a conviction, and all will show up on your MVR 

(motor vehicle record). Never just pay a ticket 

and admit guilt if you believe you’ve done nothing 

wrong. Your court hearing is an opportunity 

to explain your side of the story and present evidence 

showing the citation is in error. Making 

these arguments roadside will only fall on deaf 

ears. 

In addition, when talking to the officer who 

approaches your truck, keep your hands visible. 

If it’s nighttime, turn on the light in your cab. 

Do what you can to put enforcement officers 

at ease, because they’ll be uneasy and unsure 

about what they might encounter. The more 

agreeable you are, the better the roadside interaction 

will go. 

Above all else when in a traffic stop situation, 

don’t convict yourself. Be careful of the 

words you choose and the information you provide. 

It’s best to answer any questions directly 

— but never volunteer information lest you incriminate 

yourself. The officer will note everything 

you say if you admit guilt. 

An example I hear all the time is this: A driver 

gets pulled over. When asked if they know 

why they were stopped, the response is something 

like, ‘I was probably going about 70 mph.’ 

Or, they’ll say they were doing “just a little” over 

the limit, say 60 mph in a 55 mph zone. Both are 

an admission of speeding. The cop asks a simple 

question, and drivers convicts themselves with 

the answer. Instead, simply say no — or ask the 

officer how fast they thought you were going, or 

admit you are unsure of your speed at the time 

in question. Refrain from agreeing with whatever 

they say — but do so respectively. 

In the event the officer asks if you will consent 

to a search, my general advice is to say no. 

Of course, if you’re absolutely positive there’s 

nothing to find, you can do as you wish. Remember, 

of course, that if an officer really wants to 

search your vehicle, they’ll find a way to get it 

done. They may say they detect the smell of marijuana, 

or bring out a K9 unit that might “hit” on 

your truck. But, at the end of the day, if you don’t 

consent to a search and one is conducted, and 

something discovered, you can argue the legality 

of the search at your hearing. If you consent, any 

arguments you may have will go out the window. 

Another thing you can do is make a video 

recording of the stop (as long as you’re in a 

place it’s legally allowed to record the stop). The 

officer may be doing the same through a dash 

or collar cam. Keep in mind that recording the 

stop may not endear you to the officer. 

After the stop is over, one of the best things 

you can do is record, either as a voice message 

on your phone or as written note, everything 

that happened before, during and after 

the stop. You can use this information later to 

refresh your memory if you’re a witness on the 

stand. The judicial system understands that 

data recorded at the time of the incident is 

more accurate than your memory some three 

to 12 months later. This makes your written 

or recorded information more accurate in the 

court’s mind than that of an officer who makes 

25 traffic stops a day and has to recall your specific 

incident specifically at a later date. 

In the March edition of The Trucker, I’ll discuss 

what to do in case of an accident and provide 

additional tips to make any roadside interactions 

with law enforcement go more smoothly. 

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 

We love and appreciate truck 

drivers, not just on Valentine’s 

Day, but every day of the year. 

— The Trucker News Staff

THETRUCKER.COM PERSPECTIVE 


Despite Billboard charts, Jimmy Buffett is no ‘one-hit wonder’ 

RHYTHM OF 

THE ROAD 

KRIS RUTHERFORD 

krisr@thetruckermedia.com 

Truck drivers navigating the interstates 

aren’t much different than other American 

workers. Every worker thinks often of reaching 

the next destination, of finishing the next 

run. Why? Because whether the job is delivering 

beans or counting them, everyone who 

works for a living looks forward to the same 

thing. With every successful haul, the worker 

bees of America are one step closer to the gift 

for a year’s toil – the vacation 

When it comes to the music business, few 

performers have carried their listeners on 

more “vacations” than Jimmy Buffett. The man 

has a special talent for conjuring up images of 

full vacations in the span of a three-minute 

song. 

The idea that Buffett’s entire life is a vacation 

is a myth. The performer, who has been 

on stage for more than half a century, has matured 

from his early years in the 1960s and ’70s. 

Back then, every Buffett song brought along a 

party. Over the years, he settled down and became 

wildly rich, based on his own myth. 

Few would characterize Buffett as a “onehit 

wonder,” but the reality of the phrase is 

closer to truth than to what his legions of followers 

— or “Parrotheads” — want to admit. 

Over the course of Buffett’s career, America’s 

most famous beach bum has released 67 singles. 

Other than a 20-second guest spot on Alan 

Jackson’s “It’s Five O’clock Somewhere,” none 

have reached the top of the Billboard charts. 

Only a small handful have managed to make 

it into the Top 10. In fact, on the major Anglo 

record charts since 1969, Buffett’s singles have 

had the opportunity to reach No. 1 over 350 

times. But all of the charts — U.S., Canada, 

and Mexico — show the music world has repeatedly 

rejected his work. He’s received little 

radio play over the course of his career. The 

reasons why aren’t easy to explain. 

Buffett self-describes himself as an “adequate” 

musician with only a “fair” voice. But 

it’s hard to judge Buffet’s style because his music 

isn’t easily categorized. When you venture 

into iTunes (or a “record store” for those old 

enough to remember), you might find Buffett 

filed under one of several headings — country, 

folk, rock, pop, or even adult contemporary. 

The fact is he’s a blend of all five genres and 

many more. 

It’s not too far of a stretch to say Buffett 

invented his own genre, one that music critics 

call “Gulf and Western.” Other artists, like 

Kenny Chesney, have tried to jump on board, 

but Buffett has an unbreakable stranglehold 

over his unique style. Gulf and Western music 

is nautical in theme, and reminds listeners of 

some favorite vacation spots — the U.S. Gulf 

Coast and the Caribbean. For a few minutes, 

any of Buffett’s 29 studio albums will take you 

to the sea, if only in your mind. 

And that is why Jimmy Buffett is so popular. 

No matter where you are, with a flash of 

vinyl, he can take you on a private Caribbean 

cruise. 

Buffett’s most popular song, “Margaritaville,” 

carries millions on mini-vacations 

most of his troubles are self-inflicted. But it’s year as aging “Parrotheads” gather and party 

not an unwelcome awakening. 

like it’s 1977 all over again. A typical Buffett 

As many have written, “Margaritaville” concert is a sellout regardless of the venue. 

isn’t a place on a map; it’s a state of mind. “Margaritaville” is the most important cog in 

One can be lost in the Yukon in January or a playlist that offers up the likes of “Cheeseburger 

in Paradise,” “Changes in Latitudes, 

at a July 4 celebration in Key West. It doesn’t 

matter. “Margaritaville” is there to sweep you Changes in Attitudes,” “Last Mango in Paris,” 

to a place where the myths of life give way to “Volcano” and the crowd favorite, “Fins.” 

reality. But don’t get too carried away. Buffett With a nod to one of Buffett’s “greatest hits” 

doesn’t want you to let go of the myth — at albums, a live performance is a compilation of 

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least not yet. 

“Songs You Know by Heart” — even if those 

For Buffett, the reality of “Margaritaville” is 

a billion-dollar business empire. The song has 

helped him fill stadiums coast to coast each 

SEE RHYTHM ON PAGE 12 

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every day. It’s the only Buffett song that receives 

steady airplay, and has since its debut 

in 1977. For a song that only reached No. 8 on 

the country charts, it’s done well for Buffett: 

It’s built the performer into a household name 

even beyond the music business. 

