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Vol. 36, No. 7 | JULY 2023 | www.thetrucker.com
Rolling through Congress
Linda Garner-Bunch/The Trucker
Safety First
California’s AB316 would require
a driver in large autonomous
vehicles
Page 3
Mind Over Matter..................4
The Trucker Trainer................6
Ask the Attorney....................8
Rhythm of the Road...............9
Chaplain’s Corner.................12
Courtesy: Joel Morrow
At the Truck Stop
ALPHA TRUCKER: Driver Joel
Morrow shares a sneak peek at
some of the latest truck tech
Page 10
Prepare for an upturn..........13
Fleet Focus...........................13
On the rise...........................17
May trailer orders................17
Safety Series.........................18
Courtesy: Patterson High School
LEARNING THE
BASICS
High school truck driving course
teaches students the ways of
the road using golf carts
Page 19
US legislators weighing numerous bills that will impact trucking industry
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
In late May, the U.S. House Transportation and Infrastructure Committee
passed several bills onto the House floor in efforts to upgrade the supply
chain and prevent future supply disruptions. Five of those bills directly impact
the trucking industry. While most easily passed Committee vote, some
stakeholders have hesitancy regarding others.
Truck parking remains among the top concerns of drivers and the industry.
HR2367, the “Truck Parking Improvement Act,” is intended to address
the issue head-on. Introduced by Rep. Mike Bost (R-IL), the bill provides
for the construction of commercial motor vehicle parking at both existing
and new parking areas. Perhaps more importantly, it requires these parking
spaces be accessible to all commercial motor vehicles at no cost.
“I grew up in a family trucking business,” Bost said. “I understand how
difficult, and oftentimes dangerous, it can be when America’s truckers are
forced to park in an unsafe location.”
Bost noted that expanding parking for truckers not only makes the roads
safer for commuters and other vehicles, but it also improves the efficiency
of the supply chain.
“This is a matter of public safety,” he added.
The bill, which establishes a $755 million grant program for truck parking
expansion, passed out of committee on a 60-4 vote.
Rep. Darin LaHood (R-IL) sponsored HR3013, “The Licensing Individual
Commercial Exam-takers Now Safely and Efficiently (LICENSE) Act of 2023.”
This bill is intended to reduce regulatory restrictions on CDL licensing by
making permanent two waivers issued by the Federal Motor Carrier Safety Administration
(FMCSA) during the COVID-19 pandemic. The waivers, which
allow CDL examiners to provide both the skills and knowledge portions of the
tests and to offer the skills test no matter where the candidate received training,
Truck drivers spend countless hours behind
the wheels of their rigs each year, traveling millions
of miles across the nation. During their journeys,
they encounter all kinds of drivers — the
good, the bad and the downright dangerous.
A recent survey conducted by insurtech firm
Cover Whale and The Trucker Media Group asked
drivers about roadway safety and their experiences
while out on the job. More than 1,000 drivers
— 1,047, to be exact — participated in the survey.
The majority (79%) of drivers who responded
to the survey said they see unsafe driving by passenger
vehicles on a “very regular basis.” Meanwhile,
42% reported that they see unsafe driving
by other truck drivers on a “very regular basis.”
A total of 34% of truck drivers revealed that
they must often take evasive action to avoid an
accident, and 17% of truck drivers said they see
an accident “on a very regular basis.” Forty-six percent
of truck drivers surveyed cited unexpected
lane changes as an action most likely to result in
an accident.
Perhaps most revealing about respondents’
iStock Photo
A number of bills currently passing through Congress will have a direct impact on the
trucking industry.
will improve the efficiency of the testing process, according to supporters.
“Trucking workforce shortages continue to be a persistent challenge
for small businesses throughout America, and the downstream effects are
harming working families,” LaHood said, noting that the legislation would
Survey says: Online poll reveals truckers’ experiences with unsafe driving
iStock Photo
A survey conducted by Cover Whale and The Trucker Media
Group found that 43% of truck drivers have little confidence
in the legal system to ensure blame is accurately assigned
following an accident involving a semi truck.
JOHN WORTHEN | THE TRUCKER NEWS STAFF
See CONGRESS on PAGE 22
confidence in the legal system is that 43% of respondents
indicated they are “not at all confident”
that blame would be accurately assigned following
an accident if there is no video evidence.
The seven-question survey was conducted between
March 22 and April 30, 2023. Most (90.78%)
of the drivers participating in the survey were
male; 9.23% were female.
Dan Abrahamsen, founder and CEO of Cover
Whale, told The Trucker that accidents involving
big rigs are often not the fault of the truck driver;
however, the drivers are usually found guilty if the
case goes to court.
“That happens a majority of time,” Abrahamsen
said. “From an insurance standpoint, passenger
vehicle (drivers) are not being held accountable
by insurance companies. Truckers pay for it
… insurance for commercial auto and trucking
has risen in cost every quarter over the past decade.”
Abrahamsen says distracted driving is one of
the main reasons for accidents.
See POLL on PAGE 4

2 • JULY 2023 THE NATION
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Thetrucker.com THE NATION
JULY 2023 • 3
Linda Garner-Bunch/The Trucker
Waymo is one of many developers of autonomous truck technology. The California state Legislature is considering
a bill that would prohibit the use of autonomous big rigs without the presence of a human driver.
DRIVE
WITH PRIDE
California’s AB316 would require a
driver in large autonomous vehicles
CLIFF ABBOTT | SPECIAL CORRESPONDENT
SACRAMENTO, Calif. — A bill that would ban
the testing of autonomous vehicles over 10,000
pounds cleared the California Assembly May 31
and was sent to the state Senate. The bill was
strongly supported by both the Teamsters and the
California Labor Federation.
Assemblymember Laura Friedman (D-Burbank),
who chairs the Transportation Committee,
explained that leaving the task of supervising
testing of autonomous large vehicles to the California
Department of Motor Vehicles (DMV) is
not an acceptable option.
“It was appropriate, given the size of these
vehicles and the speed at which they go, that the
legislature is a backstop and has the ability to decide
when they’re ready to be deployed on public
streets without a driver,” she told The Trucker.
“The DMV is not routinely collecting all of
the data about various incidents that occur with
those vehicles,” she explained. “They’re redacting
a lot of the information, and that’s something that
made policymakers feel nervous about allowing
the DMV to be the only decider of when these
vehicles will be able to be used without humans.”
Friedman pointed out that the state of California
does allow autonomous operation of smaller
vehicles without human supervision.
“It’s just with this larger class of vehicles,
where there was a push to make sure that we were
confident in the technology,” she said.
Friedman is also concerned about loss of jobs
in the trucking industry — a topic near and dear
to most drivers.
“I think that there’s also a very important conversation
about what you do with people who depend
on trucking for their livelihood,” she said. “They can’t
just accept tens of thousands of job losses as collateral
damage in the quest for efficiency and safety.”
The bill provided a plan whereby the ban on
driverless vehicles could be lifted at a future date,
with the approval of the state legislature. It starts
with annual “disengagement” reports from manufacturers
of autonomous vehicles to the DMV;
these reports will provide details noting each time
a vehicle’s autonomous system was deactivated by
the technology, a human driver, a passenger or a
remote operator. The DMV is charged with planning
and implementing the reporting system.
Five years after the commencement of testing,
the DMV must submit a report to California’s Legislature
with a summary of the annual reports and a
recommendation of whether the Legislature should
remove, modify or maintain the requirement for a
driver to be present. The report must be prepared
in conjunction with other state agencies, including
Caltrans, the California Highway Patrol, the California
Air Resources Board (CARB) and others.
After another year — and if authorized by the
Legislature — the DMV may issue permits for
autonomous vehicle operation without a driver
present.
California’s AB316 requires the manufacturer to
provide a $5 million surety bond or evidence of selfinsurance,
specifies that the technology must allow
the driver to take control with the accelerator, brake
pedal or steering wheel, and requires an indicator
that tells the driver when the autonomous system is
active. There’s also a data storage requirement.
Friedman, who is a candidate for the state’s
30th U.S. congressional district, says she believes
the National Highway Traffic Safety Administration
(NHTSA) is equipped to supervise testing of
autonomous vehicles, but has yet to develop standards
for the technology.
“They don’t really have standards for the
brains inside these vehicles,” she said. “They only
have standards for the for the physical vehicle.
They have to also have a safety standard for AI
(artificial intelligence) technology in the vehicles.”
During her conversation with The Trucker,
Friedman made it clear that she supports autonomous
vehicles — but safety comes first.
“To me, these technologies at this point are a
wonderful tool, but they don’t replace the brains
of humans when they need to step in,” she said.
“It’ll be in the future (when) that changes, but
that’s where we are right now.”
AB316 is expected to pass the heavily Democratic
Senate but could be amended before it makes
its way to Gov. Gavin Newsom’s desk for signing. 8
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4 • JULY 2023 THE NATION
Thetrucker.com
Try these simple exercises to help stay healthy on the road
Mind over
matter
Hope Zvara
It’s no secret that truck drivers struggle
with their health, particularly their weight.
And when it comes to living over the road,
maintaining a typically suggested healthy lifestyle
is sometimes easier said than done.
Most drivers know they should get enough
sleep, consume healthy snacks during the day,
and exercise for at least 15 minutes every day.
But the when, how and where of this equation
is something most “experts” seem to lack
when it comes to suggestions for truck drivers.
Exercising doesn’t mean that you devote
hours to straining workouts. So, using these
strategies and exercises, you can start looking
out positively by making small changes in
your lifestyle. Here are a few suggestions from
lifestyle fitness and healthy aging specialist
Hope Zvara of Mother Trucker Yoga.
1. Planks
Like pushups, planks require very little
room to be performed. Planks help tone your
back and abdominal muscles. Planks are recommended
to keep up with your driver fitness
routine. Start small — on your knees, forearms
and even off the edge of your sleeper — for five
to 10 breaths. Do this one to three times a day.
Try them on your sleeper, the truck step, or on
the ground.
2. Heel Lifts
Sit-ups leave you yanking on your neck and
don’t utilize your back muscles to help reduce
injury and strain from long-term sitting. Heel
lifts are a great way to activate the lower abdominals
and back muscles. Try this move in
the driver’s seat! Sit tall, with your back off the
seat, and lift and lower each foot (slightly) off
the floor for one minute. Do 50 on each side.
3. Hand Stretches
Hand stretches are important because
long-haul truck drivers spend most of their
time holding a steering wheel, making their
hands cramped and tense. This could eventually
cause arthritis or carpal tunnel syndrome.
Try using your truck’s steering wheel or ceiling
to stretch your fingers and wrists; hold for
10 to 30 seconds for each hand.
4. Walking or Power Walking
Walking or power walking can be a great
lower-impact workout. Cardio helps you reduce
weight and build up your lungs. We recognize
that it could be challenging to exercise
during your hectic routes, but just five minutes
of brisk walking can help improve your sleep,
boost energy levels and clear a negative mind.
