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Vol. 37, No. 9 | SEPTEMBER 2023 | www.thetrucker.com
WHAT’S INSIDE
THE NATION
Bridge repairs.........................3
HOS and fatigue.....................4
NASCAR Sponsorship............6
Tanker cleaners.......................8
ATRI study..............................8
3
PERSPECTIVE
Between the Lines................11
Rhythm of the Road.............11
Trucker Trainer......................11
Ask the Attorney..................12
Mind Over Matter................12
Chaplain’s Corner.................13
Trucker Talk...........................13
BUSINESS
Market Contraction..............15
Factoring..............................15
Safety Series.........................16
Truck parking app.................16
Insurance Insights.................17
Insurance solutions...............18
JOB RESOURCES
Vital role...............................19
Trucking Tips........................19
Owning the Wheel...............20
Milestone achievement........22
Mountain passes..................23
EQUIPMENT & TECH
Batteries included................25
July truck sales.....................25
Fleet Focus...........................26
Autonomous ‘truckport’.......28
32
FEATURES
Shattering stereotypes.........29
Highway Angel.....................29
At the Truck Stop.................32
Rest break debate
Trucking Industry stakeholders disagree about MRB waivers
LINDA GARNER-BUNCH | THE TRUCKER NEWS STAFF
WASHINGTON — A debate is raging about whether two West Coast
states — California and Washington — should be granted waivers by the
Federal Motor Carrier Safety Administration (FMCSA) regarding meal and
rest breaks (MRBs) for commercial drivers.
In 2018, the FMCSA determined that California’s MRBs were preempted
by federal hours-of-service regulations; the same decision was made for
Washington state in 2020. The rules of both states are stricter than federal
regulations.
Now, however, the FMCSA says it will consider waivers that would allow
stricter state rules to be enforced as long as the petitioner “demonstrates
to the agency’s satisfaction that a waiver from federal preemption is in the
public interest and is consistent with the safe operation of CMVs.”
Associations related to the trucking industry were quick to react.
The Teamsters support the FMCSA’s decision, while both the American
Trucking Associations (ATA) and Truckload Carriers Association (TCA)
have spoken out against it. In addition, the Washing Trucking Association
(WTA) opposes the decision. The Owner-Operator Independent Drivers
Association (OOIDA) is reportedly studying the proposal.
The California Labor Code requires employers to allow nonexempt
employees a 30-minute meal break if they work more than five hours in
a day; employees who work 10 or more hours in a day are entitled to a
second 30-minute meal break. In addition, employers must provide rest
periods for nonexempt employees who work more than three-and-a-half
hours in a day; a 10-minute break is required for every four hours worked,
preferably in the middle of the four-hour period.
California state law mandates that employers cannot require an
iStock Photo
The Federal Motor Carrier Safety Administration’s decision to consider meal and rest break
waivers for individual states has drawn mixed reactions from those in the trucking industry.
employee to work during an MRB and provides for additional pay as a
remedy for violating that prohibition.
In Washington state, employers must allow a meal break of at least
30 minutes that begins at a point after the second hour and before the
fifth hour after the shift begins. The state’s MRB rules provide a 10-minute
break for every four hours of work time; that break must begin no later
than the end of the third working hour, preferably at the two-hour point.
Picking up the pieces: Future uncertain for shuttered Yellow
AP Photo/Charlie Riedel
A Yellow Corp. truck is seen driving near a YRC Freight terminal Friday, July 28,
2023, in Kansas City, Missouri, just days before the carrier filed for Chapter 11
bankruptcy.
JOHN WORTHEN | THE TRUCKER NEWS STAFF
See DEBATE on PAGE 6
WASHINGTON — The demise of LTL giant Yellow Corp., while not unexpected,
hit the trucking industry like a bomb, leaving a crater of uncertainty for tens of
thousands of workers and throwing a wrench into the freight market.
As of this writing, Yellow has accepted a $1.3 billion bid from rival Estes Express,
made on Aug. 18, for the company’s shipping terminals,
Another report, from the Financial Times, notes that an affiliate of investment
firm Citadel has acquired around $485 million in Yellow debt from Apollo Global
Management.
Yellow is currently seeking a bankruptcy loan to fund liquidation. The filing
leaves some 30,000 employees in limbo.
The Teamsters, which represented Yellow’s 22,000 unionized workers, said the
company gave legal notice for a bankruptcy filing and shut down operations in late
July, following layoffs of hundreds of nonunion employees.
“Yellow has historically proven that it could not manage itself despite billions of
dollars in worker concessions and hundreds of millions in bailout funding from the
federal government,” President Sean O’Brien, Teamsters general president, said in
a July 31 statement.
O’Brien called the news “unfortunate but not surprising,” adding, “This is a sad
day for workers and the American freight industry,” he said.
The Wall Street Journal reported in late July that the bankruptcy was coming,
See YELLOW on PAGE 10

2 • SEPTEMBER 2023 THE NATION
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Thetrucker.com THE NATION
SEPTEMBER 2023 • 3
36% of US bridges require major repairs or replacement, report says
THE TRUCKER NEWS STAFF
WASHINGTON — Motorists in the U.S.
cross the nation’s 617,000 bridges an average
of 167 million times each day, according
to a report released by the American Road
& Transportation Builders Association
(ARTBA).
Of those 617,000 bridges, 36% — that’s
about 222,000 structures — need major repair
work or should be replaced, ARTBA says.
That’s one out of every three bridges. These
statements are based on the group’s analysis
of the U.S. Department of Transportation’s
(USDOT) 2023 National Bridge Inventory
(NBI) database.
If placed end to end, these bridges would
stretch more than 6,100 miles. Traveling at
a speed of 55 mph, nonstop, it would take a
driver more than 110 hours — more than 4.5
days — to cross, according to Alison Premo
Black, chief economist for ARTBA.
Black, who conducted the analysis,
calculates the cost of making all needed
repairs to the nation’s bridges at more than
$319 billion.
States currently have access to $10.6
billion from the 2021 federal Infrastructure
Investment and Jobs Act’s (IIJA) bridge
formula funds, which could help make
needed repairs, with another $15.9 billion to
be available in the next three years.
As the end of fiscal year 2023 approaches
on Sept. 30, states have committed $3.2
billion (30%) of available bridge formula
funds to 2,060 different bridge projects, with
$7.4 billion still coming.
Eight states have committed more than
two-thirds of their available bridge formula
funds: Idaho (100%), Georgia (100%),
Alabama (97%), Arizona (88%), Indiana
(81.5%), Florida (80%), Texas (78%) and
Arkansas (68%).
“The good news is that states are
beginning to employ these new resources
to address long-overdue bridge needs,” said
Dave Bauer, president and CEO of ARTBA.
“The better news is that more improvements
are on the way.”
As of June 30, ARTBA says, 31 states have
committed less than 33% of their available
bridge formula funds. States have four
years to commit formula bridge program
funds for specific projects, giving them
additional flexibility to decide when to make
investments.
In total, $3.2 billion (30%) of the $10.6
billion in available Federal Bridge Formula
Funds have been earmarked for 2,060 bridge
projects.
“Most bridges are inspected every
two years, so it takes time for repairs and
rehabilitation efforts to show up in the
annual federal data,” Black said. “What we
do know now from other market indicators
is that there are more bridge projects in the
pipeline.”
According to the USDOT’s 2023 report,
Linda Garner-Bunch/The Trucker
According to the American Road & Transportation Builders Association, one out of every three of the nation’s
617,000 bridges is in need of either major repair or replacement.
the number of bridges in poor condition
declined by 560 compared to 2022. At the
current pace, it would take 75 years to repair
them all.
Over the past five years, the share of
bridges in fair condition has continued to
grow. In 2023, nearly half of all U.S. bridges
(48.9%) were rated in fair condition.
ARTBA’s full report, which includes
state-by-state rankings, is available at
artbabridgereport.org. 8
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4 • SEPTEMBER 2023 THE NATION
Preventing fatigue can help drivers and
motor carriers improve safety ratings
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Ask anyone who’s been in trucking for more
than five years if electronic logging devices
(ELDs) have changed the industry, and the answer
will most likely be a resounding “yes.”
For many drivers, of course, the job itself
changed. Electronic logs require entries the
driver might not have made on paper logs. In
addition, federal regulations about drivers’
hours of service (HOS) became more stringent.
The practice of “adjusting” entries to
maximize driving hours became more difficult
— but the math exercise of tracking those
hours actually became easier.
One of the bigger changes to the industry,
however, has been seen in the safety department
of many motor carriers. With ELDs, it became
possible to get more information than what was
provided on paper logs, and in a much more
timely manner. No more waiting for paper logs
to be physically handed over and audited.
The reality is that anything electronic
that is connected to the truck’s system can
be monitored — and information that can be
monitored can also be presented in ways that
increase its value.
Using its CPSuite product, Fleetworthy Solutions
helps carriers decipher the myriad of
information produced by a truck’s electronic
systems, including ELDs. The idea is to create
an Intelligent Compliance Platform that
can be used by carriers to go beyond simple
compliance to regulations by helping the carrier
identify hazardous behaviors, fatigue and
other issues so they can be dealt with quickly.
While Fleetworthy doesn’t produce or sell
ELDs, the CPSuite works with just about any
device.
“We can consume that data from all these
different ELD data sources, bring it into our
system, apply the regulations to the data and
then give them reports on the violations that
they’re triggering,” explained Mike Precia,
president and CEO of Fleetworthy. “We can
show the drivers that are having problems,
and then red-thread that with all the other
KPIs (key performance indicators) and things
that they’re trying to monitor.”
In addition to alerting when a driver fails
to make change-of-duty status entries, CP-
Suite can also calculate when split-sleeper
berth regulations aren’t followed correctly,
and even when use of the truck as a personal
conveyance doesn’t match the parameters set
by the carrier. It can compare log entries to
GPS data and toll transactions to ensure entries
accurately reflect a vehicle’s position.
One of the most important functions of the
CPSuite, however, deals with the very reason
federal HOS regulations exist — driver fatigue.
“We’re trying to layer on things that are more
important than just the hours-of-service rules,”
Precia said. “The example I use is, if the carrier is
really interested in making sure that the driver is
not having any kind of fatigue or any kind of crisis,
we can have that driver do a quick cognitive
test to make sure that they’re alert, make sure
there is no fatigue before they start driving.”
While the responsibility for proper use of
ELDs and adherence to HOS may fall on both
Recognizing and reducing fatigue is an important component of driver safety.
the driver and the employer’s safety division,
preventing fatigue is often a task left up to the
driver. Fatigue is a critical issue for some drivers,
especially those who suffer from sleep apnea,
a condition that causes interruptions to
sleep that can prevent proper rest.
“Excessive daytime sleepiness is the red flag,”
said Dean Croke, principal analyst, author and
Sleep Science expert at DAT Freight & Analytics.
“Waking up feeling not rested, feeling worse
than when you went to bed is the next one.”
Memory loss can be another red flag.
“Poor memory is a really strong indicator, because
sleep deprivation affects all of the chemicals
that store your memory,” Croke said. “If you
forget your exit, forget where you’re going, that
sort of thing — (memory is) absolutely critical.”
Drivers suffer from obesity at higher rates
than the general population, and a large percentage
of drivers are also smokers. Both obesity
and smoking can contribute to sleep apnea.
Croke says his own father suffered from the condition,
but at the time no one really recognized
the symptoms and impact of the condition.
“As children, we would joke about how
loud my father snored,” he said. “(But) it wasn’t
the snoring; it was the gasping for air that followed
the blocking of the upper airway.
“One of the symptoms of sleep apnea is
when you wake up gasping for air,” Croke continued.
“The problem is that the gasping can
cause hypotension. When you wake up gasping
for air, that gasping gets the heart pumping,
and it’s like pumping blood through your
arteries with a shotgun.”
The symptoms of sleep apnea can often be
reduced with diet and exercise, but the truck
driving lifestyle doesn’t lend itself to either of
those solutions. It takes a lot of effort to find
the healthy food on the road, and tight schedules
don’t always allow time for workouts.
The best course of action, of course, is to
get proper diagnosis and treatment.
Even drivers without sleep apnea, however,
can take steps to maximize the benefit of rest.
Bob Perry, known as “The Trucker Trainer,” says
iStock Photo
sleep isn’t the only factor in whether a driver (or
anyone, for that matter), is able to stay alert.
“Resistant exercise training, proper hydration,
and solid nutrition play key roles in keeping
energy levels running efficiently,” he said.
Hope Zvara, CEO of Mother Trucker Yoga
also weighed in, suggesting that a good start
to the day can help keep a person from experiencing
fatigue. Don’t reach for coffee and a
donut, in hopes that a caffeine and sugar buzz
will clear the brain fog. Instead, she says, drink
8 to 20 ounces of water shortly after waking.
Like Perry, Zvara believes in the benefits of
exercise.
“There are three simple moves to get your
body going,” she said. “Do five sets of 10 squats,
reaching up overhead and arching back, and
then bending down to reach for the ground for
a slow count of 10.”
Doing this simple morning routine, according
to Zvara, gets the blood flowing and
the digestive system working at full force.
At bedtime, she recommends following a
routine in preparation for sleep.
“Incorporate 10 deep breaths before bed
to help your central nervous system and mind
separate from the day, helping you to fight tomorrow’s
fatigue by stepping into deep rest
the night before,” she explained.
Another tip from Croke is to sleep in
90-minute blocks.
“Sleeping one hour is going to cycle at the
bottom of deep sleep. You wake up where you
feel groggy and tired and moody,” he said, adding
that at the hour and a half point, the body
cycles out of deep sleep.
“You’re waking up with a dream, because the
dream is at the end of every sleep cycle,” he said.
“If you time your sleep to culminate with blocks
of 90 minutes, you’ll always be waking up feeling
refreshed and you’ll get better sleep quality.”
Monitoring and reporting systems, like Fleetworthy’s
CPSuite, can help carriers identify when
drivers are feeling the fatigue. It’s also important
for drivers to maximize opportunities for rest by
following the advice of the experts. 8
USPS 972
Volume 37, Number 9
September 2023
Thetrucker.com
The Trucker is a monthly, national newspaper for the
trucking industry, published by The Trucker Media
Group at 1123 S. University, Suite 325
Little Rock, AR 72204-1610
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contact Linda Garner-Bunch at
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contact Meg Larcinese at
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Thetrucker.com the NATION
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6 • SEPTEMBER 2023 the NATION
Thetrucker.com
Relay Payments hits the racetrack with
sponsorship of NASCAR driver William Byron
ERICA N. GUY | THE TRUCKER NEWS STAFF
ATLANTA — Relay Payments is hitting
the track full speed after announcing a sponsorship
with Hendrick Motorsports and NAS-
CAR driver No. 24 William Byron. The announcement
was made earlier this summer.
“The sponsorship comes with the opportunity
to show appreciation to truck drivers
while also expanding Relay’s brand,” said
Spencer Barkoff, co-founder and president of
Relay.
Founded in 2019, Relay offers a digital
payment network designed to increase efficiency,
reduce fraud, improve driver satisfaction
and eliminate operational headaches by
helping carriers manage their over-the-road
expenses, including unloading and fuel payments.
Relay’s partnership with Hendrick and
NASCAR includes associate sponsorship in
all remaining 2023 races as well as two primary
paint schemes in the NASCAR Cup
Series playoffs — Sept. 16 at Bristol Motor
Speedway during Truck Driver Appreciation
Week and Oct. 15 at Las Vegas Motor Speedway
As part of the agreement, Relay’s logo appears
on the No. 24 Chevrolet Camaro ZL1,
team equipment, and the uniforms of Byron
and crew members.
At just 25 years old, Byron is already a
seven-time race winner at the elite NASCAR
Cup level. He also sees the vital role trucking
plays in the sport.
“Our truck drivers are crucial members
of our race teams,” Byron said. “They’re responsible
for getting our race cars and equipment
to and from the racetrack every weekend
throughout the longest season in sports.
Without them, we wouldn’t be able to race.”
Courtesy: Relay Payments
Relay Payments is sponsoring NASCAR Driver No. 24, William Byron, for the remainder of the 2023 season.
Jeff Gordon, vice chairman of Hendrick
Motorsports, is quick to agree.
“Truck drivers are the unsung heroes of
our industry. The race cars Hendrick Motorsports
fields each weekend are driven hundreds
or thousands of miles to the racetrack
to compete in front of our amazing fans,” he
said. “But truck drivers are vital to many industries,
and the efficiency of Relay helps deliver
products and services to businesses and
customers in a quicker manner that benefits
a lot of people. Hendrick Motorsports is of
the same mindset — be the first to the finish
line.”
Joe Anderson, a lifelong fan of NASCAR
and who’s been a trucker for nearly two decades,
will be hauling the race car to race and
event venues. He says using Relay Payments’
fuel service will streamline the journey.
“As a team, we will get speed services to
cut our time at truck stops,” Anderson said.
“Refueling won’t take as long since we can
bypass the payment steps at the pump. That
means a lot to me because I hate wasting
time.
“We need truckers,” he continued. “Outside
of NASCAR, every aspect of life depends
on the existence of truckers,” Anderson said.
“People need to be more aware of that and
appreciative of it as well.”
Ryan Droege, co-founder and CEO of
Relay, hopes the NASCAR sponsorship will
Courtesy: Relay Payments
From left: NASCAR driver William Byron visits with
Spencer Barkoff, co-founder and president of Relay
Payments.
draw the public’s attention to the importance
of trucking.
“We know that the trucking industry and
NASCAR have always had a special bond, and
we’re excited about promoting our brand and
highlighting drivers through this partnership
with Hendrick Motorsports

