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Vol. 36, No. 3 | MARCH 2023 | www.thetrucker.com
Coming down the line
Trucking regulations top of mind on DOT’s 2023 agenda
iStock Photo
BP to buy TA
Global fuel giant BP announces
$1.3 billion agreement to acquire
TravelCenters of America, pending
final approval
Page 3
Mind Over Matter..................4
The Trucker Trainer................6
Ask the Attorney..................10
Rhythm of the Road.............11
Chaplain’s Corner.................14
Courtesy: UPS
At the Truck Stop
Living the dream: The road to
happiness led to hauling tankers
for pro driver Pam Randol
Page 12
One step forward.................15
Safety Series.........................15
Promising numbers..............19
Fleet Focus...........................21
Courtesy: Tony Swinton
Trucker jams
Rapper T-Swin paints picture of
life in the transport industry
Page 23
JOHN WORTHEN | THE TRUCKER NEWS STAFF
The U.S. Department of Transportation has
an overwhelming list of items on its 2023 regulatory
agenda, from greenhouse gas emissions in all
modes of transportation to crash test dummies,
interstate access and airport safety.
Regulations impacting the trucking industry
include several hot-button issues such as
speed limiters for heavy commercial vehicles
(CMVs) and electronic logging device (ELD)
requirements.
The Federal Motor Carrier Safety Administration
(FMCSA) intends to proceed with a motor
carrier-based speed limiter rulemaking by
preparing a supplemental notice of proposed
rulemaking to follow up on the National Highway
Traffic Safety Administration’s (NHTSA) and
FMCSA’s jointly issued Sept. 7, 2016, notice of proposed
rulemaking on the subject.
The new rulemaking, in subsequent consultation
with NHTSA, will consider whether additional
regulatory actions should be taken concerning
commercial motor vehicle manufacturer
requirements.
These actions would specifically impact carriers
that cross state lines and operate CMVs
with a gross vehicle weight rating or gross vehicle
weight — whichever is greater — of 26,001
pounds or more.
Any of these CMVs that are equipped with an
electronic engine control unit (ECU) capable of
governing the maximum speed will be required to
limit the vehicle’s speed (exactly what that speed
is has yet to be determined) and to maintain that
ECU setting for the service life of the vehicle.
As another initiative, the FMCSA is considering
a requirement that every CMV operating
in interstate commerce be equipped with an
iStock Photo
The Federal Motor Carrier Safety Administration hopes to revise its safety measurement
system to better identify motor carriers that pose the greatest risk to public safety.
iStock Photo
The Department of Transportation’s regulatory agenda for 2023 includes numerous issues impacting the trucking industry.
electronic device capable of communicating a
unique identification number when queried by a
roadside system.
In response to a petition for rulemaking from
the Commercial Vehicle Safety Alliance (CVSA),
FMCSA announces new plan
to help reduce big rig crashes
THE TRUCKER NEWS STAFF
See REGULATIONS on PAGE 8
WASHINGTON – The Federal Motor Carrier Safety Administration
(FMCSA) has announced proposed changes to its Safety Measurement
System (SMS) to reduce and prevent commercial vehicle crashes. The SMS
uses data from roadside inspections, crash reports and investigations to
identify motor carriers that pose the greatest risk to public safety.
According to a statement from FMCSA, the proposed changes will better
identify the carriers needing the most intervention. In addition, the
changes will help companies better understand how to use SMS data to
influence safer behaviors among their drivers.
“Safety is FMCSA’s core mission. The proposed changes are part of the
agency’s continued commitment to enhancing the fairness, accuracy, and
clarity of our prioritization system,” said FMCSA Administrator Robin
Hutcheson.
Some of the proposed changes include reorganizing the SMS’s safety
categories (currently known as “BASICs”); organizing roadside violations
See SMS on PAGE 8

2 • March 2023 THE NATION
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Thetrucker.com THE NATION
March 2023 • 3
Courtesy: TravelCenters of America
With the acquisition of TravelCenters of America, bp Products North America will add 280 travel centers spanning
44 states to its network.
Global fuel giant BP announces
$1.3 billion agreement to acquire TA
THE TRUCKER NEWS STAFF
HOUSTON — BP Products North America
Inc. (BP) announced in February that it has
reached an agreement to purchase TravelCenters
of America (TA) for $1.3 billion.
According to a statement released by the
two companies, the transaction was unanimously
approved by the TA board of directors.
The acquisition is subject to regulatory and
TA shareholder approval.
With the purchase, BP will add about
280 TA sites, spanning 44 U.S. states, to its
network. The travel centers average about
25 acres each in size and offer a full range of
services for travelers and professional drivers,
including more than 600 full-service and
fast-food restaurants, truck maintenance and
repair services, convenience stores, and other
facilities.
About 70% of TA’s total gross margin is
generated by its convenience services business
— almost double BP’s global convenience
gross margin.
Bernard Looney, CEO of BP, describes the
deal as a “compelling combination.”
“Over time, it will allow us to advance four
of our five strategic transition growth engines,”
he said. “By enabling growth in EV (electric vehicle)
charging, biofuels and RNG and later hydrogen,
we can help our customers decarbonize
their fleets.”
According to the companies’ statement,
TA’s network of highway sites will complement
BP’s existing off-highway convenience
and mobility business, allowing TA and BP to
offer fleet services across the U.S. Because of
BP’s global presence, the deal is also expected
to bring advantages in fuel and biofuel supply,
as well as added convenience.
The purchase will provide options to expand
and develop new offerings — including
electric vehicle charging, biofuels, renewable
natural gas and later hydrogen fuels — both
for passenger vehicles and commercial fleets.
Between 2023 and 2030, BP plans for about
half of its annual cumulative $55-65 billion
transition growth engine investment to go
into convenience, bioenergy and EV charging.
By 2030, BP plans to invest $1 billion in EV
charging across the U.S.
“This is BP’s strategy in action. We are doing
exactly what we said we would, leaning
into our transition growth engines,” Looney
said. “This deal will grow our convenience
and mobility footprint across the US and grow
earnings with attractive returns.”
Dave Lawler, chairman and president of
BP America, says the company looks forward
to welcoming the TA team, subject to final
approvals.
“TA’s amazing nationwide network of onhighway
locations, combined with BP’s more
than 8,000 off-highway locations, have the
potential to offer travelers and professional
drivers a seamless experience for decades to
come,” he said.
As part of the transaction, TA will enter
into amended lease agreements with Service
Properties, establishing long-term real estate
access.
The acquisition price of $1.3 billion, or $86
per share, represents a multiple of about six
times based on TA’s EBITDA (earnings before
interest, taxes, depreciation and amortization)
for the past 12 months. It is expected to
add EBITDA for BP immediately, growing to
around $800 million in 2025.
“(The) announcement that BP is acquiring
TA for $86 per share is a result of the successful
implementation of our turnaround and
strategic plans,” said Jonathan Pertchik, CEO
of TA.
“We have improved our core travel center
business, expanded our network, launched eTA
to prepare for the future of alternative fuels and
See BP-TA on PAGE 26

4 • March 2023 THE NATION
Thetrucker.com
Truck driver health: 3 ways to eat healthy on the go
Mind over
matter
Hope Zvara
As truck drivers, you have a lot of responsibility
on the road. The No. 1 responsibility should
be your health because without it, you won’t be
on the road for long.
This means eating healthy food to stay energized
and alert. It also means packing a healthy
meal when you’re not near any restaurants.
Luckily, there are plenty of ways to keep
yourself healthy while you’re behind the wheel
Keep healthy snacks on hand.
Snacks can be a great addition to your driving
diet. But pick smart! Snacks are a quick and
easy way to get the energy you need to get during
the day, but you need to take the time to plan out
healthy options before hitting the road.
If you’re looking for some new ideas, here’s
what we recommend:
• Healthy options that are easy to pack: Peanut
butter (look for natural or no sugar added)
and celery, apples, low-sodium pretzels, hardboiled
eggs with spicy mustard and pickles,
applesauce cups or trail mix with nuts or seeds.
Be careful, as many trail mixes are loaded with
sugar. Look for mixes that are loaded with nuts
and seeds and are low in sodium and sugar.
• Healthy options that are easy to eat: Fruit
cups in single servings (in water, not syrup).
Look for berries when you can find them, or buy
freeze-dried berries, which are low in sugar (and
they’re super crunchy). And don’t forget dried
veggies; these are not often suggested but are
super yummy. Try dried pea pods, beans, and
wasabi peas; you get the crunch without all the
calories.
• Healthy options also taste great: Greek yogurt
is a good snack that will give you that muchneeded
protein you need to feel full and sustain
energy. Add berries or a banana, and top it with
some granola for a crunch.
Pack healthy meals.
Meal prep is not always possible on the road,
but even a pre-packaged prepared meal equates
to one less fast-food stop. As a driver, you aren’t
burning a ton of calories every day, so consider
eating smaller meals, maybe with one larger one
at the peak of your day, to give your body time to
digest and utilize the calories you took in.
What does a healthy meal look like? If you
have time to stop, consider buying a rotisserie
chicken; pull it apart and pack it into smaller
containers or bags for easy grab-n-go meals.
Keep on hand barbecue, mustard, salt and pepper
packets to dress up your chicken. Slice a
hard-boiled egg and add some celery sticks or
crunchy veggies (these usually travel well, and
they’ll last a few days on ice).
Feeling good takes more than just your daily
diet.
Your body, mind and soul are all crucial to
your health.
You might think eating healthy is a big step
toward feeling good, but it’s actually just one
part of a much bigger picture.
If you-re feeling tired or stressed out — and
if those feelings seem to get worse when you’re
on the road — it’s time to take stock of how wellrounded
your life is overall. Many drivers find
themselves emotionally eating or eating out of
boredom. Acknowledge that and then ask yourself:
How can I combat this?
Try deep breathing exercises to relax, stay
hydrated and get some movement into your
routine each day to help regulate your appetite
and feel better. When we feel good, we make
good choices.
In the end:
Remember that small, simple changes can
lead to big results in your life so that you can feel
good again. Your health is in your hands, and every
healthy decision counts!
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
Drivers’ use of illegal substances is changing —
and so is the Clearinghouse reporting process
CLIFF ABBOTT | SPECIAL CORRESPONDENT
A drug testing milestone was reached in January: The Federal Motor
Carrier Safety Administration’s (FMCSA) Drug and Alcohol Clearinghouse
reached three years of age. With that milestone, the investigation process
for thousands of new employees in the trucking industry changed — again.