5. Chest Stretch
All that sitting leaves you rounded and
hunched, and often with immense pain in
your upper back and neck. Stop pain dead
in its tracks by opening up your chest! Grab
the back of the headrest and pull your elbows
wide. Hold for 30 seconds; repeat several
times a day to improve posture.
6. Triceps Water Jug Kickbacks
Finally, triceps dips are an easy, efficient
arm exercise, either in or outside the truck.
There’s no need to lug a weight around: Use
a full water jug, work out and then drink up.
To start, place your feet hip-distance apart.
Hinge, or bend, at the hips and draw your belly
in. Extend your water jug up and back without
rounding the shoulder forward. Repeat this 10
to 15 times each side.
Courtesy: Hope Zvara
Planks require very little space to be performed, and can
even be done by pushing again the side of your truck.
You can do it!
If you’re a truck driver who finds it difficult
to include exercise in your daily life because
of how turbulent your career is, you can use
these simple strategies to work towards a
greater lifestyle. The ultimate driver fitness
strategies are at your fingertips. Just take the
wheel of your life and steer it the way you want
to go. You won’t regret it!
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
USPS 972
Volume 36, Number 7
July 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
EDITORIAL
Managing Editor
Linda Garner-Bunch
Staff Writer and Web News Manager
John Worthen
Staff Writer
Erica N. Guy
Production Coordinator
Christie McCluer
Social Media Coordinator
Kelly Young
Editor Emeritus
Lyndon Finney
Special Correspondents
Cliff Abbott
Dana Guthrie
Dwain Hebda
Kris Rutherford
ADVERTISING & Leadership
Chief Executive Officer
Bobby Ralston
General Manager
Megan Hicks
Director of Technology
Jose Ortiz
poll cont. from Page 1
“The problem isn’t new, but with smartphones, messaging services
and apps, a lot of (accidents are cause by) distracted driving from people
in their personal automobiles,” he said.
Cover Whale offers trucking industry clients multiple tips to stay
out of accidents — and to stay out of the courtroom if an accident does
take place.
Abrahamsen says in-cab cameras can be a helpful tool in preventing
accidents as well as insurance fraud on the part of other drivers. For
one thing, dash cams can help identify unsafe driving behaviors that
are known to cause more accidents, he said. Additionally, dash cams
provide opportunities for driver coaching by identifying unsafe habits
and correcting them.
Most importantly at the time of an incident, cameras can capture
footage before, during and after the event, helping to prove which driver
was at fault.
Concerns about invasion of privacy are often expressed by drivers
operating with dash cams, particularly inward-facing ones, Abrahamsen
noted.
“We give drivers a sense of comfort with what a cam does and what
it doesn’t do,” he said. “What it’s good at is NOT sending us video feed
we don’t want. We don’t need to look at vids of drivers doing their job.
What it CAN do is, with an artificial intelligence component, it can help
(detect) drowsy driving, distracted driving, drivers asleep at wheel.”
There are many ways to address driver privacy concerns, according
to Cover Whale. A good place to start is to distinguish between eventbased
recording and continuous recording, the company’s website
notes.
Event-based recording only captures footage when specific events
or incidents occur, such as sudden braking, swerving or a collision. The
event-based approach ensures that only safety-related incidents are
recorded, offering a more privacy-conscious solution. In contrast, continuous
recording cameras capture footage during the entire time the
vehicle is in operation.
It also helps to discuss with drivers the way the data is siloed. For
instance, insurance companies that require dash cams are primarily
focused on promoting road safety and reducing losses — not keeping
tabs on drivers’ personal lives. The main objective is to lower accident
rates and provide affordable policies while respecting drivers’ privacy.
One way Cover Whale addresses driver privacy concerns is by disabling
any audio capture on the devices.
Turning to speed, Abrahamsen discussed the Federal Motor Carrier
Safety Administration’s (FMCSA) proposal to require speed limiters on
all commercial vehicles for safety. The FMCSA is expected to make a
final ruling sometime this summer. Officials have not said what the
capped speed should be.
Abrahamsen says the issue is a complicated one.
“Are we speeding in a location with the flow of traffic? (If so,) that’s
probably more safe,” he noted, adding that speed limiters amount to
“taking that decision out of truckers’ hands and putting in the form of
a speed governor.”
Drivers are often resistant to this loss of control.
“I can see where drivers may take issue with that. All data and stats
show that almost all (truckers) are safe, responsible professional drivers
by and large. I don’t think it’s the driver’s speed that needs to be governor.
Why is this focused on the truck driver and not other vehicles?
Abrahamsen says he believes if drivers and fleet managers want to
improve safety, it boils down to these three things: cameras, coaching
and coverage.
“We just want drivers — and everyone — to be safe while out on the
roads,” he concluded. “That’s really what it’s all about.” 8
For editorial inquiries,
contact Linda Garner-Bunch at
editor@thetruckermedia.com.
For advertising opportunities,
contact Meg Larcinese at
megl@thetruckermedia.com.
Telephone: (501) 666-0500
E-mail: info@thetruckermedia.com
Web: www.thetrucker.com
Periodicals Postage Paid
at Little Rock, AR 72202-9651.
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failure to publish all or any part of any ad or any errors
in ads. Adjustments are limited to the cost of space
for the ad, or at Publisher’s option, republication
for one insertion with notice received within three
days of first publication. Copyright 2023, Wilshire
Classifieds, LLC. Subject also to Ad and Privacy Policy
at www.recycler.com.

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6 • JULY 2023 the NATION
Thetrucker.com
ATRI study reveals no clear solution to issue of THC testing
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Imagine the development of a test that could
determine whether you drank a beer at that barbecue
last weekend. Now imagine that you reported
to work the following Monday — or even
the Monday after that — and your employment
was terminated because a drug test showed you
drank that beer days ago.
Even worse, imagine that information being
provided to any prospective employer you
try to find work with, so you can’t find another
job. Now, add to that scenario that your former
employer is complaining about not being able to
find good employees to hire.
According to a June 2023 study released by
the American Transportation Research Institute
(ATRI), this scenario is very real in the trucking
industry — only the substance detected isn’t alcohol;
it’s marijuana.
In its “Impacts of Marijuana Legalization on
the Trucking Industry,” ATRI found that, over a
10-year period, 71.1% of positive pre-employment
drug screens were for marijuana use. The study
concluded that “past use of marijuana — which
may have been up to 30 days prior to the test —
is filtering out a significant number of potential
truck drivers from the industry. There is the potential
that these drivers had last used marijuana
prior to even deciding to become a truck driver.”
The study also found that, during the first
three years of the Drug & Alcohol Clearinghouse,
only 4.5% of drivers who tested positive for controlled
substances had completed the return-toduty
process and follow-up testing.
Those numbers come directly from the Drug
& Alcohol Clearinghouse website. According to
this data, 166,296 drivers had at least one violation;
of these, 101,512 tested positive for marijuana
metabolite. Of those, nearly 97,000 (95.5%)
did not complete the return-to-work process. The
majority of these drivers already possessed CDLs.
If they are working now, it’s in another industry.
To be sure, no one is advocating for drivers to
be able to toke up while piloting their 18-wheeler
down the Interstate or during their 30-minute
break. However, lately more people are wondering
if marijuana use should be treated in the
same way society permits alcohol use. Few professions
prohibit alcohol use entirely. Consumption
is allowed, and may even be encouraged, in
iStock
According to a study by the American Transportation Research Institute, over a 10-year period, 71.1% of positive
pre-employment drug screens were for marijuana use. Unlike alcohol or some other substances, it’s possible to test
positive for up to 30 days following a single use of marijuana.
the right setting. Operating a vehicle while under
the influence is illegal virtually everywhere — as
it should be.
In the case of alcohol, however, it’s possible
to measure impairment. While people can react
differently after consuming the substance, there
are accepted standards. Blood-alcohol content
is used in nearly every jurisdiction, with those
found to be over the set limit facing the consequences
of impairment.
Current marijuana testing doesn’t measure
impairment. It can only indicate past use. A person
who used marijuana a month ago, while not
operating any vehicle, can come up positive under
current tests. Some states, like Colorado, use
blood tests to determine the amount of tetrahydrocannabinol
(THC) in the system, but because
people can react very differently to the same
concentration of THC, proving “impairment”
can be difficult.
The ATRI study referred to two separate studies
that attempted to link the concentration of
THC in the bloodstream with level of impairment.
The results were that people with smaller
amounts of THC in the blood were found to be
impaired, while others with high amounts of
were not impaired.
Clearly, more research is needed.
The ATRI study also showed that 41.4% of
drivers live in states where recreational use of
marijuana is legal. In other states, marijuana or
its derivatives are legal for medicinal use. Since
the substance is not approved by the FDA for
medical use, it cannot legally be prescribed as
a drug. Those states that allow medicinal use
typically require doctor “recommendations” or
“certifications” instead. Other states where marijuana
use is still illegal have decriminalized its
possession in small amounts.
Another popular product is cannabidiol,
commonly called CBD. This product can, but
doesn’t always, contain THC, the psychoactive
ingredient in marijuana. There are no government-mandated
standards for the product, so
the product can vary in strength and THC content.
CBD is legal to purchase in all 50 states,
with some restrictions.
As laws prohibiting the sale and use of marijuana
are removed across the country, the question
arises: How long will it be before the federal
government revises its own regulations?
Currently, marijuana is listed as a Schedule
1 illegal substance. Attempts to sue employers
under the ADA by those using marijuana for
medicinal purposes have been rebuffed by the
courts; the drug’s listing as a Schedule 1 substance
protects employers from such lawsuits.
If marijuana was to be reclassified to a different
schedule, those employers might then be open to
ADA and other lawsuits and complaints.
The ATRI study also contained survey information
from carriers and drivers. When asked
if changes in current federal drug testing policy
were needed, 62% of carriers said yes. Of those,
47% said that a sobriety/impairment test for use
of the drug is needed. A majority — 65.4% — of
respondents said they preferred that the trucking
industry require testing that measures marijuana
impairment rather than the current model.
However, such a test doesn’t exist.
Impaired Science Inc. offers a phone app that
it claims can measure a user’s level of cognitive
and motor impairment. Using a series of questions
and required actions — such as following
a moving dot with a finger — the app detects
impairment by the user. It can’t, however, determine
the reason for impairment. The driver
could have a medical condition that causes impairment,
or the “impairment” could even be fatigue.
While an argument can be made that impairment
for any reason should be detected and
the driver shut down, the testing can’t be used to
prove marijuana use.
In its summary, ATRI called for more research
on the development of testing that measures
marijuana impairment. Until such a test is
developed, current testing requirements aren’t
likely to be changed, and positive tests for marijuana
use will continue to be cause for disqualification
from safety-sensitive functions.