Like many of Jimmy Buffett’s songs, “Margaritaville” 

tells a story of self-discovery. The 

lyrics and Caribbean instrumentals allow the 

listener to drift into a trancelike state. With 

each passing verse, a piece of the real world 

falls away and “reality” — the true meaning of 

life — becomes clear. In “Margaritaville,” reality 

erases self-denial, and the singer realizes

10 • FEBRUARY 2023 PERSPECTIVE 


at the TRUCK STOP 

PRESENTED 

BY CAT SCALE. 

VISIT WEIGHMYTRUCK.COM 

Don’t mess with 

ARMY VET ASHLEY LEIVA 

CLAIMS TRANSITION 

TRUCKING’S ROOKIE 

DRIVER HONORS 

DWAIN HEBDA / SPECIAL CORRESPONDENT 

Ashley Leiva knew early on that she would one day serve 

her country. While growing up, the Texas native saw examples 

of military service all around her. At 18, fresh out of high 

school, she enlisted in the U.S. Army. 

“My uncle was also an Army veteran, (and) a retired merchant 

Marine,” Leiva said. “My mom, she also advocated for it. 

I was from a small town, and she said, ‘Go. Get out of here and 

do something. If you like it, stay. If you don’t, at least you got to 

see something other than our small town.’ And I did.” 

Coincidentally, both Leiva’s mother and uncle would inspire 

her to later enter the trucking business. Her uncle was a 

driver for 30 years, and her mother launched and ran her own 

Courtesy: Ashley Leiva 

Ashley Leiva and her family react to the announcement of the winner of the 

Hiring Our Heroes Transition Trucking truck competition. 

Ian Wagreich/U.S. Chamber of Commerce 

Ashley Leiva, winner of the Hiring Our Heroes Transition Trucking truck competition, checks out the new Kenworth truck she received as part of the award. 

trucking company, providing Leiva with a natural landing spot 

when she left the service in 2021 after nearly 16 years. 

She’s made the most of her short time in trucking, and was 

recently named winner of the Transition Trucking: Driving for 

Excellence award during a ceremony at the U.S. Chamber of 

Commerce in Washington, D.C. Leiva topped a field of 11 finalists 

from across the country to earn the honor. 

“When they said my name, I’m just like, wow,” she said. “I 

honestly didn’t even think that was possible that I could win.” 

Each year, Kenworth teams with FASTPORT and the U.S. 

Chamber of Commerce Foundation’s Hiring Our Heroes to find 

America’s top rookie military veteran who made the successful 

transition from active duty to driving for a commercial fleet. 

To qualify for Transition Trucking: Driving for Excellence, the 

veterans had to meet certain requirements, including having 

been hired into a trucking position between Jan. 1, 2021, and 

July 31, 2022. 

Driver nominations come from for-hire carrier and private 

fleet employers, training organizations, the general public, and 

other interested parties. Leiva was the first driver to be nominated 

by an educational facility within the National Association 

of Publicly Funded Truck Driving Schools organization. 

But before earning her CDL, becoming a truck driver and 

all that … there was the Army. 

Throughout her military career, which included major deployments 

to Germany and Iraq, as well as several duty stations 

in the continental U.S. and Hawaii, Leiva held roles that 

served her fellow soldiers, such as working in food service and 

as a drill sergeant. During one of her deployments to Iraq, she 

was also on the female engagement team, which provided her 

powerful encounters with local women who were trying to 

survive with their families in the midst of conflict. 

“I would actually go out on patrols with the infantrymen. 

I would talk to the women of the village or the women of the 

house, because the men weren’t allowed to talk to them,” she 

said. “I would try to get intel or just have conversations with 

them, let them know that we’re not there to hurt them. 

“That was an experience for me,” she continued. “I wore a 

turban on my head; I respected their culture. It doesn’t matter 

who you are or where you’re from, women tend to see in each 

other the pain that we all go through. I was a lot younger at the 

time, probably 25 or 26, but you could just see the struggle in 

their eyes. It was pretty intense.” 

If Leiva’s original plan had played out, she wouldn’t have begun 

her trucking career for a few more years, as she originally 

intended to serve a few more years and retire from the military 

with 20 years in. However, when her mother, Noemi, got sick in 

late 2020, Leiva left the service to tend to her and take over the 

family trucking company. 

“She just worked so hard,” Leiva said of her mother. “She 

worked up until Dec. 24, 2020. When she got home, everybody 

saw how small and skinny she looked, and we made her go to 

the doctor right after Christmas. We found out she had stage 

IV stomach cancer. 

“I got out to take care of her and I told her I’d get my CDL,” 

she continued. “My brother and I would take everything on, 

and she wouldn’t have to work anymore. She was making great 

money. There was no reason for us to try to change it up. We 

had her truck, (and it) was paid off.” 

When Noemi died, Leiva and her brother, Johnny, a fellow 

veteran, took stock of the situation and decided to carry on 

their mother’s legacy. They changed the company name from 

Leiva Trucking to Noemi Trucking in her honor, and picked up 

where their matriarch had left off. 

“We’re like, ‘You know what? We have everything here right 

in front of us. There’s no reason for us to change it up right 

now,’” Leiva said. “Not to mention, once I started doing it, I 

could see why my mom liked it so much. She loved her job. She 

had such a passion for it. She had a passion for her truck, and 

she took care of it so well.” 

SEE LEIVA ON PAGE 12

CATTheTruckerWon 071822.qxp_Layout 1 7/18/22 2:14 PM Page 1 

THETRUCKER.COM PERSPECTIVE 


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12 • FEBRUARY 2023 PERSPECTIVE 


Focus on emotional, physical, spiritual health during ‘heart month’ 

CHAPLAIN’S 

CORNER 

REV. MARILOU COINS 

Here we are, already in the second month 

of our new year. Wow! 

February is American Heart Month, recognizing 

the importance of physical heart 

health. And, as we all know, Valentine’s Day is 

right in the middle of the month, celebrating 

another type of “heart health.” 

I think most of us know what Demar Hamlin, 

who plays safety for the NFL’s Buffalo Bills 

has gone through. During a January game 

against the Cincinnati Bengals, Hamlin had a 

heart attack and collapsed on the field, stopping 

the game. 

This event shook the world’s mind about 

how quickly things can happen and change 

your life. I know what a heart attack is like — I 

had one a few months ago and am still recovering. 

Let’s take a look at the heart. 

Blood flows through the heart, and the 

heart cleanses the blood to keep us safe 

from infection. If the passages in and out of 

the heart get blocked, it will shut down and 

stop cleansing blood. This can lead to death. 

Just see where I am trying to lead your 

thoughts. Think about Jesus and his cleansing 

blood. We, like blood, flow through the heart 

of Christ daily, as he cleanses us. How many of 

you have heard of the Sacred Heart of Jesus? 

And how many have heard the hymn, “Are You 

Washed in the Blood?” Have you been washed 

in the cleansing blood of the lamb? 

Well, now hopefully you know a little bit 

more about the flow of blood and its cleansing 

power. Just think of all your sins flowing 

through the heart of Christ and being 

cleansed as they flow through those ventricle 

channels. We enter Christ’s heart dark with 

sin, but we come out snow white — clean and 

refreshed. The sin has been washed away, and 

we are renewed in Christ. 

He shed his blood on the cross for our 

salvation. He carries us daily in his love and 

washes us clean. 

There are no catches. There are no strings 

attached. All we need to do is say, “I’m sorry,” 

and he washes us clean again and again. 

Just as our hearts cleanse blood continually 

in our body, so are we constantly washed 

clean through the blood of Christ. However, 

just a heart attack can stop the flow of blood 

in our bodies, so can an unrepentant spirit 

“clog” the heart of Christ. 

