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Vol. 37, No. 10 | OCTOBER 2023 | www.thetrucker.com
WHAT’S INSIDE
THE NATION
Cost of Trucking.....................3
AEB Debate............................4
Sweepstakes Winner..............6
6
PERSPECTIVE
Between the Lines..................7
Rhythm of the Road...............7
Trucker Trainer........................7
Ask the Attorney....................8
Mind Over Matter..................8
Chaplain’s Corner...................9
Trucker Talk.............................9
BUSINESS
Going Down?.......................11
Pilot Program.......................11
Safety Series.........................12
Insurance Insights.................14
JOB RESOURCES
New Opportunties...............15
Job Tips................................15
Owning the Wheel...............16
Landstar Truck Giveaway......17
EQUIPMENT & TECH
Up and Down.......................19
Peterbilt Milestone...............19
Fleet Focus...........................21
23
FEATURES
Traveling Companions..........23
It Runs in the Family.............24
Bryan’s Hope........................26
Making progress
More than $80m in federal funds earmarked for truck parking
THE TRUCKER NEWS STAFF
WASHINGTON — The Federal Motor Carrier Safety Administration
(FMCSA) on Sept. 13 announced more than $80 million in grant awards
from the federal Bipartisan Infrastructure Law. Much of the funding is
earmarked for projects designed to expand truck parking facilities and help
drivers quickly find available spaces.
According to a statement released by the U.S. Department of
Transportation (USDOT), this historic funding will help reduce the frequency
and severity of commercial motor vehicle crashes on U.S. roadways. The
funds will support truck drivers by expanding access to truck parking,
investing in critical technology, improving safety in work zones, rural areas
and high crash corridors, and more. Grant recipients include states, local
governments, non-profit organizations and academic institutions across
the country.
“We depend on truck drivers every day, and we have a national
responsibility to support their safety and job quality,” said U.S. Transportation
Secretary Pete Buttigieg. “Today, we are proud to deliver new funding that
will improve safety on our nation’s roads.”
The high-priority grants include a 65% increase over last year in funding
for truck parking projects and enhance critical efforts to support truck
drivers and improve safety such as:
• Expand access to truck parking by helping truck drivers locate available
rest area truck parking spaces in real time via dynamic message signs along
highways in Kentucky, Delaware and Indiana.
• Research to support automated, location-based driver alerts via
electronic logging devices (ELDs) that inform drivers of upcoming work
zones, improving safety for both the drivers and the workers.
iStock Photo
Part of the $80 million in funding released by the federal government will be used to add
parking and upgrade bridges along Interstate 40 near Memphis, Tennessee.
• Enhancement of electronic screening technologies to detect vehicle
violations (such as automated license plate readers, USDOT number
readers, tire-monitoring systems and hazardous materials placard readers).
• Outreach and education to combat human trafficking, an effort in
which truck drivers can play a key role because of their time and attention
on the road.
Feds giving grants to improve CDL licensing process
iStock Photo
New grant funds from the federal government will be used to help provide access to commercial
driver’s license driver training.
THE TRUCKER NEWS STAFF
See PARKING on PAGE 6
WASHINGTON — The Federal Motor Carrier Safety
Administration (FMCSA) plans to award approximately $48 million
in grant funding to increase commercial driver’s license (CDL)
driver training opportunities and continue to improve the process
to obtain a CDL.
According to a news release, “the funding is aimed at improving
the resiliency of our national supply chain and strengthening
America’s trucking workforce. It is one of the many ways the Biden-
Harris Administration is demonstrating its continued commitment
to its Trucking Action Plan.”
FMCSA is awarding more than $44 million to states and other
entities to operate national CDL programs through the Commercial
Driver’s License Program Implementation (CDLPI) grant.
According to government officials, this will help states expedite
CDL issuance and renewals and ensure states electronically
exchange conviction and disqualification data.
It will also implement regulatory safety requirements supporting
the National Roadway Safety Strategy and develop human trafficking
outreach and education materials for CDL drivers. Examples of
projects funded include hiring state personnel to reduce CDL skills
See CDL on PAGE 6

2 • OCTOBER 2023 THE NATION
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THETRUCKER.COM THE NATION
OCTOBER 2023 • 3
Research reveals fuel prices as top contributor to surge in operations costs
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
Inflation is hitting all sectors of the economy,
and the latest statistics from the American
Transportation Research Institute (ATRI) indicate
the trucking industry has not escaped
increasing prices. In its 2023 Update to ATRI’s
Analysis of the Operational Costs of Trucking,
the verdict is clear: Operating a truck is getting
more expensive.