To obtain a PDF of the ATRI study, go to
truckingresearch.org and type “marijuana” in
the search box; then select “Impacts of Marijuana
Legalization on the Trucking Industry.”
Change on the federal level may be years
away, but at least the discussion has begun. 8
THE TRUCKER
TRAINER
BOB PERRY
When we hear talk about core exercises
most of us think of carving out six-pack abs.
Although core exercises can certainly improve
the look of your mid-section, there are more
important reasons to work your core muscles.
For example, did you know that a weak
A strong core equals good balance
core can make it more difficult to perform
daily movements with your arms and legs? It
can also take away power from the muscles
needed for movements like entering and exiting
your cab.
This is a hot topic I discuss with drivers
when I’m onsite for orientation classes or
other events. I always stress the importance of
maintaining a strong core to perform the daily
work tasks required of professional drivers.
A well-toned core can help with everything
from improving your balance to reducing
general pain levels to helping you move more
freely without pain or hesitation.
Here is a simple test to gage your balance:
Start by standing comfortably near the
wall, holding your arms in any position you
choose. Lift one foot an inch or so off the floor
so that you are balancing on the other foot.
Time how long you can do hold this before
having to put the raised foot down or touch
the wall for support.
If you can’t stand on one leg unassisted,
lightly touch the wall or hold the back of a
chair with one (or both) hands for support.
Use less support as you improve your balance.
If you can hold this single-leg stance
for 60 seconds or more, you have good balance.
Strengthening your core is one of the best
things you can do for your overall health. Core
exercises not only help with your body structure
and load management, but they also improve
your balance.
Keep in mind that this is just not all about
work — I’m talking about improving your leisure
time, too. When you get home time, you’ll
have the strength and energy to participate in
family activities. This is a great reward for all
your hard work and time away from home and
loved ones.
Known as The Trucker Trainer, Bob Perry
has played a critical role in the paradigm shift
of regulatory agencies, private and public sector
entities, and consumers to understand the
driver health challenge. Perry can be reached at
truckertrainer@icloud.com. 8

Thetrucker.com JULY 2023 • 7
the NATION

8 • JULY 2023
FROM THE EDITOR:
Let
freedom
ring!
Between
the lines
Linda GARNER-BUNCH
editor@thetruckermedia.com
Just in case you haven’t noticed, summer
is here with a vengeance. Here in Arkansas we
started hitting the 90-degree mark in early May
— and with humidity levels hovering between
80 and 90%, it feels like a sauna every time you
step outside.
In other words, it’s time to make sure the
air conditioning is in good working order. If it’s
not, I can usually be found with my head stuck
in the freezer.
That’s not to say I hate summer. Quite the
contrary; I enjoy vacations, backyard barbecues,
lazy days at the lake and watching fireworks
on the Fourth of July.
When I was a kid (back in the ’60s and ’70s,
when dinosaurs roamed the earth), our town
didn’t really have fireworks displays. Instead,
we begged for allowance money from our parents,
walked to fireworks sale tent and came
home with bags full of explosive treasures.
There’s nothing like the thrill of lighting an
entire package of firecrackers, throwing it as
far as possible and then watching three week’s
worth of allowance literally go up in smoke in
the space of about two minutes.
Let’s not even mention the burned fingers
and angry neighbors! We never could understand
why grown ups didn’t appreciate the satisfying
“boom” of six bottle rockets launched,
all at the same time, from inside a mailbox.
I wasn’t always a pyromaniac. Up until
about age 4, I’m told, I was too scared to hold
even sparklers, preferring to peer up at the sky
from the shelter of the garage. At some point I
got over that fear — for the most part.
When the 1980s rolled around and I headed
off to college, elaborate, professionally planned
fireworks extravaganzas become more the
norm. Now it seems even the smallest communities
have some sort of event, complete
with pyrotechnics, to celebrate summer events.
Nothing will ever replace the thrill of those hot
summer nights spent lighting firecrackers in
the backyard, though..
As you prepare to celebrate our nation’s
birthday, I encourage you to take a minute to
think about the true meaning of freedom. It’s
not just fireworks, pool parties and barbecues;
it’s a hard-earned right that many have died to
preserve.
I’d like to say thank you to all military service
members, past and present, for fighting so
that we can celebrate. Happy Fourth of July! 8
ASK THE
ATTORNEY
BRAD KLEPPER
Attorney Brad Klepper is busy helping drivers
solve their legal woes this month. We hope
you enjoy this “rerun,” which originally appeared
in the May 2022 edition of The Trucker.
Sometimes these columns are hard to
write. You come up with an idea, but by the
time it would be published, your idea is not
nearly as interesting as it originally appeared.
This happened to me in this column. I
had an idea but its “best if eaten before” date
would have passed before publication. I hate
it when this happens. So, what do you do?
It’s easy: You write about current events.
So, here we go….
The other evening, I was sitting around,
smoking a cigar, sipping Dom Perignon and
watching the talking heads on the various
news channels discuss the sanctions currently
being imposed on Russia because of
its invasion of Ukraine. The sanctions being
imposed seemed predictable … until they reported
the freezing of assets, restrictions on
travel and seizure of private jets, yachts and
homes belonging to numerous Russian oligarchs
(I have no idea how to say the word,
and I had to look up the spelling).
In other words, these sanctions are not
directed toward a country but toward an individual.
PERSPECTIVE
Now they had my attention. As my grandfather
liked to say, that seems like horseshit.
Granddad really liked that word. I immediately
thought about what would happen
if they seized my yacht or private jet. (Not a
damned thing, because I don’t have either.)
However, the legal questions of how this
can be accomplished fascinated me.
At the end of the day, the sanctions imposed
by the U.S. impacted numerous oligarchs,
328 members of Russia’s State Duma
(the lower house of parliament) and other
Russian elites. Many of those sanctioned had
assets subject to U.S. jurisdiction. This means
that the parties can’t have access until the
sanctions are lifted.
How did we get here?
As background, the U.S. has used economic
sanctions for over 200 years to address
national security and foreign policy crisis.
That is not really a surprise, as we have been
sanctioning Iran, North Korea and other
countries for as long as I can remember.
What interested me about the current
situation is that the sanctions are being imposed
against individuals for the acts of a
country. I can’t recall this occurring in my
recent memory.
Are these sanctions legal? The short answer
is yes.
The sanctions are mainly rooted in two
statutes, the National Emergencies Act and
the International Economic Powers Act
(IEEPA). Enacted in 1977 the IEEPA allows
the U.S. president to freeze, block and regulate
(or really any other verb) assets in which
a foreign person has an interest, if the president
declares a national emergency.
Thetrucker.com
Can the us government impose
sanctions against private individuals?
FOURTH
of JULY
Once the names of the Russian oligarchs
and others impacted by the sanctions are
made public, it is up to the banks and the
other businesses to freeze any property
owned by these individuals — including assets
owned by an alias or by an entity 50% or
more owned by the sanctioned parties.
These sanctions are applied immediately
to prevent the parties being sanctioned from
moving their assets and avoiding sanctions.
Of course, the Fourth and 14th Amendments
now come into play. The Fourth
Amendment deals with unreasonable searches
and seizures, and 14th Amendment states
that neither the federal or state government
shall “deprive any person of life, liberty, or
property, without due process of law; nor
deny to any person within its jurisdiction the
equal protection of the laws.”
This means the government can’t take
your stuff without you having the right to a
hearing. This is oversimplified, but you get
the point.
As a result of the due process clause, those
impacted by the sanctions can file a petition
with the Treasury’s Office of Foreign Assets
Control or in federal court. However, during
the 45 years since its inception, the government
has prevailed in basically all such lawsuits.
Of course, even if you challenge the freezing
of your assets or the seizure of your
yachts, the process will not be quick. Quite
simply, it can take several years for the play
out in the court system, and during that time
the sanction remain in place.
See ATTORNEY on PAGE 12

Thetrucker.com Perspective
JULY 2023 • 9
Country singer/songwriter Ed Bruce
immortalized parking lots back in the ’80s
RHYTHM OF
THE ROAD
KRIS RUTHERFORD
krisr@thetruckermedia.com
Parking is still a hot issue in the trucking
world, and the lack of it creates headaches for
most every truck driver at some point. Well,
country music was worried about your plight
long before ELDs and down time became an
issue.
Yep, it was the fall of 1983 when long-time
singer-songwriter William “Ed” Bruce hit the
radio waves with his homage to parking lots.
In fact, at least according to my research,
Bruce’s No. 4 single, “After All,” is the only song
in country music history that kicks off with a
lead line that mentions these places that leave
a lot of room when they are empty but are
much needed when they are not.
Bruce begins “After All” with the famed
line, “There’s a parking lot where the corner
café stood, one of the places we first fell in
love.”
There you have it. Even back in 1983, Ed
Bruce could see the area of study we now call
“urban archeology.” All those great local landmarks
from our youth are gone, and all too often
a parking lot fills the void. Now, if you’re a
late-night driver looking for a parking space,
chances are that you’ve “fallen in love” with
whoever had the grand idea of replacing that
corner café with a rest area for vehicles.
Bruce was a native of the Arkansas Delta,
born in Keisner (Mississippi County) — a town
that would later become Exit 44 on Interstate
55, which connect West Memphis, Arkansas,
to St. Louis. While he may have been born
along the Mississippi River, his claim to fame
awaited him a few miles east of Keisner and
south along the waterway’s east bank in Memphis.
Like so many musical hopefuls of the
1950s, Bruce did a little singing at Sun Records,
where he caught the ear of the legendary
Sam Phillips. Phillips asked Bruce to record
the song “Rock Boppin’ Baby,” which one
can guess by its title fell into the rockabilly
genre that was making the likes of Jerry Lee
Lewis famous at the time — with a little help
from Elvis Presley.
While Bruce may not have been Elvis, and
“Rock Boppin’ Baby” may not have secured
a slot on the record charts, he hung around
town a few years. In the early 1960s, he recorded
for some small labels. Those records didn’t
turn into hits, but he gained experience as a
songwriter, where he had more success.
Bruce wrote a handful of country and pop
tunes. In 1965, he had his first success when
Charlie Louvin reached No. 7 with the Brucepenned
“See the Big Man Cry.” A year later,
Bruce returned to the studio and recorded
the albums that gave him his first charting records
— “Walker’s Woods” and “Last Train to
Clarksville.”
Still, stardom eluded him.
Despite the slow ride up the country music
ladder, Bruce stuck with songwriting. In the
early 1970s, he wrote his biggest hits to date
with the Tanya Tucker-recorded “The Man
that Turned my Mama On” (No. 4) and “Restless”
for Crystal Gayle.
But his most famous song waited in the
trenches.
It was 1976 when Bruce wrote “Mamas
Don’t Let Your Babies Grow Up to Be Cowboys.”
Bruce originally recorded the song on
a self-titled album, and cowboy singer Chris
LeDoux used the tune on one of his albums
the same year.