Still, he will give us time to repent, be revived 

in spirit and flow freely again. All we 

need to do is repent, to ask for cleansing. He 

knows we make mistakes as humans, but his 

love for us lets the cleansing blood clean us 

again and again. 

Never underestimate the power of the flow 

of blood through the heart, because it is the 

source of life in us — just as it is the source of 

life in Christ. Don’t stop that flow, because it’s 

the difference between life and death. 

Only you can decide to live in freedom from 

sin or death; only you can ask for the cleansing 

Christ offers us. He gives us the nitroglycerin 

pill, so to speak — the grace that jump-starts 

RHYTHM cont. from Page 9 

our hearts to let the blood flow again. Only 

you — no one else can do it for you — can accept 

that grace, flow through Christ’s bloodstream 

and heart, and come out clean again. 

Are you ready for freedom from a heart attack, 

whether physical or spiritual? February 

is called Heart Month for many reasons other 

than Valentine cards, flowers and boxes of 

candy. It’s a month of revitalization for all of 

us. 

Best of the roads, and all gears forward in 

Jesus. 8 

songs never received respect from Billboard 

or radio program managers. And despite his 

overwhelming popularity at the ticket window, 

by 1984, Buffett thought his music career 

was about to come to an abrupt end. 

That’s when his college course in business 

paid off … by hundreds of millions of dollars. 

Buffett largely gave up on dreams of a successful 

music career (at least what Billboard 

considered success) in the mid ’80s. After his 

“Riddles in the Sand” and “Floridays” albums 

flopped on the charts, he looked over his legion 

of Parrotheads and recognized what had 

been staring him in the face for nearly 20 years. 

Jimmy Buffett — and “Margaritaville” — represented 

wells that had barely been tapped. 

As Buffett stated in an interview for CBS’ 

“60 Minutes,” he saw Parrotheads wearing 

shirts purchased from independent retailers 

that had his name spelled. He saw an Ohio Army-Navy 

store owner selling hundreds of Hawaiian 

shirts whenever Buffett performed in 

the area. And most importantly, he saw “Margaritaville.” 

The song, and its state of mind, 

were pasted on every face in the huge crowds 

he drew at every tour stop. 

So, Buffett got smart. He went into merchandising. 

And among his first steps was to 

trademark “Margaritaville.” 

Today you can find a lot of merchandise 

related to Margaritaville. It’s a chain of restaurants 

where you can buy a real Cheeseburger 

in Paradise (complete with lettuce and tomato, 

Heinz 57, french-fried potatoes, a big 

Kosher pickle and a cold draft beer). It’s “lost 

shakers of salt” lining store shelves licensed to 

carry Jimmy Buffett merchandise. It’s replica 

parrots, shark fins, beach towels, Hawaiian 

shirts, key chains, and T-shirts inscribed with 

lyrics to Buffett songs. 

And it’s intense protection of the brand. If a 

Mom & Pop shop in North Dakota sets its eyes 

on making a few bucks off some Jimmy Buffett 

knock-off merchandise, Buffett’s people know 

about it. Before long, the merchandise police 

will return the offending shop to selling “I’d 

rather be fishing” and “Big Mouth Billy Bass” 

trinkets. 

Finally, for Jimmy Buffett, it’s a new lifestyle 

– one far from the myth his music exalts. Today, 

Buffett spends more time in New York City 

than Key West, and rather than going barefoot, 

he wears designer shoes (who knows, maybe 

even under the brand name “Margaritaville”). 

He manages what has grown from a milliondollar 

business in the mid-1980s to a cash cow 

taking in nearly a billion dollars a year. He has 

indeed been successful, both as a musician 

and a businessman. 

Next time, we’ll look at a couple of Jimmy 

Buffett songs that may not have had the commercial 

success of “Margaritaville” but will 

take you to the same destination. Until then, 

as you blow past each exit sign, thinking about 

your next vacation, throw Buffett a bone and 

pull up “Margaritaville” from your playlist. In 

no time, you’ll find yourself on a raft somewhere 

around Trinidad and Tobago — and 

you might learn something about yourself in 

the process. 8 

833.617.8001 

LEIVA cont. from Page 10 

The brother and sister team had motivation 

and a good clientele, hauling crude oil for 

Draco Energy in south Texas. But Leiva admits 

to learning the finer points of running a business 

was a “baptism by fire.” 

“It was everything, honestly,” she said. “I 

knew how to drive. That wasn’t an issue. It was 

learning the insurance, how high that would 

be because I’m a brand-new driver. Getting 

my own authority. Having an LLC. The heavy 

highway tax. There are so many things that go 

with it. 

“I got kind of frustrated because I never 

had the mentorship when it comes to having 

my own truck, being in that type of business,” 

she continued. “I knew my mom did, and it 

would have been so easy for me to call her 

and be like, ‘Hey, Mom, what’s this? Hey, Mom, 

what’s that?’ But I couldn’t do that, obviously.” 

Slowly, Leiva gained the experience and 

knowledge she needed on the business side of 

trucking — enough to start thinking about the 

future of the company. Those dreams took a 

big step forward with her rookie veteran driver 

award, which carries with it a brand-new 

Kenworth T680 Next Generation tractor. 

Now, she says, she’s looking to build the 

kind of company that provides opportunity to 

others. 

“I want to grow. I want to have more trucks. 

I’ll continue to run these two trucks — my 

brother in one and me in the other. My sisterin-law 

just got her CDL, too,” she said. “I want 

to have a fleet eventually. I want to be able to 

give other people opportunities like what I 

was given — not only with the truck I just won, 

but the truck that my mother gave me. 

“That was something life-changing and 

through that, I was blessed to build myself a 

career and my brother a career. If I continue to 

do that for other people, I’ll know I have done 

something to help change people’s lives,” she 

concluded. 8


BUSINESS 


Trouble on the horizon 

RECESSION COULD MAKE PROFITS HARDER TO COME BY IN 2023, BUT STILL ATTAINABLE 

CLIFF ABBOTT | SPECIAL CORRESPONDENT 

Closing out 2022, the December Cass Freight 

Index for Shipments, published monthly by Cass 

Information Systems, indicated a decline of 3.9% 

in total shipments over December 2021. In the 

same report, shipping expenditures declined by 

4.3% from December 2021, and by 4.2% from the 

previous month of November. 

The report noted that holiday shipping volumes 

were “flattish” compared to 2021. 

The Cass Indexes use data from Cass customers 

to report shipments from trucking, ship, rail, 

pipeline and other modes of transport. While 

trucking makes up a substantial share of the shipping 

data, other modes can impact the results. 

The issue for most truckers is what will happen 

with freight availability and rates. For the 

most part, it depends on what the economy 

does. Inflation had impacted budgets everywhere, 

from trucking business operations to the 

purchase of groceries back at home. 

In its December Commercial Vehicle Dealer 

Digest, ACT reported, “the longer inflation remains 

elevated, the more aggressively the Fed 

will respond with higher interest rates. This increases 

the chances of a sharper decline in economic 

activity, and 1) results in fewer commercial 

vehicles required to facilitate this subdued 

activity and 2) will likely exacerbate downward 

pressure on spot and contract rates, adversely 

impacting carrier profitability.” 

Alan Greenspan, who served as Federal Reserve 

Chairman under four U.S. presidents and 

who headed the U.S. Central Bank for almost 20 

years, believes there is a recession coming. In 

an investment commentary released by his current 

employer, Advisors Capital Management, 

Greenspan said, “a recession does appear to be 

the most likely outcome at this time.” 