Before the creation of the Clearinghouse, carriers were required to
reach out to each of a new driver’s previous employers, for jobs held three
years prior to the current hire, to determine if the employee had a positive
drug or alcohol test or had refused to test. The process often involved researching
contact information that the new driver couldn’t (or wouldn’t)
provide. Driver consent, in writing, was necessary. In some cases, multiple
requests were needed, and some reports proved impossible to obtain.
Under these “old” rules, a driver who tested positive for a controlled substance
only had to find a new employer who did not follow the background
check requirements. If the driver provided false information, the new employer
might receive a false report or might not be able to make contact
at all. Although the driver was required by regulations to follow a regimen
prescribed by a substance abuse professional that included return-to-duty
(RTD) testing, many drivers instead simply found another driving job.
That all changed with the implementation of the Clearinghouse. However,
until three years of data were collected, it was still necessary to contact
previous employers from jobs held prior to the creation of the Clearinghouse
but still within the three-year period.
Since the program’s inception, the number of queries received by the
Clearinghouse has grown — from about 4.3 million in 2020 to nearly 7 million
in 2022. And, because the Clearinghouse now contains three years of
data, only a query to the Clearinghouse is necessary.
Something else that has changed is the drug and alcohol statistics
now received by the FMCSA. In the past, the reporting of test results and
follow-up actions weren’t always reported. Today it is more difficult for a
drug user to circumvent the system.
iStock Photo
As drug use trends and legislation change, the Drug and Alcohol Clearinghouse
reporting process also changes.
The results are astounding. In its Jan. 23 monthly summary, the Clearinghouse
reported 166,296 drivers have tested positive for at least one
substance or refused to test. Of those, only 45,951 were reported in a “nonprohibited”
status, meaning they had successfully completed a follow-up
RTD testing plan. Less than 28% of drivers who were prohibited from performing
safety-sensitive functions were eligible to return to work.
While some drivers who failed substance testing completed at least a part
of the RTD process, 91,523 (55%) never even started the process. That figure
would seem to indicate that the program is working. Since drug users can no
longer simply find another carrier, they instead choose to leave the industry.
Just as the drug-testing reporting process has been changing over the
See REPORTING on PAGE 8
USPS 972
Volume 36, Number 3
March 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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contact Meg Larcinese at
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Thetrucker.com the NATION
March 2023 • 5
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6 • March 2023 the NATION
Thetrucker.com
Can the time of day you
eat affect your weight?
THE TRUCKER
TRAINER
BOB PERRY
Here’s something to think about: Can the
time of day you eat affect your weight?
Speaking from personal experience, for years
I didn’t really worry the time of day I ate, as long as
I was getting proper nutritious meals. Of course,
my level of intense exercise allowed me the pleasure
of not being concerned of time of day.
That was the upside. The downside was this:
I was not paying enough attention to the level of
stress I was placing on my body and joints. Over
time, this, plus the aging factor, took a toll on my
body. I then had to adjust my workouts and level
of intensity. I also had to pay more attention to
my meals — what I consumed and at what time
of day.
So, years ago I would probably have said the
idea that the time of day you eat affects your
weight is nonsense. But, we all learn over time.
Information changes, and we learn more about
the human body.
How many calories you take in, and how
much activity you have time for, matters. For professional
drivers we know it can be challenging to
find access to good food choices and make time
to exercise.
So, does the time of day you eat have an effect
on your weight, and if so, Is there a solution?
This is a tricky question. Technically, the time
of day you eat doesn’t affect how your body processes
food. What matters is your total calorie intake
and how much you exercise during the day.
In my experience working with professional
drivers, I’ve found they tend to eat late at night.
This is generally due to their workload and
schedule, and sometimes economics play into
the equation. In addition, they generally choose
high-calorie, high-carb foods that their bodies
can do without.
Drivers, if this sounds like you, make a conscious
effort to avoid high-calorie, high-carb
foods late night.
My best advice is to invest in your health.
Buy an in-cab refrigerator and keep healthy food
choices at hand. Also, buy either a set of exercise
bands or a good pair of walking shoes — and use
them.
Please remember, you don’t have to be perfect
every time. More importantly be mindful,
and do the best you can. If you mess up today,
there’s tomorrow to correct bad choices.
See TRAINER on PAGE 23
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8 • March 2023 the NATION
Thetrucker.com
iStock Photo
On Sept. 25, 2022, in Port Reading, New Jersey, a fuel truck traveling the New Jersey turnpike southbound flipped
over and caught fire on the shoulder of the highway.
SMS cont. from Page 1
into violation groups for prioritization purposes;
simplifying violation severity weights;
adjusting some of the intervention thresholds
that identify companies for possible intervention;
and other changes aimed at comparing
similar motor carriers to each other.
A new website, the Compliance Safety Accountability
(CSA) Prioritization Preview (csa.
fmcsa.dot.gov/prioritizationpreview), is the
first phase of planned updates to the FMCSA’s
SMS. Motor carriers can visit the website to
preview how their data would appear under
the proposed changes. Companies are encouraged
to preview these results and submit feedback
on the proposed changes to FMCSA at the
Federal Register website. Other users will be
able to view sample pages.
FMCSA strongly encourages stakeholders
to participate in the preview and submit their
comments to the public docket.
The proposed changes to the SMS are outlined
in Federal Register notice 2023-02947.
Feedback must be submitted to the Federal
Docket Management System (regulations.
gov), Docket ID Number FMCSA-2022-0066,
no later than May 16, 2023. 8
REPORTING cont. from Page 4
years, efforts have also been ongoing to change
the methodology. For years, carriers and trade
associations have advocated for hair testing
to be included in the FMCSA’s controlled substance
program. A formal request was considered
and denied by the FMCSA in January.
A different testing method that appears to
have more traction is oral fluid testing.
The Department of Health and Human Services
(HHS) announced in September 2019 that
oral fluid would be approved as a second testing
specimen. The U.S. Department of Transportation
(DOT) has stated it will update the regulations
to include oral fluid testing, once approved
by HHS. At this time, however, no collection device
has been approved and no lab has been certified
for the process.
In the meantime, a number of states have
legalized the recreational use of marijuana. The
substance is now legal in 22 states, with more
expected to follow suit. Products that include
marijuana or its active ingredient, THC, are
widely available to the public for smoking, eating
or in tablet/capsule form.
The Clearinghouse reported a total of 101,512
positive tests for THC over the past three years,
57.2% of all positive drug tests for the period.
Each year, the number of THC-positive tests has
risen, from 55.1% in 2020 to 59.6% in 2022. The
number of positive marijuana tests in 2022 rose
by 31.6% compared to 2021 results and were
38.6% higher than 2020 results. Increased hiring
or post-pandemic turnover may have been
contributing factors, but the increased legal
availability of marijuana can’t be discounted.
Another drug that’s frequently in the news is
not yet included in the Clearinghouse results —
fentanyl.
This potentially deadly drug is seeing increased
use in the U.S., in part because it is often
used to “boost” the euphoric effect of other
drugs. In an unregulated illegal market, users
have no way to verify the potency of the drug,
and incidents of overdose are growing.
The DOT has been working on a testing policy
for fentanyl since 2018 but must wait until
regulations for oral fluid testing are updated.
Once that is done, any revisions to FMCSA regulations
will have to go through the revision process,
and drug-testing panels must be changed
to accommodate the new test regimen.
A Jan. 26 webinar hosted by HireRight recommended
employers review their drug and alcohol
testing policies and include language about the
use of legal marijuana and the usage of cannabidiol
(CBD) oil. Also recommended were prominent
posting of company policy, as well as providing education
to supervisory and management employees
about the symptoms and signs of impairment.
The rules for testing for reasonable suspicion
of drug or alcohol use are precise. Failure to
properly document the process may be grounds
for disallowing a positive test result, so managers
must be able to describe the reason for their
decision to test.
In the ever-changing world of detecting and reporting
drug use, the Clearinghouse has provided
improved tools to carriers. It’s up to employers,
however, to stay on top of changing testing and
reporting requirements to make sure the drivers
they put on the road are as safe as possible. 8
833.617.8001
REGULATIONS cont. from Page 1
“FMCSA is considering such amendments as
a possible means to improve the effectiveness
of the roadside inspection program by more
fully enabling enforcement agencies to target
their efforts at high-risk operators, while at
the same time providing an incentive for safe
and legal operations,” according to the proposed
rule.
Another proposed rule deals with ELDs.
The ELD rule that went into effect February
16, 2016, established minimum performance
and design standards for hours-ofservice
(HOS).
Requirements for the mandatory use of
these devices by drivers currently required to
prepare HOS records of duty status; requirements
concerning HOS supporting documents;
and measures to address concerns
about harassment resulting from the mandatory
use of ELDs (80 FR 78292).
“Many lessons have been learned by
FMCSA staff, state enforcement personnel,
ELD vendors and industry in the intervening
years,” the FMCSA wrote in its proposed rule
abstract.
“These lessons can be used to streamline
and improve the clarity of the regulatory text
and ELD specifications and answer recurring
questions. Additionally, there are technical
modifications responsive to concerns raised
by affected parties that could improve the usability
of ELDs.”
FMCSA is seeking information to determine
what changes would be warranted.
The FMCSA is also looking at proposing
performance standards and motor carrier
maintenance requirements for automatic
emergency braking (AEB) systems on heavy
trucks and accompanying test procedures for
measuring the performance of the AEB systems
in NHTSA compliance testing.
Other topics for proposed rulemaking include
the following:
• Proposed changes to the record retention
requirements contained in appendix A to part
379 to remove overlapping and burdensome
requirements.
• A proposal to clarify the applicability of
emergency exemptions and ensure that carriers
and drivers are not authorized to overlook
other important safety measures while performing
direct assistance to emergency relief
efforts.
The action would also require carriers to
report certain information pertaining to their
use, frequency and nature of materials transported
under a declaration. The data collection
is important and will help inform FMCSA
decision-making relating to emergency declarations.
• A proposal permitting state driver licensing
agencies to administer the commercial
driver’s license (CDL) knowledge test prior to
issuing a commercial learner’s permit (CLP),
and to administer the CDL skills test to CLP
holders who are domiciled in other states.
The FMCSA says it will use feedback “to
determine whether greater flexibility in CDL
administration can promote greater efficiency
while maintaining necessary safety
standards.” 8

Thetrucker.com March 2023 • 9
the NATION
Battery-electric power is frontrunner for zero-emissions heavy-duty vehicles
CLIFF ABBOTT | SPECIAL CORRESPONDENT
The 2022 signing of a memorandum of understanding
(MOU) by the U.S. departments of Energy,
Transportation, Housing and Urban Development,
and the Environmental Protection Agency was
historic because of its interdepartmental commitment
to cooperation. The MOU outlined some
lofty goals, including achieving net-zero emissions
“economy-wide” no later than the year 2050.