Bruce still had to wait for fame and fortune
… but not for long. In 1978, the hottest duo in
country music recorded the song and made it
famous. Waylon Jennings and Willie Nelson,
leaders of the “outlaw” movement, covered
“Mamas Don’t Let Your Babies Grow Up to Be
Cowboys” for their album “Waylon and Willie.”
The tune stayed atop the charts for four
weeks — an impressive stretch even in the
days when songs had lasting power — and
opened the door for Bruce to become an entertainer
in his own right. A year later, Tanya
Tucker recorded Bruce’s “Texas (When I Die)”
on her infamous “TNT” album. The song registered
in the Top 5. Undoubtedly, the controversy
over the “TNT” album and its cover kept
the song in the news longer than it might have
been, and it was a boon to Bruce: Recording
executives decided it was time for him to do
some singing of his own.
iStock Photo
While many may mourn the replacement of local landmarks and establishments with parking lots, it’s hard to deny
that it’s good to have a place to stop, especially for trucker.
Recording for MCA, Bruce opened 1981 and making appearances in some TV commercials.
Closer to home, he hosted the show
with hits like “Diane,” “When You Fall in Love
(Everything’s a Waltz)” and “The Last Cowboy “Truckin’ USA” in the late 1980s.
Song.” In 1982, he recorded his biggest hit, the Bruce had an up-and-down career, but
No. 1 “You’re the Best Break This Old Heart he’ll always be associated with Waylon and
Never Had.”
Willie and their cowboy ways. “Mamas Don’t
It was also at this time that Bruce earned Let Your Babies Grow Up to Be Cowboys” still
his persona. Even though he was from eastern receives plenty of airplay today, and country
Arkansas, songs like “Mamas Don’t Let Your DJs often give a nod to Ed Bruce as they cue
Babies” and “The Last Cowboy Song” naturally the song. Following a strong career in the late
made his fans think of Bruce as a Texas cowboy.
He joined right in and promoted his love early 2000s, largely living off his previous suc-
20th century, Bruce made his way during the
of the Old West. Most notably, he accepted the cesses. He died in January 2021 in Clarksville,
role of the sheriff in James Garner’s “Bret Maverick,”
a remake of the 1957 TV western “Mav-
Until next time, when you’ve been looking
Tennessee.
erick.” The show lasted two years and firmly for a parking spot for what seems like hours,
implanted Bruce as a cowboy in the public check out any spot where a corner café once
eye. He appeared in several other bit roles during
the 1980s as well. as providing voiceovers for. 8
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10 • JULY 2023 Perspective
Thetrucker.com
at the TRUCK STOP
Presented
by Cat Scale.
visit weighmytruck.com
ALPHA
TRUCKER
Driver Joel Morrow shares
a sneak peek at some of the
latest truck tech
The only things more fascinating than the
technology coming into the trucking arena
these days are the opinions about such technology
within the transportation industry.
Some people are eager to see new developments
in vehicles, while others argue just as
enthusiastically against such change, preferring
to keep things “the way they’ve always
been.”
It would seem that about all these groups
share — besides a willingness to share their
opinions — is that most are starving for reliable
information about new technology entering
the industry, from trucks to singular components,
and how to spec them correctly to
perform best according to their needs.
That’s where Joel Morrow comes in. In addition
to being a professional truck driver with
more than 5 million miles under his belt, he’s
the CEO of Alpha Drivers Testing & Consulting
Like everyone else, Morrow has opinions
DWAIN HEBDA / SPECIAL CORRESPONDENT
on the subject of new tech, but his commentary
is different. As a longtime tester and consultant
to manufacturers, he’s well-versed on
the history of trucks, and he’s an expert about
where truck technology is headed.
Put quite simply, when Joel Morrow talks
about the subject, people listen.
“I’ve been around transportation my entire
life,” he said. “I grew up in northern Ohio,
right smack between Cleveland and Toledo, by
Turnpike Route 20. My grandfather was a longhaul
driver for Norwalk Truck Lines, which at
one point was the biggest trucking company in
the United States. So, I’ve been around trucks
forever.”
Morrow followed the usual path of many
kids in trucking families, as his father’s recycling
business gave him almost unfettered access
to things with four wheels.
“I started driving trucks around the lot at
probably eight, nine years old,” he said. “I was
Courtesy: Joel Morrow
As CEO of Alpha Driver Testing & Consulting, driver Joel Morrow has the chance to experience some of the newest
technology in the trucking industry.
hooking up trailers and backing stuff around
10, 11. When I got my driver’s license, I took
a 1-ton Chevy truck and we put a homemade
garbage dump on it. I made a little trailer, and
I was working with some of the local businesses
at 16 hauling garbage to the local landfill.
From 16 to 18, until I graduated, I was running
the wheels off that truck.”
It wasn’t long after that Morrow started
driving over the road as his father’s recycling
company shifted into trucking and transportation.
But he and one of his brothers chafed
under the slow pace of change in the family
business.
“Me and my younger brother Jerry used
technology, understood it and embraced it,”
Morrow said. “We made a split from my dad
and older brothers, and (Jerry) opened up
what is now Ploger Transportation. They’re a
very well-respected 100-truck fleet that’s out
there on the cutting edge in terms of fuel efficiency.”
Morrow speaks of his brother and their
company with pride, but admits the more
mundane parts of running a trucking company
that size simply wasn’t for him. While
involved with the company, however, he made
some very good connections with Volvo, Dana
Corp. and other equipment manufacturers
— and that led to his forming Alpha Drivers
Testing & Consulting a few years ago. There,
Morrow has hit his stride as one of the most
sought-after consultants of his kind.
“I get pre-production items to test. Some of
the stuff I talk about on social media, some of
it I don’t — just depends what we’re working
on and how soon it’s going to be available to
the public,” he said. “I provide very high-level
feedback to Volvo’s advanced engineering. I
kind of speak ‘engineering language’ to a certain
degree. They take my feedback and we’re
comfortable with each other.
“Same thing with Dana Corp. on their components,”
he continued. “I’ve developed an excellent
relationship with them over the years.
They will do retrofits on my truck, if need be,
to get product into the real world and provide
feedback. I also work very closely with the people
at BASF and their new supe- low-viscosity
lubricants in axles and transmissions that significantly
help improve fuel efficiency.”
Morrow’s client list may include some
of the largest and most well-known manufacturers
in the business, but the focus of
his work hasn’t wavered since Day 1: He
says he always frames his assessment with
Courtesy: Joel Morrow
Since February, Joel Morrow has been traveling across the US in Purple Haze, a Volvo VNL that has been equipped
with Volvo’s I-Torque powertrain. He says it provides the perfect balance of power and efficiency. See MORROW on PAGE 20

CATTheTrucker051523 fullpage.qxp_Layout 1 5/15/23 11:53 AM Page 1
Thetrucker.com Perspective
JULY 2023 • 11
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12 • JULY 2023 PERSPECTIVE
Thetrucker.com
Take time to appreciate the true
price of freedom this Fourth of July
CHAPLAIN’S CORNER
Rev. Marilou Coins
It’s already July — wow! We have reached the
time when vacationing is on everyone’s mind. Going
places, doing things, enjoying family time and just
plain relaxing for a break from work is so rewarding
and refreshing.
We’re also about to celebrate the Fourth of
July with fireworks, barbecues and other outdoor
activities.
But have you ever really realized just how important
a day the Fourth of July is? Not many people really
see this as a “freedom day,” that we should be thankful
for because of those who sacrificed their lives for our
freedom.
If you look at the Fourth of July as a day “owed” to
you, then you’re missing the whole point of freedom.
Freedom came at the cost of so many lives, and we
just seem to not realize all it entailed.
I find myself thinking about all the military servicepeople,
who placed their lives on the line so we
can have freedom and enjoy those barbecues with our
families and friends. I think of the lives of those we
never met but who died for us anyway.
Now, let’s also look at how our freedom from sin
cost one savior everything. Jesus laid down his life for
our freedom from sin so we could gain an eternity in
heaven at the end of our lives.
Have you ever thought about this? Did you ever
think of the cost of salvation being given through the
life of Jesus so we can celebrate each day of our life?
None of us have met Jesus, but we all know what
he did for us. He died so we can be free from Satan and
his grip on us. We can celebrate freedom from bondage
to sin because of the cost of one life. Jesus did this
for us, and all we have to do is be thankful and celebrate
the freedom he has given each and every one
of us.
So, while you’re enjoying that hot dog, chicken or
ribs on the grill just remember to say “thank you” to
the soldiers who died so that we can live in the land
of the free. Also give thanks to the savior who died for
us to give us eternal life at the end of our time here
on earth.
Life is short but eternity is forever. Celebrate your
earthly freedom and be blessed, knowing you have
eternal freedom waiting for you at the end of your life.
Many have died for our earthly freedom, and one died
for our eternal freedom. Let freedom reign for all.
Enjoy the fourth of July and have a blessed vacation.
We are the chosen ones, who can enjoy freedom
and life eternal.
Happy Fourth of July — and best of the roads and
all gears forward in Jesus.8
iStock Photo
Independence Day is traditionally a time for backyard barbecues with famiy and friends.
ATTORNEY cont. from Page 8
So, while the Russian oligarchs may not like having their assets frozen or yachts
seized, they would likely have little success in challenging the legality of the sanctions
— and likely even less success in getting their assets returned anytime soon.
Now, I know that what happens to oligarchs and their yachts doesn’t necessarily
impact the trucking industry. But what if something arose that caused a national
emergency, and these same laws were applied to foreign nationals with trucking interests
in the U.S.?
Hmmmmmm. Makes you think, doesn’t it?
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
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Thetrucker.com JULY 2023 • 13
BUSINESS
Prepare for an upturn
Analysts project industry conditions are at or near bottom, poised to rebound
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Each of the experts in most industries has their
method of interpreting the economic “tea leaves.”
However, by the end of May a common theme
was emerging: Nearly everyone was questioning
whether the trucking market had hit bottom.
As early as May 16, analysts at ACT Research
noted that capacity was beginning to tighten.
That’s another way of saying the excessive number
of trucks available for the reduced number
of available loads was starting to shrink. There
are two ways to reduce the excessive number of
trucks: 1) Get trucks out of the market or 2) increase
shipment numbers.
One way to tell trucks are leaving the market is
by the number of orders for Class 8 trucks. For the
past few months, new orders have trailed production
by thousands each month. In May, for example,
14,000 to 15,000 trucks were ordered, while more
than 24,000 were actually sold, bringing down the
backlog of trucks on order but yet to be built. At the
same time, used truck inventories increased, indicating
some trucks are coming off the road.
Another way to monitor the number of trucks
is by the number of interstate operating authorities
granted by the DOT. That number fell rapidly
in the first few months of the year and is still
beneath record levels set last year. At the same
time, authority revocations exceeded the number
granted. This means there are fewer carriers
— mostly businesses with one to five trucks —
shutting down, which may also help explain the
increase in available used trucks.