For the first time since ATRI began tracking
operational costs, trucking crossed the $2 per
mile mark in 2022, settling at $2.251 per mile —
a 21.3% increase over 2021. Hourly operations
expenses also broke a record in 2022. According
to the report, the report showed the cost of
operating a truck in 2022 was $90.78 per hour
— a 21.6% increase over 2021. The increases in
both measurements stem from several doubledigit
increases in cost components.
“Our carriers are definitely aware of and
feeling the pain of increased and rising operating
costs” said Amanda Pearson of the
Truckload Carriers Association (TCA). Pearson
serves as facilitator for the TCA Profitability
Program (TPP).
In 2022, fuel costs had the greatest impact
on overall operations, rising a whopping
53.7% over 2021. But the increase was joined
by growth in truck/trailer lease and purchase
payments (18.6%), driver wages (15.5%), repair
and maintenance (12%), tires (9.8%), truck insurance
premiums (2.3%) and driver benefits
(0.5%). Only permits and licenses (-6.3%) and
tolls (-12.5%) decreased in cost compared to
the previous year.
In terms of fuel, Russia’s invasion of Ukraine
in February 2022 had a major impact on diesel
costs. While the price of fuel began to slide during
the second half of the year, it did not reach
pre-invasion prices before the year’s end. Fuel
prices topped $5.50 per gallon in July 2022 and
hovered at nearly $4 per gallon as of the ATRI
report’s ending date of May 2023.
“Carriers are working hard with OEMs to
maximize fuel savings,” Pearson said. “Reduced
speed, limiting idle time, trip planning and
adaptive cruise control are being employed to
recognize the most savings. Companies have
rolled out mpg expectations and bonus programs
to support improvement.”
Shepard Dunn, program manager for TPP
Benchmarking, echoed Pearson’s thoughts,
noting additional steps carriers are taking to
decrease costs across the board.
“Carriers are revisiting all supplier pricing,”
Dunn said. “Some are resizing fleets and
changing networks for better efficiencies.”
Carriers are also educating employees on
“cost awareness,” maintaining that employee
productivity impacts operating costs. From a
technological standpoint, Dunn said, automating
as many processes as possible is a proven
cost savings tool.
“Carriers are having to question every cost
they have and decide whether or not (the costs)
iStock Photo
In 2022, fuel costs had the greatest impact on overall operations for motor carriers, rising a whopping 53.7% over
2021, according to research from the American Transportation Research Institute.
are justified,” he said.
From the perspective of equipment costs,
the ATRI report notes that, “Carriers that acquired
trucks in the first half of 2022, during a
period of limited supply, paid a premium.” In
the early months of 2022, used Class 8 truck
prices were 79.9% higher than the same period
in 2021.
“Every carrier has been faced with substantial
increases in equipment costs,” Pearson
said. “Not only did they battle to receive units,
[carriers] struggled to forecast and plan for
price increases.”
While companies and manufacturers work
together to catch up to market demand, Pearson
noted that many industry organizations,
including TCA, support the repeal of the federal
excise tax (FET). This tax, which went into
effect in 1917, levies additional taxes on truck
sales.
“We believe this tax hinders fleet investment
and delays the purchase of safer and
more fuel-efficient trucks,” she said.
The availability of new equipment in the
SEE COSTS ON PAGE 6
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4 • OCTOBER 2023 THE NATION
THETRUCKER.COM
USPS 972
VOLUME 37, NUMBER 10
OCTOBER 2023
The Trucker is a monthly, national newspaper for the
trucking industry, published by The Trucker Media
Group at 1123 S. University, Suite 325
Little Rock, AR 72204-1610
EDITORIAL
Managing Editor
Linda Garner-Bunch
Web News Manager
John Worthen
iStock Photo
The comment period for a proposal to require new heavy vehicles weighing more than 10,000 pounds to be equipped with AEB systems has concluded on
the Federal Register, with much debate on both sides of the issue.
Debate continues as agencies consider final
ruling on AEB requirements
JOHN WORTHEN | THE TRUCKER NEWS STAFF
Automatic emergency braking (AEB) could arguably be one of the
most talked about issues in the trucking industry these days.
The comment period for a proposal to require new heavy vehicles
weighing more than 10,000 pounds to be equipped with AEB systems has
concluded on the Federal Register, with much debate on both sides of the
issue. Now, it’s up to the National Highway Traffic Safety Administration
(NHTSA) and Federal Motor Carrier Safety Administration (FMCSA) to
make the final ruling.