Anyone paying attention to the news knows 

post-pandemic inflation has raised consumer prices 

accordingly. In December, the annualized rate of 

inflation actually dropped to 6.5% after reaching a 

high of nearly 9% earlier in the year. To counteract 

the effects of inflation and slow the economy, the 

Federal Reserve raised its target interest rate from 

near 0% at the start of the year to the current 4.25% 

to 4.5%. Further increases are expected. 

The Cass report containing the indexes said, 

“After a long downtrend in 2022, the recent bounce 

in spot rates and tightening in the spot/contract 

spread suggest a bottoming truckload rate cycle.” 

The Cass Truckload Linehaul Index, based 

on the $37 billion in freight bills the firm handles 

annually, measures fluctuations in per-mile 

truckload linehaul rates. It does not factor fuel 

and accessorial costs. The report uses January 

2005 as a baseline score of 100. The Cass Truck 

Linehaul Index for December was 150.5, indicating 

that freight rates were 50.5% higher than 

they were in January 2005. 

While that number seems positive, note that 

the index reached 168.6 back in May but has 

steadily fallen in the seven consecutive months 

since that high point. The good news for trucking 

businesses that depend on the spot market is that 

spot rates are holding steady — it’s contract rates 

that are expected to continue falling for the first 

half of 2023. As carrier-shipper contracts reach 

expiration dates, new contracts are being negotiated, 

many at rates closer to current spot rates. 

The storm cloud on the horizon is the looming 

recession. When the economy contracts, 

iStock Photo 

According to freight economy experts, even with recession looming on the horizon, there will be money to be made 

in 2023 — but tempered expectations are in order. 

there is less freight to haul — and, thanks to a 

record-setting December for new Class 8 truck 

sales — more trucks to haul it. The law of supply 

and demand dictates that rates must fall. How 

far they’ll fall is a matter for debate. 

Spot rates, according to data received from 

DAT Freight and Analysis, have rebounded 

slightly. Average dry van rates that sank to $1.69 

the second week of November ended the year at 

$1.94. Refrigerated rates followed a similar path, 

from a low of $2.02 in October to $2.34 at yearend. 

Flatbed rates hit $1.99 as December started 

but rose to $2.11 as the new year dawned. 

One factor in the spot rate increase was undoubtedly 

the holidays, when many truckers 

took time off, leaving fewer trucks for available 

shipments. During Christmas week, DAT reported 

the number of loads posted on their load 

board for every truck posted was 5.57 for van, 

12.9 for reefer and 14.21 for flatbed. 

Another DAT report that sheds light on the 

subject is the DAT Aggregate Truckload Spot/ 

Contract Rate Spread. The graph highlights a simple 

premise: The gap between average spot rates 

and contract rates often indicates the direction 

of the market as a whole. For example, when spot 

rates began falling in June, average contract rates 

were still climbing. Prior to the fall, spot rates 

SEE PROFIT ON PAGE 14 

Compensation issues top list of driver concerns for Q4 of 2022 


BRENTWOOD, Tenn. — For the first time since 

PDA began collecting driver feedback five years ago, 

compensation issues claimed the No. 1 spot of top 

concern during Q4 of 2022. 

That’s according to data released in mid-January 

by PDA. The data, compiled from thousands of phone 

calls with truck drivers during the quarter, is gathered 

to help trucking companies reduce turnover and 

address drivers’ concerns. Until this quarter, the top 

driver complaint has been equipment, according to 

PDA. The shift began in Q3 and continued into Q4. 

“Seeing compensation issues top the list in Q4 was 

not a surprise,” said Scott Dismuke, PDA’s vice president 

of operations. “The softening freight market has 

clearly resulted in a rise in driver frustration regarding 

compensation, particularly as it relates to miles. 

Miles-related compensation issues rose by 9% from 

Q3 to Q4 and since Q1 of 2022, miles-related compensation 

issues are up 21%.” 

While miles-related compensation issues have 

been on the rise, drivers complaining about their pay 

rate has declined. During Q4, driver’s complaints about 

their pay rate have gone down 10% from Q3 totals. 

“Pay rates have been going up consistently over 

the last couple of years during the COVID-related 

freight boom,” Dismuke said. “The drop in pay rate 

complaints is a clear indication that pay rates are not 

the problem; it is drivers having the ability to log consistent 

miles to meet their income expectations. At 

the end of the day, it’s all about miles. If drivers are not 

able to consistently log miles, then it does not matter 

how high your pay rate is.” 

Dismuke noted that increasing driver frustration 

with compensation and miles is also causing an increase 

in turnover rates. 

“PDA has seen an uptick in turnover in the last 

two quarters of 2022,” he said. “Drivers that entered 

the market during the freight boom of the last couple 

of years seem to be struggling with the softening 

freight market the most. They are experiencing their 

first freight slowdown and waiting longer for freight 

is not only frustrating but something they have yet to 

experience.” 

From a percentage standpoint, overall equipment 

issues dropped for the fourth quarter in a row, but 

mechanical/breakdown issues were up 6% from Q3 to 

Q4. Dismuke noted that, while the percentage of complaints 

has gone down, the number of drivers complaining 

about equipment has remained the same. 

“While the percentage has dropped nearly six 

points from Q1 relative to other categories, the total 

number of complaints remains basically the same,” he 

said. “Equipment issues continue to be a big source 

of frustration for drivers and play a role in the driver’s 

ability to log consistent miles, therefore affecting 

their compensation. So, while equipment issues have 

dropped to the second highest issue for drivers, they 

still play a significant role in driver turnover.” 

The softening freight market is expected to continue 

as the biggest challenge in reducing driver turnover. 

Dismuke says that open and proactive communication 

as well as quickly addressing driver concerns 

will be key to combatting turnover in the new year. 

“Reducing turnover and keeping drivers in trucks 

will continue to be a challenge going into 2023,” Dismuke 

said. “If you have drivers struggling with miles, 

they should be considered a high turnover risk. Having 

the ability to quickly identify and intervene with 

those drivers will be crucial in keeping drivers in the 

truck.” 8

14 • FEBRUARY 2023 BUSINESS 


SAFETY SERIES 

‘Safety cushion’ can mean life or death on the highway 


While driving, the space between your vehicle 

and the one in front of you is your only 

protection from a rear-end collision. Every professional 

driver understands this truth. Most are 

taught early in their careers that a fully loaded 

tractor trailer that’s going 60 mph needs more 

than the length of a football field to stop — and 

that’s when conditions are good. 

Yet, on any highway with moderate to heavy 

traffic, it won’t take long to spot someone driving 

an 18-wheeler and following the vehicle 

ahead too closely. 

The results can be deadly. A four-wheeler is 

no match for a large truck, and for a rig to tailgate 

the smaller vehicle is tantamount to a death 

sentence for the occupants if anything goes 

wrong. It’s a deadly practice, but some drivers 

either don’t understand or don’t care, or a combination 

of both. 

Not only is the practice a foolish one, but 

it can also cost a driver’s job or a career, even if 

there isn’t an accident. Following too closely is 

listed as a “serious violation” by the Federal Motor 

Carrier Safety Administration (FMCSA). Two serious 

violations within a three-year period are an 

automatic 60-day disqualification for the driver. 

Other violations listed as “serious” are excessive 

speeding (15 mph or more over the limit), reckless 

driving, and improper or erratic lane changes. 

The FMCSA doesn’t disqualify for a first offense, 

but many carriers consider serious offenses to be 

grounds for termination. You may not be fired until 

you’ve had your day in court — but you can be 

suspended without pay until your court date. Finding 

another driving job will be very difficult with a 

conviction for a serious violation on your record. 

Actually, you don’t even need to be convicted. 