The MOU says “the transportation sector is responsible
for more GHG (greenhouse gas) emissions
than any other sector” and must play a leading role
in achieving the goals outlined in the document.
With that emphasis on transportation, the U.S. National
Blueprint for Transportation Decarbonization
(the Blueprint) was released in January. Ann Rundle,
vice president of Electrification and Autonomy at
ACT Research, welcomed the concept.
“My first reaction was, ‘Hello, thank you very
much,’” she said. “Finally, we’ve got not just the Department
of Transportation looking at something or
the Department of Energy; these agencies all interact.”
The details in the Blueprint are vague; however
it is a framework with an identifiable goal: To eliminate
carbon emissions by 2050.
The trucking industry has made great progress in
reducing emissions of carbon and other pollutants.
The industry will undoubtedly continue to work with
available technology to further reduce or eliminate
harmful emissions. However, whether the technology
will be advanced enough to achieve the Blueprint’s
goals of full decarbonization by 2050 is questionable.
The current frontrunner for decarbonization is
the battery-electric vehicle. According to Rundle, advancements
in battery electric vehicles are the reason.
“Battery and battery technology is improved so
much over the last eight years,” she said. “A great
example is the Nissan LEAF from (the) 2012 or 2013
model year. The same vehicle a couple of years ago
had three times the range (of the original). Size, battery
and similar cost.”
Rundle spoke about improvements in energy
density in batteries: “Today we’re in the neighborhood
of 260 watt hours per kilogram. With lithium
sulfur, we’re up to 600. So, we’re gonna get double
the improvement in energy density. We know we
can probably do that by the 2040 time frame.”
Rumors that lithium is in short supply are unfounded,
she said.
“In 2021 production, we were using four-tenths
of 1% of the world lithium reserves — a drop in the
bucket,” she said.
Rundle maintains that the advances in electric
power for light vehicles will eventually be used in
heavy-duty vehicles as well. The problem won’t be
battery storage or power, however; it will be producing
the clean electricity used to charge them.
“You’ve got your dirty grid,” she said. “Are you
just transferring a CO2 issue downstream?”
Even though the Department of Energy (DOE) is
a signatory to the MOU, the agency’s Energy Information
Administration (EIA) statistical arm is not predicting
success. In its 2022 Annual Energy Outlook,
the EIA predicted petroleum products and natural
gas will still be the most-consumed energy sources in
year 2050,. Although the Blueprint specifies the use of
100% renewable energy for electricity generation by
2050, the Outlook predicts only 36% will be renewable.
EIA projections are that 10% of the electricity
will come from coal and 34% from natural gas in 2050.
Rundle points out that carbon capture could
be used to help reach the net-zero goal, but she’s
skeptical.
“Carbon capture today is even less of a developed
industry than renewables,” she said.
The Bipartisan Infrastructure Law, passed in
November 2021, earmarks $65 billion for an upgrade
to the nation’s power grid, including investment
in clean energy technologies. Perhaps the
2023 EIA Annual Energy Outlook will incorporate
anticipated changes into its projections.
While the Blueprint looks to battery power for
light-duty and short-haul heavy-duty vehicles, a
different clean energy source is suggested for longhaul
heavy trucks — hydrogen. That’s problematic,
according to Rundle.
“The overall efficiency of a battery electric (vehicle)
is 73%,” Rundle explained. Some energy is consumed
in the transmission and distribution of electricity,
more in the charging process and powering
inverters, so only about 73% of the energy sent from
the generation facility is used to power the vehicle.
“With a fuel cell, you’re going to end up with
30% at best,” she continued. “The energy losses in
a fuel cell versus battery electric are much greater.
That is physics you cannot get around.”
The cost of hydrogen — and the durability of the
fuel cells — are additional issues.
Another option for hydrogen as a power source
is using it in an internal combustion engine, much
the way diesel fuel is burned today. The problem
is that burning hydrogen is about as inefficient as
burning diesel. There’s another issue.
“Where are we going to get all this green hydrogen?”
Rundle asked, pointing out that some people
already claim that the power grid can’t handle
electric vehicle charging, while no “grid” exists for
distribution of hydrogen. Currently, hydrogen is
manufactured by splitting water into the elements
that make it up, hydrogen and oxygen.
“You look at what regions of the world can easily
readily produce green hydrogen, and it’s limited
because you need to have access to clean, fresh water,”
she said. “You have to have access to renewable
energy, and you also have to be able to transport it.”
One potential solution may be found in recent advances
in the production of hydrogen from ammonia.
Decomposing ammonia results in clean hydrogen
and nitrogen. The process might be done onboard a
vehicle, with the hydrogen produced going directly to
a fuel cell for power. Ammonia is inexpensive to produce
and doesn’t need pressurization for storage.
The hazardous nature of ammonia and the potential
for nitrogen oxygen (NOX) production in the
decomposition process are issues that will need to
be worked out to make the practice viable for vehicle
fuels.
For now, battery electric trucks are the most
likely solution to eliminating carbon emissions from
trucking. However, significant advances in electricity
production and storage will be needed if the U.S. is to
reach the goal of zero emissions by the year 2050. 8
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10 • March 2023
FROM THE EDITOR:
The luck
o’ the Irish
Between
the lines
Linda GARNER-BUNCH
editor@thetruckermedia.com
During March most of the U.S. celebrates
all things Irish (or at least what we perceive
as Irish). From corned beef, green beer, Irish
whiskey, and (most likely) a few bar brawls to
St. Patrick’s day parades and other celebrations,
our part of the world goes a little crazy
over the Emerald Isle.
I’m no exception. According to family lore,
my Scots-Irish ancestors came to America in
the 1800s. I even have — or did have, before I
started going gray — the coppery ginger hair,
fair skin and freckles typically associated with
the Irish.
Because of this, I’ve always had a fascination
for Irish lore. While other little girls
dreamed of being Cinderella or Sleeping Beauty,
I was engrossed in Celtic tales of the Sidhe
(better known as fairies, or little folk).
As a teen, I discovered Irish blessings. Despite
the term “blessings” these short verses
can convey wishes for either good or ill. For
example:
“May those who love us, love us
And those that don’t love us,
May God turn their hearts.
And if he doesn’t turn their hearts,
May he turn their ankles,
So we’ll know them by their limping.”
Maybe I should have paid more attention
to the way some of my high school “friends”
walked....
Perhaps my favorite Irish blessing, though,
is one you may have seen embroidered on a
pillow at your grannny’s house, or beautifully
penned and framed.
It’s also particularly appropriate for my
friends in the trucking industry:
“May the road rise up to meet you.
May the wind be always at your back.
May the sun shine warm upon your face;
The rains fall soft upon your fields
And until we meet again,
May God hold you in the palm of His hand.”
Whether I am actually Irish is subject for
debate; as I noted, our heritage is family lore.
One day, maybe I’ll break down and try one of
those at-home DNA tests.
Until then, here’s wishing each of you
health and happiness. And when that road
rises up to meet you, be sure to keep the tires
between mustard and mayonnaise. 8
In February, Brad Klepper shared tips
to help drivers make the best of a bad situation
during a traffic stop. This column can be
viewed online at thetrucker.com; click on “Perspective”
at the top of the page and select “Ask
the Attorney by Brad Klepper.”
This month, we are going to delve a bit
deeper than a simple traffic violation.
If you are in an accident, always keep in
mind your own protection. Typically, if you
do not feel you are at fault, your instinct is
to cooperate fully with an officer — but you
still need to be careful what information you
volunteer.
Let’s say you’re involved in an accident
that results in serious injuries to another
individual but no fatalities. Your immediate
reaction is to cooperate fully. After all, most
professional drivers have nothing to hide.
An officer starts asking questions and you
respond, thinking you’re being helpful. But,
let’s say, three days later the injured person
dies, and the prosecutor decides to file a vehicular
homicide charge against you. Everything
you said at the scene will be brought up
in court. The slightest things that you merely
commented on could be turned around and
used against you.
If you are involved in an accident, one
of the first things you should do is call your
company to report the accident and ask
them what they want you to do. You may
want to check out the situation for yourself
and collect information that could be helpful
for your own cause, but in all cases follow
their instructions on what to do. Remember,
you may be excited or scared, but the company
has written steps they want you to follow.
The safety department’s job is to handle
accidents. This may be the only time in your
life you are involved in an accident, so follow
their instructions.
Snap some pictures of the surroundings,
including the vehicles and the people present
who were witnesses. You want a picture
of every car tag and person at the scene, if
you can get it; you never know what they saw.
Next, collect potential witnesses’ names and
phone numbers. I must caution you here: Do
not try to talk to these people about the accident.
Professional drivers are not trained in
interviewing witnesses, and you don’t want
to take the chance of actually hurting your
own case. You simply want names and numbers
so your company and the defense lawyer
can talk to them if necessary. But remember
— always follow your safety department’s directions.
PERSPECTIVE
While some of this may seem extreme,
you simply never know when a basic traffic
stop or an accident, major or minor, will
land you in court defending yourself and
your future livelihood. Collecting certain
pieces of information when in these situations
will help to protect you if that ever
happens.
The importance
of roadside interactions
In the course of defending drivers, I see
a lot of violations noted on a citation that
could probably have been avoided. What do
I mean? Well, I am glad you asked.
Now understand: My opinion is based
solely on what I have seen in my practice —
but in my opinion, the reason we are seeing
“additional” violations noted on a citation is
because of poor roadside interactions with
enforcement. I can see it in the way the citations
are written.
OK, I can hear it now — “How do you
know that, smarty pants?”
Well, here is my answer: I have been contesting
citations and inspections for quite
some time. As a result, I generally know how
the officer can write a citation. For example, if
you bypass a port of entry in New Mexico you
can receive a citation for bypassing a port of
entry, failure to obey a traffic control device,
or other violations. If the officer wrote you a
citation but only listed one violation, I know
he cut you a break in the field and you had a
good interaction. Two violations maybe not
quite as good an interaction, but probably
still OK. If there are more than that, I know it
did not go well.
The same can be said for inspections. Assuming
you are driving a reasonably maintained
vehicle, a couple of violations can be
normal. If there are more than five I begin to
take notice — more than 10 and I am concerned.
If there are more than 30 (yes, I have
seen that), I know somebody said something
about someone’s momma. Don’t do that.
Thetrucker.com
Driver’s actions, attitude during traffic
stop have significant impact: Part 2 of 2
ASK THE
ATTORNEY
BRAD KLEPPER
You simply never
know when a
basic traffic stop or an
accident, major or minor,
will land you in court
defending yourself and
your future livelihood.”