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8 • SEPTEMBER 2023 THE NATION
Thetrucker.com
iStock Photo
The Federal Motor Carrier Safety Administration is investigating after nearly 200 tankers that haul propane were
inspected by an authorized person.
FMCSA says propane tankers
inspected by unauthorized personnel
THE TRUCKER NEWS STAFF
WASHINGTON — A June investigation of
Meeder Equipment Co./Ransome Manufacturing
in Fresno, California, by the Federal Motor
Carrier Safety Administration (FMCSA) found
that nearly 200 tanker trailers used to haul propane
had been tested and inspected by a person
who didn’t meet the qualifications of a registered
inspector.
According to a news release, the inspections
and tests conducted on the 186 units included
internal visual inspections and pressure tests
dating back to July 2018, along with external visual
inspections and leakage tests dating back to
July 2022.
The affected units must be retested and
reinspected by qualified registered inspectors
to ensure they are compliant for hazardous
materials transportation, according to the
FMCSA.
Any person in possession of one of the
units should contact Meeder Equipment Co./
Ransome Manufacturing to determine whether
it is in compliance.
The FMCSA notes that there are “no
imminent safety vulnerabilities,” and the agency
says it won’t take enforcement action against
any person who transports a tanker trailer that’s
been inspected by unauthorized personnel. 8
ATRI study shows tie between carriers’
safety records and association membership
THE TRUCKER NEWS STAFF
WASHINGTON — A new study by the American
Transportation Research Institute (ATRI)
found that motor carriers that are active in state
and national trucking industry associations are
safer than both former association members
and carriers who have never been association
members.
“It has always been anecdotally assumed
that association membership supports safety
through a variety of association services and
resources, but the necessary industry safety
data and methodology had never before been
assessed,” an ATRI news release said. “This new
empirical research processed public safety data
from the Motor Carrier Management Information
System (MCMIS) through a series of statistical
tools to confirm the relationship between association
membership and safety performance.”
The MCMIS is a computerized records system,
maintained by the Federal Motor Carrier
Safety Administration, that tracks motor carriers’
safety record.
Specifically, the research compared motor
carrier MCMIS crash and violation data for
trucking fleets that held a membership status of
either “current,” “former” or “never” members of
an association. Carrier status data came from
a geographically representative sample of state
trucking associations as well as from the American
Trucking Associations.
The Welch’s Two-Sample T-Test outputs confirmed
that among these three carrier groups,
current association members have fewer overall
crashes and violations than former members.
In turn, former association members had fewer
crashes and violations than those who have never
been members.
Almost all results were significant at the 95%
or 99% confidence levels, the news release stated.
Due to the rarity of fatal truck crashes among
all carriers, this specific crash type was not significant
for either state or national membership.
“All safety stakeholders in the trucking
industry are looking for strategies and solutions
for improving large-truck safety,” said Dr.
Brenda Lantz, associate director of the Upper
Great Plains Transportation Institute. “This new
ATRI research confirms that association membership
is another important and proven safety
tool for trucking companies.”
To access the full study, visit ATRI’s website
at truckingresearch.org. 8

Thetrucker.com THE NATION
SEPTEMBER 2023 • 9

10 • SEPTEMBER 2023 THE NATION
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YELLOW cont. from Page 1
noting that customers had already started
to leave Yellow in large numbers and that
the carrier had stopped freight pickups.
Those reports arrived just days after
Yellow averted a strike by the Teamsters
union amid heated contract negotiations.
A pension fund agreed to extend health
benefits for workers at two Yellow operating
companies, avoiding a planned walkout
and giving Yellow “30 days to pay its bills”
— notably a total of $50 million owed to the
Central States Health and Welfare Fund.
Yellow blamed the nine-month talks with
Teamsters for the company’s demise, saying
it was unable to institute a new business
plan to modernize operations and make it
more competitive during that time.
The Chapter 11 bankruptcy, filed Aug. 6,
came just three years after Yellow received
$700 million in COVID-19 pandemic-era
loans from the federal government.
While a Chapter 11 filing is used to
restructure debt while operations continue,
Yellow, like other trucking companies in
recent years, will liquidate — and the U.S.
will join other creditors unlikely to recover
funds extended to the company.
In 2019, two trucking companies, Celadon
and New England Motor Freight, filed for
bankruptcy protection and liquidated.
According to reports, Yellow fell into
severe financial stress after a long stretch of
poor management and strategic decisions
dating back decades.
Former Yellow customers and shippers
may face higher prices as they take their
business to competitors, including FedEx or
ABF Freight, experts say, noting that Yellow
historically offered the cheapest price
points in the industry.
Yellow, formerly known as YRC Worldwide
Inc., was one of the nation’s largest LTL
carriers. The Nashville, Tennessee-based
company had 30,000 employees across the
Firefighters rescue piglets
country.
The company says it has asked the
U.S. Bankruptcy Court in Delaware for
permission to make payments, including
for employee wages and benefits, taxes and
certain vendors essential to its businesses.
Yellow has racked up hefty bills over the
years. As of late March, the carrier had an
outstanding debt of about $1.5 billion. Of
that, $729.2 million was owed to the federal
government.
In 2020, under the Trump administration,
the Treasury Department granted the
company a $700 million COVID-era loan on
national security grounds. The Teamsters
supported the $700 million loan when it was
first announced.
A congressional probe recently concluded
the Treasury and Defense departments
“made missteps” in the decision and noted
that Yellow’s “precarious financial position
at the time of the loan, and continued
struggles, expose taxpayers to a significant
risk of loss.”
As of June 30, Yellow had paid $67 million
in cash interest on the loan, the balance of
which is due in 2024, the company said.
The financial chaos at Yellow “is
probably two decades in the making,” Stifel
research director Bruce Chan said ahead of
Yellow’s bankruptcy filing, pointing to poor
management and strategic decisions dating
back to the early 2000s. “At this point, after
each party has bailed them out so many
times, there is a limited appetite to do that
anymore.”
Yellow CEO Darren Hawkins summed
up his company’s demise in a short news
release:
“It is with profound disappointment that
Yellow announces that it is closing after
nearly 100 years in business,” Hawkins said.
“For generations, Yellow provided hundreds
of thousands of Americans with solid, goodpaying
jobs and fulfilling careers.”
The Associated Press contributed to this
report. 8
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Kansas firefighters helped save the lives of hundreds of piglets after the tractor-trailer they were being hauled in
broke down in sweltering heat last month. Because the truck was stalled, there was no way to circulate adequate air
through the stock trailer. Firefighters from Overland Park, Kansas, firefighters were called to U.S. Highway 69 after
being told the animals wouldn’t survive without ventilation or water. Emergency crews immediately began hosing
down the trailer, allowing the piglets to stay cool until the truck could be fixed. According to firefighters, the driver
of the truck exclaimed, “You saved 1,368 lives today!”

Thetrucker.com SEPTEMBER 2023 • 11
PERSPECTIVE
FROM THE EDITOR:
Fall memories
Between
the lines
Linda GARNER-BUNCH
editor@thetruckermedia.com
You may notice that this edition of The
Trucker seems a little heftier than usual. That’s
because we’ve added an entirely new section.
You’ll find the Job Resources segment on
pages 19-25. It’s designed to provide helpful
information for anyone in the trucking
industry, from drivers to mechanics to fleet
managers and more. Let me know what you
think, and any topics you’d like to see covered!
And now (drum roll, please): Happy fall,
y’all! Sept. 23 marks the first day of autumn
— my favorite season of the entire year. My
earliest memories of fall are of watching
my father (even now, I still think of him as
“Daddy”) and my older brother and sister
rake leaves. I believe I was about 3, maybe 4
years old — too little to hold a rake and help,
but the perfect age to jump into those huge
piles of crisp, dry leaves! Of course, Clarence,
the family dog, was my partner in crime, and
we were both shooed away quite frequently by
those who were actually working.
We were never deterred for long. After a
few minutes (my mother always said it was
more like seconds) of patiently watching
from the sidelines, we were right back in the
leaf pile, jumping and whooping and tossing
leaves everywhere.
It never failed — eventually, my siblings
broke down and joined in on the fun, helping
me burrow tunnels through the leaves and
generally making a huge mess of the lawn.
The best part of the day, however, was
when those leaves were finally raked into a
gigantic pile. That’s when Daddy would strike
a match and set the leaf pile on fire. Once
it was blazing, Mom would bring out wire
coat hangers, straightened into makeshift
“skewers,” along with hot dogs, marshmallows
and anything else you can cook over a fire.
We’d gather around the flames, happily
blistering those old-fashioned, bright red,
food coloring-filled hot dogs before plopping
them into buns and slathering them with
mustard. Best. Meal. Ever.
Later, when everyone (including Clarence)
had eaten as many hot dogs as we possibly
could, Mom would break out those fluffy,
oversized marshmallows. I don’t remember
making s’mores on those evenings — that
was a delicacy I discovered years later at
summer camp — but I do recall waiting until
my skewer of marshmallows caught fire; then
waving it in the air like a sparkler. Luckily, I
don’t think I ever burned the house down.
Until next time, keep it between mustard
and mayonnaise — and watch out for flaming
marshmallows! 8
Leon Everette rode ‘Hurricane’ to fame
RHYTHM OF
THE ROAD
KRIS RUTHERFORD
krisr@thetruckermedia.com
Leon Everette may have grown up in
Queens, New York, but his South Carolina
roots were pure country.
During his childhood, Everette didn’t
aspire to be a musician. He said the radio was
always on, but it was just background noise
for an otherwise urban upbringing.
In fact, it wasn’t until Everette joined the
U.S. Navy and was assigned to an aircraft
carrier in the South Pacific that he developed
an interest in music. His fellow seamen
had a variety of instruments with which to
while away the hours. During a stopover in
the Philippines, Everette purchased a guitar
and smuggled it aboard. Before long, he
was eyeballing other naval musicians and
learning their techniques and picking up the
notes by ear.
By the time his stint in the Navy was
up, Everette had won a singing contest. He
returned to South Carolina with a country
music career on his mind. Unfortunately,
Seven ways to rev up your energy levels
THE TRUCKER
TRAINER
BOB PERRY
In the August edition of The Trucker, I
promised to walk you through seven steps
that will help boost your energy levels. As a
bonus, all seven steps will also help improve
your physical and mental health.
1. Create an action plan.
Once you’ve done a checkup from the
neck up, as they say, and committed yourself
to making improvements, write down exactly
what goals you want to achieve. These
goals could include weight loss, strength
building, endurance and even relieving depression.
The following steps will help provide
the energy you need to achieve your
goals.
2. Find the right food.
Food produces energy. Be prepared —
the biggest mistake drivers make is not having
energy-packed foods within easy reach
while on the road, especially when you’re
stuck and sitting still in traffic, or waiting to
be loaded or unloaded. Almonds, cashews,
dates and water are all good choices, and
it had to wait while Everette made a living,
working for a power and gas company.
But Everette had learned to thrive on
applause, and the power industry didn’t offer
the residuals he yearned for.
Against the wishes of his wife and family,
Everette decided to pursue a career in the
music business. After a fallout with his boss
at the power company, he abruptly quit,
bought a new guitar, formed a band and
started playing clubs in South Carolina and
Georgia.
The band was popular, but Everette was
the only member who yearned to pursue a
career in music. Even winning a contest that
included a recording contract with a small
label didn’t convince his fellow bandmates,
and Everette soon set out on his own. He
went to Nashville, where that recording deal
offered him very little leverage — but he did
manage to crack a door into the industry. He
continued to travel solo to Nashville, hoping
he’d grab someone’s ear and get a real shot on
16th Avenue.
That chance finally came.
In 1976, Everette was working in the mail
room of True Records, when the company
heard that a rival, Doral Records, had
released Everette’s first single, “Running
State of Mind.” True Records took notice and
decided to give Everette a shot.
It just so happened that Everette’s first
recording session was about the time of Elvis’
death. He recorded a tribute song to the King
of Rock ‘n Roll, and it met with immediate
success — but only become it was the first
out of the gate. As other artists released their
own tributes, the popularity of Everette’s
song plummeted.
Still, Everette’s producers were intrigued
with what they heard, and pressured him to
record pop music. Everette refused. As far as
he was concerned, it was country or nothing.
He was so bullheaded about it that when the
label threatened to drop him unless he met
its terms, he gladly walked away.
Not long after the breakup with True
Records, Everette performed what he viewed
as a farewell show in Iowa. He’d taken a shot
at music and didn’t see eye to eye with the
industry about his talents, so he decided
a 9-5 job back in South Carolina would be
his next move. But first, he had to fulfill a
contract and perform in the Midwest. There,
he met a supportive Florida businessman
who knew little about music but offered to
bankroll Everette’s career.
Everette’s plans to return to the daily
grind of an ordinary worker dissipated. Soon,
the pair formed Orlando Records.
In 1978, Everette returned to Nashville and
began to make contacts with songwriters. A
See RHYTHM on PAGE 34
easy to keep in the truck. Do your best to
stay away from all processed foods. In addition,
I suggest researching to find a quality
multivitamin. A good vitamin regimen can
help you get the necessary nutrients you
may be missing from foods.
3. Get exercise.
Workouts provide energy! Figure out
which exercises boost your energy without
draining your body’s “battery,” especially if
you are a beginner. Walking is always going
to be the first choice; it doesn’t require
equipment, just a good pair of shoes and can
be done pretty much anywhere, any time.
However, it’s important to walk “with intention”
15 to 20 minutes each day. When possible,
incorporate some simple exercise-band
resistance training.
4. Improve quality of sleep.
Getting a good night’s sleep can be both
the most important and the most difficult
challenge for professional drivers. Your
brain needs to reset, and your body to slow
down and recover. When you don’t get the
proper rest, you become fatigued, your brain
short circuits and it’s easy to make bad decisions.
Make sleep a priority and make sure
your bunk is sleep-friendly — find the best
pillow and mattress and the proper lighting.
Most importantly, make sure the space is
clean and sanitary.
5. Reduce stress levels.
We all tend to drive our own stress forward
and often worry about things we can’t
control. I remember a famous quote from
Mark Twain :“I’ve known a great many troubles,
but most of them never happened.”
There are many techniques for reducing
stress. Check out operationbroga.com, for
one that requires no medication.
6. Fight fatigue.
We know muscle fatigue can come of
overexertion, either from work or exercise.
But what about fatigue caused by health factors,
such as celiac disease, which can cause
poor absorption of nutrients? Prevention is
key. Be sure to get regular medical checkups
(not just your DOT certification exam).
7. Try natural energy-boosting drinks.
Drink plenty of water (you knew that
was coming) rather than commercially produced
energy drinks. Water doesn’t have
to be boring! Here’s the secret: Drop one or
two flavored green tea bags into your bottle
of water. There are lots of flavors available
— blueberry, orange, raspberry and others.
This gives you about a third of the caffeine of
some other drinks, but it’s but loaded with
energy and antioxidants.
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