Both agencies contend that AEB systems “will mitigate the frequency
and severity of rear-end crashes.”
“Advanced driver assistance systems like AEB have the power to
save lives,” said Ann Carlson, chief counsel for the NHTSA. “(This) is an
important step forward in improving safety on our nation’s roadways by
reducing, and ultimately eliminating, preventable tragedies that harm
Americans.”
The Truckload Carriers Association, along with the Truck Safety
Coalition, Road Safe America and The Trucking Alliance and Advocates
for Highway and Auto Safety, published a fact sheet that outlines the AEB
issue and the benefits the technology could bring industrywide. The fact
sheet also questioned whether AEB systems are effective.
According to the fact sheet, that AEB systems can:
• Prevent and mitigate truck crashes in which the truck rear-ends a
passenger vehicle; these types of truck crashes have increased 50 percent
since 2009.
• Address other crashes in which a truck is the striking vehicle, such
as fatal work zone collisions; large trucks are largely overrepresented in
these types of crashes, with at least one large truck involved in 30% of
fatal work zone crashes in 2017.
One major trucking company reported it has experienced a 69%
decrease in rear-end crashes since it began equipping all new tractors
with AEB in 2012
Another large motor carrier saw a 71% reduction in rear-end
collisions in trucks equipped with AEB in addition to electronic stability
control and lane-departure warnings, compared to trucks without these
safety systems.
The American Trucking Associations is also in favor of the use of AEB
systems.
“ATA has long supported the use of AEB on all new vehicles,” said Dan
Horvath, vice president of safety policy for ATA. “With NHTSA’s recent
regulation requiring AEB on all new passenger vehicles, this proposal for
heavy duty trucks is timely and appropriate.
“The trucking industry supports the use of proven safety technology
like automatic emergency braking,” Horvath continued. “We look
forward to reviewing this proposal from NHTSA and FMCSA and
working with them as it is implemented.”
In 2015, the ATA urged car and truck manufacturers to make AEB
systems standard equipment on new vehicles. In 2021, the association
supported legislation that would have mandated AEB technology on
new Class 7 and 8 trucks.
Jeremy Stickling, chief administrative officer for Nussbaum Transport
Services, said his company is a strong believer in AEB systems.
“We were on the front end of this technology and had the early
versions of AEB in our trucks, if I recall properly, since 2010,” Stickling
said.
While some opponents of mandatory AEB systems cite cost as a
concern, Stickling pointed to the high cost of rear-end collisions.
“When a rear-end happens, there is often bodily injury involved, and
you are considered an at-fault party,” he said. “Since embracing collision
mitigation and AEB, our rear-end crashes have essentially vanished.
On the very rare occasions they do happen, we believe the impact is
significantly less severe than it would be otherwise.”
Stickling added that Nussbaum has all but eliminated the “highliability
crash type from our loss runs. This is great for public safety. And
it is good business as well.”
Even with the safety benefits of AEB, not everyone in the industry
supports the mandate.
Jay Grimes, director of federal affairs for the Owner-Operator
Independent Drivers Association, said agencies must resolve any
performance issues with the systems before attempting to move forward.
“We are always going to have concerns about regulatory mandates
for technology or any other rulemaking that hasn’t been proven to
benefit highway safety,” Grimes told OOIDA’s online news site, Land Line,
adding that the association has heard concerns from drivers about false
activation of these systems. These incidents he said, take control out of a
driver’s hands, compounding the issue of whether AEB systems will work
properly in all weather and road conditions.
“This proposal is being announced and released at the same time
some of the studies for AEB on commercial vehicles are ongoing and
haven’t been completed,” he said.
An AEB system uses multiple sensor technologies that work
together to detect a vehicle in a crash imminent situation. The system
automatically applies the brakes if the driver has not already done so, or,
if needed, applies more braking force to supplement the driver’s braking.
The proposed standard would require the technology to work at speeds
ranging between low-speed (6 mph) and high-speed (roughly 50 mph)
situations
“Establishing AEB standards is a key component of the Department’s
National Roadway Safety Strategy,” said FMCSA Administrator Robin
SEE AEB ON PAGE 6
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Erica N. Guy
Production Coordinator
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Editor Emeritus
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Special Correspondents
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THETRUCKER.COM THE NATION
OCTOBER 2023 • 5
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6 • OCTOBER 2023 THE NATION
THETRUCKER.COM
Courtesy: Trucker Path
A few of the sweepstakes sponsors pose for a picture with the grand prize winner, Angie Moland (third from left)
of Dolton, Illinois.