— Brad Klepper, president
Interstate Trucker LTD.
The importance of
NOT being memorable
In addition to reading citations like tea
leaves, I also talk to enforcement and prosecutors
on pretty much a daily basis. My conversations
with them confirm that I am not
making this up.
In fact, do you know what the best thing
is an officer can say to me when we are discussing
a case? It is easy: “I don’t recall your
client.” If I hear that, I know everyone acted
professionally, and our chances of getting a
positive outcome go up. In contrast, when I
hear “Yes, I remember your client. Let me tell
you what happened,” I know I am in for a long
day.
So, the next time you have an interaction
with enforcement, please remember that the
officers are just doing their jobs. They are not
targeting you specifically, although I know
it can feel this way. They are out to keep the
roads safe so you can do your job and everyone
else can do theirs.
I am sure that if you took a survey of enforcement,
writing tickets and doing roadside
inspections is not at the top of the “favorite
things to do” list. But it has to be done.
Why? Because there are people out there on
the highways that are truly unsafe and need
to be taken off the road. Unfortunately, no
one labels the side of their truck with a logo
that says, “Unsafe Trucking LLC” or “Unsafe
Driver.” Stops have to be made, inspections
have to be performed and citations have to
be written.
This is where the professional part of being
a professional driver comes into play. Do
not take it personally. Do not make it personal.
Do not bring anybody’s momma into the
conversation. Be prepared, be courteous, be
polite and most importantly, be professional.
Understand that this is where we begin defending
your citation.
Also understand that everyone is entitled
to have a bad day, even law enforcement. You
know how you feel when a four-wheeler cuts
you off ? Or when you are trying to solve a
problem at home from 1,000 miles away? My
point is that the officers are people, just like
you — trying to do their job, provide for their
family and deal with all the complications
that life brings. Extend them the same courtesy
you want to be extended to you. I promise,
this will make everything go better and
get you back on the road quicker.
At the end of the day, you cannot always
control the circumstances of a stop. You cannot
control the mood of the officer stopping
you. You cannot always control the violations
that may be discovered. What you can control,
however, is your attitude and demeanor
when dealing with the officer. Please remember
that sometimes it is best not to be remembered!
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

Thetrucker.com Perspective
March 2023 • 11
Singer/songwriter Jimmy Buffett’s body of work is
poetry that offers a lesson to anyone who listens
RHYTHM OF
THE ROAD
KRIS RUTHERFORD
krisr@thetruckermedia.com
Summarizing the music of Jimmy Buffett
in a few hundred words is akin to partaking
of Shakespeare a thimbleful at a time. While
it might be argued that Shakespeare has a
lasting power that Buffett has yet to prove,
Buffett’s body of work has grown over a halfcentury.
For all his fame, Shakespeare’s activity
was spent after just 28 years.
Likewise, both artists dabbled in a variety
of arts — Shakespeare in poetry, prose, literature
and as a playwright, and Buffett the
same. Like Shakespeare, Buffett has written
of comedy, tragedy, and most purposefully,
self-discovery. But at a basic level, poetry is
what connects William Shakespeare to Jimmy
Buffett.
To prove my argument: Years ago, I had
a college English professor who told me as
much.
Music critics in general — a group that
has not been a proponent of Jimmy Buffett
over the years — have laughed off some of
Buffett’s most famous lyrics as nothing more
than novelty music. And, to an extent, they
are correct.
Much of Buffett’s work falls into what one
might consider novelty, comedy or “party”
music. “Cheeseburger in Paradise,” “Volcano,”
“Gypsies in the Palace,” “Fins,” and “You’ll
Never Work in Dis Business Again” have all
proven that Buffett is both funny and a happy-go-lucky
kind of guy. Even the lyrics of his
masterpiece, “Margaritaville,” have a humorous
aspect as a one-time vacationer tries to
recreate the beach — or the essence of “Margaritaville”
— once back home in less humid
air.
Still, it’s Buffett’s ability to combine humor
with self-discovery that has truly allowed
him to master his craft.
An overview of lyrics from some of Buffett’s
best-known and little-known songs is
like a gentle rain of self-discovery. Take for instance,
“Changes in Latitudes, Changes in Attitudes”
where, once again, Buffett addresses
true life against a background of partying.
The opening line, “I took off for a weekend
last month just to try and recall the whole
year,” offers an idea that what’s to follow will
be an introspective song. And it doesn’t disappoint.
Buffett sings of the “places and faces”
he’s seen and wonders why they’ve all disappeared.
Later he recognizes that reviewing
the year may be of little help in his effort to
discover if the events have meant anything:
“Yesterday’s over my shoulder,
And I can’t look backward to long.
There’s just too much to see waiting in front
of me,
And I know that I just can’t go wrong.”
In between, Buffett reminisces of the
freedom he has sought, as well as of how the
constant changes in life somehow hold him
prisoner.
In what could be considered hindsight’s
look at “Margaritaville,” Buffett’s “When the
Coast is Clear” isn’t a song that takes him
from the coast northward but rather the
reverse:
“That’s when it always happens,
The same place every year,
I’ll come down and talk to me,
When the coast is clear.”
In this case, it’s not a matter of longing for
the party life on the coast and what “Margaritaville”
promises; rather, Buffett is looking at
how commercialized the coast has become.
As a native of the Gulf Coast, he feels he must
escape the area in the summertime. Only
when the tourists have left can he get a true
sense of the ocean and its ability to help him
clear his mind, to heal. After all, while the
coast is clear, Buffett admits that he speaks
to “Mr. Other Me,” something he yearns for
but only occasionally achieves.
Another Buffett song that offers an introspective
view on life is “He Went to Paris.” Buffett
sings of a man who went to Paris “looking
for answers to questions that bothered him
so.” The man who takes the trip is young and
vibrant, full of potential and has already experienced
success. But as he fell for the love
affair many have with Paris, he became lost,
and “four or five years slipped away.”
With the Paris experience behind him, did
the man return home?
No — instead, he went to England, played
the piano, and had a family.
“And all of the answers
To all of the questions
Locked in his attic one day.
He liked the quiet
Clean country living,
And twenty more years slipped away.”
Later, we learn the young man went to
Paris before World War II and lost his family
and half his sight to a war that left him
“recalling the answers he never found.” Ultimately,
the man finds himself a fisherman on
the Gulf Coast, where he recalls after 86 years
that “some of it’s magic, some of it’s tragic,
but I had a good life all the way.”
Finally, it’s hard to discuss the poetry that
pours from Buffett’s pen and guitar without
mentioning “A Pirate Looks at Forty.” In a
song written about a friend in Key West, Buffett
starts the lyrics paying homage to the sea.
“Mother, mother ocean, I have heard your
call” sets the stage for a journey into a way of
life that lives and die on the sea — piracy, in
both its modern and historical contexts.
“Watched the men who rode you,
the poor fellow has at least half his life left!
Switch from sail to steam,
We could drone on and on about Buffett’s
And in your belly, you hold the treasures songs and whether he is a hard partier, a
Few have ever seen,
beach bum or a marketing genius. Ultimately
Most of ’em dream.”
though, we’ll wind up having the conversation
in some harbor bar somewhere. In fact,
Buffett goes on to admit he’s a pirate —
but 200 years too late. And he laments “I’m if we’re lucky it may be that “One particular
an over-forty victim of fate arriving too late.” harbor, so far and yet so near, where I see the
He is also troubled by the fact that he illegally
made enough money to buy Miami Until next time, remember that even
days as they fade away and finally disappear.”
over the years but squandered it all — it though Jimmy Buffett is a poet, at his core
was “never meant to last.”In the end he concludes
that his lifestyle, despite all that it now and again. He helps explain how much
he is singing of the issues everyone faces
brought him, has brought him to a changing
point. “I feel like I’ve drowned, gonna there is no question that his music can easily
we have left to discover. And in that context,
head uptown.” So much wasted, and to think be categorized as “country.” 8
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12 • March 2023 Perspective
Thetrucker.com
at the TRUCK STOP
Presented
by Cat Scale.
visit weighmytruck.com
living
the
dream
The road to
happiness led to
hauling tankers
for pro driver
Pam Randol
DWAIN HEBDA / SPECIAL CORRESPONDENT
Courtesy: Highway Transport
Pam Randol, a tank hauler for Tennessee-based Highway Transport, says she decided she wanted to drive trucks at age 8 after spotting a military convoy
on the interstate while traveling with her family.
Pam Randol knew exactly where she wanted her life to lead
at a very early age.
“I was 8 years old when I saw a convoy of trucks on Interstate
40 in Oklahoma. I was sitting in the back seat of the car,” she
said. “I decided right then I wanted to drive a truck in the Army.”
Randol, who is now a professional tank hauler for Knoxville,
Tennessee-based Highway Transport, got her wish. As a
young adult, she enlisted in the Army and stubbornly held out
for an assignment as a truck driver for Uncle Sam.
“You remember the old computer-generated paper that
had the dots and the little holes in the edge, and it had that
pixelated printing?” she said. “When I went to enlist, I had a
list probably 10 feet long of jobs that I could have chosen from,
from spy, interrogator, linguist, helicopter mechanic. (It was)
just a huge range because I scored high in communications,
technical and mechanical.
“I said, ‘I want to drive a truck,’ and they looked at me like
I’d lost my mind. They said, ‘Well, we really need…’” she continued.
“I’m like, ‘I don’t care what you need. I want to drive a
truck.’ I didn’t get to drive the truck that I wanted to — but I did
get to drive a truck. I got to play in the dirt.”
Randol says a great by-product of her military service are
the mentors she got to learn under and the fellow women she
drove alongside.
“I was fortunate enough to go through basic training and
advanced individual training, and then on to permanent duty
station, with several other women,” she said. “It was nice, because
we were all new to the same area at the same time and all
going through the same experiences. Our chain of command —
our squad leaders, our platoon leaders, our patrons, our peers
— they all were there to be helpful and guide you as well.”
That experience gave Randol the first taste of what she
was capable of, and it prepared her for a long and rewarding
civilian career behind the wheel. She notes that the job was
very different “back in the day.” Like many drivers from the era,
Randol shakes her head at the creature comforts of today compared
to yesteryear.
“When I started, we didn’t have cellphones and GPS and
those types of things,” she said. “You had to get a map, and
learn how to read a map and manage your fuel. You had a book
for fuel, you had a map, you had to stop and call a customer to
get an address and directions, all those kinds of things.
“Then, you either had a calling card or a 1-800 number, and
you would stand in line waiting your turn to get to the phone
so you could make your call,” she added. “That might be outside
in the wind or the rain, or it might be inside at the truck
stop when they had the phones at the tables.”