12 • SEPTEMBER 2023
PERSPECTIVE
Thetrucker.com
What do AI, traffic cameras and privacy have to do with trucking?
ASK THE
ATTORNEY
BRAD KLEPPER
So, an AI program, a traffic camera and a
truck driver walk into a bar…. Ok, so maybe I
don’t know a joke about these things. However,
I do know that they are more closely related
than most folks realize.
How is that? Well, I am glad you asked.
As we all know, Artificial Intelligence (AI)
is the new hot topic in the media. Everyone is
trying to get a handle on what it can do, how it
will be used and whether it will take our jobs.
In addition, there are concerns by many that
AI will rise up and overthrow us. OK, maybe
just me — but let’s be honest: I have seen the
Terminator and Matrix movies, and I know
how this story could end.
All joking aside, AI is a fantastic tool that
can accomplish things in a second that would
take humans days or weeks or years to complete.
It can compile data, draft articles, create
artwork and assist police with enforcement of
traffic laws.
The last part of that sentence is what
should grab your attention. In fact, I should
probably clarify that this is already happening.
If you don’t believe me, read on.
Mind over
matter
Hope Zvara
Yoga stretches and poses can
help drivers stay fit and healthy
Truck drivers need to be physically fit to
handle the challenges of their job. In fact,
physical fitness is essential if you want to be
in this industry for the long haul. By incorporating
some simple yoga poses into your daily
routine, you can maintain good health and reduce
stress.
September is National Yoga Awareness
Month — the perfect time to highlight the
benefits of yoga. A few of these include increased
flexibility and strength, improved balance
and a sense of calm. Yoga is an ancient
practice that combines physical, mental and
spiritual disciplines. It can be a lifestyle, but it
is also a form of exercise that can help improve
strength, balance, flexibility and breathing.
Yoga can help reduce stress and anxiety
while improving your overall health. When
many hear the word “yoga,” they immediately
think of putting a leg behind the head, twisting
into a pretzel or sitting for long hours on
the ground.
The yoga I know is not like that. This is
about learning to slow down, breathe, feel
and move your body to improve your overall
health.
Trucking yoga is about taking a few minutes
to improve yourself and your day in a
conscious, constructive way. One pose here,
one move there, a few breaths there — that’s
trucking yoga.
The simple act of breathing helps reduce
stress, which leads to better sleep and more
energy the next day. Breathing exercises are
an easy way to relax after a busy day. Our bodies
tend to hold onto tension in the shoulders
and neck areas (look in the mirror and see for
yourself).
Breathing deeply stimulates relaxation
throughout the body by increasing blood flow
and, with practice activating the vagus nerve
and the parasympathetic nervous system.
This slows the heart rate, lowers blood pressure,
and can reduce stress hormones like cortisol
— no prescription needed.
There are many simple practices drivers
can do while out on the road. For example,
See mind on PAGE 34
The first example of AI use in traffic citations
can be found in the great state of North
Carolina. In NC, the highway patrol is using AI
equipment to crack down on distracted truck
drivers. Here is how it works: A company called
Acucensus makes equipment that has been
installed along Interstate 40. The equipment
looks like it could be part of a construction project
— but it has four cameras that take photos
of each passing truck, its license plate and an
image (looking down through the windshield)
of whatever the driver is doing at the time.
Here is where it gets interesting. Rather
than having humans look at each image to determine
if the driver is talking on the phone,
not wearing a seat belt or any other violation,
an AI program is used to review all this information
in a fraction of the time. If the AI determines
the driver is distracted or not wearing
a seat belt, it will relay a series of images to
law enforcement, which is parked just up the
road, so the driver can be pulled over. There
are no way humans could review and respond
in this short of a time frame.
The good folks in New York have taken the
use of AI up a notch. The story goes like this.
In March of 2022, the Westchester County
Police Department arrested David Zayas
while he was driving a gray Chevrolet, which
was unremarkable, as was his speed. The reason
for the stop is this: A new AI tool identified
Zayas as a possible criminal. Specifically, the
routes he drove were the same as those often
used by drug traffickers.
How in the world did they know Mr. Zayas’
traffic pattern? The answer is simple: AI. for plates associated with specific crimes.
Using AI, authorities were able to search It is the “growth” of AI that causes concern.
In the Zayas case, AI was able to use
through 1.6 billion license plate records that
had been gathered across the state over the images gathered over a two-year period from
previous two years. Based on this information,
the AI determined that Zayas’ travel pat-
examine driving patterns and determine that
480 cameras in Westchester County alone to
tern mimicked that of a drug trafficker. In its he was a potential criminal.
filing, the department of justice noted that Of course, I suspect the use of AI surveillance
in cases like this will trigger constitu-
Zayas made nine trips from Massachusetts to
parts of New York on routes known to be used tional issues that will be litigated in the courts.
by drug traffickers. Based on this information, In fact, Zayas’ lawyer, Ben Gold, contested the
Zayas was pulled over, his car was searched — AI-gathered evidence against his client. To
and 112 grams of crack cocaine, a semiautomatic
pistol and $34,000 in cash were found. era is “the specter of modern surveillance that
Gold the search of every car caught on cam-
A year later, Zayas pled guilty to a drug trafficking
charge.
Gold also said, “This is the systematic devel-
the Fourth Amendment must guard against.”
It is obvious that the AI program works opment and deployment of a vast surveillance
and will likely continue to be relied upon by network that invades society’s reasonable expectation
of privacy.”
police. Now, for full disclosure, automatic
license plate recognition (ALPR) has been
around for a hot minute and is used to search
See Attorney on PAGE 13
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Thetrucker.com Perspective
SEPTEMBER 2023 • 13
We can (and should) wear white after Labor Day
CHAPLAIN’S
CORNER
Rev. Marilou Coins
Welcome to September, and happy Labor
Day! Sept. 23 is the first day of fall, promising a
cooldown from summer heat.
How many of you have seen the Twizzlers
commercial with the man asking, “Why
shouldn’t I wear white after Labor Day?” You
may have asked yourself the same question.
I have a different idea about wearing white.
Just think about the hot days of summer as us
while we are lost in sin. Then we are saved by
grace and given a white robe of cleanliness.
So, why don’t we wear our white robes all year
long? Are we ashamed of what Christ did for
us? Do we hide the fact that we are forgiven
through his grace and mercy? All our sins
were nailed to the cross on Calvary. Christ
said, “It is finished!” This means we all have
been saved by his death and have been given
“white robes.”
We don’t have to worry about if it’s after
Labor Day or not; we can wear our white robes
all year long. We do get those robes dirty from
time to time, but grace and forgiveness washes
them clean again, made white as snow.
White is a sign of forgiveness. We all need
to “wear white” all year round.
Sometimes we may even have a tear in
our white robe, but all can be mended when
we ask God to come back into our lives and
get us on the right path again. Prayers are the
mending stitches that patch the tears in our
ragged robes.
The way I see it, tears can either be sewn
up or mended with an iron-on patch; both will
work, and our robe will be like new. When we
make a small mistake and the tear isn’t too
bad, it can be sewn. When we really mess up,
resulting in a gaping hole, an iron-on patch
may be God’s solution. Iron-on patches will
cover the holes that are taking us away from
God. Once we mend it and iron on that patch,
our robe will look like new, and the patch
won’t show. God never lets a torn or dirty robe
keep us from him. He welcomes all our robes,
and he wants us to try to keep them clean and
refreshed as new.
Have you ever had a tear in your favorite
shirt or pants and patched them just to make
them last a bit longer? Well, I know I have!
Once patched, they felt like new. If we do that
with our clothing, then why not try doing that
with our eternal white robes (our souls)?
My answer to the Twizzler man is this:
Yes! We can wear white after September! As
a matter of fact, we can wear white all year
round because of the grace God gives us to
mend our garments. We are washed in the
blood of Christ for the forgiveness of all our
mistakes. We are mended daily no matter the
month or the season. White doesn’t go out of
style.
So, stop chewing on your Twizzlers and
accept the mending that Christ paid the price
for our stitches and iron-on patches. Proudly
wear those white robes all year long. Wash
them daily in prayer. Mend the holes and tears
by asking for forgiveness. Your white robe will
never be out of season.
We all are mended garments. We all have
dirt, tears and holes to be mended. But it’s the
flaws in our robes that make wearing white an
awesome statement of our faith in Jesus, who
saved us. No season or reason should keep us
from wearing our white robes. To God be the
glory. To us be the reason to wear white with
pride. Keep patching, sewing and washing
your robe daily with prayer.
Best of the roads and all gears forward in
Jesus. 8
Attorney cont. from Page 12
While this case deals with the driver of a
personal vehicle, the question must be asked:
Could this technology be used against commercial
drivers? If so, would it be a violation
of a driver’s reasonable expectation of privacy?
The answers are of course and maybe.
The courts have long held that because the
trucking industry is heavily regulated, truck
drivers have a lower expectation of privacy than
others. The reasoning goes like this: Because
the industry is so heavily regulated and the purpose
of the regulations is to protect the health,
safety and welfare of the public, devices like
ELDs, which can monitor a driver’s location, do
not violate a driver’s right to privacy. ELDs are
necessary to accomplish the overarching goal
of making the roads safe. The same argument
can be made for the use of AI in this scenario.
The only way we will know if this type of
technology is constitutional is for the issue
to be brought before the courts, something I
suspect will be occurring soon. So, with that in
mind, stay tuned. This could have far-reaching
impacts on our industry.
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
TRUCKER
TALK
The Trucker is all about drivers, and we want to hear your thoughts. Follow us on
Facebook, Instagram, Threads and other social media platforms to take part in our reader
polls. Here’s this month’s question, along with a few of your comments.
How do truck drivers navigate the delicate balance between
meeting tight delivery deadlines and ensuring road safety?
“Concentrate on safety first and everything
else will work out.”
— Tony Justice
“For me it was always safety first. If the powers
that be couldn’t schedule proper pickup and
delivery parameters that was their problem.”
— Bill Clift
“Always drive safe; the load gets there when
it gets there. That being said, proper trip
planning is the key, and that doesn’t guarantee
on time delivery. The real world always seems
to get involved in everyone’s life. So remember,
safety is the only thing that matters.”
— John Procarione
“I can’t explain it; I just do it. But I do it the
way my father taught me a long time ago.
I didn’t learn what it was called until 2000,
when I learned it was called the Smith system.
However he didn’t know it was called that; he
just also did it on his own. Apparently he had
no peripheral vision in his right eye, so he
turned his head a lot, kept his eyes moving
and he taught me that. Always know what’s
around you and look ahead as far as I can.”
— Charles D. Pullen
“Safety always comes first! Communicate
effectively loads can be rescheduled! There’s
never an excuse to operate in an unsafe
manner! NEVER!”
— Bambi Marcelle Bealer
“If it’s tight, I tell them I’ll do my best. I don’t
promise eta; if they didn’t plan enough time
for a truck trip, I can’t make up for that.”
— Pam Sult
“Safety first. Deliveries can be rebooked.
They can’t be rebooked when the load is
spread all over the highway because a driver
pushed it to hard.”
— Ron Gillingham
“It’s really a pisser when you rock up 30 mins
late due to unforeseen traffic problems and
they tell you, ‘Go park over there and we’ll
try to work you in … maybe tomorrow.’ No
ablution facilities and no food except what
you have with you. A can of sardines and
soda crackers. What a life. Leave the facility
and you’re stuck under the load indefinitely as
it’s rescheduled. I can already hear the super
truckers, ‘You should have planned better.’”
— Rock Bowman
“No load is worth your life or the life of
someone else. Safety first. If you say, ‘I
cannot legally or safely deliver (or pick up)
this load’ and document it, dispatch will have
to answer to Safety if anything happens.”
— Mary Abraham
“Safety comes first, always. Dispatch can
whine and carry on all they like, but you’re
on the road with somebody’s wife, husband,
mom, daddy, child, favorite teacher, etc., and
Job #1 is keep those people safe. Don’t let
anyone else drive your truck, that includes
dispatch. Now beyond that, keep that left
door shut and do your best to get it there.”
— Jody Hull

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Thetrucker.com SEPTEMBER 2023 • 15
BUSINESS
Market contraction
Efficient operation is key to surviving trucking downcycle
CLIFF ABBOTT | THE TRUCKER NEWS STAFF
More carriers are leaving the marketplace while fewer are starting up, according to July data
from the Federal Motor Carrier Safety Administration. New carrier starts (those that received
their authority to conduct business) declined by more than 7% during the month, bringing the
year-to-date decline to 29%.
According to information received from the Motive Monthly Economics Report, the number
of carriers with more than five trucks that left the industry increased from 12% to 17% in July.
That means more drivers will be looking for new jobs — including more than 22,000 former
drivers at Yellow Corp. At the same time, the U.S. Department of Labor reported there are fewer
trucking jobs available.
Motive suggests the rate of contraction will continue for a while longer as carriers continue
to close up shop. However, owners of some of those trucks may return to the workforce as
company drivers, so the exact impact is hard to measure. While it sounds ominous, market
“contraction” actually benefits carriers in the long run — at least the ones that are still operating
— because declining numbers of trucks (supply) generally leads to increasing freight rates as
competition for available trucks rises.
Increased rates aren’t happening yet, according to the latest DAT Trendlines report. The
number of spot loads posted on the DAT loadboard decreased in July by 19.5% from June
postings and was down 50.3% from postings in July 2022. Empty truck postings were also down,
but by smaller percentages. There are still more available trucks than there is freight, keeping
rates depressed.
Average dry van spot rates, according to DAT, declined by 0.7% in July and were 21.8% lower
than in July 2022. Refrigerated spot rates also fell — by 2.2% from June and by 18.9% from a year
ago. Flatbed rates fell by 2.9% from June and were 22.6% lower than July 2022.
DAT’s Truckload Volume Index was not available at the time of this writing.
Cass Information reported that its July Freight Index for Shipments fell 2.2% from June and
was 8.9% lower than July 2022. Expenditures were also down, by 2.8% from June levels and 24.4%
from last July, an indication that rates continued falling in July.
The Cass report notes that the current “downcycle,” or period of falling freight rates, is now
19 months old. For perspective, the last three downcycles have lasted 21 to 28 months.
In other unfavorable news, the Cass report claimed that private fleets are gaining more of the
available freight. In response to reduced freight levels, publicly traded for-hire truckload fleets
reduced their tractor count by 3% in the first half of this year, according to Cass. Private fleets
represent more than half of Class 8 tractor capacity.
The Cass report also takes a look at new truck production, noting that new truck orders
iStock Photo
There are a number of factors causing a downward trend in the trucking industry, but trucking companies that
operate efficiently and conserve cash should survive.
in the next few months will be “very interesting.” If freight levels don’t increase as new trucks
continue to hit the market, lower rates will continue.
The Cass Info data includes shipping information from multiple modes of freight
transportation, including truck, rail, ship, air and pipeline. About three-quarters of the data is
from trucking.
The Motive Big Box Retail Index, which measures trucking visits to warehouses for the top
50 U.S. retailers, showed a decline of 15% for July. “This further supports the idea that the freight
recession will remain through the rest of 2023,” the report stated.
The current freight situation — some call it a freight recession — can be summed up by
one paragraph heading in the July Uber Freight 2023 Q3 Freight Outlook. The heading reads:
“The US consumer remains healthy, but the manufacturing sector continues to contract.” The
See MARKET on PAGE 20
Need timely payment for loads? Consider using a factor, says Samer Hamade of RoadEx
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
Drivers may love the peace and solitude of the road, and
they may love seeing America.
But let’s face it, when the rubber really hits the road,
truck drivers do their work for the same reason as everyone
else — to get paid. And getting paid quickly and accurately
is a bonus all owner-operators and small freight businesses
would like to have.
Enter the concept of factoring.
“Factoring helps truckers receive payments faster and
handle the invoice payment, processing and collection for
drivers,” said Samer Hamade, vice president of operations for
RoadEx.
Under a factoring arrangement, the driver trades a small
percentage of the invoice to the factoring company for its
services. Factoring companies offer multiple services to
encourage drivers to sign on, ranging from credit checks on
potential customers to low fees. It’s important that owneroperators
understand the terms of their factoring contract
and how a factoring partner will benefit their operation.
Times are rapidly changing, and changing technologies
are impacting the way factoring companies operate.
“Technology has played a major role in factoring and has
become more sophisticated over time,” Hamade said.
RoadEx is among the first in the industry to offer factoring
clients a bank account and card that allow drivers to receive
their funds quickly, with no minimums or fees associated.
According to a company statement, RoadEx RapidPay can
help drivers secure money for their loads when they need it
the most, even during the holidays and on weekends.
“There aren’t many companies who provide speedy
funding for invoices, but as an early adopter of this kind of
service in the industry, we’ve listened and recognized that
getting paid in a timely fashion continues to be a challenge
for truckers,” Hamade said. “Our goal with RoadEx RapidPay
is to bring convenience to companies so they can have
quicker access to their money.”
Once a delivery is complete, RoadEx RapidPay users
upload the invoice to their rep; as soon as the invoice is
approved, the money is deposited into the driver’s account
in 10 minutes or less and can be easily accessed through the
client’s bank card.
“Cash flow is an essential element owner-operators
consider when trying to determine if factoring is the right
financing option for them,” Hamade said, noting, “Whether
it’s a driver’s first year or 10th year on the road, it’s important
iStock Photo
Enlisting the aid of a factoring service can help owner-operators and owners
of small trucking companies receive payment for loads in a timely manner. See FACTORING on PAGE 17