Trucker Path, The Trucker, other sponsors name
winners of truck driver appreciation sweepstakes
PHOENIX — Trucker Path announced
the winners of the second annual National
Truck Driver Appreciation Sweepstakes. The
sweepstakes was sponsored by Trucker Path,
The Trucker Media Group, Sheetz, Motel 6 and
ExxonMobil.
The Grand Prize, which included $3,000 in
Sheetz gift cards, 30 free nights at any motel 6
in the U.S., and $500 in ExxonMobil fuel cards,
was won by Angie Moland of Dolton, Illinois.
The winners of weekly drawings who
received a $500 Sheetz gift card, five free
nights at any Motel 6 in the U.S., and a $100
ExxonMobil fuel card were:
• Matt T. of Valrico, Florida;
• Arthur M. of Hopatcong, New Jersey; and
• Arlin H. of Nappanee, Indiana.
“Along with our iconic industry sponsor
partners, we are pleased to award these prizes
as a way of saying thanks to drivers for their dedication,”
said Chris Oliver, CMO at Trucker Path.
PARKING cont. from Page 1
“President Biden’s historic investment
through the Bipartisan Infrastructure Law
helps improve commercial motor vehicle
safety on our roadways both at the national
and local levels,” said FMCSA Administrator
Robin Hutcheson. “Our grantees will dedicate
these investments to innovative technology,
research, and other projects that will positively
impact CMV safety and move us towards the
National Roadway Safety Strategy’s goal of
zero deaths on our nation’s roadways.”
This funding includes over $80 million
invested in new truck parking spaces across
the country:
• Caldwell County, Texas: A $22.9 million
RAISE grant will be used to design and
construct a truck parking plaza that improves
safety and convenience for truck drivers. The
plaza will include short- and long-term spaces
with lighting, fencing, restroom and shower
facilities, and 24-hour monitored security.
• Caldwell Parish, Louisiana: A $10.5 million
RAISE grant will be used to buy land and build
THE TRUCKER NEWS STAFF
“Truck drivers are an essential part of
the nation’s supply chain and are often
overlooked,” Oliver continued. “Through
the National Truck Driver Appreciation
Sweepstakes, we celebrate the importance
of these dedicated carriers and show our
appreciation for their contributions and hard
work.”
Active U.S. truck drivers with a valid CDL
were eligible to enter the National Truck
Driver Appreciation Sweepstakes. Winners of
the weekly and grand prizes were randomly
selected by a licensed third-party sweepstakes
company.
National Truck Driver Appreciation Week
is an annual event that recognizes the significant
contributions of the millions of professional
truck drivers nationwide who safely and
securely deliver essential goods and transport
billions of tons of freight annually. This year,
the week was celebrated Sept. 10-16. 8
a truck parking facility near the port and a
highway for 50 commercial trucks, 100 cars
and EV charging stations that are designed to
provide auxiliary power units to power a truck
cab’s heating and cooling, without having to
run the engine while also recharging trucks.
There will also be a system to find parking
spaces in real time.
• On Interstate 4 Between Tampa and
Orlando, Florida: A $15 million INFRA grant
is earmarked for a new truck parking facility
that will include approximately 120 spaces,
electric charging stations and pedestrian
infrastructure to access nearby commercial
amenities.
• Near Memphis, Tennessee: A $22 million
INFRA grant will be used to add 125 truck
parking spaces at a spot along Interstate 40,
which is a critical freight corridor. The project
will also upgrade adjacent bridge structures.
All high-priority grant applications
undergo a series of reviews before award
selection. Visit fmcsa.dot.gov/grants for
additional information about the discretionary
application announcement, review and
approval process. 8
COSTS cont. from Page 3
latter half of 2022 tempered the increase in repair
and maintenance costs. Even so, the cost
of maintaining equipment increased substantially
over 2021. The costs associated with repair
and maintenance were .196 cents per mile
in 2022, bolstered by parts and labor expenses
increasing 13% over 2021 costs. Carriers with
larger fleets saw per-mile savings in repair
and maintenance costs, likely due to purchasing
new equipment. Still, parts shortages and
increased labor maintained per-mile costs at
relatively high levels in spite of savings experienced
by larger carriers.
Tire prices, closely connected to global oil
costs, also rose in 2022. Overall, carriers of all
sizes saw tire prices of .045 cents per mile.