Yet another method is to note the number of
truck drivers employed by the industry. According
to reports from the U.S. Department of Labor,
long-haul trucking jobs declined by 8,700 in the first
quarter of 2023. That’s about 1% of the driving force.
The other part of the equation — increasing
freight shipments — hasn’t happened yet. When it
does, spot freight rates will begin rising. For now,
however, an entire industry hopes they don’t go
any lower.
The Cass Freight Index for Shipments grew
1.9% in May from April levels. Unfortunately,
shipment levels almost always rise in May. When
seasonally adjusted, the shipments index actually
fell by 0.8%. The year-over-year change, May 2023
compared to May 2022, showed a 5.6% decline.
According to the Cass Freight Index for Expenditures,
payments for those shipments fell
7.1% in May. If shipments fell slightly less than 1%
while expenditures fell more than 7%, the culprit
must be lower rates. The Cass release blamed declining
retail sales and “destocking” for the drop.
Destocking is the deliberate reduction of inventory
to meet current customer demand.
As for expenditures, it’s important to note the
Cass Freight Index for Expenditures rose by a record
38% in 2021 and followed that up with another
22% increase in 2022. The expected decline
in 2023 is around 16%, so freight rates are still
considerably higher than in 2020. Unfortunately,
so are expenses due to inflation and EPA-mandated
emissions requirements for new trucks.
The Cass Freight Index numbers are compiled
from billing for Cass customers and represent
transport by multiple modes, including truck, rail,
pipeline, barge, ship and air.
iStock Photo
Analysts say freight capacity began to tighten as early as mid-May, possibly signaling the beginning of an upswing
for the trucking industry.
For strictly truck numbers, DAT Freight and
Analytics tracks weekly and monthly data from
its load board, which is the largest in the industry.
DAT’s “Trendlines” report showed a 29.4% increase
in spot loads posted for May compared to April.
However, much of that gain is due to the start of
produce shipments, which begin around the same
time each year. Compared with May 2022, this
year’s May spot load postings declined by 61.2%.
Spot rates for van freight fell 0.3% in May from
April numbers, while flatbed spot rates fell 0.9%.
Temperature-controlled rates actually rose 2.1%.
Those numbers, however, look dismal when compared
to May 2022. Van rates fell 23.7%, flatbed
22.5% and refrigerated 20.3% year over year.
As of this writing, spot rates for both van
and refrigerated freight have risen by two cents
in June, while flatbed rates are holding steady at
See UPTURN on PAGE 22
FLEET FOCUS
Load boards can be great for business if used wisely
iStock Photo
Load boards can be a key to your business’s revenue stream. Choose
carefully and provide great service and they’ll help keep you running.
CLIFF ABBOTT | SPECIAL CORRESPONDENT
The decision to buy a truck is a big one. It can be far more significant
than simply deciding to own the truck you’ll be driving.
You’re actually starting a new trucking company — and you are now
responsible for managing it. The simplest way to do this is to lease your
truck to an established carrier, which will handle many of the tasks associated
with the business; you’ll be paid either a percentage of the load
revenue or a rate per mile.
Some owner-operators, however, prefer to be fully independent,
finding their own freight and operating under their own authority. Some
can contract with customers for enough freight to keep the truck (or
trucks) running, but most depend on freight brokers or load boards to
stay busy. In fact, some owner-ops that are leased to carriers use load
boards to find return loads or supplement work they do for the carrier.
The load board concept is a simple one: Shippers with available
loads, or brokers who are arranging transport for them, post information
about the loads to one or more load boards. Truckers choose the
load they want, contact the shipper or broker, and finalize arrangements.
In reality, however, there are more variables to consider. Many load
boards also allow you to post the availability of your truck. You can list
the date and time your equipment will be available and where, plus your
contact information.
Some load boards are free, while others charge a subscription price.
Some boards provide tools and services that help you make the best
choices for your business. Before booking the first load, it’s best to understand
how the load board works and what services are available so
you can make intelligent choices.
One consideration is the volume of freight the load board handles.
DAT, for example, claims to handle 357,000 exclusive daily loads and is
the largest load board by volume. A basic subscription is $45 per month,
while the most expensive, which offers more services, is $135. The load
board at TruckStop.com is quite popular and offers subscriptions ranging
from $39 to $149 per month. Another board, TruckerPath, offers
plans priced from $30 to $110 per month.
An internet search for “free load boards” will also provide results. The
services provided, however, may not be as robust as the paid ones. Some
large brokerages, such as CH Robinson, have their own load boards. The
advantage in this is that you’ll always be dealing with the same broker,
while the disadvantage is you won’t see as large a variety of freight.
When choosing a load board, consider the services offered. You’ll
want to know if the broker or customer offering a load you’re interested
in is creditworthy. Many load boards allow you to request a credit check,
either as a part of your subscription fee or for an extra charge. Some allow
you to check credentials, such as FMCSA authority or a valid surety
bond. Some allow drivers to provide carrier reviews, so you’ll be able to
See FLEET FOCUS on PAGE 22

14 • JULY 2023 Business
Thetrucker.com
TCA awards more than $141,000 to students for 2023-24
THE TRUCKER NEWS STAFF
ALEXANDRIA, Va. — Forty-eight students
have been awarded more than $141,000 in
academic scholarships by the Truckload Carriers
Association (TCA).
“(TCA) is thrilled to recognize the hard
work and drive of the 2023-2024 class of recipients.
I am so grateful for the generous support
and outreach of the TCA community who
make this amazing TCA member benefit possible,”
said Bob Kretzinger, chairman of TCA’s
Scholarship Fund and senior vice president of
American Central Transport. “We congratulate
each of our 48 recipients and look forward
to witnessing their future accomplishments.”
To qualify for the scholarships, students
must be attending a four-year college or university,
be in good standing at their college or
university, and must be associated with a TCA
member company as an employee or independent
contractor or be the child, grandchild or
spouse of an employee or independent contractor
of a TCA member company.
“2023 marks the 50th anniversary of the
scholarship fund’s creation. The longevity of
the program is truly a testament to how strong
our truckload community is and the great
things we can accomplish when we work together,”
said TCA President Jim Ward. “We are
proud to continue to support these students
as they fulfill their potential and become the
next generation of leaders in the industry.
Congratulations to the 2023-24 recipients.”
For the 2023-24 school year, a total of 48
students have received the scholarship fund,
totaling $141,000.
Recipients include:
• Connor Gates, Prime Inc.: NAIT
Scholarship ($6,250)
• Martina Tolhurst, Bison Transport: John
Kaburick Scholarship ($4,500)
• Mallory Beamer, Dutch Maid Logistics:
Carlos Moreno v. JCT Logistics, Inc., and John Christner Trucking, LLC,
Case No. 5:17-cv-02489 JGB (KK) (C.D. Cal.)
NOTICE OF CLASS ACTION SETTLEMENT SUMMARY
What is this Case about? Plaintiff, Carlos Moreno, brought this lawsuit under California law
alleging that JCT improperly classified Class Members as independent contractors instead
of as employees, and that Class Members were not compensated for all hours worked, were
not paid minimum wage, were not provided meal and rest periods, were not compensated for
rest breaks taken, were not paid all wages due upon termination, were not provided timely
and compliant itemized wage statements, and were subject to unfair business practices.
This lawsuit seeks recovery of unpaid wages, statutory damages, civil penalties, restitution,
interest, attorneys’ fees, and costs. On May 29, 2019, the Court certified the following classes:
Primary Class: All current and former California residents who drove for JCT intrastate
pursuant to a contract-carrier agreement at any time from July 6, 2013, through April 28, 2023
(Class Period).
Subclass: All current and former California residents who individually, or on behalf of a
company they owned, entered into a contract-carrier agreement with JCT and drove California
intrastate loads brokered by JCT to the Contract Carrier at any time during the Class Period.
A “Class Member” includes anyone who meets one or both definitions.
What are the Settlement terms? JCT will pay $1,200,000.00 to settle the Claims (Gross
Settlement Amount) in exchange for a release. After deductions for attorneys’ fees and costs
for Class Counsel, settlement administration expenses not to exceed $40,000.00, and a
service award not to exceed $10,000.00 to Plaintiff for his service to the Class Members, the
remainder of the Gross Settlement Amount (Net Settlement Amount) will be available to pay
monetary Settlement Payments to (i) Plaintiff and (ii) Class Members who do not opt out of
the Settlement. All Class Members are eligible to receive a Settlement Payment from the Net
Settlement Amount based on the number of loads they hauled.
What do I have to do? It depends on your status as a Class Member. (1) If you are a Single-
Truck Contract Carrier, no other Class Members submit a valid Claim Form related to loads you
hauled for JCT, and you do not Opt-Out, you will automatically receive a Single Truck Payment
and will be bound by the Settlement. (2) If you are NOT a Single-Truck Contract Carrier OR
another Class Member submits a Claim Form stating that they are entitled to a Claim Payment
for a load brokered to you, and you do not timely opt out of the Settlement, YOU MUST submit
a Claim Form. (3) YOU MUST submit a Claim Form if you are NOT a Single-Truck Contract
Carrier, or you are a Single-Truck Contract Carrier who is notified another Class Member has
submitted a competing Claim Form stating they are entitled to a Claim Payment for loads
brokered to you by JCT. (4) If you are a Class Member and do not wish to be bound by the
Settlement, you must submit a written request to exclude yourself (Opt-Out) of the Settlement.
(5) If you do not Opt-Out of the Settlement and want to object to a part of the Settlement you
must submit a written objection. For more information and to obtain a Claim Form, please
visit our website: www.cptgroupcaseinfo.com/moreno-jctsettlement or call the Settlement
Administrator, CPT Group, Inc.: 1-888-520-2113.
Kai Norris Scholarship ($3,250)
• Rajpreet Gill, Bison Transport: Darrel
Clark Wilson III Scholarship ($3,250)
• Parker Litterick, Warren Transport Inc.:
Thomas Welby Scholarship ($3,250)
• Tristan Schelvan, Bison USA Transport:
Stoney Reese Stubbs Scholarship ($3,250)
• Kelsey Fullenkamp, Whiteline Express:
Robert Low Scholarship ($3,250)
• Gurjaan Rai, Bison Transport: Robert D.
Penner Scholarship ($3,250)
• Jocelyn Calderon, Whiteline Express:
Thomas R. Schilli Scholarship ($3,250)
• Nathan Gariepy, Load One: Thomas R.
Schilli Scholarship ($3,250)
• Maxwell Marten, Marten Transport:
Keith Tuttle Scholarship ($3,250)
• Carter Petit, Halvor Lines: Tom
Kretsinger Jr. Scholarship($3,250)
The following have been awarded $2,725
for the 2023-24 school year:
• Toby Plattner, Nussbaum Transportation
• Alexandra Wayne, Brown Trucking
• Isabella Yust, Contract Freighters Inc.