16 • SEPTEMBER 2023
BUSINESS
Thetrucker.com
SAFETY SERIES
Planning, awareness can help
drivers find safe truck parking
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Every professional driver knows that the
highway can be a dangerous place. From
other motorists to construction, weather and
other conditions, the list of possible hazards
is enough to stress out even the best driver. It
can feel awfully good to get safely parked and
get some needed rest.
Unfortunately, the stress doesn’t always
end when the day’s driving is done. In fact, just
finding a place to park can be one of the most
stressful parts of a trucker’s day.
The issue is one with which Jim Smith,
vice-president of Specialty Safety at ProDrivers
(an Employee Bridge company) is familiar.
“A recent study by the American Transportation
Research Institute (ATRI), says that
85% of drivers cited parking as the numberone
cause of job-related stress,” Smith said.
“Should the driver be stressed about their security
— or even their ability to find parking —
it could contribute to fatigue and ultimately,
accidents.”
There is no solution that works for everyone
in every locale.
In some areas of the country, there simply
aren’t enough available spaces to accommodate
all the truckers who need rest. Property
values, local zoning laws and regulatory restrictions
discourage the creation or expansion
of truck stops and parking areas. Environmental
laws that prohibit idling, or even
running auxiliary power units, make it impossible
to rest comfortably even if a parking
space is found.
Despite these obstacles, there are some
things drivers can do to improve the chances
of finding a parking place. One of the most effective
is planning for parking during the initial
trip plan. This an area in which technology
can actually be a hinderance, as some drivers
receive routing along with each dispatch,
mandating which roads they must travel and
where fuel is to be purchased. Where the driver
will park for rest is usually not considered
in the planning.
Phone apps have taken the place of the old
highway exit guide, although these printed
guides do still exist. The iExit app is popular
but isn’t specific to trucking. TruckerPath is
widely used and allows users to enter comments
to pass along information to others. A
search for “truck parking apps” at the Apple
or Google Play store will bring up a good selection.
Look for apps that have information
in real time and that allow user input. Be sure
to check the number of downloads and user
reviews; an app that has all the features you
want but has poor reviews may not be much
help.
The major truck stop chains have apps of
their own that can be useful for determining
parking and even reserving spaces, but they
don’t often tell you what else is nearby.
Mapping websites and apps can be helpful,
especially if they show aerial views of intersections
and nearby businesses. Keep in mind,
however, that those satellite views aren’t current;
in fact, they may be months old. Even so,
they can give drivers an idea of the size of the
parking area and the ease of entry and exit.
One way to increase your chances of finding
a parking space is to reserve a paid space.
Many truckers object to paying for parking
on the grounds that their fuel and other purchases
should be enough to rate a free space.
While that argument has merit, the reality is
that the greater the demand for parking in
a given area, the more likely there is to be a
charge for parking. If you drive for a carrier, it
never hurts to ask if parking charges are reimbursed.
If you’re working with a broker, making
sure the load revenue pays well enough to
Linda Garner-Bunch/The Trucker
There is no easy solution to the shortage of available truck parking, but with planning and caution, drivers can
increase their chances of finding a safe parking space so you can get the rest they need.
cover parking is less stressful than accepting
a cheaper rate and then searching for a free
parking space.
Once you find parking, keep this in mind:
All the hazards you’ll face as a driver aren’t
found on the road. There are usually pedestrians
and pets in parking areas, and sometimes
a few folks hanging out who are simply up to
no good. Driving slowly and keeping up a continuous
eye scan is mandatory. If at all possible,
choose a space that’s well lit. It’s usually
safer to pull through a space than to back in;
you’ll want one that’s easy to get in and out of
if it’s available. In some truck stops, the back
row is a little quieter and may see less traffic,
but if you need to enter the truck stop for a
shower, meal or to buy necessities, the walk is
longer. Pay close attention to your surroundings.
While you’re in the truck, keep the doors
locked. Some drivers use additional security
measures, such as straps to hold the doors together
so they can’t be opened from the outside
even if the lock is defeated. If you need to
leave your truck, carefully check the area for
other people before unlocking the door. While
walking, be aware of your surroundings at all
times. Save responding to text messages until
you’re safely in the building or back in your
truck.
Some drivers carry large flashlights, tire
thumpers or other defensive objects like pepper
spray while walking. Keep in mind that
anything you use on another human being,
even one with bad intentions, could make you
liable for injuries and personal damage. Some
products are illegal in different jurisdictions
and their use, even defensively, could lead to
arrest and imprisonment — so tread wisely.
Parking in well-lit areas and being aware of
your surroundings will deter most criminals.
Parking lots are great places for collisions,
too, especially if you’re parked at the end of a
row or otherwise exposed to tired drivers who
are trying to find a space.
Parking on ramps or road shoulders can be
very dangerous and is illegal in many jurisdictions,
even if you don’t see signs prohibiting
parking. Some drivers actually prefer these
areas to truck stops and rest areas because of
the seclusion they provide, but there’s a risk.
Secluded areas are attractive to criminals, so
if you must park there, be extra cautious. 8
Truck Parking Club expands to nearly 150 locations in 8 states
iStock Photo
Truck Parking Club offers web and mobile apps that
provide drivers with real-time availability of free parking.
So far, the service has 143 locations in eight states.
THE TRUCKER NEWS STAFF
MARIETTA, Ga. — Truck Parking Club now
has free rest stop truck parking availability in
eight states across the U.S., including Indiana,
Iowa, Kansas, Kentucky, Minnesota, Michigan,
Ohio and Wisconsin.
In total, the company has opened 143 rest
stops to over-the-road truckers looking for a
safe, clean parking place, according to a news
release.
The release noted that the Truck Parking
Club team “has been driving nationwide to find
more truck parking — driving 25,000 miles in
three months while adding dozens of properties
owned by businesses and investors.”
During this journey, the group made a point
of visiting with truck drivers in an effort to better
understand the challenges posed by the
parking shortage. As a result of those conversations,
Truck Parking Club has implemented a
complimentary rest-stop truck-parking service.
Evan Shelley, CEO of Truck Parking Club,
says not having access to real-time availability
of truck parking is one of the biggest issues
faced by drivers. To solve this issue, he said,
Truck Parking club provides drivers with a
real-time view of open spots.
“Truck Parking Club is proud to offer free
rest-stop truck parking availability services
across eight integral states to help our nation’s
truckers find legal parking,” he said.
Truck Parking Club offers a web and mobile
app that allows drives to check parking availability
and book a space at their desired location. The
TruckParkingClub.com app currently includes
real-time availability at nearly 150 accessible rest
stops and 120 premium parking locations, with
added services like overnight, multi-night and
monthly stays, and reserved spaces.
By creating an account on the website or
on the mobile app, drivers can store their information
for future bookings.
In addition, property owners can list their
parking sites on the website or mobile app
by creating an account and answering a few
questions; then the Truck Parking Club team
converts the property owner’s unused space
and transforms it into truck parking. Typical
property members on the platform include
trucking companies, storage companies, tow
truck companies, CDL schools, truck parking
operators, real estate investors and more.
Truck Parking Club plans to announce new
locations and new features in the near future.
For more information, call 888- 899-PARK or
visit TruckParkingClub.com. 8

Thetrucker.com BUSINESS
SEPTEMBER 2023 • 17
Does your ‘full coverage’
insurance have you fully covered?
INSURANCE
INSIGHTS
DEBORAH GRAVES
OOIDA TRUCK INSURANCE
DEPARTMENT
FACTORING cont. from Page 15
OOIDA truck insurance agents get calls
every day from drivers who are asking for
full coverage. Once the agent asks a few
questions, it turns out these callers just want
what is legally and contractually required.
For many, “full coverage” includes
Physical Damage coverage. However, most
folks don’t realize that a variety of optional
coverages are available, and a combination
may be needed to ensure a driver is fully
covered.
For example, if your truck develops a
mechanical problem and you end up stranded
on the side of the road, there’s a coverage
for that. It’s called Roadside Breakdown
coverage. You could be reimbursed for the
tow to the nearest qualified repair facility
and/or for the labor costs of roadside
assistance, up to the policy limit (parts not
included).
If you find you can’t operate your vehicle
because of a covered loss under your Physical
Damage policy, Rental Reimbursement
coverage will provide reimbursement for a
rental vehicle. Check with an agent about
maximum coverage limits.
If you haul for a shipper or motor carrier
that requires you to be responsible for
damage to their trailer while you are pulling
it, you can add Trailer Interchange coverage.
If you have an accident that results in
a total loss and you find yourself upsidedown
on a vehicle loan, you can put your
mind at ease by opting for Gap Insurance.
This coverage provides protection for the
difference between a loan payoff and the
market value in the event of a total loss by
collision, and it’s available for both tractors
and trailers.
If you have a brand-new tractor and are
the first owner, you might want to consider
Limited Depreciation. During your first
few years of ownership, your truck’s value
will depreciate considerably. Limited
depreciation will virtually eliminate the
depreciation in the event of a covered loss.
If you want your personal items protected,
you should ask your agent about Personal
Property coverage.
You already know that being down
because of an accident can cause you some
financial hardship. Optional Downtime
coverage provides additional protection for
those times when your truck is down for
repairs following a covered physical damage
claim.
Supplemental Towing & Clean-up
coverage can help with the cost of removal of
debris and cleanup of the immediate vicinity
of an accident following a covered loss as
well as providing coverage to tow away your
truck and/or trailer.
Be sure to reach out to your agent to
discuss your options.
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
to receive payment quickly instead of waiting
30 to 40 days.”
Smartphone technology has helped
factoring grow in popularity.
“Drivers find it easier to use their phones
to access their information instead of going
through longer processes like submitting an
invoice … during a truck stop,” Hamade said,
adding that more drivers are using factoring
companies to manage their accounting
functions, from invoicing to collections.
“Thanks to factoring, truckers have more
time and ease to focus their attention on
other areas of the business,” Hamade said.
“At RoadEx, our ‘for truckers by truckers’
mantra guides how we support our customers
and we’re always looking for ways to scale our
services to further meet the needs of drivers,
Hamade said. “As our industry navigates
through a challenging trucking recession,
rates are lower than ever and payments are
higher, which makes it hard for drivers to
have positive cash flow. RoadEx RapidPay will
directly address this pain point for owneroperators
who need to pay their drivers or
pay for emergency repairs.”
He describes RoadEx RapidPay as a “onestop
shop” for owner operators.
“Factoring funds can go toward a client’s
insurance, or fuel without dealing with
multiple vendors. Trust and transparency are
key components to a great owner-operator
and factoring partner relationship,” Hamade
said. “At RoadEx, we have dedicated and
knowledgeable account representatives, who
work to help truckers get reasonable rates
and top-notch customer service.”
When looking for a factoring company,
owner-operators should do their research
and be familiar with the services provided, as
well as the company’s reputation.
“Whether it’s hidden fees or the amount of
time it takes to receive funds, it’s important
for owner-operators to do their research on
a factoring company by checking reviews
and making calls,” Hamade said. “Doing the
research prior to a contract commitment
will help trucking companies find the right
factoring partner to support their business.”
8
FLEETWORTHY CLOSE-UP
Human interaction is key for successful use of ELDs
An electronic logging device (ELD) is the
best tool available to capture HOS data
and measure against the HOS minimums
set by the Federal Motor Carrier Safety Administration
(FMCSA). These devices are
relied on heavily in our industry to act as
the de facto HOS clock, referred to in audits,
roadside inspections and litigation.
HOS rules are specific, and are expected
to be followed. Because of this, ELD manufacturers
design their devices so that the
required information can easily be accessed
by fleet operators as well as law
enforcement.
FALSE SENSE OF SECURITY?
But what if that ELD is not painting an
accurate picture of compliance or risk and
instead is providing a false sense of security
for your fleet? Are you depending on
your ELD to manage your HOS, or are you
an active participant in the process? There
is no doubt ELDs make it easier to track
HOS data — however, that data still needs
to be analyzed and managed by a safety
professional.
According to the CSA enforcement program,
HOS violations in 2022 accounted
for three of the Top 10 violations resulting
in out-of-service (OOS) orders, including
No Logs When Required (No. 2) and
False Logs (No. 3). The top HOS violations
include exceeding the 11- or 14-hour limits,
not taking 10 hours off and false logs.
These statistics reveal that management
is relying too heavily on ELDs and should
start manually reviewing logs daily and
hold their drivers accountable for following
HOS rules.
HAVE ELDS IMPROVED SAFETY?
This is a hard question to answer because
of factors such as the COVID-19
pandemic, which resulted in several HOS
exceptions, as well as the HOS changes
made in 2020. However, if you look at the
most recent data (October 2022) published
by the FMCSA regarding crashes
involving fatality or injury, it shows ELDs
are not effective as “safety devices” on
their own. In fact, rates for “accidents by
100 million miles” have actually increased
since the ELD mandate went into effect in
2017. In 2019, this figure actually increased
10% from 2016 — the year before the ELD
mandate was enforced.
This proves that relying strictly on ELD
data is not an effective HOS management
tool for your company or the public safety.
Considering the cost of implementing
these devices, one would expect to have
an ROI that can be pointed to, specific to
reduction in accidents/injuries/fatalities.
Instead, an increase in accidents, risk
and significant lawsuits have proliferated
SPONSORED CONTENT
as indicated in the average size of verdicts
since the ELD mandate went into effect.
According to a study by the American
Transportation Research Institute (ATRI),
HOS was a significant factor in 95% of “nuclear”
verdict cases. In many of these cases,
the driver’s HOS were clearly in violation,
and the motor carrier was found to be responsible
and/or negligent.
MANAGE THE DATA
How a motor carrier manages their drivers’
ELD compliance — including reports,
trends and data output — is critical to going
beyond the minimum requirements
while not falling victim to complacent
compliance. Are you equipped to manage
all elements of the FMCSA’s HOS compliance
regulations without assistance? If an
audit is called tomorrow, how confident
are you that you’d receive a satisfactory
rating? Would your feeling of confidence
increase knowing you had a partner in
compliance that has the experience and
tools needed to provide support?
Fleetworthy Solution’s team of subject
matter experts and their intelligent compliance
platform, CPSuite, can decipher all
the information coming from your ELDs,
identify trends and actionable data, and
provide recommendations to improve
your safety department and your overall
standing within the HOS Basic.. Each
driver’s HOS records are at your fingertips,
along with the ability to manage other
safety-regulated and risk-minimizing requirements
such as DVIR/EVIR, maintenance
records and driver qualification
records.
Having these resources at your disposal
allows you to focus on the right areas and
free up time to maintain the personal interaction
needed with one of your most
valuable resources — your drivers. With
Fleetworthy Solutions, you’ll go beyond
the minimum standards of compliance.
Reach out for a demo of our industry
leading products and services and see for
yourself what going “Beyond Compliant”
can do for your organization. Together, we
can help minimize the number of daily accidents
one driver at a time!
For information, visit fleetworthy.com
or email marketing@fleetworthy.com.