A warning for a serious violation — or even 

a ticket for which you were found “not guilty” in 

court — can still appear on the Pre-Employment 

Screening Program (PSP) report ordered by the 

carrier you apply to. There’s a process for having 

a non-conviction removed, but it takes months 

… and your request may be denied. 

Part of the reason for this strictness is insurance, 

which is a big expense for carriers. That 

expense gets bigger when there are drivers with 

records of serious violations on the payroll. If 

litigation happens due to an accident, the plaintiff 

’s attorney will demand safety records from 

the carrier. If a carrier hires or retains drivers 

with serious violations on their records, lawyers 

can use that information to make a case that the 

carrier itself isn’t safe. 

Space is the key to helping a driver maintain 

a safe driving record. 

The space in front of your vehicle is most important 

— but it’s not the only space you should 

be aware of. It’s good practice not to allow other 

vehicles to travel alongside you for any length of 

iStock Photo 

By maintaining a safe speed and keeping a proper following distance, truck drivers can increase their chances of 

getting home safely, while helping others do the same. 

time. A gust of wind, an object in the roadway or 

even a sneeze can make your rig swerve to the 

left or right, putting vehicles alongside yours in 

danger. Some defensive driving courses teach 

drivers to have an “escape route” they can take 

if traffic ahead stops suddenly. Your best escape 

route is the space ahead. 

Speed is another important piece in the safedriving 

equation, and speeding is worse today than 

ever. Because of electronic logs, just-in-time shipping 

practices and a shortage of available parking 

in some areas, drivers attempt to make the most of 

their available driving time each day. Some drivers 

choose to exceed the speed limit in an effort to cover 

as many miles as possible before time runs out. 

Speeding is a practice that runs counter to safety 

principles, but many drivers feel that it’s a necessary 

part of earning a paycheck on the road. 

Aside from the risk of earning a serious-level 

violation because of excessive speeding, the faster 

you go, the more your stopping distance increases. 

Plus, traveling faster often has other results, such 

as the need to change lanes frequently to avoid 

slower traffic. When drivers can’t avoid traffic, they 

often wind up following other vehicles too closely. 

Keep in mind that it’s possible to “speed” even 

when driving at or below the speed limit. When 

road conditions are bad or visibility is impaired, 

you can be moving well under the speed limit 

but still driving too fast for conditions. If roads 

are wet or icy, the results can be catastrophic. 

Parking lots and shipper or receiver yards are 

also areas where speeding occurs. Drivers must be 

prepared and able to stop if a truck pulls out from 

a dock or a pedestrian walks in front of the vehicle. 

Speed is also related to the space around your 

vehicle — in fact, speed is usually how you adjust 

that space. If there isn’t enough space in ahead, 

slow down. Sure, someone might occupy that 

space, including cars that were behind you and 

passed. The reality is that they had to be traveling 

faster to pass your truck; if they don’t change 

speed, they will quickly pull away, giving you more 

following distance. If they don’t, however, it becomes 

your responsibility to reduce your speed 

until there is sufficient space in front again. 

Some truckers solve the problem by driving 

one or two mph slower than surrounding traffic, allowing 

faster vehicles to pass them. Other drivers, 

however, try to go a little faster, hoping to eventually 

get around the heavy traffic. The stress of driving 

a tractor-trailer is high enough. Trying to get ahead 

through a ton of traffic is a sure way to drive stress 

levels higher. Conversely, slowing down and letting 

the traffic do its thing is far more relaxing. 

Finally, remember this: No driver has ever 

emerged from an accident scene wishing they had 

been driving faster or following more closely. 8 

PROFIT cont. from Page 13 

had actually exceeded contract rates since the 

first quarter of 2000. As 2022 came to a close, that 

situation reversed, with contract rates jumping 

to more than 60 cents per mile higher. That gap 

shrank to about 45 cents at the end of the year. 

The DAT report calls this “a key signpost of 

this new stage of the cycle, even green shoots of 

a new rate cycle.” That could be welcome news 

for owners of small trucking businesses. As contract 

freight rates continue to fall and sales of 

new Class 8 trucks hit the expected decline, spot 

rates should begin strengthening. 

When asked about recession, Eric Crawford, 

vice president and senior analyst for ACT Research, 

says his firm is predicting a mild one. 

“For 2023 the key theme is going to be rebalancing, 

and rebalancing is going to come thanks 

to a recession,” he said. “We’re in the mild camp, 

given some of the good news that we’re seeing 

on inflation.” 

Those who may be wondering about trucking 

profits in 2023 might be cheered by another 

Crawford comment. 

“We’re still forecasting profitability to go 

down, year over year, by a wide by a wide margin,” 

he said, “but to contextualize where we’re 

going to be is still maybe the fourth best year on 

record, from a profitability perspective.” 8

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EQUIPMENT & TECH 


Ending on a high note 

DECEMBER SALES OF NEW TRUCKS REACH HISTORIC LEVELS FOR A STRONG CLOSE TO 2022 


When it comes to sales of new Class 8 

trucks on the U.S. market, 2022 ended up as 

the third-highest sales year of the past 20 

years, thanks to a record-setting December. 

Production delays in the first quarter, brought 

about by supply chain issues that slowed 

delivery of parts and materials were largely 

solved as the year progressed. 

According to data received from ACT Research 

29,497 Class 8 trucks were sold in the 

U.S. in December, an increase of 17.8% over 

December 2021 sales. Compared to November 

2022, sales leapt by 24%. 

Of the December total, 22,328 trucks were 

destined for over-the-road use while 7,169 

were slated for vocational use as dump, trash, 

concrete or other trucks. 

December is typically the strongest truck 

sales month of the year because it closes out 

the business year for most carriers and marks 

the end business quarter for all of them. Reinvestment 

of profits into new equipment 

reduces a carrier’s tax liability for the year as 

well as quarterly shareholder dividends. In today’s 

economy, buying new equipment helps 

carriers prepare for a potential recession by 

reducing the number of trucks they’ll need to 

buy when times are rough. 

“Everybody who can invest capital at the 

end of the year to save on some taxes is going 

to do it,” said Eric Crawford, vice president 

and senior analyst at ACT Research. 

“Seasonality aside, this is the best December 

on record,” he said. “And I think 

this speaks to unmet demand over the 

course of the cycle. The peaks in production 

haven’t come close to the peaks in orders.” 

ACT reported U.S. Class 8 orders of 26,735 

for December, the fourth consecutive month 

of high orders. The December number is 41% 

higher than orders in December 2021 and 

brings the current backlog of trucks waiting to 

be built to 210,241 for the U.S. market alone. 

If no further orders were received, it would 

take over 7.5 months just to build the trucks 

already ordered. 

With predictions of a recession popping up 

nearly everywhere, both purchases and orders 

must slow down at some point, but when? 

“I think for 2023 the key theme is going to 

be rebalancing and rebalancing is going to 

come thanks to a recession,” Crawford said. 

Inflation has raised costs for both manufacturers 

and consumers, who are responding 

with slower buying. Higher interest rates, imposed 

by the Federal Reserve Bank in hopes of 

reigning in inflation, have increased the cost 

of credit. Taken together, those signs point to 

less product being shipped, reducing the demand 

for trucks and increasing rate competition 

for available loads. 

The inflation rate has moderated somewhat 

in recent weeks but isn’t falling fast 

enough to avoid an impact on the economy. 

Crawford says ACT predicts any recession will 

be mild. 