(CFI)
• Emily Dudaitis, E&V Services Inc.
• Joshua Short, Cargo Transporters Inc.
• Speranza Albensi, Bison Transport
• Kelsey McGaughey, PGT Trucking
• Benjamin Niznik, Speedway/7-Eleven
• Courtney Street, Wilson Logistics
• Katherine Adkins, Mast Trucking Inc.
• Jay Freeman, Werner
• Amy Pitzel, Bison Transport
• Jonathan Ritenour, Werner Enterprises
• Kaden Buatte, Prime Inc.
• Robert Callahan, NFI Industries
• Isabella McDaniel, Buchanan Hauling
and Rigging
• Chloe Smith, Barber Trucking Inc.
INSURANCE
INSIGHTS
DEBORAH GRAVES
OOIDA TRUCK INSURANCE
DEPARTMENT
Question: What kind of insurance do I
need?
Answer: Let’s talk about the “what” part
of buying truck insurance. There are many
coverages available, and sometimes that can
be confusing. One benefit of choosing a great
agent is being able to trust that he or she will
help you decide on the coverages you need to
protect yourself and your business. The basic
insurance you need will depend upon the type
of operation you have.
For example, if you are running under your
own authority, you will need primary liability
and motor truck cargo insurance. Your brokers
and shippers may have other contractual
requirements, but these two coverages are the
most important.
Primary liability is insurance against loss
from legal liability of the insured for bodily injury
or property damage to another party. The
Linda Garner-Bunch/The Trucker
Nearly 50 students have been awarded a total of
$141,000 in academic scholarships by the Truckload
Carrier Association.
• Vicktoria Adams, Prime Inc.
• Sophia Boelter, Don Hummer Trucking
• Catherine Cooper, Boyd Bros.
Transportation
• Madeline Falknor, Fremont Contract
Carriers Inc.
• Karson Macke, Baylor Trucking
• Brianna Pointer, Prime Inc.
• Theresa Stephens, Mcleod Software Co.
• Jack Rogers, Don Hummer Trucking
• Carson Snow, Crete Carrier
• Benay Taylor, Prime Inc.
• Gianna Terrarosa, Global Experience
Specialists (GES)
• Dylan Duffy, Transpro Freight Systems
• Logan Gardner, Werner Enterprises
• Haley Price, Fortune Transportation
• Grace Rittenour, Thomas E. Keller
Trucking
• Samuel Amanual, Kriska Holdings
• Kelsey DeMillo, Leonard’s Express
• Annika Waltenberg, Ho Wolding
• Shaylyn Young, Arlo G. Lott Trucking Inc.
8
What type of insurance do you need?
Federal Motor Carrier Safety Administration
(FMCSA) requires $750,000; however, most
shippers and brokers require $1 million, so
you’ll want to keep that in mind.
Motor truck cargo is insurance against
loss from legal liability for damage to goods or
merchandise in the insured’s care and custody
in the ordinary course of transit. It includes
coverage for debris removal, earned freight
and refrigeration breakdown.
If you are leased to a motor carrier, you’ll
need to consult your contract. The lease
should specify any requirements for secondary
liability such as bobtail, non-trucking liability,
or unladen liability. The lease should
also list any additional coverages the motor
carrier requires. Be aware that you will always
have the option to secure these coverages
from the insurance provider of your choice.
You do not have to buy them from your motor
carrier.
You can reach an OOIDA truck insurance
agent Monday through Friday, from 7:30 a.m.
to 5:30 p.m. CST, at 800-715- 9369.
Do you have an insurance topic you would
like to know more about? If so, email us at
insuranceinsights@ooida.com. We will be
covering a new topic each month and will do our
best to address everyone’s questions. 8

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16 • JULY 2023
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Thetrucker.com
EQUIPMENT & TECH
JULY 2023 • 17
On the rise
Class 8 truck sales remain strong, may delay slowdown predictions
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Robust May sales of Class 8 trucks on the U.S.
market pushed the 2023 year-to-date total to the
highest mark since 2006, according to data received
from Wards Intelligence. Manufacturers
reported selling 24,111 trucks in May — 6% more
than in April and 16.4% more than in May 2022.
The production slowdown predicted for
the second half of 2023 doesn’t show any sign
of starting early. In fact, it may be delayed into
the fourth quarter, or even into 2024.
Orders for new tractors trailed sales by a
wide margin, but that’s not unexpected this
time of year. FTR Intel reported preliminary
Class 8 orders for North America at 13,600, a
9% increase over April orders. In May 2022,
orders were only 2% higher. May 2023 orders
were still below replacement demand levels,
according to FTR’s report.
FTR noted that total North American Class
8 orders for the past 12 months were 298,700;
that’s an average of 24,892 per month. The resulting
backlog of orders filled every build slot at
OEM manufacturers for the remainder of 2023.
The 2024 order slots haven’t been opened yet, so
low order totals are to be expected. Build slots
for the following year usually opened in August
or September. By then, the experts may have a
better view of the predicted economic slowdown
and carriers will adjust orders accordingly.
“Fleet demand for equipment does not appear
to be waning as they still want to take
delivery of new equipment,” said Eric Starks
chairman of the board for FTR. “Strong backlogs
are keeping build demand strong, and
FTR doesn’t anticipate any negative impact on
build activity due to the recent order activity.”
Despite slowdowns in freight availability and
declining freight rates, carriers have been able to
keep trucks rolling profitably. The low number
of order cancellations would seem to indicate
they will be needing the trucks still on order.
ACT Research reported 15,500 Class 8 orders
for May. The higher number than other
reports may be due to differences in reporting
process, but the result is the same.
“Orders were expected to moderate into
Q2 and remain at relatively soft levels into
mid-Q3. May orders were in line with this
view,” said Eric Crawford, vice president and
senior analyst for ACT.
In its “North American Commercial Vehicle
Forecast,” ACT predicted new Class 8 sales will
end 2023 slightly higher than 2022, reflecting
stronger momentum going into the third quarter.
Since new Class 8 sales in the U.S. are already
more than 21,600 ahead of last year’s pace
(nearly a whole month’s extra), there’s room for
some declines in the remaining months of 2023.
ACT President and Senior Analyst Kenny
Vieth was positive.
“We are encouraged by the economy’s resilience
as evidence that the economy’s chances
of dodging a recession accumulate,” Vieth said.
“While the expectation is for tepid growth in
the near term, it is an improvement from torpid.”
ACT is no longer projecting a recession.
There’s good news in that used trucks
are becoming more available and prices are
coming down — but that’s small consolation
if freight levels don’t pick up. ACT reported
a 31% decline in average pricing from April
2022, along with a 2% decline in age.
“With inventory on the rise and, more importantly,
not a limiting factor for sales, the
logical conclusion is that demand is softening,”
said Steve Tam, vice president of ACT.
“This is a plausible explanation, especially given
waning economic and freight conditions.”
Freightliner reported sales of 9,368 for
May, 9.2% ahead of April sales and 28.2% better
than May 2022. For the first five months of
the year, the company has sold 28.3% more
trucks than in the same period of 2022, compared
to the industry average of 24.2%.
Freightliner-owned Western Star is at the
other end of the market share spectrum but
iStock Photo
If May truck sales are any indication, the production slowdown predicted for the second half of 2023 doesn’t show
any sign of starting early. In fact, it may be delayed into the fourth quarter, or even into 2024.
reported a relatively “outstanding” month with
May sales of 737. That number was 50% higher
than April and 44.2% higher than May 2022.
For the year to date, however, the company is
just 2.7% ahead of last year’s pace, the smallest
increase of any of the OEMs reporting.
Navistar is having the most-improved sales
year of all the OEMs, reporting sales of 3,232 in
May. That’s a 6.1% increase over April and 15.5%
better than May 2022. So far for 2023, International
sales are 49.5% better than at the same point
last year, and the company’s share of the U.S.
Class 8 market has grown from 11.7% to 14.1%.
Kenworth sales of 3,200 were just 0.3% better
than excellent April numbers and 14.2%
higher than May 2002 sales. Peterbilt’s 3,501
sold in May represented a 5.5% increase from
April but just 3.7% from May 2022. For the first
five months of 2023, Peterbilt has sold 13.2%
more trucks than in the same period of 2022.
Volvo reported May sales of 2,471, a decline
of 3.1% from April, making it the only
OEM to show a decline in the month. Compared
to May 2022, sales dropped 2.9%. For
the year to date, however, Volvo sales have
increased 8.9%. Sibling Mack Trucks has fared
somewhat better, with sales of 1,572 in May —
an increase of 2.3% over April sales and 14.6%
ahead of May 2022 sales. For 2023 to date,
Mack is 25.1% ahead of last year’s pace. Its
share of the U.S. Class 8 market is 6.4%, right
where it was at the same time last year.
At some point, freight rates will bottom out
and the economy will do the same, either by going
through a small recession or narrowly avoiding
one. Once the economy grows again, freight
levels will pick up, rates will rise, and buyers will
order more new trucks to take advantage. How
soon it happens will be debated among competing
analysts and economists. 8
iStock Photo
According to analysts at ACT Research, demand for new trailers is softening.
Preliminary report notes drop in May trailer orders
THE TRUCKER NEWS STAFF
COLUMBUS, Ind. — According to analysts at ACT Research,
May’s preliminary net trailer orders decreased sequentially
and were lower against longer-term comparisons.
According to data released in mid-June, 9,100 units
(11,950 seasonally adjusted) were projected to have been
booked during the month.
“Preliminary net orders were 10% lower compared to
April’s intake, and down 54% versus the same month last
year,” said Jennifer McNealy, director of commercial vehicle
market research and publications for ACT Research.
“Seasonal expectations call for orders to continue their
pull back in the coming months, particularly given near
record-level order backlogs, as trailer manufacturers normally
spend mid-year working down the backlog ahead
of the next year’s orderboard opening in the fall.”
Demand for new trailers is softening, according to
McNealy.
“In addition to the seasonally anticipated slowing in
orders, we’re starting to see increased and broad-based
cancellations,” she said.
It’s not all bad news, however.
“That said, backlogs remain robust, so many fleets needing
trailers remain in queue for orders already placed,
with relative backlog measurements for most trailer categories
still near the top of their target ranges,” she said.
When asked about trailer build and backlog, McNealy
predicted a decrease.
“Using preliminary May orders and the corresponding
OEM build plans from the May ‘State of the Industry:
U.S. Trailers’ report (April data) for guidance, the trailer
backlog should decrease by around 19,000 units to about
194,000 units when complete May data are released,” she
said. “With orders being preliminary and the build number
a projection, there will be some variability in reported
backlogs when final data are collected.” 8

18 • JULY 2023 Equipment & Tech
Thetrucker.com
Map apps can make travel easier, but choose — and use — them wisely
CLIFF ABBOTT | SPECIAL CORRESPONDENT
SAFETY SERIES
Many old-time truckers can remember
beginning every trip with a look through a —
probably tattered and stained — Motor Carrier
Road Atlas. The atlas contained a huge
amount of information and allowed users to
calculate distances and estimate travel time,
as well as check on low clearance locations or
areas where trucks were prohibited. Another
section provided state-specific information on
weight or length limits and other restrictions.