Randol would eventually be introduced to tankers, starting
with a stint as a tack truck driver for a road construction company.
The experience was brief, but it stuck — and as she racked
up experience hauling hazardous materials, the idea of transporting
it by the tankload became more and more appealing.
“I had to have my tanker endorsement with my job before
this company. I drove a dry van, but I hauled the big bulk containers
of chemicals,” she said. “Those totes were anywhere from
2,500 to 5,000 pounds, depending on what size tote you had
and the weight of the liquid. I could feel those loads whenever I
hauled them, and I thought, ‘Driving a tanker probably wouldn’t
be that bad. If I can do this, then surely I can drive a tanker.’”
At the request of her family, Randol temporarily left the
road and went to work in the medical field. But after a decade,
she was itching to get back behind the wheel. She made a bee-
Courtesy: Pam Randol
Pam Randol, right, is shown here with a fellow service member during her
stint in the military. She says she, worked hard to achieve her childhood
dream of driving trucks for the U.S. Army.
line for the tanker industry. Once more, she’d have to dig in her
heels and bide her time to get an opportunity.
“I went to one of those Great American Truck Shows, and I
remember talking to a tanker company,” she said. “In the early
2000s the companies could be more selective of drivers, because
it wasn’t a drivers’ market at the time. They said, ‘Go get
two years of experience and call us later.’
“My opportunity finally came a few years ago, when the guy
See RANDOL on PAGE 14

CATTheTrucker021323 fullpage.qxp_Layout 1 2/13/23 4:48 PM Page 1
Thetrucker.com Perspective
March 2023 • 13
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14 • March 2023 Perspective
Thetrucker.com
Difficult times provide
chances to grow and flourish
CHAPLAIN’S
CORNER
Rev. Marilou Coins
I am sure you all have heard the saying,
“March comes in like a lamb and goes out like
a lion” … or “comes in like a lion and goes out
like a lamb.”
Well, here’s another one: Beware of the
Ides of March!” The “Ides” is the middle of
the month. March seems to be a very notorious
month for some reason or other. Nothing
seems to be normal. Has anyone ever noticed
out that March is the “black sheep” of the year?
March is the most unpredictable season
because it’s the changeover from winter to
spring. March is like a preteen going through
adolescence, or a teenager going into adulthood.
It’s a month that sows its wild oats and
then mellows out to give us a springtime of
beauty.
We all go through a “March” sometimes in
our lives.
No one is perfect. We sow our wild oats
and go through the changes in our lives. But,
once we realize we need to settle down, we become
more confident in ourselves and find the
beauty in life. I’m sure each of you have experienced
that growing time and then burst out of
your shell and found your niche.
God gives us these opportunities to test
our nature and make us who we are in life.
Some people turn out to be doctors, lawyers,
teachers, school bus drivers — or even truck
drivers. I turned out to be a truck driver for 43
years, as well as a minister.
Wow! God surely had a sense of humor
when he dealt me that role. Yes, I did sow my
wild oats as a teenager, but God blessed me
with a career as a truck driver for a long time.
Then He led me into ministry as an over-theroad
driver, where I ministered to others along
the way. God used my Ides of March to bring
me closer to his calling in my life.
He is doing the same for each of you —
your experiences prepare you to fulfill God’s
plan for your life. Never underestimate what
God has planned for you. “March” is where we
all change and grow and learn the true meaning
of life. If there was no March in our lives,
we never would get to enjoy the beauty and
true meaning of life.
Even Jesus went through a season of March
when he was tempted by Satan. This allowed
him to grow into what was needed for his ministry
— and for our redemption. Christ had to
put worldly things behind him so he could see
focus on what needed to be done for our salvation.
Jesus went through a March several times
during His life. Going to the cross had to be
the hardest March, but in doing so he opened
heaven for all mankind to enter in. He conquered
death and brought spring, in all its
beauty, for each of us.
Life is hard for each of us — but each time
you get past a March, know you have conquered
problems and are headed in the right
direction. Don’t be afraid to accept the challenges
and tough times in your life. You will
be stronger and come out of it better than before
with a clearer understanding of where we
were and where we are going.
Never let March control you; control it instead.
Keep your faith strong, and let life be
your blessing. Never give up. You are the only
person who can conquer your March. God
bless you and keep you safe.
Best of the roads and all gears forward in
Jesus. 8
Courtesy: Highway Transport
Attention to safety is particularly important when hauling hazardous materials. Here, driver Pam Randol conducts
a thorough pre-trip inspection before hitting the highway.
Randol cont. from Page 12
I’m married to now came to work at Highway
Transport and I followed him over,” she continued.
“I just can’t see myself ever working
for another company or ever driving any other
type of trailer. I wish I’d have started here
when I was young and spry.”
Over the past nearly four years of driving
a tanker full time, Randol has hauled latex
and poly products ranging from paint to cosmetics,
vitamins, insecticide and foam seat
products — just to name a few. She delivers
for a dedicated account that takes her crosscountry
and back from California and Oregon,
passing through the Great Lakes and mid-
America down to the Carolinas.
In total, she’s covered about 2.5 million
miles, touching 47 of the lower 48 states, missing
only North Dakota during her 25-year driving
career. She says driving a tanker, a job she
still holds in common with her husband, Joe
McMullin, is the pinnacle of her driving career.
“I like the challenge of this (cargo) being
volatile, and ‘this is what you have to do’
to make sure you get it to where you’re going
safely,” she said. “For me, this is easier to learn
than putting my head down in a book. Yeah,
obviously you’ve got to read instructions to operate
and everything, but I like the challenge.
“And then, they’re just so happy to see you
when you get there,” she said with a smile.
“Even if you’re late, a lot of them are like, ‘We’re
just glad you’re here.’”
In February, Randol was informed that, because
of her consistent dedication, attention
to detail and safety, she was a finalist in the
National Tank Truck Carriers’ (NTTC) Driver
of the Year competition. It’s an award for
which she is humbled just to be considered.
“I can’t lie and say that I’m not thrilled and
flattered, because there’s a lot of times (I’ve
thought), ‘Nobody notices me. Nobody knows
what I go through. Nobody appreciates what I
do,’” she said.
“For this award to come up, I’m honored,
I’m excited. If I win, I hope I can live up to the
expectations and put forth the message that
NTTC would want,” she concluded. “I would
represent them honestly and professionally.
For me, tankers are the way to go.” 8
Aim your camera
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Thetrucker.com
BUSINESS
March 2023 • 15
Freight rates should rise in second half of
year, but rising fuel costs could offset gains
CLIFF ABBOTT | SPECIAL CORRESPONDENT
One step forward
Shipments declined by 3.2% in January
from December levels, but no more than they
usually do, according to the latest Cass Freight
Index for Shipments, part of a monthly report
issued by Cass Information Systems. The
Cass report called the January results “better
than expected” and credited mild weather,
along with improved auto production, for the
results.
The index rose 4.3% from January 2022
levels; however, COVID was rampant at that
time and shipment levels were depressed.
Cass Indexes are compiled from
customer data and cover multiple modes of
transportation, including truck, rail, pipeline,
ship and air.
The Cass Truckload Linehaul Index, which
the company refers to as a “broad market
indicator,” fell by 0.9% from December and
was down 5.6% from January 2022. That’s an
indication of spot rates that fell last year and
contract rates that are still declining. The
report noted, “With spot rates already down
significantly, the larger contract market
is likely to continue adjusting down more
gradually but in the same direction.”
The Cass report, which includes
comments by ACT Research Vice President
and Senior Analyst Tim Denoyer, predicted a
mild setback for freight volumes: “Although
LTL and intermodal volumes are down
significantly, outperformance in truckload
volumes shows the freight downturn is
still likely to be mild overall. We believe an
accelerated bottoming process has begun in
the freight rate cycle, with spot rates further
below operating costs than ever before.”
As the Cass report was coming out, ACT
Research released its own analysis, using
their For-Hire Trucking Index. Tim Denoyer
commented on this report too, saying, “We’re
now nine months into this freight volume soft
patch with lower goods spending, overstocked
retail and declining imports. The good news is
that from a historical perspective, that means
we’re closer to the end than the start.”
Denoyer noted that in 2022 the power
to set rates shifted to shippers as freight
levels remained stagnant and the industry’s
capacity continued to grow. As noted in the
truck sales story on Page 19, carriers continue
ordering both trucks and trailers at a brisk
pace, anticipating profitable conditions in
the market despite lowered rates. It may seem
difficult to believe, but freight rates coming
out of the COVID slowdown were so good
that, even after declining, conditions are still
good for profitability.
“With capacity starting to slow and
demand to recover eventually, the market
should begin to rebalance in the not-toodistant
future,” Denoyer said.
Another release by ACT Research on
Feb. 13 was even more optimistic. Entitled,
“Best Recession Ever for Class 8 Trucking,”
the report quoted from ACT’s latest “North
iStock Photo
While diesel prices dropped in the early part of the year, analysts expect the demand for crude oil to rise, pushing
fuel costs higher again.
American Commercial Vehicle OUTLOOK.”
“We continue to expect a recession in the
first half of this year leading to an incremental
year-over-year decline in 2023 Class 8 build
from 2022 as freight market weakness
increasingly weighs on demand into the
year’s second half,” said ACT President and
Senior Analyst Kenny Vieth. He noted that
rising interest rates probably won’t be high
enough to impact truck buying.
The typical freight-truck cycle is expected
to enter a new phase in the second half of
the year as truck production falls off. If the
recession is short-lived, freight availability
will increase as capacity, the number of
trucks available to haul freight, tightens. At
that point, rates will begin rising again.
Dean Croke of DAT, in an interview with
The Trucker, said he also feels that market is
nearing bottom. His reasoning comes from
See TONNAGE on PAGE 26
SAFETY SERIES
Preparation, good decisions are keys to surviving spring weather extremes
Cliff Abbott | SPECIAL CORRESPONDENT
Depending on where you are in North America, spring may
be just around the corner. While pleasant days, sunshine and
blooming wildflowers can bring tranquility to a hectic schedule,
spring is also a time of weather extremes that can cause
devastation to unsuspecting drivers.
In many areas it can seem like the season changes several
times in a day. Balmy temperatures in the daytime can drop to
below freezing at night. Rain showers or thunderstorms can
turn into sleet, snow or freezing rain. Dry highways can become
treacherous in a matter of hours.
Understanding weather patterns is helpful in predicting
what’s coming. High- and low-pressure systems on a weather
map are often confusing diagrams of letters and crooked lines.
To make sense of them, it’s helpful to form the mental picture
of a hurricane (a hurricane, or typhoon in other parts of the
world, is mostly a low-pressure system on steroids).