The price of liability insurance remained
relatively steady in 2022. Insurance costs were
up only 0.2 cents per mile, averaging 8.8 cents
per mile for carriers. This represented a 0.1%
increase over the three-year average. The stability
in insurance costs is largely attributable to
fewer miles driven during the pandemic.
Even with more miles driven in 2022 — and
a corresponding increase in accidents and repairs
— the COVID-19 pandemic period profits
seen by insurance companies allowed them to
pass the savings on to the trucking industry.
AEB cont. from Page 4
Hutcheson. “This technology can enhance
the effectiveness of commercial motor vehicle
crash reduction strategies and reduce roadway
fatalities.”
According to NHTSA statistics, there are
about 60,000 rear-end crashes a year in which
a heavy vehicle is the striking vehicle. Once
implemented, NHTSA estimates the proposed
rule will prevent 19,118 crashes, save 155 lives
and prevent 8,814 injuries annually. NHTSA and
FMCSA incorporated feedback from the safety
advocacy community, industry representatives
and other interested parties to address this
critical safety need on America’s roads.
In January 2022, the U.S. Department of
Transportation (DOT) released the National
Roadway Safety Strategy (NRSS), a roadmap
to address the national crisis of motor vehicle
fatalities and serious injuries.
The DOT also launched the “Call to Action”
phase of the NRSS and released a one-year
progress report with accompanying data that
highlight the extent and magnitude of the
CDL cont. from Page 1
testing delays, improving CDL reporting,
maintaining accurate driver records and
training CDL skills test examiners.
“Every day, we all count on food, clothing,
medicine and other goods that reach us
thanks to America’s truck drivers,” said U.S.
Transportation Secretary Pete Buttigieg.
“With these grants, we are helping states bring
more well-trained drivers into this essential
field, strengthening our supply chains for
years to come.”
More than $3 million in funds from
President Biden’s Bipartisan Infrastructure
Law will also be used for a Commercial
Motor Vehicle Operator Safety Training grant
(CMVOST).
The insurance savings did not carry over to
small carriers, however, as small, specialized
fleets saw premium increases of 1 to five 5 cents
per mile.
A review of increasing operational costs
and declining freight rates emphasizes the importance
of operational efficiencies to carriers
of all sizes. Empty mileage, dwell time and mpg
are all critical in computing cost efficiencies,
and 2022 saw trends offering a mixed bag for
carriers of all sizes.
Non-tanker “deadhead” mileage was up
to 15.4% in 2022, an increase of 0.7% over the
previous year. Dwell time for the industry was
measured at 1 hour and 46 minutes per stop,
a nine-minute decrease over 2022. Still, dwell
time is listed in the Top 5 issues facing the
industry in multiple surveys of trucking professionals.
Fuel economy was up slightly over
2022, with trucks averaging 6.68 mpg. Speed
governor usage is credited as being largely responsible
for mileage improvement.
“Carriers are looking at every aspect of their
operations to ensure costs are in line,” Pearson
said. “Companies are diligently investing in
technology and processes to increase efficiency,
ensuring their teams are right sized to provide
valuable service to drivers and customers,
and aligning their networks.” 8
nation’s highway safety problem and ways to
eventually bring the number of deaths on our
roadways to zero.
Federal officials say new technology, such as
AEBs, are vital to the future of roadway safety.
Back at Nussbaum, Stickling said that while
AEB systems are not perfect, they are beneficial
to both truck drivers and everyone else on the
road.
“It would be foolish to pretend the systems
are perfect,” he said. “They certainly have
quirks. Sometimes they beep or do ‘haptic
braking’ (brake stab) when they shouldn’t. In
very rare instances, they have stopped the truck
without a good reason. And we don’t want to
be insensitive to this — it can be annoying at
times.”
However, Stickling said, the imperfections
don’t “add much risk at all,” noting that
the crash prevention benefits of AEBs are
“extremely high.”
“And the technology keeps getting better,”
said. “I think we are on the fourth or fifth
generation of this by now. Each one gets better,
and that trend will continue.” 8
The grant’s goal, federal officials say, is
to increase the capacity to train veterans
and their family members, individuals from
underserved and refugee communities and
other Americans to safely operate CMVs,
obtain their CDLs and enter the truck and bus
driving profession.
“This essential funding provided through
the CMVOST grant program will help expand
and diversify the pool of trained drivers, with
an important focus on attracting Veterans
and individuals from underserved and refugee
communities,” said FMCSA Administrator
Robin Hutcheson. “We’re proud that these
grants are giving priority to current and
former members of the U.S. Armed Forces,
including National Guard, Reservists, and
their family members, to pursue a commercial
driver’s license.” 8

Thetrucker.com october 2023 • 7
PERSPECTIVE
FROM THE EDITOR:
Happy October!