“We saw some risk of a deeper recession, 

but we’re in the mild camp, given some of the 

good news that we’re seeing on inflation,” he 

said. “We don’t expect the Fed to cut rates at 

any at any point in 2023, but certainly they 

don’t need to ratchet rate nearly as much in 

iStock Photo 

Truck retailers and manufacturers typically experience strong sales during December because it closes out the 

business year for most carriers. Reinvesting profits into new equipment reduces a carrier’s tax liability for the year. 

’23, as they did in ’22. That deceleration is going 

to help the recession be relatively short 

lived and mild. That’s our expectation.” 

On the used truck side of the market, retail 

volumes increased by 20% in December over 

November but were still far behind (25%) December 

2021 sales numbers. The average retail 

price of a used Class 8 tractor declined by 3% 

from last December, while the average age of 

used trucks moved increased by 2%. Trades 

by carriers receiving more new trucks would 

tend to place more used trucks on the sales 

lots, even as carriers keep them on the road a 

little longer while waiting for new equipment 

to arrive. 

For December, new truck sales were more 

SEE SALES ON PAGE 22 

Ammonia could be viable fuel source 

for zero-emissions Class 8 trucks 

Courtesy: Amogy Inc. 

New York-based Amogy Inc. recently conducted a preliminary test of a zero-emission Class 8 

truck powered by ammonia on the campus of Stony Brook University. 


BROOKLYN, N.Y. — In January, Amogy Inc. announced 

it had successfully tested the first ammonia-powered, 

zero-emission Class 8 semi truck. 

After integrating its ammonia-to-power technology 

into a 5 kW drone in July 2021 and then a 100 kW John 

Deere tractor in May 2022, Amogy scaled its technology 

to 300 kW, according to a company statement. 

Following an eight-minute-long fueling, the semitruck, 

having 900 kWh of total stored net electric energy, 

was tested for several hours on the campus of New 

York’s Stony Brook University. The next step, the Amogy 

team said, is to conduct full-scale testing on a test track 

to showcase the truck’s performance under various real-world 

operating conditions. 

Amogy’s proprietary technology enables the on-board 

cracking of ammonia into hydrogen, which is then sent 

into a fuel cell to power a vehicle. Liquid ammonia’s energy 

density is approximately three times greater than 

compressed hydrogen and it requires less energy, the 

Amogy statement said. 

Two-hundred million tons of ammonia are produced 

and transported each year. 

“Beyond its incredible energy density and liquid phase 

at an ambient temperature, ammonia is an optimal fuel to 

achieve rapid decarbonization of heavy transportations 

because it is available globally with existing infrastructure 

already in place,” said Seonghoon Woo, CEO at Amogy. 

“This achievement not only showcases Amogy’s technology 

as an accessible and scalable solution for trucking, it 

also highlights the capabilities and dedication of our outstanding 

team,” Woo continued. “First it was an ammoniapowered 

drone, then a tractor and now a truck. In the near 

future, we look forward to further scaling and tackling 

other hard-to-abate sectors, such as global shipping.” 

Amogy officials say they will continue to pursue partnerships 

across the global shipping and transportation 

industries. This includes the company’s 1 MW-scale ammonia-powered 

tugboat, to be presented later in 2023, 

and other commercial deployments with partners including 

a recently announced inland barge retrofit project 

with Southern Devall. 8

18 • FEBRUARY 2023 EQUIPMENT & TECH 


FLEET FOCUS 

When buying a truck, engine size is an important consideration 


Truck buyers have a lot of factors to consider 

before making a final decision. In addition to features 

like the cab, bunk size and other things on 

the checklist, it’s important to check out what’s 

under the hood. 

“There’s no replacement for displacement.” 

This is a term that’s been around since the early 

days of the internal combustion engine. Big engines 

mean faster times at the drag strip. They 

put the muscle in “muscle car.” 

In trucking, bigger engines mean less driving 

time for each trip, faster acceleration to 

highway speed on entrance ramps, and the ability 

to tackle inclines without slowing to walking 

speed with an overheating engine. Drivers 

wanted more horsepower, and carriers learned 

that driver recruiting was a little easier when 

company trucks weren’t the slowest on the road. 

However, that power came at a cost. Fuel 

consumption increased with displacement. Increased 

fuel usage meant increased pollutants 

from the exhaust stack. Since larger engines required 

more steel, there was an increased a cost 

in weight, too. 

As the Environmental Protection Agency 

(EPA), the California Air Resources Board (CARB) 

and others pushed for lowered emissions, manufacturers 

were pressed to find ways to comply. 

Lowering fuel consumption is one way to 

lower emissions and changes in vehicle design 

to improve aerodynamics occurred rapidly. 

So, changes were made to engines. Electronics 

tweaked injection timing and other engine functions 

to maximize fuel efficiency. Exhaust gas 

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iStock Photo 

When making a wish list of features for a new or used truck, buyers need to consider the engine. Needs may vary 

depending on the type of cargo hauled or the geography of the driver’s regular routes. 

recirculation (EGR) was introduced. Mufflers 

became particulate filters. Selective catalytic reduction 

(SCR) was introduced. Drivers became 

accustomed to diesel exhaust fluid (DEF), a term 

that in past years would have been a joke on the 

level of blinker fluid or muffler bearings. 

Fuel economy rose. Emissions fell to a point 

where, in some large metro areas, the air from a 

truck’s exhaust was actually cleaner than the air 

being pulled into the engine. 

A breaking point was reached. Industry experts 

realized they would soon reach a point 

where they were getting all they could from the 

15-liter engine that was most popular with buyers. 

The dilemma was in how engine size — displacement 

— could be reduced without sacrificing 

power. Advances in technology made it possible 

to produce adequate power in the 13-liter 

diesel engine and truck manufacturers made 

them standard. The demands for better fuel efficiency 

and lower emissions continued. 

Today, many trucks leave the assembly line 

with 11-liter engines. Buyers of used trucks face 

a difficult decision about engine size. Fifteenliter 

engines have more power and, according 

to some, last longer because they aren’t taxed to 

the limit during regular use. The concern is that 

smaller engines must work harder to produce 

the same power, shortening their life span. 

The newest 11-liter engines are built with 

historically small tolerances between moving 

parts, and thinner engine oils are needed to form 

protective layers on these parts. However, thinner 

oils can’t absorb pollutants and engine heat 

to the same degree as thicker ones. In addition, 

they may be more expensive than thicker, more 

commonly used oils. 

In general, many drivers consider 15-liter diesel 

engines more reliable — an important factor 

in keeping maintenance costs down. On the other 

hand, the increased fuel economy of smaller-displacement 

engines helps hold fuel costs down. 

The answer to the question of which engine 

is best may be in the type of work the 

truck is expected to perform. 

A truck pulling general freight in the Midwest, 

for example, won’t need as much hill-pulling 

power as one pulling oversize loads across 

the Rockies. A flatbed driver, a type of hauler 

that often doesn’t benefit from the aerodynamic 

products available for van trailers, may feel the 

need for more power, especially if cargo requires 

pickup or delivery at construction sites or other 

unpaved places off the road. 

Freight with lower rates may demand maximum 

fuel efficiency, while rates for other freight 

may be high enough to cover extra fuel cost. 

Personal preference is also a factor. Some drivers 

demand the proven reliability of larger engines, 

while others want the advanced technology found 

in the newer, smaller ones. Some operators want to 

minimize the carbon footprint of their businesses, 

while others are more concerned with driving time 

and the power to pull the highest-paying loads. 

It won’t be long before there are more engine 

choices, including hydrogen, fuel cell electric 

and battery electric vehicles. For now, however, 

diesel rules. 