18 • SEPTEMBER 2023 BUSINESS
Thetrucker.com
MILES
OF OPPORTUNITY
iStock Photo
Cover Whale and Aon’s CoverWallet recently announced a partnership designed to improve access to insurance for
owner-operators and small fleet owners.
Cover Whale, CoverWallet join
forces to streamline insurance
THE TRUCKER NEWS STAFF
JOIN OUR DRIVING TEAM
At Penske, success behind the wheel is in our
DNA. Our professional truck drivers are the
best in the business.
If you want to work at an industry-leading
company and move freight for some of the
world’s biggest brands, we want you to join
our team of safe, professional drivers.
Call now: 855-CDL-PENSKE
Apply online at driver.penske.jobs
Penske is an Equal Opportunity Employer.
MORE THAN YOU REALIZE ®
NEW YORK — Having access to reliable insurance
can be vital to the success of an owner-operator
or small fleet owners. In a move
designed to streamline this process. Cover
Whale Insurance Solutions Inc. has joined
forces with Aon’s CoverWallet, a digital insurance
platform for small business owners.
The collaboration “brings together the innovative
capabilities of two leading insurtech
solutions by combining Cover Whale’s trucking
insurance capacity with CoverWallet’s
distribution strengths,” according to a news
release.
As part of this relationship, Cover Whale
offers its telematics and proprietary quoting
and binding technology to CoverWallet’s
independent owner-operator and small fleet
trucking customers, a traditionally underserved
segment of the insurance market.
“As we continue to grow, we are continuously
looking for ways to connect with more
drivers and fleets across the country,” said
Dan Abrahamsen, CEO of Cover Whale. “Our
top priority has always been keeping the roads
safe. This agreement allows us to simplify the
MARKET cont. from Page 15
report notes that retail spending rose by 0.2%
in the second quarter and was 1.5% higher
than it was a year ago. At the same time,
manufacturers’ new orders and inventories
remain in contraction territory as destocking
continues.
Tim Denoyer, vice president and senior
analysts at ACT Research, explained it in a
recent ACT blog post.
“The spot market is continuing to
rebalance with net revocations still at record
rates. Even as the overall market is still on
the loose side, the pendulum has started to
swing,” he said. “The trajectory of spot rates
has changed in the past couple of months, and
we think demand fundamentals are likely to
improve from here as we pass the worst of the
destock. So, more freight market dynamics are
in store down the road.”
The overriding message for truckers is that
things may not improve any time soon — but
insurance process for truckers looking for fast,
customizable coverage that helps them drive
more, earn more, save more, and focus on the
road.”
The CoverWallet platform will extend Cover
Whale’s visibility to thousands of commercial
truck drivers across the country.
As a result, small business owners and
trucking fleet operators will be able to access
tailored insurance policies designed specifically
for the trucking industry, a diverse clientele
with a wide range of insurance needs, all
within one intuitive and streamlined platform.
“We are thrilled to work with Cover Whale
to support independent owner-operator and
small fleet trucking customers with their insurance
needs,” said Jeff Borgman, director of
transportation programs for CoverWallet, an
Aon company.
“This collaboration enhances our offerings
for commercial trucking customers,” he said.
“We look forward to introducing them to innovative
solutions as an additional avenue to
safety, helping them make better-informed
decisions about their insurance coverage.” 8
they shouldn’t get much worse, either. One
publication referred to the current trucking
conditions as, “bouncing along the bottom.”
The Motive release has this advice:
“Efficiency is king.” Noting that the pandemic,
or rather the government’s response to
the pandemic, created “highly favorable
economics for trucking companies.”
Government stimulus checks encouraged
spending, creating higher than normal
demand for products that needed to be hauled
to market. Today, the economy is returning to
something closer to normal. Inventories have
been adjusted to pre-pandemic levels.
Carriers that survive the current period of
lowered freight rates and more competition
for loads will do so because they are able to
operate efficiently and conserve cash. Small
carriers with no business plan and an “operate
as usual” attitude will be swept away by the
tide of tough trucking conditions. 8

Thetrucker.com SEPTEMBER 2023 • 19
JOB Resources
Vital role
Trucking industry offers variety of careers in addition to driving
KRIS RUTHERFORD | special correspondent
When many people think of careers in the trucking industry, the first thing that pops into
their minds is the most obvious — truck driver.
However, the industry offers a wealth of other job opportunities, from logistics experts to
fleet managers, safety specialists, office staff and more. One job that is often overlooked is one
that is vital to keeping trucks on the road.
Diesel technicians (or mechanics, if you’re old-school) play a vital role in the nation’s supply
chain — and there is currently a shortage.
Trade jobs are becoming more appealing, especially with college costs soaring and the issue
of student debt has become a political issue.
High school programs across the country are providing resources for students who are interested
in training for a trade. Most of these students are seeking careers touted as “recessionproof.”
The role of diesel technician and mechanic is one of those trades.
Even so, the number of new diesel technicians has failed to keep pace with industry needs.
“College is not for everyone,” said Lucas Subler, president of Ohio-based Classic Carriers. “I
believe that narrative is starting to gain some traction in many areas of the country.”
Subler notes that the cost of college has deterred many high school students from looking at
traditional higher education. The trades, including diesel mechanics, are an attractive alternative.
“The lure of getting kids into trades early on in life and making a great living is starting to
resonate,” he said.
Of course, preparation for a trade, like preparation for college, is something that begins in
high school. Subler lauds schools that are presenting trades programs through creative partnerships.
“Our high school runs an apprenticeship through its Future Farmers of America (FFA) program,”
Subler said. “The FFA finds the kids that are interested in a wide variety of trades and
places them with businesses in our area looking for labor.”
This “Capstone” program allows high school students to attend school part time and work
part time in their chosen trade. The number of hours a student is allowed to leave school to work
is determined by the student’s grade point average; this information is provided to the student’s
work supervisor.
Love’s Travel Stops has presented another alternative to those wishing to become diesel
technicians. Love’s recently celebrated the 300th graduate of its in-house training program,
Love’s Truck Care Academy, a partnership with Speedco. The program, launched in April 2022,
See TECHNICIAN on PAGE 20
iStock Photo
Motor carriers desperately need qualified diesel technicians to ensure trucks and other equipment are in good
working condition.
TRUCKING TIPS
Picking the right time to change jobs can be as important as finding the right carrier
iStock
There are many factors to consider before changing motor carriers, including
the current freight market, benefits, leave time and more.
CLIFF ABBOTT | SPECIAL CORRESPONDENT
The trucking industry is known for high driver turnover
rates for a number of reasons.
For one thing, many of the jobs are on the road. There’s
no requirement to show up at a physical location every day,
unless your job is local in nature. For everyone else — namely
over-the-road, or OTR, drivers — the home address is their
home is listed as a “domicile” in carrier records and is simply
an address the driver must be sent to for “home time.”
Because many drivers live in a truck most days and nights,
carriers can be changed at will.
Drivers leave carriers for a variety of reasons. The most
commonly reported ones are compensation, number of miles
and perceived treatment from superiors. Sometimes drivers
don’t have a choice; for instance, a carrier may close or
downsize its fleet, or the driver may involuntarily terminated.
Most of the time, however, the driver makes the decision
to leave. All too often, industry and economic conditions
aren’t a consideration when changing jobs … but they should
be.
Trucking goes through repetitive cycles of boom and bust.
The market is ruled by the principle of supply and demand,
with “demand” being the need for trucks to haul freight and
“supply” being the number of available trucks. When there is
a lot of freight, trucks are in greater demand and shippers are
willing to pay higher rates to get their product moved.
As you would expect, when freight rates rise, carriers
want to haul as much as they can. They buy more trucks
and expand their fleets in order to earn as much revenue as
possible. But at some point the number of trucks exceeds the
amount needed for available freight. Sometimes it’s because
carriers bought too many trucks. Sometimes it’s because
freight levels fell due to recession or other factors. Usually it’s
a combination of both.
The industry is currently in a “downcycle” that is expected
to continue for a few more months. That means rates are low
and truckers are competing for available loads.
How does all this impact the job market? When carriers
are expanding their fleets, they look to hire more drivers.
Some are willing to relax hiring standards by, for example,
See TIPS on PAGE 20

20 • SEPTEMBER 2023 JOB RESOURCES
TECHNICIAN cont. from Page 19 TIPS cont. from Page 19
combines classroom instruction with
hands-on experience in seven heavy-duty
truck systems. Love’s program is the only
accelerated diesel technician training
program of its kind for beginners.
Along with diesel mechanics, the
need for technicians to maintain
battery-powered vehicles is increasing
as the electric vehicle (EV) segment
of the trucking industry slowly grows.
Community college programs, including
several in California’s San Bernardino
County, have pioneered programs to
introduce would-be diesel mechanics
to a whole new aspect of the trucking
business.
San Bernardino Valley College
launched its EV technician training program,
funded by Volvo LIGHTS through
California Climate Investments in 2020.
The COVID-19 pandemic truncated the
original course schedule, but when the
program reopened its doors, more students
joined, bringing the program’s total
enrollment to 26. The program can lead to
a certificate or an associate degree for students
who want to pursue college.
Kenny Melanchon, faculty chair of the
college’s heavy- and medium-duty trucks
technology program notes that EVs’
share of the heavy-duty vehicle market is
growing.
“They’re saying by 2026, all diesel buses
will be gone,” he said. “They’re almost all
gone now.”
The alternatives will be engines
powered by compressed natural gas or
electricity, and trained technicians will be
needed to maintain both.
For the time being, however, most
long-haul trucks are powered by diesel
engines. No downturn is expected in the
near future, and the need for diesel technicians
will continue to grow. With numerous
initiatives launched to bring new
truck drivers into the industry, it’s only
natural that the ratio of technicians to
drivers will have to keep pace. That means
new jobs and new opportunities in various
areas of the trucking industry.
Subler firmly believes the need for additional
diesel technicians will continue,
and as technology evolves, so will the role.
“The diesel tech trade has evolved
immensely over the past 30 years, and I
believe it will continue to do so,” he said.
“Thirty years ago, a good tech would listen
to an engine and diagnose what they
thought was making the noise. Today,
they plug (the truck) into their laptop for
a diagnosis.”
This means education and training
will become more important to the mechanic
profession.
“Our next generation of techs must be
as good — or better — with a computer
as they are with a 9/16th wrench,” Subler
said. “I believe this shift to a more technological
role has helped gain interest in
our industry as it is not the ‘dirty old mechanic’
trade anymore.” 8
allowing more violations on a driving record or a
shorter waiting period after a felony conviction.
It’s easier for a driver to find work, and there’s
a chance the pay will be higher, too, as carriers
adjust payrolls.
When carrier fleets are shrinking, the
opposite occurs. Hiring standards are tightened
to ensure that the carrier is only hiring the best
drivers available. Pay rates stagnate. Owneroperators
exacerbate the problem by selling
their unprofitable trucks and competing for
open company driver jobs.
The gist of all this is this: Right now might not
be the best time to look for another trucking job.
Carriers have downsized their fleets by about 3%
in the past six months. Throw in the competition
from some 22,000 Yellow Corp. drivers who are
entering the job market because of the company
closing its doors, and you can see that there are
more drivers competing for fewer jobs.
Additionally, drivers who are unhappy with
the number of miles they’re getting may not be
happier elsewhere, since market conditions are
something every carrier deals with. When times
are good, carriers can decline shorter runs and
those with unpopular origins or destinations. In
difficult times, they may accept shorter runs in
order to keep trucks running. The reality is that
whatever carrier you jump to may also be having
trouble finding enough miles for its drivers.
Pay rates follow a pattern similar to hiring
policies. When freight is plentiful, carriers tend
to raise pay rates in order to attract more drivers.
Some institute or increase sign-on bonuses, some
raise per-mile rates. When one offers raises,
Thetrucker.com
however, it’s not unusual to see other carriers
follow so they don’t lose drivers to the churn.
Right not, carriers are not offering raises.
They are tightening their belts, conserving cash
while they wait for the market to turn.
Benefits are another consideration. Many
carriers have waiting periods before health
insurance becomes effective. A new job means
starting over to accrue vacation or paid leave
time. Drivers who have families that are covered
by health care might consider how long they’ll be
without coverage before leaping into a new job.
Don’t discount relationships, either. A
strong relationship between driver and fleet
manager is key to a smooth operation and can
put more miles — and more money — in the
driver’s pocket. Starting over at a new carrier
often means starting at the bottom and taking
whatever’s given by a manager who is just getting
to know you.
If you’re looking for a job because you don’t
have one, or because conditions at your current
carrier are unbearable, you should be able to find
one. However, if you’re thinking the grass looks
greener in another carrier’s truck, it may be
better to bite the bullet and stay where you are
until the trucking economy opens up.
After all, the more jobs listed on your job
application, the more likely you’ll be seen as a job
hopper, someone who never sticks with anything
for very long.
It’s better to understand the market and
research your next carrier thoroughly so that
when you do make the decision to change, you’ll
know what you’re getting into. Holding off on the
job change until conditions improve is sound
advice. 8