Low-pressure systems in the Northern hemisphere rotate
in a counterclockwise direction. Everyone has seen TV footage
of hurricanes, hundreds of miles wide, as they approach coastal
areas. Low-pressure systems, however, cross the continent
on a nearly daily basis. Because they aren’t spinning as fast or
sucking up water like hurricanes do from the ocean, they aren’t
as easy to spot on satellite footage — but they’re there.
As it spins across the continent, the first part of a low-pressure
system pulls up warm air from the South. As the rear of
the system crosses, it brings down cold, dry air from the North.
Since cooler air is denser, the warmer air is pushed upward,
where it forms thunderclouds and brings precipitation.
Now, imagine that giant hurricane-shaped low-pressure
system is immediately followed by a high-pressure system,
spinning in the opposite (clockwise) direction. The area where
the two systems collide, often hundreds of miles long, is called
a front. That front is often the area where bad weather happens,
including thunderstorms, tornadoes, blizzards and more.
It’s common for stormy periods to be followed by cold
snaps. In the North, this often means the weather warms up
and snow falls, followed by days of sub-zero temperatures. In
the South, it’s rain followed by cool, dry weather. In-between
— and there is a LOT of in-between — anything can happen.
Because weather conditions can change so rapidly, it’s
See SAFETY on PAGE 16
iStock Photo
If there is no spray coming from the tires of vehicles ahead, there’s a good
chance the water on the roadway is frozen.

16 • March 2023 Business
Thetrucker.com
DRIVE
THE DIFFERENCE
SAFETY cont. from Page 15
important to have the latest weather information
and stay informed. It can be even more important
in spring and fall, when temperatures often
hover around freezing. Wet roads can quickly
become icy, especially on bridges and overpasses.
That’s because the ground radiates heat that
help keeps road surfaces warm enough not to
freeze; bridges don’t have ground underneath.
Road clearing and de-icing operations are
sometimes lax in spring and fall, too. When a
heavy snowfall is predicted, crews are prepared
and often start treating road surfaces before
the snow starts to fall. When rain is predicted,
it’s more difficult to predict whether freezing
will occur. If the decision is made to apply
them, de-icing chemicals are quickly washed
from the roadway.
Drivers should be as prepared as possible for
icy roads in these conditions. Fortunately, up-todate
weather information is available through
GPS systems, smartphones and special channels
on some CB radios and other sources. Some
phone services send alerts when dangerous conditions
develop. Drivers who typically run with
the CB turned off might want to leave it on to get
the latest information about the road ahead.
There are ways to tell if the road surface
ahead might be freezing. Noting whether nearby
vehicles are fishtailing or having traction
problems is an obvious way to tell. A common
procedure used by many drivers is to look for
road spray coming off the tires of other vehicles,
especially trucks. If there’s no spray, there’s a
good chance the water on the roadway is frozen.
At times, visible ice can form on mirror brackets
and antennas. Antennas that are coated with
ice often react differently in the vehicle’s wind
stream. Normally they might move back and
forth in response to vehicle movement. If they
begin moving side-to-side or in a circular pattern,
there may be ice buildup, so reduce speed.
Some northern states enact frost laws in
spring, and many are strongly enforced. During
the winter, the ground beneath the road freezes.
In the spring, however, rain or melt-water
can seep through cracks and imperfections in
the pavement. Since the ground beneath is still
frozen, it can’t soak this water up and a layer
can form under the pavement. This water layer
can allow the road surface to “flex” as a heavy
vehicle passes, causing new pavement cracks
to form. The result is quick deterioration.
Interstate and other highways designed for
heavy-duty use often have thicker subsurface
materials and pavement, making frost laws
unnecessary. For trips that involve smaller
state, county or local roads, drivers should be
prepared to select an alternate route.
When weather conditions make the roads
treacherous, consider shutting down. Just as
conditions can deteriorate quickly, they can
improve quickly as the front passes or the sun
warms the road surface. Instead of trying to
proceed at slower speeds, it may be better use
of time to rest now and drive later, when the
roads are clear.
In any event, the old adage that no load is
worth your life or well-being certainly applies
when roads are dangerous. Be prepared, and
make wise decisions. 8
JOIN OUR DRIVING TEAM
At Penske, success behind the wheel is in our
DNA. Our professional truck drivers are the
best in the business.
If you want to work at an industry-leading
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A truck insurance agent is
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Thetrucker.com Business
March 2023 • 17
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Thetrucker.com
EQUIPMENT & TECH
March 2023 • 19
Promising numbers
Despite economic headwinds, January saw increased sales of Class 8 trucks
CLIFF ABBOTT | SPECIAL CORRESPONDENT
U.S. sales of new Class 8 trucks got off to
a great start in January, according to data received
from Wards Intelligence.
Manufacturers reported January sales of
19,902 trucks, an increase of 33.1% over January
2022 sales of 14,957 trucks. It was the best
January since 2019.
The January figure was down, of course,
from December, which is typically the strongest
sales month of any year. December 2022
saw truck sales of 29,214, so January represented
a predictable sales decline of 31.9%.
Of the major OEMS, Freightliner still leads
the way. The company was responsible for
47.3% of the new Class 8 trucks sold in January,
according to Wards. Sales of 9,409 Freightliners
were only 11.7% down from December’s
10,660, the closest of any of the manufacturers.
Compared with January 2022, however,
sales rose for Freightliner 44.4% from last
year’s 6,514.
Volvo Trucks’ more modest 7.1% of January
Class 8 U.S. sales came with an interesting
twist. The company reported selling exactly
one more truck in January 2023 than in the
same month of 2022 for an increase of 0.1%.
For the full year 2022, Volvo captured 10.6%
of the market, so sales in the coming months
should be picking up.
Volvo-owned Mack Truck saw the biggest
drop of all the manufacturers from December
sales. The company sold only 898 Class 8 trucks
in January, down 59.4% from December’s 2,436.
Kenworth sales of 2,614 topped January
2022 sales of 2,218 by 17.9%. PACCAR sibling
Peterbilt’s sales in January 2022 weren’t as robust,
with 1,623 units moved then compared
to 2,459 in January 2023. The result is an increase
of 51.5%.
International Trucks reported sales of
2,459 in January, up 26.1% from 1,950 a year
ago in January 2022.
Western Star remained steady with sales
of 567 trucks, good for 2.8% of trucks sold in
January. In January 2022, the company sold
two fewer trucks than this year’s result.
While The Trucker generally focuses on
sales of Class 8 vehicles in our monthly reports,
drivers frequently see smaller trucks
with familiar nameplates, so we’ll take a look
at those numbers for 2022 as well. Freightliner
sold 96,465 Class 8 trucks in 2022, along with
22,376 Class 7, 22,219 Class 6 and 3,594 Class 5
trucks. Class 8 trucks comprised 65.7% of total
truck sales, Classes 5 and up.
International also supplies trucks of varying
sizes to the market. Of International’s total
2022 sales of 61,867 trucks, 31,935 (51.6%)
were of the Class 8 variety. The remainder
were Class 7 (13,924), Class 6 (13,539), Class 5
(2,455) and Class 4 (14) trucks.
Of Kenworth’s total reported sales of
41,270, 89% (36,730) were Class 8, followed
by 2,847 Class 7, 1,687 Class 6 and six Class
5 trucks. Peterbilt showed similar numbers,
with 38,782 of total sales of 43,307 being Class
8 for a total of 89.5%, followed by 3,546 Class 7,
975 Class 6 and four Class 5 trucks.
Mack sales of 17,051 Class 8 trucks represented
78.3% of total truck sales. The remainder
were 1,021 Class 7 and 3,692 Class 6 trucks
sold.
Courtesy: Daimler Truck North America
Freightliner led the way in sales of new Class 8 trucks for January 2023, accounting for 47.3% of the month’s sales
with 9,409 units — a 44.4% increase compared to January 2022.
Other manufacturers that no longer (or
never did) manufacturer Class 8 trucks but
do sell Class 5-7 vehicles include Ford, GMC,
Hino and Isuzu, among a handful of smaller
manufacturers.
With talk of recession in the news, pent-up
demand for trucks should continue to push
the market through at least the first half of the
year. In a Feb. 13 release entitled “Best Recession
Ever for Class 8 Trucking,” ACT Research
reported North American orders for new
Class 8 trucks were still approaching the
250,000 mark, a number that would take manufacturers
nearly eight months to build if no
further orders were received.
Order cancellations might be expected to
rise if the predicted recession impacts freight
availability, but for now, carriers are still reporting
profits and growing their fleets to take
advantage of favorable pricing.
See SALES on PAGE 26
Kenworth celebrates 100th anniversary with special-edition W900, T680
Courtesy: Kenworth
Kenworth’s W900 Limited Edition, left, and T680 Signature Edition each features custom trim and accents celebrating the
manufacturer’s 100th anniversary.
THE TRUCKER NEWS STAFF
KIRKLAND, Wash. — Kenworth kicked off its 100th anniversary celebration last
month with the launch of special edition W900 and T680 models.
The W900 Limited Edition is available in three configurations — an 86-inch Studio
Sleeper, a 72-inch Flat Top and an Extended Day Cab. The all-black Limited Edition
Diamond VIT interior features the 100th anniversary, a special edition steering wheel,
brushed platinum dash and door trim, and Kenworth 100 logos throughout on the doors
and thresholds. A Kenworth 100 sofa bed is standard with the 86-inch Studio Sleeper.
“The Kenworth W900 is an all-time classic and iconic truck in the industry that is
still admired on the road and at truck shows,” said Jim Walenczak, Kenworth’s assistant
general manager for sales and marketing. “As a long-time staple of Kenworth’s history,
there is no better way to kick off our year-long 100th anniversary celebration than by
launching this Kenworth W900 Limited Edition.”
The exterior is embellished with Kenworth 100 sleeper badges, and a Kenworth 100
exhaust shield cutout and sun visor are optional. A special optional centennial threecolor
paint design — only available with the 86-inch Studio Sleeper and 72-inch Flat
Top — brings a classic, impactful look to the W900.
“The W900 is a special truck and this Limited Edition is a great way to celebrate 100
years of Kenworth,” Walenczak said. “Only 900 of these trucks will be produced, so they
will definitely become a showcase vehicle for owners who want a piece of Kenworth
history.”
See KENWORTH on PAGE 21

20 • March 2023 Equipment & Tech
Thetrucker.com

Thetrucker.com Equipment & Tech
March 2023 • 21
FLEET FOCUS
KENWORTH cont. from Page 19
Each W900 Limited Edition will be serialized,
for example, 001 through 900, in order of
build date and sequence.