In its day, the Atlas was an essential tool in
the cab of nearly every truck.
Most drivers who began their career in
the past decade have never used one (or any
version of a paper map, for that matter), and
probably never will. That’s because GPS and
mapping apps have virtually replaced printed
maps and atlases.
Vehicles of all sizes now come with display
screens that often include GPS programs. Some
allow drivers to cast whatever mapping app
they’re using on their phones to the dashboard
display. Company dispatch software often contains
routing and mapping, too. Depending on
the make of truck, the carrier’s communication
service, and other factors, many drivers have
access to more than one GPS source.
Plus, every driver has access to multiple
programs through their smartphone. Some
drivers use more than one app at the same
time to gain more information. For example,
the Rand McNally GPS program might provide
routing and truck restriction information,
while the WAZE app on the driver’s phone
supplies real time traffic and accident information
— as well as the reported location of
iStock Photo
Choosing the mapping apps that best suit your needs — and then using those apps properly and safely — can save
time and difficulties, making the job easier and your day better.
speed traps. The WAZE app allows shared input
from motorists of all types on traffic.
Trucking-specific apps like Trucker Path
also allow for user input, but non-trucking
motorists aren’t likely to enter information in a
trucking app. Other information, like fuel prices,
parking locations and rest areas, and more
can be found on Trucker Path, which claims to
be the No. 1 navigation app for truckers.
A search of the Apple or Google Play stores
turns up a good many options offering different
levels of information. Mapquest was one of the
first mapping apps, but Google Maps and Apple
Maps have also been around a while. Most apps
are free, but some have subscription pricing. Free
apps often have advertising. That’s OK if the ads
aren’t intrusive and annoying. A small ad at the
bottom of the page might be worth it for a free
app that’s useful — but ads that pop up when
you’re trying to read a map or automatically play
obnoxious soundtracks should be avoided.
Apps can help make the job of trucking easier,
but don’t just download the first one that
looks good. Read the description and the reviews.
Ask around to see if others are using the
app — social media makes it easy to get input
from others. Once the app is on your phone, go
through the different features and learn to use
the ones that are important to you.
If you decide to use a phone app while driving,
the phone must be secured in a holder so it
can be used hands-free. Using handheld devices
while driving a commercial vehicle is reckless
and illegal. Alternatively, your phone can be
used to gather information while stopped. Place
the phone holder where it doesn’t obstruct your
view of the road ahead but is still near enough
to see without changing your position.
If you’re using more than one app, it’s possible
the mapping suggestions will disagree.
Finding this out when one app is directing you
to “turn now” while the other says to “continue
straight” isn’t a healthy experience. The best
practice is to check your route on all devices
before starting to identify discrepancies and
resolve conflicts. Another good practice is to
set a priority. Decide which of the apps you’ll
follow when they disagree; doing so will eliminate
indecision when instructions are given.
If you’re using a phone app, be mindful of
battery usage. Some apps are battery hogs
and can quickly drain your phone’s power.
Some apps track and report your location
even when they’re not being used, adding to
the battery drain. This is something to check
in the description before you even download
and install an app. If it’s already on your
phone, you may be able to turn it off in Settings
or through an optimizer app that shuts
down programs that run in the background.
Another “watch out” for apps is their use
of your personal data. Most GPS apps will collect
and report data about your location so the
developers can keep statistics on usage. Other
apps, however, are invasive and will share information
stored on your phone, such as contact
information, credit card information and
websites you’ve visited. Much of that activity is
harmless and the information is used to provide
advertising for products the algorithms predict
you’ll like. Some apps, however, will copy and
share personal data that can cause harm.
Any electronic device, whether handheld,
built into the vehicle or mounted to the windshield,
can be a distraction. Your truck can
cover a lot of ground in the few seconds you
take to look at a screen, and hazards can appear
quickly when your eyes are off the road.
Also, when you’re concentrating on how an
app works, you can easily miss traffic hazards
or other dangers. An app that provides the best
possible route along with other information
isn’t worth much if you’re involved in a collision
while trying to figure out how it works!
Decided to be safe. Get the information
you need before you start your run, and if you
need more than a passing glance later, pull
over somewhere safe. 8

Thetrucker.com JULY 2023 • 19
FEATURES
Learning the basics
High school truck driving course teaches students the ways of the road
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
PATTERSON, Calif. — It’s not too often
you’ll hear even a novice compare a golf cart to
an 18-wheeler. But for Patterson High School’s
truck driving education program, students
find the two interchangeable. Innovation is an
important part of planning and operating one
of the country’s few high school-based truck
driving programs.
Launched in 2017, Patterson High School’s
one-year course meets the FMCSA Entry Level
Driver Training theory standards and prepares
students to earn their commercial learner’s
permit.
For program coordinator and instructor
Dave Dein, golf carts are just one of several of
his program’s tools.
“We incorporated the golf cart into the program
about two years ago,” Dein said. “I was
investigating ways I could provide engaging
hands-on experiences.”
The program already had two Advanced
Training Systems simulators, but Dein wanted
another, more “hands-on,” alternative.
“The golf cart is used to create a sense of
ownership in the vehicle the students drive,”
Dein said. “It teaches the same sense of ownership
a trucker has in his truck when he enters
the industry. The students must sign out the
cart and perform a pre-trip inspection. (Students)
are held accountable for the safe operation
of the vehicle.”
The golf cart helps the students experience
and practice space management in a controlled
environment. But one of its most useful
purposes is in teaching students the basics of
backing up a vehicle — something many professional
drivers admit they struggled with in
training.
“The golf cart is connected to a 7-foot utility
trailer,” Dein said. “Students can practice
straight-line, 45- and 90-degree ally, offset, and
parallel parking. Once the students perfect
their backing skills on the golf cart, we then
transfer them to a full-sized semi truck.”
Another innovative aspect of the Patterson
High School program came in the form of a gift
from Loves Travel Stops.
“The Love’s donation provided the materials
needed to purchase the infrastructure for
a golf cart ‘course’ on our training site,” Dein
said. “Not only that — it also allowed us to purchase
a pair of ‘Fatal Vision’ goggles.”
These goggles allow students to learn about
driving under the influence by replicating the
effects of alcohol on vision. The exercise makes
traversing the golf cart course much more difficult,
Dein says, and helps students understand
what they’ll be facing on the road if they
operate a vehicle while intoxicated.
“It is so important to give students an experience
to emphasize the dangers of distracted
or impaired driving rather than just telling
them not to do it,” Dein said.
To help ensure using the goggles and experiencing
“drunkenness” had a meaningful impact
on students, Dein asks the young drivers to become
familiar with personal stories from people
who have been impacted by impaired driving.
Courtesy: Patterson High School
A student at Patterson High School’s truck driving course maneuvers a golf cart, hauling a 7-foot utility trailer, while
wearing “Fatal Vision” goggles that simulate the effects of driving while under the influence of alcohol or other
substances.
“It allows them to put faces behind the
staggering statistics,” Dein said.
It doesn’t matter whether a vehicle is
a golf cart or a semi, it can still be deadly in
the wrong hands. Both the golf cart and the
“Fatal Vision” goggles help Dein drive this
point home.
“Regardless of a person’s age, climbing
into a commercial motor vehicle for the first
time can be a little intimidating,” Dein said.
“We found that the golf cart is a nice bridge in
building those skill sets that are transferable to
the trucks. It all is part of building confidence.”
8
Connecticut groups work to
give former inmates a second
chance through trucking
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
HARTFORD, Conn. — The effort to overcome
the nation’s truck driver shortage has
gained new support from an unlikely source — a
partnership between Connecticut’s Department
of Corrections (CDC) and Department of Motor
Vehicles (CDMV). The two agencies now operate
a program that helps incarcerated individuals
prepare to earn their commercial driver’s
license (CDL) while still behind bars, helping to
equip them for employment upon their release.
The program has the full support of Connecticut’s
trucking community, largely attributable
to the efforts of former State Sen. Will
Haskell who championed a bill for the program
in the state legislature.
“This is a ‘win-win’,” Haskell said during hearings
on the bill in May. “Many formerly incarcerated
individuals have trouble finding work upon
release, which can drive them back into crime.
Meanwhile, workforce shortages in the trucking
industry have strained our supply chain, here in
Connecticut and across the country.”
Uzoma Orchingwa, co-founder of Emerge
Career, a job-training service that specializes
in helping low-income and difficult-to-employ
candidates, immediately saw how his company
could join forces with the CDC and CDMV to
make the program a success. He helped kick off
the program in early 2022.
“Ninety percent of people coming out of incarceration
in this country have no access to job
training,” Orchingwa said, noting that his company
provides online and video-based training
while people are still imprisoned to prepare
them to earn their CDL — and hopefully obtain
a job soon after they are released.
Courtesy: Emerge Careers
The Connecticut Department of Corrections and Department of Motor Vehicles, along with training provider Emerge
Careers, are working to help inmates prepare to earn their commercial driver’s license. See chance on PAGE 20

20 • JULY 2023 FEATURES
Thetrucker.com
chance cont. from Page 19
“We actually have some candidates who
emerge with their CLP (commercial learner’s
permit) and are pre-hired,” he said.
Western Express and Schneider are two
carriers that have stepped up to hire graduates
of the Emerge Career program.
“To date, we have a 100% job placement
rate. We’ve graduated 30 students to date and
are contracted for 100 by the end of 2023,” he
said, adding that, while all students to date
have been hired by carriers, that isn’t necessarily
an indication the record will continue.
“We’ve received feedback that most carriers
are open to hiring students who were in
prison for non-violent offenses,” he said. Those
who have violent offenses on their records, he
believes, will see more opposition from prospective
employers.
Overall, he said, he is pleasantly surprised
at the willingness of carrier to hire the program’s
students. Perhaps part of the willingness
stems from the Motor Transport Association
of Connecticut’s (MTAC) support of
the program when it was still a legislative bill.
“We are fully supportive of giving incarcerated
individuals a second chance,” said MTAC
president John Blair. “MTAC sees this program
as a way to fill job openings while helping the
very important reentry program.”
Orchingwa says the program is open to
women as well as men.
In fact, one of the first graduates was
Florene Little, a former inmate who says she
has wanted to be a truck driver for years — but
the cost of training stood in her way. Through
the Emerge Career program, she was able to
overcome that barrier. But the biggest barrier
she faced was getting a job.
“You’ll be judged for your record,” said Little,
who now drives an 18-wheeler on long-haul
routes. “So, I feel like I got a second chance.”