Between
the lines
Linda GARNER-BUNCH
editor@thetruckermedia.com
Welcome to October, everyone! We are
right in the heart of my favorite time of year
— autumn. I’m not trying to sound fancy; I’ve
just never liked referring to this season as fall.
As a natural-born klutz, I “fall” all too often!
From colorful leaves to crisp, cool days,
this month brings a lot to enjoy, whether
you’re out on the road or stuck in an office
(like me).
If you’re lucky enough to have home time,
take the kids or grandkids to a local fall festival
or Halloween carnival — or if you’re brave
enough, check out a local haunted house tour.
Personally, I’ve always loved corn mazes.
One of our staff writers, Erica N. Guy, says this
means I’m either psychotic or a serial killer ...
or both. She’s frequently said to me, “Linda,
nothing good comes from corn. Haven’t you
watched the movies?!”
I first discovered Erica’s “cornophobia”
while driving from Arkansas to Iowa back in
July for the annual Walcott Truckers Jamboree
at the Iowa 80 Truckstop. Naturally, we were
surrounded by cornfields for much of the trip.
In addition to Halloween, October gives
us a chance to celebrate World Smile Day
on the first Friday of the month — but feel
free to smile every day! The second Friday is
World Egg Day, so “omelet” you decide how to
celebrate. (Get it? “I’m-a-let” you? My kids say
I’m too hung up on corny humor.)
October is Adopt a Shelter Dog Month,
National Apple Month, National Book Month,
National Pizza Month and National Roller
Skating Month. What’s not to love?
On a more somber note, October is also
host to some more serious observances —
Breast Cancer Awareness Month, Domestic
Violence Awareness Month and National
Bullying Prevention Month.
As a survivor of two of the three (no, I’m
not going to tell you which ones), I am fully
aware of the lifelong impact each can have on
an individual, as well as on their family. Take
time to take care of your health, and if you
have a chance to prevent domestic violence
or bullying, please do so in a safe and lawful
manner.
But enough with the gloomy thoughts!
Let’s talk about Halloween. Do you let your
kids dress up in costumes and hit the streets
for trick-or-treating? Or do you opt for “trunkor-treat”
events or organized parties?
I grew up in the 1960s and ’70s, so I
survived wearing those hard plastic masks
that completely obscured your vision and then
knocking on the doors of complete strangers
to beg for candy. Ah, those were the days! 8
Cowboy crooner Gene Autry’s ride to stardom, Part 1
RHYTHM OF
THE ROAD
KRIS RUTHERFORD
krisr@thetruckermedia.com
Those who know me sometimes say I have
a one-track mind when it comes to music. That
is a fallacy. After all, I listen to both country
AND western. So, for a bit of a twist, I thought
I’d concentrate a couple of columns on the less
appreciated (at least by today’s standards) of
the two — western.
With that, here’s the story of how tiny Tioga,
Texas, lost its claim as the home of recording
and silver screen star Gene Autry. Not only
did Tioga lose its star, but so did Autry’s home
state.
Silent film actors like Tom Mix, a native of
Pennsylvania, are credited with starring in the
earliest Western films. While cowboy antics of
the Old West as fictionalized on motion picture
screens remained only a generation in the past,
Mix and others, like Broncho Billy Anderson
and William S. Hart, began filming early westerns
around the turn of the 20th century.
Perhaps the most noted film of the era was
“The Great Train Robbery” — which is actually
not based in the West, as some would expect,
but instead in Paterson, New Jersey. A number
of western movie stars of both the silent
and modern era played cowboy roles set in
the rough and tumble towns of Texas, the badlands
of New Mexico and the deserts of Arizona.
These actors came from across the country
and called states like New York, New Jersey,
Prepare your body’s ‘engine’ for cold and flu season
THE TRUCKER
TRAINER
BOB PERRY
Drivers, the dreaded cold-and-flu season
will soon be upon us — that time of year
when you need to protect your personal engine
(aka your body) from freezing up, locking
up and shutting down. Your job is tough
enough without having to drive while feeling
sick and tired. Just as you must get your rig
winter-ready, you have to prepare your body
for the season.
Many trucking fleets organize flu immunization
clinics at their terminals. If you’re
not sure where to go, contact your human
resource department or visit flu.gov to find
a nearby location. Regardless of whether you
get a flu shot, you must be proactive and be
Ohio, Michigan and California their homes.