The new T680 Signature Edition is available
with Kenworth’s 76-inch mid- and high-roof
sleeper configurations. The Signature Edition
Diamond VIT features a black interior with
legacy red stitching accents throughout the
cab and sleeper. The package also includes a
Kenworth 100-branded GT703 seat with red
accents, along with a special brushed platinum
dash and door trim. The Kenworth 100
logo is stitched into the back wall of the sleeper
back.
The exterior features a black onyx grille
and side air intake, as well as Kenworth 100
badges on the sleeper. An optional Kenworth
100 exhaust shield cutout and black anodized
grille mesh are available on mid-roof
configurations; buyers may also opt for new
Alcoa stylized wheels with unique spoke patterns
in Dura-Bright and Dura-Black finishes.
“Today’s T680 is our most aerodynamic and
fuel-efficient truck to date and carries on the
legacy of the Kenworth T600 — the industry’s
first truly aerodynamic model introduced in
1985,” Walenczak, said.
Kenworth is also introducing four signature
paint colors — Platinum, Century Black Red,
Century Red and Century Gold — available
on new Kenworth Class 8 and medium-duty
trucks. 8
Courtesy: Kenworth
Kenworth’s 100th anniversary badge is emblazoned on
the exterior of both special edition trucks.
iStock Photo
During pre-trip inspections, be sure to check behind and between tires to make sure there’s no damage to parts
that are difficult to see.
Thorough pre-trip inspections
help reduce maintenance
costs and increase safety
Cliff Abbott | SPECIAL CORRESPONDENT
One rule of thumb in trucking is that the
earlier a problem is identified, the sooner it
can be fixed and the less it will cost.
In addition to the most obvious reason
to perform a thorough pre-trip inspection —
safety — saving some cash also can be a motivator.
Damage to a tire’s sidewall, for example,
almost always means replacing the tire, which
is an expensive proposition on the road. Add
to that cost the further expense of a road service
call when the tire gives out, plus the probable
higher cost of the tire when purchased
on the side of the highway (plus repair of any
damage done when the tire blew apart), and
it’s easy to see why finding and correcting the
problem was the right course of action.
To all of that, add the expense of time lost,
which also increases exponentially when
chance, rather than driver planning, dictates
when and where repairs happen. Losing an
hour or two at a garage could mean a late delivery.
Losing half a day or more waiting for
roadside service could mean losing out on the
next load and a day of revenue.
As the commercials say, “But wait! There’s
more!” Thanks to the Federal Motor Carrier
Safety Administration and the CSA (Compliance,
Safety, Accountability) and PSP (Preemployment
Screening) programs, if a vehicle
inspector finds your problem, even before it
blows apart, it’s on your record for the next
two years, as well as on the record of the carrier
you work for. On the CSA website, individual
violations for vehicle inspections are shown,
including the plate number. Anyone can see
what violations were issued and the severity,
although the driver’s name is not included.
On the PSP report, violations are assigned
by CDL number. If a citation was issued, even
if it was only a warning or a ticket that you
beat in court, it can still be on the PSP. Recruiting
and safety managers can (and do) review
this information in making hiring decisions.
Some assign points to each violation, while
others have their own systems for determining
the severity of each listed item. If, for example,
there are repeated violations for inoperable
lights or for underinflated or damaged
tires, it’s rather obvious that the driver isn’t in
the habit of performing a thorough pre-trip inspection
every time a shift starts.
The most important reason for a pre-trip,
of course, is safety. Every time the truck is
started or moved, wear occurs to the parts
and components. Everything wears out, eventually.
For example, finding a tie-rod bearing
that has play in it can mean preventing a serious
accident when the part fails. Belts and
hoses are made of rubber compounds and will
eventually fail. Finding a worn area or a small
leak during a pre-trip inspection can save a
roadside shutdown with no lights or heat.
The best practice is to conduct an inspection
at the beginning of the shift, each day.
Some drivers prefer to do a thorough check
when they park the truck, followed by a quick
walk-around when they finish their rest period.
Regardless of the timing, every driver needs
a repeatable process for inspecting the vehicle.
Some drivers prefer to get under the hood
See FLEET on PAGE 26

22 • March 2023 Equipment & Tech
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FEATURES
March 2023 • 23
Trucker jams
Rapper T-Swin paints picture of life in the transport industry
As most truckers know, the road can be a
lonely place at times. Many drivers turn to audio
books, music and even four-legged friends
to help them pass the time.
One former company owner is blazing a
new path, providing music made specifically
for truckers. Houston-based Tony “T-Swin”
Swinton, 43, is the former owner of Swin10
Transport, LLC, a van expediting service.
“Driving is in my family,” Swinton said. “My
dad and my mom were both truck drivers. For
me, expediting was one of the quickest ways
to get into truck driving. When I started driving,
I was still working in the oil industry, and
on holidays I would run the van. Once inflation
hit and the costs of running the company
went up, I had to return to the oil job full-time.”
Swinton’s transport company, which
moved products ranging from COVID-19 testing
kits and oil-producing equipment to car
parts, textiles, electronics and a variety of other
items, shut down last year because of the
economy. He now works as a pipeline operator
in the oil industry.
“We have a storage facility where we store
crude oil,” said Swinton, who is the father of
four daughters ranging from 14 to 23 years old.
“We transfer it through pipelines to other customers
from the shipper to the receiver…you
have to work outside in all elements and sometimes
you’re hundreds of feet up in the air, but
you do what you have to do for your family.”
DANA GUTHRIE | SPECIAL CORRESPONDENT
Even though he’s not actively working the
logistics business, trucking — and truck drivers
— still have a special place in Swinton’s
heart.
In fact, the talented rapper and musician
makes it a point to create and perform music
for those in the trucking and freight industry.
“I had been doing music for a while, but I
initially gave up on it,” Swinton said. “I have a
twin brother, Terrell and we used to go by ‘DT’
for ‘Double Trouble.’ We started doing music
a while back and signed a couple of record
deals. Nothing ever really went anywhere with
it, so I kind of gave up on music for a while.”
That pause didn’t last long.
“When I started expediting, I noticed there
wasn’t a lot of music for drivers,” Swinton said.
“I noticed there wasn’t really a lot of music —
in my opinion — that jammed. There were a
couple of songs, but I wanted to create something
that, even if you were not in the transportation
field, that you would still want to
buy it, play it and listen to it.”
As fate would have it, Swinton, heard a
beat one day that resonated with him and he
crafted his first song specifically designed for
drivers — “Money in the Van.”
“After that one song, I got inspired to create
another song called, ‘Make a Run’,” Swinton
said. “Then I put out an entire EP called
See SWIN on PAGE 24
Courtesy: Tony Swinton
Rapper Tony Swinton, known as “T-Swin,” says both of his parents were truck drivers, and he has a special place
in his heart for members of the industry. He gained experience in the freight industry as the owner of Swin10
Transport, LLC, a van expediting service.
TCA’s Highway Angels program honors drivers who go above and beyond
THE TRUCKER NEWS STAFF
ARLINGTON, Va. — Professional drivers
Thaddeus Paulson, Angela Crager and
James “Neil” Chandler have been recognized
as Highway Angels by the Truckload Carriers
Association for their acts of heroism while on
the road.
THADDEUS PAULSON
Paulson, who lives in Duluth, Minnesota,
and drives for Halvor Lines Inc. helped rescue
a man and his grandfather after their truck
crashed into a ditch on a snowy Iowa highway.
Just before Christmas 2022 — on Dec. 23,
in fact — he was traveling on U.S. Highway 20
just outside Iowa Falls, Iowa.
The ground was blanketed in snow, and
there were patches of ice on the road. Suddenly,
he saw a Chevrolet Silverado pickup,
which was traveling in the opposite direction,
hit a patch of black ice, spin out, and slide into
a ditch.
“The only thing that probably saved their
lives, probably, was how deep the snow was,”
Courtesy: Truckload Carriers Association
The Truckload Carriers Association’s Highway Angels program honors drivers who exhibit heroism and bravery on
the job. Three recent recipients include, from left, Thaddeus Paulson, Angela Crager and James “Neil” Chandler.
Paulson said. “Or they would’ve been crushed.”
Paulson pulled his rig to the side of the
road and approached the vehicle to offer assistance.
In the truck, he found a man and his
grandfather. The older man was unable to exit
the vehicle and walk to the roadside.
“He had injuries,” Paulson said. “He was
covered in blood.”
The driver told Paulson his grandfather
was experiencing heart issues; the two were
en route to the hospital when the accident
occurred. The two worked together to get the
older man safely out of the truck.
“I helped carry the 80-year-old man out
of the vehicle that was flipped over and up
the hill through waist-deep snow to a heated
vehicle, and (we) waited for responders to arrive,”
Paulson said.
Once emergency responders arrived at the
scene, Paulson notified the law enforcement
officers that he had captured the incident on
his dash cam, and that the video would be
available if needed. Emergency personnel attended
to the injured crash victim, and Paulson
continued safely along his route.
ANGELA CRAGER
Crager, a resident of Oklahoma City who
drives for Decker Truck Lines, stopped to help
a driver extinguish a fire that had broken out
on a load of hay bales. At about 6:30 p.m. on
Oct. 28, 2022, she was headed south on Interstate
35 in Guthrie, Oklahoma, when she saw
a truck loaded with hay bales that had caught
on fire.
“Nobody was stopping to help them,” she
said, “I thought, ‘Trucks have fire extinguishers
for a reason.’”
Crager pulled over, called 911 and
See ANGELS on PAGE 24

24 • March 2023 FEATURES
Thetrucker.com
ANGELS cont. from Page 23
proceeded to help extinguish the fire.
“I kinda took over the situation,” she said.
“I was like, ‘You’re gonna want to disconnect
your truck from your trailer, so if (the hay) really
ignites you can save your truck and fuel
source.’”
Crager, who has a professional truck driver
for six years, remained on the scene until
police and firefighters arrived. At that point,
the hay was still on fire. She says that people
like herself, from Oklahoma, look for ways to
help others.
“It’s bred into us or something, to help
out,” she said.
JAMES “NEIL” CHANDLER
Chandler, who is from Anniston, Alabama,
and drives for Bison USA, provided aid following
a fatal head-on collision. At about 5:30
a.m. on Oct. 12, 2022, he was driving south on
Interstate 65 near Cave City, Kentucky. During
that dark pre-dawn trip, he encountered a
serious accident on the highway.
“A quick fog came up, and then everyone
slammed on their brakes,” he said. A car
crossed the center line, into oncoming traffic,
and crashed head-on into another vehicle.