While indications from the first year suggest
that the program has been a success,
Orchingwa doesn’t want to make too many
assumptions based on a small sample size.
But he is talking with other correctional institutions
in San Diego, Cal., Alexandria, Va.,
Worchester, Mass., and New York about bringing
the program to those communities.
While Emerge Career tries to make the program
available to as many students as possible,
they do have qualifications that must be met.
“We vet the students before they enroll,”
Orchingwa said. “We want to make sure they
will qualify for a CDL after they are on the outside.
We don’t want to build false hope when
a prospective student has something on their
record that will prevent them from getting a
CDL.”
Orchingwa notes that literacy is a very important
qualifying aspect of the program, and
says he’s pleased with the program’s progress.
For a trucking industry in need of more
drivers and a corrections system in need of
better preparing inmates for reentry, Orchingwa
and Emerge Careers are providing a service
that is on the verge of going nationwide.
“Our students find that they enjoy traveling
across the country while driving trucks
and being able to provide for their families,”
he said. 8
MORROW cont. from Page 10
the individual trucker or operator in mind.
“You can bury yourself very quickly if you
don’t get the spec of your truck right, especially
nowadays,” he said. “Having the correct spec
on a truck really impacts how well the system
is going to perform, how trouble-free it’s going
to be. If you get that wrong, it’s nothing but
problems — and we all know a trip to a dealer
for an emissions system issue can be $30,000
in the blink of an eye. Getting the spec of the
truck right goes a long, long way toward improving
that situation and reducing that risk
and liability.
“I have toyed with the idea of opening up
a service to the individual small fleet owneroperator
to help them spec trucks, especially
down-spec powertrains because that seems
very confusing to a lot of people,” he added.
“My problem is, I’m so busy it’s very difficult.”
One of the big things that’s occupied Morrow’s
time of late has been Purple Haze, a
Volvo VNL that has been equipped with Volvo’s
I-Torque powertrain. He says it provides the
perfect balance of power and efficiency. In
February, he debuted the custom rig via a You-
Tube series, where he took the truck through
its paces on the test track. He then hit the open
road to meet other drivers and capture their
reactions to the brawny-yet-nimble rig.
“Purple Haze is the culmination of 30 years
of spec’ing trucks,” he said. “It’s a 6x2 configured
truck, which is somewhat unusual in that
it got a bad name over the years because the
OEMs did such a poor job when they decided
to put 6x2s together. They just said, ‘Well, let’s
just drop a driveshaft out of there and run it
down the road.’ It doesn’t work that way, and
that’s why it failed spectacularly here in North
America.”
Because of this, Purple Haze has been
through a bit of tinkering.
“So, I spent a lot of time with European
suspensions — put together a very nice nontorque
reactive suspension on the drive axle
part of it and had some very advanced torque
management going on,” Morrow said. “We
have some axle capacity up front that’s pretty
unique, that isn’t necessary on a 6x4.
“As such, I have what I believe is one of the
most efficient trucks on the road, without a
whole lot of tire wear. (This) will be very hard
for a lot of people to believe,” he continued.
“I’ve also worked very hard with the guys at
Volvo to solve some of the tail steer issues and
helped them develop the weight biasing logic
from the ground up.”
As he talks, Morrow’s voice reflects the excitement
he has for both the rig and the road.
And even though Purple Haze was fresh from
the factory less than six months ago, he’s already
chomping at the bit, as they say, to see
what the next chapter of truck technology
holds.
“I love all the new technologies coming into
the market,” he said. “I love the fact that there’s
going to be electric trucks, that there’s going to
be hydrogen electric. It’s exciting to me. I am
not one of these guys that says, ‘Oh, it’s a diesel
engine or nothing.’ That’s not me. I see the potential
for all of these technologies. They will
get better and better and I’m all for it.” 8

Thetrucker.com FEATURES
JULY 2023 • 21

22 • JULY 2023
Thetrucker.com
UPTURN cont. from Page 13
May levels. Early June results were undoubtedly
buoyed by the Memorial Day weekend, when
rates get a push due to the number of trucks shut
down for the holiday.
The weekly FTR Transportation Update for
June 12 indicated wholesale inventories are still
highly elevated, which means more “destocking”
is to be expected. Businesses that are reducing inventory
aren’t ordering new product — and fewer
orders means fewer truckloads.
On May 23, ACT Research released its revised
Trucking Industry Forecast for 2023. In it, the
firm states the industry is nearing the bottoming
stage of its “classic truckload cycle.” During this
part of the cycle, the decline in freight rates tends
to slow or stop altogether as tractor ordering and
FLEET FOCUS cont. from Page 13
see what others have said about their experiences
with a particular customer. Some load boards offer
fuel cards or discounts on other products, some
don’t.
If you decide to use a load board, you’ll need to
be ready to provide documentation to each new
customer or broker you deal with. You should have
electronic copies of your authority (MC or DOT
number), proof of liability insurance and your (IRS)
W-9 that you can fax, email or text when you make
first contact. Not being able to provide paperwork
will quickly kill your chance to haul a load.
Selecting a load is a little more complicated than
just picking out the load that pays the most to a destination
you want. There are several things you can
do to benefit your bottom line.
Start by understanding the rate you see. Does it
include a fuel surcharge? Is any accessorial pay, such
as tarping or loading, included in the rate? How will
any detention time be paid, if it occurs? What about
timeliness of payment — does the customer or broker
pay immediately, or is there a delay? If delayed,
will it be 30, 60, 90 days or even longer? All too often,
a truck owner finds out after delivery that something
isn’t covered.
Some load boards provide a lane average rate
over a specific time period that you can check. Some
sales slow. The cycle begins again when freight
levels increase, and rates begin rising. How soon
that happens is a matter of conjecture.
ACT’s report states “the economy has proven
more resilient than initially envisioned.” Analysts
still recommend caution, however, and are holding
to their expectation for a shallow recession
around mid-2023. As for freight rates, the firm
projects the bottom was reached near the end of
May. By the time this story comes out in print, the
numbers will have begun rising … or not.
Those trucking businesses that have hung on
through the downturn should be equipped to see
better times beginning by the end of the year, if they
can hang on that long. Good business decisions
and cost avoidance are keys to surviving and being
in position to profit when the market turns. 8
offer highest, lowest and average rates. For example,
if your lane is from Dallas to Philadelphia, you’ll be
able to see the average rate of other loads that have
moved on that route in the past 15 to 30 days. If the
rate offered is below average, you can negotiate with
the shipper or broker for a higher rate.
Another helpful tool is an inbound/outbound
ratio for your potential destination. Some destinations
get a lot of loads in but don’t send many out.
This means there will be a lot of trucks looking for
outbound loads after they deliver. When competition
for freight is high, rates are low. Too many drivers
have accepted a good-paying load — to Miami,
for example — only to find that loads going the other
way don’t generally pay well. Smart operators think
about the NEXT load before they accept the current
one. Since load availability can change depending
on seasons, weather and other factors, a destination
with plenty of outbound loads last time may not be
so good this time around, so it pays to check before
every load.
When you’re ready to book a load, some load
boards allow you to do it online. For most loads,
however, you’ll need to call the shipper or broker.
Once you book, it’s always best to follow specific
instructions for the load. Show up on time, with a
clean trailer, ready to run. Communicate any issues
promptly. Deliver on time, with undamaged freight.
The service you provide is your calling card. 8
CONGRESS cont. from Page 1
help streamline the process of obtaining a
CDL and eliminate unnecessary “red tape.”
Additional bills passed by the committee
were related to weight increases for specific
products that motor carriers haul on a regular
basis, and for alternative-fuel vehicles.
HR3318, sponsored by Rep. Rick Crawford
(R-AR) establishes a 10% axle weight variance
for dry bulk products, provided there is
no increase in the overall federal gross vehicle
weight (GVW) limit. Crawford’s bill addresses
the fact that dry bulk cargo — including
grains, aggregates, plastic pellets, etc. — tend
to shift during transportation. The result is a
redistribution in the truck’s weight. The bill
provides leeway for trucks hauling such materials,
avoiding the need to reduce load weight
to account for the shifting.
“Commodities such as flour or rice have
the tendency to shift when the driver comes to
a stop, even when packaged properly,” Crawford
said, adding that the current law doesn’t
take the uncontrollable movement of such
freight into account.
“This legislation is a commonsense solution
for truckers transporting dry bulk by giving
more flexibility for weight per axle requirements,”
he said.
HR2948, the “Carrying Automobiles Responsibly
and Safely (CARS) Act,” is sponsored
by Rep. Lance Gooden (R-TX). The bill, which
passed through committee on a 30-29 vote,
provides for efficiency in the supply chain by
extending the ability of automobile transporters
to continue carrying the number of vehicles
currently allowed. The bill seeks to take
into account the increasing weight of newer
vehicles. Overall, under the bill, a 10% weight
increase will be allowed for specific types of
automobile transporters.
“Car haul carriers across the nation have
been backed into a corner by the Biden administration’s
supply chain crisis,” Gooden
said following a vote that passed along party
lines.
“The CARS Act would ensure vehicle
transportation does not fall behind by restoring
lost load capacity to transport carriers
that are witnessing a surge in heavier cars on
the market,” he said.
Gooden says the bill is a simple solution to
an industrywide problem, noting that “countless
stakeholders” worked with him on the
legislation in the interest of maintaining the
supply chain.
Finally, HR3447, sponsored by Rep. Greg
Stanton (D-AZ) received bipartisan support.
The bill provides a 2,000-pound weight exemption
for hydrogen-powered vehicles, allowing
them the same exemption as those powered
by natural gas and batteries. The intent of the
bill is to allow fleets investing in alternative
fuel trucks greater flexibility and the opportunity
to make the selection of power that is
right for their company. By doing so, supporters
hope, motor carriers and drivers will be
more accepting of vehicles fueled by alternative
power sources. The measure was passed
on to the House floor by a 55-5 vote.
While all the bills passed through committee
have merit among stakeholders, one
trucking industry insider stops short of endorsing
the full slate of legislation.
“Obviously, the inclusion of funding to create
safe and secure parking is a win for the
industry and (our organization,” said David
Heller, senior vice president of safety and government
affairs for the Truckload Carriers Association
(TCA).
However, Heller was less enthusiastic
about weight variances.
“We remain concerned over the provisions
that would allow for weight increases
over 80,000 pounds,” he said. “As an association,
we will continue to advocate for supply
chain solutions that will benefit the truckload
segment of the industry and voice our opposition
to weight increases that could jeopardize
safety on our highways.”
Heller went on to note that the trucking
industry supports the nation through its commitment
to delivering freight and providing
jobs to Americans. But, he added, “TCA will
urge Congress to find freight productivity solutions
that will encourage everyone to safely
deliver to the nation.”
Floor debate on the various bills is pending
at the time of this writing. 8
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