Thetrucker.com JOB RESOURCES
SEPTEMBER 2023 • 21

22 • SEPTEMBER 2023 JOB RESOURCES
Thetrucker.com
OWNING THE WHEEL
FMCSA’s ‘adverse conditions’ rule can be a valuable tool if used correctly
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Everything’s going great — you’re even
ahead of schedule, cruising along in moderate
traffic, enjoying the day.
Then it happens.
Brake lights ahead indicate stopped traffic
… and there it is: a highway clusterfuddle in the
middle of nowhere. So, there you sit, creeping
inch by inch toward your destination instead of
cruising along on the open road.
By the time you finally get through all the
traffic and spot the two smashed-up fourwheelers
that caused the whole mess, sitting
on the shoulder of the highway, your schedule
is shot. You no longer have enough hours to
legally and safely complete the trip because of
hours-of-service rules.
Or do you?
Thanks to a little-understood provision in
the Federal Motor Carrier Safety Regulations
(better known as the FMCSRs), you just might
have up to two extra hours of driving. Your 14-
hour drive/work period can also be extended
by up to two hours. Unfortunately, some drivers
don’t understand this rule and avoid using it to
stay away from logging violations. At the other
extreme are drivers who use the provision
often but use it incorrectly, inviting problems
later when logs are audited. A third group
understands and uses the provision but isn’t
clear on how to record it.
According to the Federal Motor Carrier
Safety Administration, adverse driving
conditions are defined as “snow, ice, sleet, fog,
or other adverse weather conditions or unusual
road or traffic conditions that were not known,
or could not have reasonably been known, to a
driver immediately prior to beginning the duty
day, or immediately before beginning driving
after a qualifying rest break or sleeper berth
period, or to a motor carrier immediately prior
to dispatching the driver.”
Notice the “unusual road or traffic
conditions” part of that rule.
Before claiming the extra driving and onduty
time, the first question a driver should
ask is whether the condition was (or could
have been) known before the driving day
began. Weather, for example, is predicted
almost constantly by government agencies and
reported frequently by media outlets. If heavy
snow was predicted for your route yesterday,
you won’t be able to claim extra time for the
adverse conditions you faced. The standard
is “could not have reasonably been known,”
so claiming you didn’t hear a weather report
won’t work as an excuse. The information was
available, if you had looked for it.
On the other hand, if the weather report had
called for rain, but the temperature dropped
lower than expected and the rain turned into
a surprise snowstorm, that’s a legitimate use of
the exemption.
Another example is traffic congestion. If
your trip takes you along I- 80/94 south of
Chicago and into northwest Indiana at 5:30 in
the afternoon, you won’t be able to claim that
traffic congestion was a surprise. Every driver
knows to expect heavy traffic during rush hour
in a metro area. On the other hand, a backup
caused by an accident on I-80 in rural Iowa
isn’t as predictable and could be used for the
exemption.
Things you definitely can’t use to extend
driving and working hours are events like
delays in loading or unloading, breakdowns,
personal illness, etc.
As any professional driver knows, traffic
backups can occur anywhere, and for a variety
of reasons. Vehicle collisions are often the cause,
as is construction, nature events such as rock
or mudslides, trees falling into the roadway,
stoppages for presidential motorcades and a
host of others. As long as you could not have
known before your trip or your latest driving
period, began, you can claim the extra time.
Another caveat of the exemption is that, in
order to claim the extra time, you be able to
prove you would have been able to finish your
trip within the regulated hours had the adverse
condition not occurred. If it’s Wednesday and
your delivery is scheduled for Friday, you can’t
drive extra time due to adverse conditions.
It only applies if you can reach your delivery
without another rest break.
Something to remember about using the
adverse driving conditions exemption is that
the reason claimed for driving the extra hours
can — and will — be checked. Law enforcement
iStock Photo
Thanks to a little-understood provision in the Federal Motor Carrier Safety Regulations, drivers may have up to two
extra hours of drive time available when an unexpected event causes delays.
personnel usually have computers that are
connected to state offices, or at least radio
contact with people who have access. Your
claim of a huge traffic jam at mile marker 162
caused by loose cows in the roadway can be
checked, and you can receive a citation if it
can’t be shown as legitimate. You can argue, of
course, but a day in the courtroom, even if you
win your case, can still cost you a day’s pay plus
travel and potential lodging expenses. You’ll
want to save all the evidence you can about
your reason for claiming the exemption.
Carriers often use outside services to
check electronic log data and alert their safety
department or other designated staff when
carrier-specified events occur. For example, if
you work for a large carrier that had 50 trucks
travel the same stretch of highway that day and
you’re the only one who claimed the hours-ofservice
exemption because of a traffic backup
(or a tornado, or a blizzard), your version of
events could be questioned. Again, the answer
is to document the event as best you can.
You can use the internet to search for
and save stories about the event. Weather
events are often newsworthy, especially if they
are severe. A screenshot of a page from the
state’s department of transportation website
reporting unexpected events could be helpful.
Photos from your phone, in certain conditions,
may be enough, especially if you can get mile
marker signs or other location information
in the picture. You don’t need to spend hours
building a case, but it doesn’t hurt to save
evidence to back up your claim of adverse
driving conditions.
Finally, remember that the additional hours
you claim will still count against your seven- or
eight-day totals. You could run out of available
hours sooner than expected.
The exception to the hours of service for
adverse driving conditions is a great tool that
can save the day when on-time delivery is at
stake, but it must be used correctly to avoid
violations of the regulations and, in some cases,
carrier policies. For drivers who know how to
use the rule and document the exceptions, it
can be a great tool in the professional driver’s
toolbox. 8
Werner driver celebrates achievement of 5 million accident-free miles
THE TRUCKER NEWS STAFF
OMAHA, Neb. — Werner is celebrating driver
Tim Dean, who has traveled 5 million miles without
an accident. Dean joins Werner driver Charley
Endorf as only the second driver in company history
to reach this milestone.
To honor Dean’s accomplishment, Werner
recently hosted a ceremony at its headquarters in
Omaha, Nebraska.
The average professional truck driver drives
about 2 million miles over the course of their career,
according to the American Trucking Associations
(ATA). Driving 5 million accident-free miles is
equivalent to driving around the world more than
200 times.
“Today, we have the pleasure of showcasing
what greatness looks like in the daily work of the
American professional driver,” said Derek Leathers,
Werner’s chairman, president and CEO.
“It’s the accomplishment of waking up every day,
working hard and delivering goods that matter, both
safely and on time, to those who have entrusted us
to do so,” he continued. “We commend Tim for his
contributions to Werner and the industry as a whole
and are incredibly proud of him for his unwavering
commitment to safety over the last 35 years. We look
forward to Tim’s continued success on the road as a
professional driver, one safe mile at a time.”
Dean joined Werner in 1988 and has received
numerous accolades during his tenure with the
company. In 2009-10, he served as an ATA America’s
Road Team Captain, and he has served as a Werner
Road Team Captain and mentor since 2005.
For 22 years, Dean has competed in the Nebraska
Truck Driving Championships, placing first in his
class nine times and earning Grand Champion honors
in 2012 and 2018. He was awarded the Commercial
Vehicle Safety Alliance IDEA (International Driver
Excellence Award) in 2019.
In addition, Dean was named the Nebraska
Trucking Association’s Driver of the Year in 2019. 8
Courtesy: Werner
Werner driver Tim Dean has traveled
5 million accident-free miles.

Thetrucker.com JOB RESOURCES
SEPTEMBER 2023 • 23
Colorado officials offer safety tips for truckers on mountain passes
THE TRUCKER NEWS STAFF
DENVER — Dryer roads and mild weather
can mean safer driving conditions for most
motorists. However, when traveling through
Colorado’s mountains, truck drivers can encounter
challenging, dangerous conditions
regardless of the weather.
The Colorado Department of Transportation
(CDOT) warns big rig drivers to use extreme
caution when traveling over mountain
passes, such as U.S. 160 through Wolf Creek
Pass in the southwest part of the state.
“This time of year, the weather is an unlikely
factor in big-rig accidents. Instead, we are seeing
loss of brakes or control on the steep downgrades
of mountain passes,” said Colorado
State Patrol Capt. John Trentini. “From 2015 to
2021, there have been 54 semitruck crashes on
the west side of Wolf Creek Pass. Three of those
crashes resulted in needless fatalities.”
Most of the crashes happened at the
switchback curve near the Wolf Creek scenic
lookout area.
“Even with much of this pass being three and
four lanes wide and having ample shoulders, it
is necessary to maintain control by keeping low
speeds and staying in lower gears,” said Kenneth
Quintana, CDOT’s maintenance superintendent.
“These road features can be deceiving,
and many drivers find themselves out-of-control
once they’ve made it halfway down the pass.”
CDOT urges all roadway users, especially
commercial truck drivers to take time to familiarize
themselves with their route. Check the
posted speed limit, the grade of the pass and be
aware of particularly dangerous curves. In addition,
it’s important to know the location of brake
stations, chain-up stations and runaway ramps.
These tips can help truckers maintain control
of their rigs:
• Check brakes before descending the pass.
• Maintain a low speed, in low gear. Use
flashers to warn other vehicles of the truck’s
low speed.
• Do not “ride” the truck’s brakes. This will
cause overheating and possible loss of the
brake system.
• Jake Brakes (or compression brakes) can
be a useful braking mechanism to help control
the speed of a heavy truck. However, the
best practice is to remain in low gear to avoid
overheating.
• Keep brakes cool by pulling into brake
stations or onto the shoulder of the road, if a
safe spot can be located.
If drivers must use a runaway ramp:
• Maneuver the trucks into the far-right
lane before approaching upgrade ramps.
• As the truck approaches the runaway ramp,
steer straight and try to keep the wheels aligned.
• Ramps are narrow. Attempt to stay in the
center of the ramp to avoid any risk of rolling
over.
• Once the truck is stopped, call 911 to report
the incident, even if there are no injuries
iStock Photo
Steep mountain passes in Colorado and other areas of the country present unique challenges for truck drivers,
regardless of the weather and road conditions.
associated with the episode.
“If a truck driver has lost control, there
should never be hesitation to use the runaway
ramps,” Capt. Trentini said. “If a truck’s brakes
fail due to overheating or excessive use going
downhill, runaway ramps are the only way the
truck will be able to stop.”
Truckers should also consider the load
they are hauling. The goods carried on the
trucks and in the trailers are essentially the
drivers’ income, and there should be great
concern protecting that commodity.
“There may be monetary consequences
for using a runaway ramp — potential fees
associated with a tow company’s removal of
the truck from the ramp or perhaps even a law
enforcement fine,” Trentini said. “But not using
the ramp can result in the ultimate cost:
the irreplaceable life of a driver or the lives of
those they share the road with.” 8
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EQUIPMENT & TECH
SEPTEMBER 2023 • 25
Batteries included
Electric drive axle trailers add new dimension to decarbonization choices
CLIFF ABBOTT | SPECIAL CORRESPONDENT
All the hype about different brands of
heavy-duty electric trucks is enough to
confuse anyone, especially anyone who’s
currently driving an old-fashioned truck with
an internal combustion engine.
While electric rigs have a place in trucking,
many in the industry agree that the current
technology doesn’t have the range for longhaul
operations. Even if long-range capability
was there, the nation’s power grid isn’t in place
yet for charging.
In other words, electric vehicles (EVs) have
a long way to go.
One company, however, is using EV
technology to produce something drivers
might see and use in the not-too-distant
future. That “something” is an electric trailer,
the creation of Mountain View, Californiabased
Range Energy.
The RA-01 dry van trailer, equipped
with batteries, motor and drive axle, can
provide enough extra horsepower to save
the tractor owner 30% to 40% on fuel costs
while increasing overall safety, according to
company leadership.
Range CEO and founder Ali Javidan grew
up around trucks and machinery, studying
mechanical engineering and working in the
racing field. He followed that experience
with a stint at Tesla, then Google, and finally
Zoox, where he helped develop the company’s
robotaxi service. Javidan brought those
experiences to Range — along with a new
idea.
“All this pressure is being put on Class 8
Courtesy of Range Energy
Battery-powered dry van trailers can help conserve fuel usage when teamed with diesel-fueled tractors, according
to product developer Range Energy.
fleets to decarbonize, but when I look at the
methods being presented, it’s like, the fleets
aren’t going to use this. Are you kidding?” he
said. “Everybody’s talking about the tractor.
Nobody’s talking about the trailer.”
Javidan’s solution is a trailer that adds to a
tractor’s power on uphill roads and to the its
braking power on downgrades, all without any
additional actions or input from the driver.
The system starts with the “smart” kingpin,
which senses when the tractor is pulling or
braking and relays the information to an
electric motor that drives the front axle of the
trailer bogie. The harder the pull, the more
power is supplied, easing the strain on the
tractor’s drive train on upgrades and when
starting out in heavy traffic.
On downgrades, the axle helps slow the
vehicle. In testing, the effect was enough to
cause the driver to turn off the engine brake
to keep the truck rolling at the targeted speed.
While it’s slowing the truck, the system is also
generating electricity that’s used to prolong
the charge in the batteries.
“It’s a simple dry van or reefer trailer. We
clip a battery pack to the bottom of it, right
under the skirt,” Javidan said. “We put a sensor
in the king pin and then we replace a drive axle
with a driven axle. And then, all of a sudden,
we unlock this whole new world.”
That battery power is also available for
other uses. It can be used to power lift gates,
landing gear or other electrical devices,
without hooking to a trailer. The drive axle can
even be configured to generate electricity full
time when the vehicle is moving, providing
power for an electric temperature-control
unit; however, the fuel savings would be
impacted.
Javidan says the system will be rolled out
through a major trailer manufacturer, and
customers will have the option of specifying
the Range system. The system can also be
installed on existing trailers.
“We’ve developed the process for retrofit
so that a single person with a small toolkit
and a forklift can retrofit two trailers per day
by himself,” Javidan said.
“We actually spend a whole day in the
maintenance shops,” he continued. “We’ve
basically developed our retrofit procedure so
it works in every one of these service shops. It
will also work in a pop-up tent that they may
put on the side of their yard to use as a ‘small
assembly plant.’”
The Range Energy trailers will also be
available through trailer leasing operations,
allowing carriers to try out the technology
before investing in a purchase.
Charging the powered trailers won’t
require the construction of a bank of vehicle
chargers or a change to the local grid.
See TRAILERS on PAGE 28
US Class 8 truck sales still strong despite losing steam in July
iStock Photo
Earlier this year, with a projected recession on the horizon, analysts
predicted a drop in truck sales. Those projections have mostly been revised,
with the recession delayed (if it occurs at all).
CLIFF ABBOTT | SPECIAL CORRESPONDENT
U.S. sales of new Class 8 trucks in July were higher than in
the same month of 2022, according to information received
from Wards Intelligence. Manufacturers reported U.S. sales
of 21,021 units in July, the lowest total since February but still
up 2.5% from the same month of 2022. If the trend continues,
August could mark the first time in 2023 that monthly sales
were lower than in the same month last year.
Compared to June sales numbers, 3,064 fewer trucks were
sold, a decline of 12.7%. For the year to date, manufacturers
have reported sales of 156,864 Class 8 trucks on the U.S.
market, up 18.1% (23,797 units) from the same point in 2022.
Early projections for 2023 predicted sales would fall off as
the economy entered a recession and freight rates bottomed
out. Those projections have mostly been revised, with the recession
delayed (if it occurs at all), and truck sales remaining
strong.
Orders for new Class 8 trucks in July were anticipated to
top 16,000, exceeding orders in July 2022 by 45%. Typically,
July is a slow month for orders because manufacturers are
closing their books for the current model year and have yet
to start taking orders for the next one.
“July is the traditional low-water mark for monthly order
placements,” said Kenny Vieth, president and senior analysts
at ACT Research. “2024 orderboards are not yet, or just barely
open, making the opportunity for bigger numbers elusive.”
Eric Starks, chairman of the board at FTR Intelligence,
commented. “We had expected net orders to fall below
10,000 units monthly several months ago as fleets wait for
OEMs to open 2024 build slots, but that did not occur.”
The used Class 8 market declined in sales volume from
June numbers by 4%, according to ACT’s “State of the Industry:
U.S. Classes 3-8 Used Trucks,” but other numbers were
favorable to prospective buyers. Compared with July 2022,
sales have increased by 34%, due at least in part to greater
used truck inventory. At the same time, the average price of a
used Class 8 truck has fallen 28%, and average miles and age
have also fallen. That’s good news for buyers who have been
waiting for the market to loosen up.
One factor that will impact truck markets in some way
is the bankruptcy of Yellow Corp. The company’s website
sports the claim that it was the fifth-largest transportation
company in the U.S., handling 90,000 freight shipments daily.
While negotiations continue for financing to allow continued
operation at the time of this writing, it’s certainly possible
other carriers could purchase part or all of the com-
See TRUCK SALES on PAGE 26