As for reliability, most new trucks are now 

equipped 11- and 13-liter engines. They’re getting 

the job done, but carriers often trade trucks that 

end up on the used truck market at a half-million 

miles or more. Will the engines in those used 

trucks hold up until they reach a million miles 

or more, as 15-liter engines commonly do? That’s 

another question for used truck buyers to ponder. 

Another consideration is resale value. The 

dollars saved with the increased fuel economy of 

a smaller engine may rapidly shrink if the owner 

has to accept less money when selling the truck. 

Finally, the technological advances used for 

smaller engines are now being applied to 15-liter 

powerplants as well. With the right tweaks, 15-liter 

diesels can achieve fuel mileage comparable 

to smaller engines — or at least at an acceptable 

increase, in light of the benefits provided. Automated 

transmissions are standard on most truck 

models, helping maximize fuel efficiency. 8


FEATURES 


‘Ending the game’ 

TRAFFICKING VICTIMS HAVE HOPE THANKS TO LIZ WILLIAMSON, TAT AND TRUCKERS 


Since its 2009 founding in Oklahoma, Truckers Against Trafficking 

(TAT) has changed the hearts and minds of millions of 

people in and around the trucking industry — and in the process, 

saved lives too. The nonprofit organization has grown, along with 

the programs it offers. 

Today, TAT members and staff work with drivers and carriers, 

shippers, law enforcement, dealerships and government agencies 

to educate as many people as possible how to identify trafficking 

and what to do when they find it. 

The organization began with an educational program aimed 

at truck drivers, who often viewed the prostituted people they encountered 

at truck stops and rest areas as either a sex resource or 

a nuisance — or both. 

TAT asked drivers to consider that many of the women they patronized 

or criticized were, in fact, underaged victims of sex trafficking. 

TAT training enlightened drivers about the horrible lives 

the women experienced at the hands of the criminals who trafficked 

them and provided drivers with another option: Help them. 

Today, TAT has expanded that training to include other areas 

where trafficking can occur, such as home deliveries, bus stops 

and just about anywhere. Uber, Lyft and similar services, which 

were just getting started when TAT was formed, now contract 

with drivers, who might observe trafficking anywhere. 

In January, during Human Trafficking Awareness Month, The 

Trucker caught up with Liz Williamson, a training specialist and 

survivor leader for TAT, on location while she was participating in 

two training videos for TAT. 

“I think sometimes when you start an organization like 

TAT, you do have this very localized perspective,” she said. 

“And then you realize, ‘It’s much bigger than I imagined.’ And 

at this point, you know, they’ve trained 1.5 million drivers.” 

Some of those drivers were trained through carrier programs 

Courtesy: Liz Williamson 

A survivor of child trafficking, Liz Williamson, a training specialist and 

survivor leader for Truckers Against Trafficking, works to help rescue victims 

of human trafficking. 

that used TAT materials. Many others, however, simply went to 

the website, truckersagainsttrafficking.org, and participated in 

the available video training as individuals. 

But truck drivers aren’t the only people that observe signs 

of trafficking. Delivery drivers, utility employees and others can 

identify and report trafficking. 

“There was a misconception for a while that you couldn’t be 

trafficked within your own home, but that was certainly my experience 

for sure,” said Williamson, who has experienced human 

trafficking firsthand. 

“I told them I wanted to do the in-home delivery training video 

because there were certain aspects of my trafficking experience 

within the home that would have just been off-putting to anyone 

else if they walked into my house,” she said. “They would have immediately 

said, ‘There’s something wrong.’” 

Williamson describes being trafficked by her own mother, 

starting at the age of 6. Her home featured locks to keep her in the 

bedroom, and there was pornography playing on the television 

24/7 — signs that she points out could have alerted any visitor 

that trafficking was occurring. 

At age 23, she left her trafficking situation. A compassionate bus 

driver named Paul offered her a brief shelter from the weather and 

a homemade sandwich. “I almost cried when he gave me that sandwich, 

because he really didn’t want anything in return,” she remarked. 

Williamson described another situation, experienced by a 

woman with whom she was working during the video production. 

“The mom of her trafficker had an in-home day care that took 

care of the girls’ children,” she explained. “And she was like, ‘I had 

to do this. They had my children.’” 

Williamson also addressed the common usage of the a common 

but demeaning term, “lot lizard.” 

“Truthfully, it dehumanizes you as a person. I understand the 

perspective that (the drivers) come from — that it’s a nuisance to 

have prostitution, and I understand all of that,” she said. “However, 

you’re forgetting that this is a human being. Because I guarantee 

they wouldn’t use the term ‘lot lizard’ if that was a family 

member of theirs.” 

There’s another reason she eschews the term. 

“It also makes that trafficked person out to be the issue, and 

not the demand ( for sex trafficking) itself,” she said. “Because, at 

SEE TAT ON PAGE 22 

Courtesy: Women In Trucking 

Alicia Wilson, who has driven tankers and currently works as an equipmentcleaning 

technician for Highway Transport, has been named the January Member 

of the Month by the Women In Trucking Association. 

WIT’s January member of the month 

discovered love of the road as a child 


PLOVER, Wisc. — Alicia Wilson has been named the January 

Member of the Month by the Women In Trucking Association 

(WIT). 

When she was growing up, Wilson fondly recalls her father 

taking the family on long road trips, usually an eight-hour 

trip to the Rockies or drives from Colorado to California. On 

one of those trips between Colorado and California, Wilson 

learned to drive, piloting the family car across Donner Pass. 

She quickly discovered a love for the road and for exploration. 

“There’s nothing quite like randomly finding new momand-pop 

restaurants and watching the scenery change,” she 

said. 

These cherished experiences served as her driving force to 

pursue a career in the transportation industry. 

In 2018, Wilson started her professional driving career in 

the tanker division at a large logistics company. From there, a 

truck breakdown in Houston, Texas, led to some unexpected 

friendships and a big career change. 

In 2020, Wilson became a professional tanker driver for 

Knoxville, Tennessee-based Highway Transport, a company 

that provides bulk transportation of specialty chemicals. In 

2022 she transferred to her current role, an equipment-cleaning 

technician for Highway Transport, because she needed to 

be closer to home to care for her family. 

As an equipment cleaning technician, she is responsible 

for performing all aspects of tank trailer and International 

Standard Organization (ISO) cleaning, including inspecting 

trailers for residual product and conducting post-cleaning 

inspections. She is one of the few women to have held this 

position at Highway Transport. Wilson says the work-life balance 

she enjoys in her new position gives her the time needed 

to care for an aging parent while remaining active in the industry 

she loves. 

Wilson is not afraid of going after any job and highly encourages 

other women to continue or pursue careers in the 

transportation industry. If there’s any doubt or intimidation, 

she advises others: “Take what the guys say with a grain of 

salt. With the understanding of what you yourself can do, 

plan your day with that in mind and ignore the words of people 

who don’t think you can do it. You do you!” 

Wilson has a bachelor’s degree in accounting and finance 

as well as a master’s degree in library science, and she also 

maintains her CDL. She enjoys the freedom of driving a tanker 

and hopes to return to a driving position in the future. 8

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TAT cont. from Page 19 

the end of the day, I wouldn’t be out in the parking lot, selling myself 

if someone wasn’t buying.” 

When Asked what conditions might make a driver suspicious 

that trafficking is occurring, Williamson was quick to note that 

trafficking victims are not always women. 

“You’re looking for (both) male or female. We don’t want to forget 

that happens to boys too, who may be going from car to car, offering 

some type of services,” she said. “They could be not dressed 

weather-appropriate, just because that clothing is easier to take on 

and off.” 

There are other signs to watch for as well. 

“You could be seeing that they come and go at regular intervals. 