The early western stars used the concept of
“Texas” as a stage for their on-film personas.
Too often, the actors never actually set foot in
the Lone Star State. After all, California offered
its share of terrain that resembled parts of Texas,
and it cost producers far less to film near the
motion picture hub of Los Angeles than traveling
nearly halfway across the country.
In many ways, it could be said that Hollywood
stole Texas’ identity and passed the masquerade
off as “authentic” to the generations of
western movie fans who followed. But if you’re
from Texas, misleading moviegoers was not
nearly as criminal as the true story of a Texan
who was considered among the most popular
of all 20th century entertainers.
Orvon Grover “Gene” Autry was born Sept.
29, 1907, near the small town of Tioga in north
central Texas. At the time of Autry’s birth, Tioga
claimed less than 800 citizens, a number that
declined to 600 by the time Autry began his
show business career two decades later. Tioga
was cattle country — and true to his on-screen
persona, Autry was every bit a cowboy, growing
up on his parents’ ranch. One newspaper
declared that Autry was “riding a horse before
he could walk.” He eventually worked on the
ranch and entered his first rodeo at the age of
12.
But even more than cattle, Gene Autry
loved music.
Although the stories documenting Autry’s
earliest days in music vary, most agree he began
singing at a very young age. When he was
10, Autry decided he didn’t like the way his
voice sounded without instruments in the
background. He saved up $5 to buy a mail-order
guitar and taught himself to play chords.
Soon he was playing and singing at nightspots
aware of your surroundings. Like the No. 1
rule in boxing, the best way to avoid the flu is
simple: Always protect yourself.
Professional truck drivers are at a high
risk for the flu because of the environment in
which they work. The constant contact with
fellow drivers when going in and out of terminals
and travel centers heightens the risk.
The life of a driver means using multiple public
restrooms, standing in fuel lines as others
cough and sneeze around you, and using different
showers daily. The secret to keeping
the flu at bay is ramping up your immune
system and keeping it running strong to help
fight off germs and viruses.
Here are a few proactive tips to help protect
yourself:
• Take a good multivitamin. It may improve
your overall well-being. Vitamins are
essential for professional truck drivers because
of it can be difficult to find proper nutrition
from foods on the road. When taking
any form of vitamins, it’s a good idea to consume
them right after you eat.
• Take vitamin C and zinc supplements.
along the Red River. While the reported date of
the event varies, at some point during this period
Autry and his family moved 60 miles north
of Tioga to Ravia, Oklahoma. In fact, many accounts
of Gene Autry’s life note Ravia as his
boyhood home. But Texas doesn’t like to turn
loose of its heroes.
Perhaps it’s a coincidence that Tioga, Texas,
took its name from a New York Indian tribe.
After all, as so many supposedly Texas-based
movies were filmed on out-of-state sets, it
could be considered poetic justice that Autry
lived in a town named after northerners. Then
again, Autry was no Yankee. He was Texas-born
and played the role of a Texan in most of the
93 films in which he starred from the 1930s to
the 1950s.
If only it could be so easy for Texas to lay
claim to Hollywood’s first and most successful
singing cowboy.
Some historians have credited Autry as the
second most influential star in the development
of country music, arriving on the scene
just a few years after Jimmie Rodgers. Biographer
Don Cusic noted Autry as using the appeal
of western movies along with his distinction
as a singing cowboy, to introduce much of
America to country music, a genre rooted in
the South. And there is little doubt Autry’s singing
gave a sub-genre of country music — western
— its first widespread popularity outside
states like Texas and Oklahoma. Moviegoers
perceived Autry for what he was — a singing
cowboy from Texas (although it was a brand of
Texas twisted to Hollywood’s marketing preferences).
Autry never lived in the cactus-thriving
region of West Texas and Big Bend Country,
See RHYTHM on PAGE 30
These will support your immune system and
may reduce the severity of a cold.
• Go heavy on the garlic. It’s a natural antibiotic,
and one of the best ways to support
your immune system.
• Make healthy food choices.
• Don’t go long periods without eating.
Your system will become weak, and your immune
system will lower its protection.
• Wash your hands for at least 20 seconds
multiple times a day, and wear gloves when
you can.
• Carry — and use — hand sanitizer and/
or sanitizing wipes.
• Wipe down your truck’s steering wheel
and door handles daily.
• Try to get a daily brisk walk in.
Until next time, stay safe and healthy out
there.