26 • SEPTEMBER 2023
Equipment & Tech
Thetrucker.com
FLEET FOCUS
Regular inspection, maintenance
can help improve tire performance
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Tires are second only to fuel in annual
expenses for motor carriers both large and
small. With a new set of truck tires costing
$2,500 or more — plus the cost of repair and
replacement for damage, including road
service calls — it’s no wonder tires take up
such a large amount of the budget.
Sadly, much of the expense for tire
replacement and road service could be
avoided with a few simple precautions. Even
without service, the service life of the tires
on a truck can be extended.
Modern tires are built to run longer, and
they provide greater traction and require
less fuel to turn than ever before. No matter
how new the technology however, improper
inflation, overloading and damage from
road objects are still tire-killers. In some
cases, it happens quickly; in others the
damage builds over time, but the result is
the same — you need a new tire.
Choosing the right tires is a critical step.
Some buyers simply look for the best deal
they can find. That’s a great way to ensure
that you’ll be looking for another deal
sooner than you expected. It’s easy to find
reviews and ratings of each brand of tire and
its manufacturer on the internet, so do your
research.
But before you can choose a tire brand,
you’ll need to determine what type of tire
you’ll need. If you run heavy loads, you’ll
need a tire with a larger weight rating. Do
you drive offroad (including dirt or gravel
parking lots), or maybe put on a lot of miles
in winter weather? A lug type tread pattern
might be best for you. On the other hand, if
traction is a little less important and higher
fuel mileage is your goal, choose a ribbed tire.
Whatever type of tire you need, ask
around for brand advice. You’ll find plenty
of opinions about which brands last
longest, which manufacturers have the best
warrantee, and which to avoid altogether.
Once you’ve bought your new tires,
inspection and inflation are keys to getting
the most from them. A thorough daily
inspection is mandatory. Damage can occur
that can’t be seen unless you check carefully,
including the sidewalls between tandems
or inside, next to the frame rails. Sidewall
damage can include cuts, punctures and
scrapes, as well as bulges (bubbles of air
trapped between the sidewall layers). Most
sidewall damage will eventually cause the
tire to fail, which could lead to damage to
your truck or even an accident if the failure
happens at a critical moment.
Check the tread, too. Drivers and tire
technicians are often amazed at the objects
that get stuck in tire treads. Nails and screws
are common, but objects such as cigarette
lighters, table forks, keys and more have
worked their way into tire treads. Inspect
the tread often, removing any foreign
objects found as soon as possible. Timing is
important, because objects can work their
way into the tire interior over time, so an
object that hasn’t created a puncture at the
moment could be the cause of a flat tire
later.
When examining objects lodged in the
tread, listen for air leaks. If there’s any doubt
about a leak, a simple cup of water can be
very revealing. Pour the water on the object
or the tread around it and watch for bubbles.
Even a tiny leak will cause some bubbling.
If a leak is found, get it repaired as soon
as you can. The longer you wait, the more
damage will be done.
When it comes to inflation, many drivers
never go farther than using a hammer, a tire
“thumper” or a boot to determine inflation.
True, whacking a tire is a good way to tell if
it’s inflated or flat — but it doesn’t provide a
good estimate of the inflation level. Inflation
level can be critical.
In a tandem setup, for example, just a
iStock Photo
Tire expenses are second only to fuel expenditures for truck owners. In addition to choosing the right tire for your
needs, it’s important to properly inspect, inflate and maintain them.
few pounds difference in the inflation of
two side-by-side tires can have catastrophic
results. If one tire is lower than the other,
the tire with the greater inflation takes on
more weight. This causes heat to build up,
which can result in a blowout. That heat can
also damage the internal wrappings of the
tire, so the blowout may not occur today …
but it very well might later.
The underinflated tire bears less weight
but generates more heat because of the
continual flexing of the tread as it rotates.
Heat destroys tires. In some cases, the
overloaded tire fails, but it may do so without
blowing out. The driver may not hear the
failure; meantime, the remaining tire in
the tandem is now supporting the weight
previously held by two tires. Eventually, it
too will fail. That’s likely the scenario when
you spot a truck on the side of the road with
two blown tires on the same axle.
Every driver should have — and use — a
quality tire gauge to measure tire pressure
in each tire on the vehicle. Pressure changes
when tires heat up, so check them before
starting out, when possible. Remember
that the sun shining on tires can add a few
pounds of pressure by heating the air inside,
so don’t make adjustments based on the
initial measurement alone.
It’s a good idea to carry an air hose
that attaches to the emergency tractor
gladhand. Such a setup can be used to fill
tires anywhere the truck engine can be run.
The hose can also be used to blow dust and
dirt from the radiator or to power polishers,
grinders and other pneumatic equipment.
Finally, tire inspection should be
ongoing, because damage can occur at any
time. Make it a habit to look at the tires
when you stop. For example, you can inspect
the tires on one side of the truck and trailer
while walking to the restroom, then the
other side while walking back. This is where
use of a tire thumper helps in identifying a
tire that’s low or flat. After driving through
an area with debris or any rough surface, it’s
best to inspect again.
Take good care of your tires and they’ll
take good care of you. 8
TRUCK SALES cont. from Page 25
pany’s assets, including trucks, and continue
at least a part of the business.
Unless and until that happens, however,
Yellow customers must look elsewhere for
their shipping needs. Carriers that get that
freight will need more trucks and trailers
to handle it, resulting in more pressure on
manufacturers to keep the assembly lines
going. Carriers who acquire more pick-up
and delivery routes may turn to irregularroute
carriers for some of the linehaul operations,
increasing their need for equipment
and drivers.
Drivers might also be at a premium for
some carriers that are trying to pick up additional
business. While an estimated 22,000
former Yellow drivers may be in the market
for new jobs, most will be competing with
non-union drivers for available positions.
As for the individual OEMs, Freightliner
led the way once again with sales of 7,610,
down 15.4% from June’s 8,991 and down 3.1%
from sales of 7,855 in July 2022. For the year
to date, the company has sold 20.5% more
trucks than at the same point in 2022.
Volvo sales of 1,944 slipped 19.1% from
June sales of 2,403 and were down 8.4% from
sales in July 2022. Year to date, the company
is up 3% from July last year, the smallest
increase of any of the major manufacturers
and far below the industry average of 18.1%.
Volvo sibling Mack Truck sold 1,336
trucks on the U.S. Class 8 market in July, a
decrease of 21.7% from June but 5.5% better
than June 2022. Year to date, Mack is outperforming
the market with a 19.7% increase
over sales at the same point last year.
International’s 3,039 sold in July was a
decrease of 11.3% from June’s 3,426 but was
a blistering 36.3% improvement over June
2022 sales numbers. Year to date, the company
is 6,516 trucks (41.6%) ahead of last year’s
pace. July was the fifth consecutive month of
U.S. sales over 3,000 units for International.
Kenworth reported sales of 3,026 in July,
down 13.8% from June sales and down 1.3%
from July 2022. Year to date, the company
has sold 21,745 Class 8 trucks on the U.S.
market, up 14.6% from last year’s pace. Peterbilt,
the other PACCAR OEM, reported sales
of 3,325 in July, up 2.5% from June but down
2% from July 2022. Year to date, Peterbilt’s
22,121 leads Kenworth and is 7.7% ahead of
last year.
Western Star sold 681 Class 8 trucks
in July, a decline of 7.2% from June sales of
734 but 23.4% ahead of July 2022 sales. Year
to date, they are 12.7% ahead of sales at the
same point last year. The company is on pace
to top annual sales of 7,400 for the first time
since being acquired by Freightliner in 2000
(and possibly in its history).
The 2023 market share breakdown shows
Freightliner in the lead with 38.6% of reported
U.S. sales, followed by International with
14.1%. Peterbilt also shows 14.1% but, with
63 fewer trucks sold, trails International by
four-hundredths of a percentage point. Kenworth
is close at 13.9% of reported sales,
followed by Volvo with 9.8% and Mack with
6.6%. Western Star, even with its great year,
is at 2.8% of the market, and Tesla, just getting
started with sales, has cracked 0.1% of
the market with sales of 195 for the year.
Expect Class 8 truck sales to remain
strong for the remainder of the year. 8

Thetrucker.com Equipment & Tech
SEPTEMBER 2023 • 27
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28 • SEPTEMBER 2023 Equipment & Tech
Thetrucker.com
trailers cont. from Page 25
“An electric Freightliner eCascadia has
somewhere around 600 kilowatt hours,”
Javidan said. “Our trailer has about 200
kilowatt hours, and that allows us not to
impact the loaded weight very much.
“We’ve scaled our charging solution
so it actually plugs right into the shore
power that’s at the loading dock, or you can
charge on a regular 220-volt, 70-amp circuit
overnight, just like you would your electric
car, and it works great, he added”
The system also works with modern
quick-charging systems used for larger
vehicles.
For ease of use, the unit is equipped
with a driver interface that’s similar to the
display panel on a refrigerated trailer.
“You have some LEDs in the rearview
mirror — you know if the system is working
or if it’s in a fault state,” Javidan said. If the
system should fail, the trailer will function
like any standard trailer.
The Ranger power system, including
batteries, adds about 4,000 pounds to the
weight of the trailer — a drawback that
won’t help carriers that frequently max out
on weight. While electric trucks are granted
an additional 2,000 pounds of gross vehicle
weight, that exemption doesn’t apply to
trailers yet. This is something Javidan and
Range Energy are working to change.
Driving with the Range package has
produced some interesting comments.
“On one run, our driver, with a fully
loaded trailer, stopped at an intersection
with an uphill pull on the other side,”
Javidan said. “He said that the torque curve
was so smooth that he could accelerate
smoothly right on through.”
Another example involved Southern
California’s infamous “Grapevine,” a 6-mile
section of Interstate 5 that’s known for its
dangerous grade.
“It can be scary in a passenger car,”
Javidan said. “You’re either overheating
on the way up or burning your brakes on
the way down. Our driver, with a fully
loaded trailer, throttled up the hill, passing
everyone else and then didn’t touch the
brakes at all on the way down. At the
bottom of the hill, he had cold brakes —
and all that energy went back into the
battery.”
A dry van trailer with the Ranger power
system is expected to have a price point
roughly equivalent to a refrigerated trailer.
With a recent point-of-sale incentive of
$80,000 from the California Air Resources
Board (CARB), the cost drops to that of a
typical dry van trailer. With or without
incentives, the trailer is expected to pay for
itself in fuel savings.
Because of the need for charging,
Range-equipped trailers are currently
best suited for out-and back or local runs,
although they can be pulled indefinitely
without charging. 8
Pilot, Kodiak open autonomous
‘truckport’ in Villa Rica, Georgia
KNOXVILLE, Tenn., and MOUNTAIN VIEW,
Calif. — It may sound like something out of the
latest sci-fi film, but Georgia’s new truckport
is the reality of an ever-changing landscape
of trucking. It’s the brainchild of self-driving
trucking firm Kodiak Robotics and truck stop
giant Pilot Co.
The facility, located at the Pilot travel center
in Villa Rica, Georgia, will be used by Kodiak to
launch and land autonomous trucks and will
serve as a hub for drivers to pick up and drop off
first-and last-mile deliveries, according to a news
release.
The Villa Rica truckport will support Kodiak’s
18,000-mile-long autonomous deployment
network, the industry’s largest and most robust
set of mapped routes for self-driving trucks.
“Partnering with Pilot Co. to build the Villa
Rica truckport ensures that we have access to
the truckport services we need, utilizing Pilot’s
industry-leading travel center network,” said
Don Burnette, founder and CEO of Kodiak.
“This partnership, combined with Kodiak’s
flexible technology stack, enables our scalable,
asset-light approach to building our truckport
network. The freight lane between Dallas and
Atlanta is critical to the nation’s supply chain and
THE TRUCKER NEWS STAFF
economy, and this truckport enables us to refine
our operations model as we continue to grow.”
The new truckport in Villa Rica will serve as
an eastern satellite hub for Kodiak’s network,
while the company’s Dallas-Fort Worth hub will
continue to serve as the main terminal for its
autonomous truck fleet. It also serves as a model
for future Kodiak truckports, which are designed
to be highly scalable due to lean infrastructure
requirements.
Additional comprehensive services at the
truckport will include refueling at the Pilot
Travel Center, light maintenance and pre-trip
inspections, including Enhanced Inspections
specifically designed for self-driving trucks.
“Pilot Co. rigorously tests ways to integrate
new technologies, including autonomous
trucks, to maintain our safety-first focus and
continue fueling the trucking industry,” said
Brandon Trama, director of strategy and
business development at Pilot Co. “Working with
Kodiak aligns with our emphasis on improving
the quality of life for professional drivers.
Autonomous trucks focus on the long, repeatable
highway miles, leaving the more enticing local,
first- and last-mile deliveries for professional
drivers who can stay closer to home.” 8
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Thetrucker.com SEPTEMBER 2023 • 29
FEATURES
Shattering stereotypes
Hazmat hauler Liana Castro never takes the easy way out
DWAIN HEBDA | SPECIAL CORRESPONDENT
Liana Castro heard the word “can’t” a lot growing up, as in “You can’t be a truck driver.”
She also heard “aren’t” a fair amount, specifically, “Women aren’t supposed to be in the tucking
business.” And, every so often, a “won’t” would bubble to the surface, like, “You won’t be
successful competing with men.”
Even so, Castro discovered a love of trucking at a young age.
“I’d see trucks rolling down the highway as a kid and I always thought they were just big and
cool,” she said. “But it was always looked down upon in my family because that was a guy’s job.
That’s how it was viewed. When I did mention having an interest in it, it was like, ‘Whoa, you
can’t do that! That’s only for men. You can’t be in a male-dominated industry. Would you even
like those things?’ That kind of deterred me for a bit.”
These statements presented challenges that Castro was determined to overcome. She
worked up the nerve to dive into driver’s school, over the disapproval of her family. And while
CDL training WAS as tough as they said it would be in some respects, she stuck with it.
“I was completely out of my element. Honestly, the first day of truck school, I wanted to quit”
she recalled. But she did not quit.
Today, the only negative terms the California-born driver, who now drives for LGT Transport,
retains from her younger days are “didn’t” and “isn’t” — as in, she didn’t listen to her naysayers
then and she isn’t about to start now.
“I tell people all the time, ‘Keep applying yourself,’” Castro said. “No matter what you get in
life, you have to stick with it.”
Castro applied this dogged determination to overcome the many challenges that faced her
early on in her career. With each job she held, she learned a little more about what her strengths
were in trucking and what type of driving best suited her life and personality. By the time she
got to LGT, Castro had a strong sense of self, as well as a clear vision of what she wanted to
accomplish in her career.
“I’ve been with LGT about five and a half years, and a cryogenics hazmat tanker driver for
about six years,” she said. “I just find it interesting and, I guess, the danger of hazmat is part of
that. It’s challenging to you as a driver and it’s a completely different ballgame than anything
else.
“It’s always challenging,” she continued. “There are always new things that come up. It never
stops. It always keeps you on your toes. I like that.”
At age 33, Castro finds herself at the top of her game. Typically hauling throughout the
See Shattering on PAGE 30
Courtesy: Liana Castro
Liana Castro, a driver for LGT Transport, was named Women In Trucking’s July 2023 Member of the Month.
Driver honored as Highway Angel for helping rescue children from traffickers
iStock Photo
The Truckload Carriers Association has named a trucker who helped
rescue a group of children from human traffickers as a Highway Angel.
THE TRUCKER NEWS STAFF
ALEXANDRIA, Va. — The latest Highway Angel recognized by
the Truckload Carriers Association (TCA) is honored for helping
authorities rescue children from human traffickers.
It was the middle of the night, about 1 a.m., to be more precise,
on June 18, 2023, and Michael, a truck driver whose full name has
been withheld for safety, was parked at a dark rest stop, catching
up on his rest.
A white pickup truck, which had what appeared to be a cage for
large animals, covered with a tarp, in the back, pulled up in front
of him. A man and a woman got out of the truck, and the woman
walked around to the back.
“She raises the tarp, and there’s a padlock on this cage,” Michael
said. “She takes the padlock off and opens (the cage), and out come
three or four little girls. They didn’t pull all the kids out (of the
cage); they put the lock back on and they forced the (girls) into the
restroom.”
The girls who were taken from the cage appeared to be about 3
or 4 years old, Michael said. When the adults and girls returned to
the truck, the children were forced back into the cage, which was
then locked and re-covered.
Worried, Michael called the police. In addition, he was able to
quietly exit his truck in the dark and walk around to make a note
of the pickup’s license plate. However, he says, the man and woman
must have noticed him, because they quickly started the engine and
left the rest area.
Michael followed.
“They got about 2 or 3 miles ahead of me, but I was on the phone
with the dispatcher,” he said. “Next thing you know, the police pulled
them over. Cops came out of everywhere.”
Michael pulled over at the scene, out of the way, and waited
until the police were ready to take his statement about the events.
He was horrified to hear, “This kind of thing happens all the time.”
“In the cage, there were hammocks with kids draped across
the top, and the entire bottom of the cage was filled with children,”
Michael said.
Several of the children had been reported missing. Michael was
told by the police that, for his own protection, he should leave the
scene, in case someone else affiliated with the human traffickers
was watching.
As the father of two young children — one of them a girl —
Michael was emotionally distraught after the nightmarish discovery.
“It’s really scary,” he said.
TCA’s Highway Angels program, founded in 1997, has
recognized nearly 1,300 professional truck drivers for displaying
exemplary courage, kindness and courtesy while on the job. For
information about the program or to nominate a deserving trucker,
visit highwayangel.org. 8