Chandler, along with several other trucks,
pulled over, called 911 and tried to help the
occupants of the two cars. Having spent 16
years serving in the Army and Navy, Chandler’s
training instinctively kicked in, and he
went to work at the scene.
When he checked the car that had been
hit, he found a female driver and two teenagers.
All three appeared to be injured, and they
wanted to get out of the vehicle. However,
Chandler saw that the woman was pinned
in the car and might have to be cut out. He
worked to keep the three calm before moving
on to the second vehicle.
As he approached the car that had crossed
the center line, Chandler saw that the entire
left side of the vehicle was destroyed, and the
driver was dead.
“I hate that I couldn’t do anything,” Chandler
said. He went back to the car with the
mother and children in it and kept the family
calm until emergency vehicles arrived.
HIGHWAY ANGELS PROGRAM
Since its inception in 1997, Truckload
Carriers Association’s (TCA) Highway Angel
program has recognized professional truck
drivers for the exemplary courtesy and courage
they have shown others while on North
America’s roadways.
TCA, along with program sponsors CarriersEdge
and EpicVue, honor more than 50
recipients a year, with more than 1,250 recipients
to date.
In recognition of these drivers’ willingness
to help fellow drivers and motorists, TCA has
presented each Highway Angel with a certificate,
a lapel pin, patches, and truck decals.
Their employers have also received a certificate
highlighting their driver as a recipient.
For more information about TCA's Highway
Angels program, visit highwayangel.
org. 8
SWIN cont. from Page 23
Courtesy: Tony Swinton
In 2021, Tony Swinton was invited to perform at the S.H.E.
Trucking Expo in Chattanooga, Tennessee. The positive response
inspired him to continue making music for the freight industry.
‘Money in the Van,’ named after that
first song.”
His catchy tunes soon began to
capture the ears of drivers.
In 2021, Swinton was invited to
perform at the S.H.E Trucking Expo
in Chattanooga, Tennessee, where
he got to introduce his music to drivers
from across the country. Because
of the extra exposure at the expo and
the positive response to his music,
Swinton realized that he could fill
a gap that was sorely needed in the
trucking industry. He set his sights
on creating music specifically designed
for drivers of all kinds, from
big rigs to sprinter vans, vocational
trucks and everything in between.
“Right now, I have an album that
is almost completed called, ‘Transportation
Music’,” Swinton said. “It’s
a compilation of those early songs
and new material that nobody has
heard yet.”
Swinton says his favorite part of
creating music specifically designed
for drivers is the word play and being
able to tie the lyrics in with
jargon used in the industry, while
also making it rhyme and making it
sound good.
“I want it to be music where people
who are in the industry and understand
the lingo can enjoy it and be like, ‘It’s jamming!’ and feel that I’m telling a whole story,”
Swinton said. “It’s a story from beginning to end from where they picked up a load, dropped it
off, paid for it, how it is on the road, and the relationships you have with the people worked with
along the way. It has to rhyme and sound good too.”
While Swinton loves making music for drivers, he says he does miss a few things about driving
and owning his own business.
“I miss the freedom,” Swinton said. “No question. Freedom changes your life. When you can
create your own paycheck and no one has other rules over you, there’s nothing better. You can
create your own hours and make sure that you can spend time with your kids. You can be at their
recitals and catch all their games. That freedom, there’s nothing like it.”
He also misses spending extra time with his father — who’s also named Tony — who frequently
joined him on his runs.
Between his current job and making music, however, Swinton doesn’t have a lot of free time.
In addition to both of those ventures, Swinton hosts a podcast with several friends called, “The
Men Can’t Always Be Wrong.” He is also in the process of writing a book about his experiences
in the U.S. Navy.
Swinton distributes his music in collaboration with several services, including DistroKid and
CD Baby, and his music is available on streaming platforms. He says he’s received positive feedback
from drivers across the country, and even from some listeners who aren’t in the industry
but love hearing what the life of a driver is like.
“It’s storytelling, and I am trying to paint a picture of what this life is,” he said.
To check out Swinton’s music go to youtube.com/tswin or tswin.hearnow.com. He’s also
on Instagram at instagram.com/tswinmusic. 8
Courtesy: Tony Swinton
Rapper Tony “T-Swin” Swinton says he’s received positive feedback about his trucking jams from drivers across the
country. He’s also gained a number of fans outside the trucking and freight industry. His goal, he says, is to paint a
picture of the life of a professional driver.

Thetrucker.com FEATURES
March 2023 • 25

26 • March 2023
Thetrucker.com
tonnage cont. from Page 15
the gap between contract and spot rates,
which DAT measures and reports on. That
gap has been shrinking, with contract rates
continuing to decline to a point closer to spot
rates. When an inversion occurs, when spot
rates become higher than contract rates, it
usually indicates a bottoming of the market.
“At some point in the middle of the
year, you could expect an inversion, maybe
certainly in the second half of the year, so it
looks like from a just a national average rate
perspective that we we’ve reached the bottom
link,” Croke said.
Of course, no estimate of freight markets
is complete without information about
fuel pricing. According to the U.S. Energy
Information Administration, the national
average price for a gallon of diesel fuel
was $4.44 as of this writing. That’s down
SALES cont. from Page 19
ACT President and Senior Analyst Kenny
Vieth said this in the release: “While down
year over year, the December-ending Class 8
backlog represents the fourth highest yearend
backlog on record. With this as context,
our call for strong production in 2023 is hardly
a stretch. That said, we do expect softening, as
lower freight volumes and rates, higher costs,
improved equipment availability, and the
gradual exhausting of pent-up demand begin
to exert downward demand pressure.”
That softening, if it happens at all, should
begin in the second half of the year.
ACT also reported that trailer orders remained
strong in January, with a total 24,200
orders expected. Like sales of tractors, orders
for trailers are already backed up about 10
months on the North American market.
One potential negative in the marketplace
might be the increasing cost of credit. The
Federal Reserve enacted seven increases in
its federal funds rate range in 2022, including
considerably from the $5.23 per gallon price
during the week of Thanksgiving in November
2022, but still higher than pre-COVID pricing.
Further declines would certainly be welcome
news by the trucking industry.
Croke, however, thinks the demand for
crude is bound to rise, causing price increases
to levels we haven’t seen yet.
“China is the second largest economy in
the world and the largest importer of crude,
and that economy is not open yet,” he said. “So,
when it opens up fully, and the expectation is
that you’d have to think that’ll put a drag on
global crude supplies over the summer, and
that could see diesel prices increase again.”
While a mild recession might be welcome
news and there’s a chance that freight rates
will begin increasing, rising fuel costs could
put a damper on the enthusiasm. It could be a
twist on a classic saying — “one step forward,
one step back.” 8
.75% increases in a row. Its first increase in
2023 was only .25%, but it pushed the target
funds rate range to 4.5% to 4.74%. That’s the
highest they’ve been since 2007. While signs
of inflation seem to be slowing, if the FED
doesn’t see the progress it wants, further rate
increases may be coming.
Carriers who use credit to buy new equipment
will see higher interest rates on loans,
but high interest rates also impact the trucking
industry in another way: Interest rates on
home mortgages are also rising, possibly curtailing
building of new homes. The same thing
is happening for loans for new cars. Credit
card interest rates are rising, too, impacting
sales of durable goods like appliances. If sales
are impacted to a great degree, there will be
less of those products being shipped, which
could impact both freight availability and
rates to haul it.
Despite the headwinds, carriers are still
buying trucks and trailers and ordering more.
Whether the coming recession shuts it all
down or is a temporary blip for the business
will be revealed later this year. 8
FLEET cont. from Page 21
first, while others start at the driver’s door and
circle both tractor and trailer. Find a system
that works for you.
When you’re under the hood, check all fluid
levels. Modern trucks have sensors that will
shut down the truck if coolant or oil levels get
too low, and an empty windshield washer reservoir
won’t help remove bugs, dirt, salt spray
or other debris from the glass.
Check everything made of rubber or silicone.
That includes radiator hoses, heater
hoses, serpentine belts, turbocharger connect
hoses, anything. Look for leaks, fraying,
cracking or any form of deterioration. Look
over the engine for evidence of oil or fuel
leaks, too. A small leak in a gasket can mean
big trouble later. Check electrical lines for evidence
of corrosion or arcing that could indicate
a short. This can be difficult with wiring
harnesses wrapped in plastic tubing and tape,
but some problems can be visible.
Check steer wheels, inside and out. Make
sure the tires have plenty of tread, no cuts or
abrasions in the sidewall and are properly inflated.
Tire “thumpers” can tell you if a tire is
inflated but can’t tell you if it’s under- or overinflated.
Check lug nuts for signs of rust or
looseness, and check the entire rim for cracks.
These can quickly become bigger, creating a
dangerous situation while driving. Check steering
components for signs of wear or damage.
Some components, such as ball joints, can’t be
TRAINER cont. from Page 6
And, if you miss a healthy dinner at 6 p.m.
there’s no reason not to eat it at 9 p.m.; just be
mindful of what and how much you eat.
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
properly checked until the truck is at a maintenance
facility, but you can check parts for play
or evidence of improper wear. Check the suspension
components, right down to the bolts
that hold them to the frame. Check springs or
airbags and the hardware that attaches them.
Make sure all lights are working while
you’re at the front of the vehicle. As you proceed
down the side, aerodynamic wind fairings
make it difficult to access items that are
attached to the frame, and you may need a
flashlight to inspect items like tank straps, air
compressor tanks and anything else bolted
to the truck. Carefully check the fifth-wheel
mounting bolts, slider mechanism and latching
jaws. Some rust is fine, but loose or missing
bolts are not. Also, don’t forget the air hoses,
gladhands, electric pigtail and connections.
As you inspect the drive tires, be sure to
look behind and between them so you can
verify that there’s no damage to parts that
are difficult to see. You’ll need an air-pressure
gauge to make sure each tire is properly inflated.
Check all suspension parts, rims, lug nuts
and anything else that can come unattached.
Check rims for cracks, too. Repeat the process
for all wheels on tractor and trailer, and check
lights as you walk around. Don’t forget the
trailer landing gear; make sure all the parts
are there and working properly.
This is by no means an all-inclusive list,
but it’s a start. By carefully performing a daily
pre-trip inspection, you’ll help keep repair and
maintenance costs down while keeping your
standard of safety more effective. 8
BP-TA cont. from Page 3
improved our operating and financial results,
none of which we could have accomplished
without the hard work and dedication of our
employees at every level,” he continued.
With a goal of more than $1.5 billion EBIT-
DA in 2025 and more than $4 billion in 2030,
BP expects the acquisition to gradually increase
free cash flow per share from 2024 and
deliver a return of more than 15%. 8
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