Maybe they’re dropped off by a driver in a group and then 

they’re picked up, you know, a half hour later,” she said. “You 

could notice signs of abuse. Or, you could just be thinking to yourself, 

‘It’s 3 a.m. What are they doing out there?’” 

Identifying trafficking, or at least being aware of suspicious 

situations, doesn’t help if action isn’t taken. TAT supports the use 

of the National Human Trafficking Hotline, 888-373-7888, to report 

suspicious activity or to seek help. The hotline is maintained 

by Polaris, an international anti-trafficking organization. 

Williamson stressed that 911 gets the call if a crime is being 

committed, but that the TAT hotline may have access to more 

resources than a local emergency responder. Once the police are 

notified, the hotline can call on local nonprofits that specialize 

in trafficking and can offer shelter, counseling or other services. 

Calling the hotline also helps TAT compile statistical information 

that may not be automatically shared by local authorities. 

Drivers and other people who are interested in helping fight 

human trafficking can obtain a wallet card, truck decals and other 

helpful materials through the TAT website, truckersagainst 

trafficking.org. There is also a free TAT mobile app, available on 

Google Play and the Apple App Store. 

Freeing a person from the bonds of human trafficking is only 

one step in the journey to freedom. 

Williamson says she’s happily married today but that it has 

been a struggle to adapt to life outside of trafficking. 

“I wasn’t convinced there was more to life,” she said. “You 

couldn’t have sold me that kind of fairy tale. I was just tired of being 

sold.” 

With no other available resources, she found herself in a 

homeless shelter. 

“I just made it work,” she explained. “There should always be 

credit given to the survivor’s absolute gumption to just pull yourself 

up by the bootstraps. That’s a very American sentimentality.” 

At the same time, she wants other victims to know that help is 

out there if they want it. 

For Williamson, the path after getting free was difficult, in 

large part because she hadn’t been taught how to survive in a 

“normal” world. 

“I had a degree, but I didn’t have any life skills,” she said. “I 

didn’t know how just to do normal life, because in the background, 

I had been sold from age 6.” 

As she recovered from her ordeal, Liz worked with groups that 

provided services to minors, talking about her experiences. She 

became aware of TAT through a personal friendship with Kylla 

Lanier, current TAT deputy director and senior director of public 

sector engagement. 

“She helped me remember things I didn’t think about,” Williamson 

said. “She asked, ‘What experience did you have with 

public transportation while you were trafficked?’ — things I 

hadn’t thought about for a while.” 

Today, Williamson says, “My life is dramatically different. It’s really 

good. But I will say that I’ve never forgotten where I came from.” 

She runs several online support groups, including one specifically 

for survivors of familial trafficking. She works with a support 

group for girls from other forms of trafficking, such as Romeo 

pimps (traffickers who control victims through romantic means) 

or gorilla pimps (who control victims through physical or psychological 

abuse), helping them adapt to new lives. 

“It’s called ‘Ending the game,’ and I’m glad to work on it because 

it’s super-important to have peer support,” she said. 

Even though Williamson still occasionally struggles with life 

in the “normal” world, she’s determined to help others find and 

live the rest of their best post-trafficking lives. 

Like many others involved in TAT, she is determined to make a 

difference — and she’s doing so, one heart and mind at a time. 8 

BROKERS cont. from Page 3 

FMCSA proposes to remove the rule allowing loan and finance 

companies to serve as BMC–85 trustees. 

“FMCSA is aware that some brokers improperly choose to 

withhold payment to motor carriers for services rendered,” 

according to the NPRM. “Motor carriers can then submit 

claims to the financial responsibility provider in an attempt 

to receive payment.” 

If the financial responsibility provider has received claims 

against an individual broker that exceed $75,000, the financial 

responsibility provider will often submit the claims to a court 

to determine how to allocate the broker bond or trust fund. 

“The interpleader process can be costly and time consuming 

for motor carriers, and generally results in motor carrier 

claims being paid pro rata, depending on the number of 

claims against the broker bond or trust fund,” the FMCSA notice 

states. “FMCSA believes that most brokers operate with 

integrity and uphold the contracts made with motor carriers 

and shippers. However, a minority of brokers with unscrupulous 

business practices can create unnecessary financial 

hardship for unsuspecting motor carriers.” 

FMCSA is relying on available data from which to draw an 

estimated percentage of how many brokers fail to pay motor 

carriers. 

The agency’s best estimate is that approximately 1.3% 

of brokers (approximately 440 in 2022) would experience a 

drawdown on their surety bond or trust fund within a given 

year, with average claim amounts of approximately $1,700 

per claim submitted. Of these brokers, 17% may receive total 

claims in excess of $75,000, potentially leading to interpleader 

proceedings. 

“Because this data is limited in scope, FMCSA cannot quantify 

benefits resulting from this proposal,” the NPRM states. “It 

is FMCSA’s intent that the provisions in this rule, if finalized, 

would mitigate the need to initiate interpleader proceedings 

and alleviate the concern of broker non-payment of claims. 

To review the NPRM, visit govinfo.gov/content/pkg/FR- 

2023-01-05/pdf/2022-28259.pdf. 8 

SALES cont. from Page 17 

newsworthy. According to data from Wards 

Intelligence, December sales topped the nextbest 

December of the 21st century — the EPA 

pre-buy year of 2006 — by 2,752 trucks (10.4%). 

Freightliner sold 10,660 Class 8 trucks in 

the U.S. in December, bringing its 2022 total to 

96,573, good for 37.9% of the U.S. market. Compared 

with 2022, Freightliner sales increased 

15.4%. Freightliner sibling Western Star held 

a much smaller share of the 2022 market at 

2.6%, but December sales of 764 represented 

an increase of 51.9% from last December’s 

results. The company reported sales of 6,509 

for the year. 

International finished the year strong with 

sales of 3,612 in December, topping December 

2021 sales of 1,314 by 175%. For the year, International 

sales rose by 21%, while the market 

as a whole rose 14.7%. Navistar was acquired 

by the Traton Group in July 2021, and the 

changes made undoubtedly impacted sales 

for 2022. The company’s share of the U.S. market 

grew from 11.9% in 2021 to 12.5% in 2022. 

Kenworth sales in December of 4,528 

brought the company’s 2022 total to 36,730, 

up 13.7% from 2021 and good for 14.4% of the 

U.S. market. PACCAR sibling Peterbilt sold 

4,624 in December to bring its 2022 total to 

38,782. Compared with 2021, Peterbilt Class 8 

sales on the U.S. market rose 18.2% and comprised 

15.2% of total U.S. Class 8 sales. 

Volvo sales of 2,590 in December brought 

the company’s 2022 total to 26,994, a 22.1% increase 

over 2021 — the largest percentage increase 

of all the OEMs. Volvo’s share of the U.S. 

Class 8 market rose from 10% to 10.6%. 

At Volvo-owned Mack Trucks, however, 

things weren’t as rosy. December sales of 2,436 

Class 8 Macks were 79.6% higher than December 

2021 sales but weren’t good enough to 

bring sales for the total year 2022 into positive 

territory. Mack sales declined 8.7% for the full 

year, the only major OEM to lose ground compared 

with 2021. Mack’s market share slipped 

from 8.4% to 6.7%. It’s important to note that 

a large percentage of Mack Class 8 trucks go 

to the vocational market, supplying the trash, 

concrete and dump markets, as opposed to 

the over-the-road market. That’s a different 

type of buyer, and that may have impacted 

sales during a turbulent year. 

If predictions hold, it will be at least a few 

years before we see December sales like in the 

last one — or another sales year to top 2022. 

8 

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