30 • SEPTEMBER 2023 FEATURES
Thetrucker.com
Encuentra los
mejores trabajos
de chofer
comercial en
español!
visita
LosTroqueros.com
shattering cont. from Page 29
West Coast region, where she still makes her
home, she’s equally comfortable with a longhaul
assignment. She’s touched all but two
of the lower 48 states and has trucked to two
Canadian provinces. She says she has no clue
how many miles she’s racked up in her career.
“I still go anywhere and everywhere I’m
needed, and that includes Canada,” she said.
“I like to be a flexible driver for my company.”
Part of what fuels Castro’s company-first
mentality is the diversity she sees among
LGT’s driver pool. While women have been
slow to enter the trucking industry overall,
she says LGT has made a concentrated effort
to boost the number of women behind the
wheel.
“Within my own company, we actually
do have quite a few women drivers, which is
awesome to me,” she said. “Even in the hazmat
world — where there really aren’t a lot (of
women) overall — we’re attracting women
who are looking to expand their careers.
“It would be nice to see more actually, but
I know it’s not always the most appealing job
to women,” she added. “Like I said, in a lot of
families, (trucking) is looked down upon, and
women are told they can’t do that, or they
can’t work around a lot of men.”
Castro not only tries to dispel such
stereotypes by her everyday work routine,
but she’s also taking working to topple longstanding
career barriers. As LGT’s first female
driver-trainer, she has the perfect opportunity
to debunk long-held attitudes and bring
change to an industry that’s traditionally been
slow to embrace it.
“I think what sets me apart as a trainer
is I have a lot of patience,” she said. “You’re
working with so many different types of people
and backgrounds. I try tailor my training to
the individual and how they are. I don’t just go
in with the same script for everybody, because
everybody works at a different pace. Some
people need things broken down in certain
ways.
“That’s stuff I didn’t get when I first started
out,” she continued. “I was always thrown into
the fire, which helped me improve who I am —
but you don’t need to train that way. This isn’t
a competition. We don’t need to throw people
this way and that way. We train for safety and
for excellence first.”
Castro’s impact on fellow drivers and
others in the trucking industry earned her
Member of the Month honors from Women
In Trucking for July 2023. However, she says,
awards and accolades don’t alter who she is
or the training provided to the people she’s
tasked with preparing for the road.
Her message is clear, simple and hard-won.
“Nothing is easy,” she said. “You have to go
with how you feel and where your heart and
your head are at. Just continue to go down the
path you think is right for you. Learn to find
encouragement from within yourself, because
a lot of times, you will not get it from other
people.”
Keep working toward your goals even
when those naysayers are the people you
love the most and who are closest to you, she
advises.
“It took a while for my family to own up
and be like, ‘You’re not just someone holding
a steering wheel all day,’” Castro said. “At
the same time, with me being over the road,
they don’t get to see what I’m doing, because
they’re not out there. All they know is I leave
home and then I come back.
“But they’ve definitely warmed up to it,
and see that it is a good career path,” she said.
“They have seen how much I’ve developed in
a short amount of time in my own career.” 8
Los Troqueros
Courtesy: Liana Castro
In addition to hauling hazmat materials for LGT Transport, Liana Castro is the carrier’s first female driver-trainer.

Thetrucker.com FEATURES
SEPTEMBER 2023 • 31

32 • SEPTEMBER 2023 FEATURES
Thetrucker.com
at the TRUCK STOP
Presented
by Cat Scale.
visit weighmytruck.com
in the
SPOTLIGHT
Prime Inc. driver Emily
Plummer shares her journey
to trucking
Drivers often share how the trucking
industry has changed their lives and provided
career opportunities beyond hauling freight.
This is certainly the case for Emily Plummer,
a driver for Springfield, Missouri-based Prime
Inc.
Born and raised in a small Arkansas
town, Plummer says she always knew smalltown
life was not for her. In high school, she
participated in JROTC and hoped to enlist in
the military after graduation, believing this to
be her only ticket out of town.
When high-school graduation came,
Plummer found herself facing a roadblock in
the form of parental consent.
“(My mom told me, ‘If you want to go in the
military, you will have to wait until you turn
18,’” she said. Well, 18 came and went, but by
ERICA N. GUY | THE TRUCKER NEWS STAFF
then, Plummer was working in a factory and
making decent money. However, she was not
content.
“I didn’t want that. I didn’t want to be in a
small town all my life,” she said. “There had to
be more out there, I just knew it.”
A year or so later, Plummer moved to Texas
with her father, again finding herself in a small
town. That’s where a life-changing experience
literally parked itself next to her. She recalls a
trucker pulling up next to her and her father’s
vehicle to park — and was instantly hooked
on trucks. She immediately asked the truck’s
owner if she could take a look inside.
“From that moment on, I knew what I
wanted to do. I wanted to be a truck driver,”
she told The Trucker.
As if it was written in the stars, soon
Courtesy: Truckload Carriers Association
Emily Plummer, a driver for Springfield, Missouri-based Prime Inc., was recognized as one of the Truckload Carriers
Association’s Drivers of the Year for 2023.
afterward she saw an advertisement from a
recruiter who was looking for truck drivers for
five different carriers.
“I did the application, and four companies
told me no. There weren’t many female drivers.
If there were, they were with their husbands,”
she said. “Thinking back, I could’ve gotten a
no because I was a woman, but I can’t verify
that.”
Losing hope, Plummer says felt she was
back at square one. She was 20 years old, with
no idea what she wanted to do with her life.
But then, the fifth company, Prime Inc.,
called and advised her to get her CDL.
Plummer set out to do just that. She recalls her
dad helping her train for pre-trip inspections
using his old Cadillac.
“It helped me get an idea of what I was
going to do,” she said.
Once Plummer had her CDL in hand, she
said, Prime sent her a bus ticket to Springfield,
Missouri, to go through the carrier’s driver
training program. The rest, as they say, is
history. June 18 marked her 28th anniversary
as a driver for Prime.
One thing that has stuck with Plummer
since childhood is that it’s important to find a
way to give back.
“My mom instilled in us to give back,” she
said. “The military was something I could do
to give back to the country. I realized that
driving a truck is another way to give back.”
In addition to “giving back” as a vital
part of the nation’s supply chain, Plummer
gives back to their community. She and her
husband sponsor her alma mater’s football
team by providing food and refreshments for
the players during the games.
Plummer and her husband sponsor her
alma mater’s football team, providing food
and refreshments to the players during games.
“I had one of the young men ask me, ‘Why
did you come back to make sure we were fed at
football games?’” she said. “I always tell them
that I didn’t have that when I was growing up.
It’s always good to return to your community.
As long as you have touched one person, that’s
all that matters. That’s it.”
The young men now call Plummer “Aunt
Emily,” she said with a smile.
When the COVID-19 pandemic hit in 2020,
many businesses either shut down or arranged
for employees to work remotely. This was not
an option for trucking. As drivers continued to
deliver food, merchandise, medical supplies
and other necessities, a nation that had long
scorned truckers suddenly saw the light.
Truckers became celebrities, greeted with
cheers, thank-you signs, and food for the road.
“My husband and I knew this career came
with being unappreciated, but we still wanted
to do it. When COVID first hit, we knew that
America needed us, so we couldn’t think
about ourselves,” Plummer said. “I think the
general public realized how important we are
to them. We felt appreciated. We enjoyed all of
the thank-yous we received on the road.”
Unfortunately, the public’s celebration of
truckers was short-lived.
“Once COVID became unimportant to the
public, things returned to what they were,”
Plummer said. “They don’t understand the
sacrifice that comes with being a trucker.
We drive for five months at a time and see so
many things that range from one extreme to
another. They don’t see us missing the sporting
events, birthdays, and graduations. They don’t
see that we skip physical and mental health
care.”
Plummer says she and her husband have
Courtesy: Emily Plummer
Driver Emily Plummer told The Trucker that Prime Inc. was the first company to give her a shot after she earned a
CDL. Nearly three decades later, she remains loyal to the company. See Truck stop on PAGE 34

Thetrucker.com FEATURES
SEPTEMBER 2023 • 33
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34 • SEPTEMBER 2023
Thetrucker.com
RHYTHM cont. from Page 11
chance meeting with Bill Rice of the Foster-Rice
songwriting duo paid off. They wrote several
chart singles including “We Let Love Fade
Away” and “Never Ending Crowded Circle,” but
Orlando Records was too small of a production
company to make much headway on the radio.
Eventually, “Don’t Feel Like the Lone
Ranger,” broke into the Top 30, and Orlando
Records began to gain traction. Everette’s
career desperately needed the boost of a major
label, but the hardheaded performer wanted
total control of his songs and production. RCA
expressed interest, but the large company
wasn’t about to give control to an unproven
singer. However, when “Over You” hit the Top
10, the company reconsidered. In 1980, Leon
Everette signed with RCA and received the
creative license he craved.
“Giving Up Easy” and “I Keep Going Crazy,”
Everette’s first two RCA releases, shot up the
charts, both reaching the Top 10. This led to the
release of his first RCA album, “I Keep Going
Crazy,” a mix of country/rock and ballads.
The album even included a version of Willie
Nelson’s “It’s Not Supposed to be that Way.”
All the while, his stage show grew in
popularity because of its high energy and hardcranking
music. Some described Everette as a
hurricane on stage. It just so happened that a
song of the same name became Everette’s top
hit.
“Hurricane” is the story of Everette’s meeting
with an old man while a hurricane churns “30
miles out in the Gulf Stream” off the Louisiana
coast. As the bridge “looks lower” and the
“shrimp boats hurry home,” Everette meets a
man in the French Quarter of New Orleans who
has little fear of what the hurricane might bring
to the city. His attitude toward the storm is that
“nobody taught ’er that it takes a lot of water to
wash away New Orleans.”
“Hurricane” became immensely popular
along the Gulf Coast and, coupled with its
national airplay, the song reached No. 1 on the
country charts. Leon Everette’s career was off to
the races. He followed with three consecutive
Top 10 hits — “Midnight Rodeo,” “Just Give Me
What You Think is Fair” and “Soul Searching.”
Everette was a true force among male
country performers throughout the mid-80s,
although he began to fall from the charts after
reaching No. 6 with “I Could’a Had You” in 1984.
After his career waned, Everette accepted Jesus
Christ as his savior and made the switch to
gospel music. He remains active in the genre
today.
Until next time, don’t let a late start or
a negative attitude among your peers keep
you down. Like Leon Everette, you may be a
“Hurricane” lying in wait. 8
mind cont. from Page 12
here are some tips to help you maintain good
posture:
• Stand with your back against a wall or the
side of your truck or trailer (any flat, vertical
surface).
• Bring your heels near the base of the wall
and adjust for your backside to stand as tall
as you can.
• Point your feet forward (double-check
this; most people’s feet will be pointing out
and uneven).
• Level your hips and pelvis so your back
has a small curve.
• Relax your front ribs down.
• Bring your arms up to shoulder height in
front of you. Without bending your elbows,
plug your shoulders back into the wall without
pushing your ribs out (hello, core muscles!).
• Next, find the wall with the bottom edge
of the back of your head (occipital bone) while
keeping your chin level.
• Finally, reach up through the crown of
your head and feel your spine elongate.
How long can you stand here? Can you
lift your arms overhead without moving your
ribs and torso? Where do you feel tension or
strain? This is a great starting point for posture
and your body’s true balance, strength,
and stability.
Yoga is a great way to build strength that
can be useful in maintaining control over your
vehicle in emergencies. Yoga can also improve a
greater range of motion when driving. This may
allow for more rapid reflexes when reacting to
hazards on the road, which could save lives!
There are many types of yoga poses (asanas)
that are beneficial for relieving stress and keeping
your body strong during long hours behind
the wheel. A few of these include the Half Dog,
Standing Extension, Devotional and Cobra.
If you’re looking for a way to improve your
health on the road and reduce stress, I highly
recommend trying yoga. You don’t need any
special equipment or clothes, just some space
in your truck or trailer where you can lie down
or sit up straight with good posture.
The numerous benefits include increased
flexibility and strength, improved balance,
and a sense of calmness. Plus, the simple act
of breathing helps reduce stress which leads to
better sleep and more energy!
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 mothertruckeryoga.
com. 8
truck stop cont. from Page 32
learned to cherish their downtime, trading
the bunks of their Peterbilt for the comfort of
their bed at home. The time is used to catch up
on rest, family, friends, and as many doctor’s
appointments as possible to make up for the
lack of care on the road. When they have to be
on the road, she uses FaceTime or Facebook
Messenger to keep up to date with her family
and friends.
Even though she prefers to remain in the
background to do her job — and do it well —
Plummer’s efforts have not gone unnoticed.
In the past year, she has found herself and her
achievements in the spotlight not just once,
but twice.
Prime holds an annual Highway Diamond
Gala for its women drivers and honors one
driver as the company’s Highway Diva of the
Year. As the presenter read the biography
of the winner, Plummer says, she noticed it
seemed strangely familiar — and then she
heard her own name.
Winning the Highway Diva of the Year
award at Prime was the fuel that kept the
truck rolling, so to speak. Plummer says she
was asked to come in for a visit with one of the
company’s media/marketing representatives.
During that meeting, she was told the
company planned to nominate her for TCA’s
2023 Professional Driver of the Year.
She recalls being shocked and saying,
“Why would you do that? I won’t win it.”
Plummer knew that two Prime Inc. drivers
had previously won the award — but they
were both men, and both had more than 30
EQUIPMENT EQUIPMENT EQUIPMENT
years of experience. Plummer says she didn’t
believe the trucking industry was ready for a
woman to win.
She was wrong.
One winter day, Plummer was navigating
her way through a Nebraska snowstorm when
she received a call from Prime.
“He asked me what I was doing and told
me I needed to pack my bags,” she said, adding
that the caller told her she had won a spot as
one of TCA’s Professional Drivers of the Year
and would be traveling to Orlando, Florida, for
the awards ceremony during the association’s
2023 convention.
Shocked beyond words and emotional,
Plummer could only say ‘Wow’ and start
crying. That phone call made all the effort
she put into both her career and her life feel
worthwhile.
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But, she says, it didn’t feel real until
she arrived at the Gaylord Palms Resort in
Orlando back in March.
“It was such an honor. I met the other four
winners, who are all amazing people,” she said.
“I know I work hard out there, but I just do my
job. I don’t look for anything extra; I don’t go
out of the way to put myself out there to be
recognized. I just work.”
Shocked beyond words and emotional,
Plummer could only say ‘Wow’ and start
crying. But it didn’t feel real until she arrived
at the Gaylord Palms Resort in Orlando.
“It was such an honor. I met the other four
winners, who are all amazing people,” she said.
“I know I work hard out there, but I just do my
job. I don’t look for anything extra; I don’t go
out of the way to put myself out there to be
recognized. I just work.”8
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