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

8 • OCTOBER 2023
PERSPECTIVE
THETRUCKER.COM
Rising cost of traffic tickets hits where it hurts — your wallet
the country. I have also seen the cost of simple
traffic citations continually increase. And not
ASK THE
just a little.
However, when you look closely, it is not
ATTORNEY
necessarily the fine associated with the alleged
(see what I did there?) violation. The fees
BRAD KLEPPER
added to the citation greatly increase your
out-of-pocket expense.
To be honest, all these additional fees
would make the phone company proud.
Columnist and trucking attorney Brad Klepper
is busy helping drivers this month. We hope you asked.
What am I talking about? Well, I’m glad
you enjoy this “rerun,” which originally appeared By way of example, let’s look at California.
in the March 1, 2022, edition of The Trucker. For the sake of argument — because I know
Everyone — all two or three of you — that none of you would ever do this — let’s assume
regularly read my columns in The Trucker are you roll a stop sign or signal in California ( first
probably aware of what I do for a living. For of all, you shouldn’t do that). The actual fine
those of you that don’t know, I am a lawyer. I amount associated with the violation is only
defend CDL drivers (and occasionally myself) $35. No one wants to pay $35, but as far as
in traffic citation cases.
fines go, it’s not that bad.
As a result, I see a lot of tickets from around However, at the end of the day, you would
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end up paying much more than just the fine
amount. A state penalty assessment adds $10
for every $10 of the base fine and rounds up.
So, in this case, that would be an additional
$40. In addition, there’s a county assessment
of $7 for every $10 of fine (again, rounded up),
which adds another $28. A court construction
assessment will cost you another $20. Then,
the Proposition 69 DNA assessment adds $4,
and the DNA Identification fund adds another
$16.
At the end of the day, 11 separate fees have
been added to the original fine amount —
bringing the grand total for your citation to
$238; the original fine amount of $35 plus additional
assessments of $203.
Think of how many times this happens in
California.
According to Martin Hoshino, administrative
director for the Judicial Council of
California, what’s happened is that the state’s
government has become accustomed to using
these fines and assessments to help generate
revenue for various government services.
Now, we could talk about where this additional
money goes and how it is used — but
let’s save that for another time. Let’s also wait
to discuss how these additional financial assessments
may impact the policing of drivers.
Instead, let’s take a look at how all this impacts
a person’s ability to pay the fine.
Of course, most folks could scrape together
$35; however, getting $238 together may be
a different thing entirely. Not everyone can afford
to pay that amount, and the additional
MIND OVER
MATTER
HOPE ZVARA
The open road, marked by miles of ever-changing
landscapes and interjecting horizons, represents
freedom to some. For long-haul truck drivers,
however, this same road can bring feelings of isolation,
stress and anxiety.
According to a study published in the American
Journal of Industrial Medicine, truck drivers
are significantly more likely to experience mental
health issues, including anxiety and depression,
compared to the general population.
The factors that cause long-haul drivers anxiety
are unique to their job and the stressors of daily
trucker living:
• Long hours of solitary driving;
• Limited physical activity;
• Irregular sleep patterns;
• Health concerns;
• Unhealthy meals and poor nutrition; and
• Dehydration and too much caffeine and sugar.
Road to a healthier mindset
assessment can create a hardship for the person
receiving the citation.
But what can be done to address this situation?
The Judicial Council, along with California’s
State Superior Courts may have a solution.
Their answer allows people to fill out a
survey and request a reduction in the amount
owed based on their ability to pay. This program
started in 2019; by the end of 2021, it was
available in seven California counties. There
are 12 more counties slated to offer the program
this year.
This seems like a fair way to address the
financial burden on those who have a lesser
ability to pay. Of course, this reduction in the
amount paid would have an impact on some
municipalities and government functions.
How could this be addressed? I’m not sure.
However, the good folks in Switzerland have
an interesting take on fines associated with
speeding violations. While the Judicial Council’s
solution serves to reduce the fine, the
Swiss program works both ways. It can lower
or increase the fine amount based on the personal
ability to pay.
In Switzerland, the level of fines associated
with speeding is determined by both the
wealth of the driver and the speed recorded.
To that end, a 37-year-old millionaire was recently
caught driving 170 kilometers per hour
(105 mph) over the speed limit.
The fine, if it stands, would be roughly
SEE ATTORNEY ON PAGE 9
Check out these 6 tips to
combat anxiety on the road
With challenges right and left, it can become
difficult for truck drivers to adopt strategies to
keep anxiety at bay. Many drivers have simply normalized
anxiety as a hazard of the job and may not
even realize that it’s an issue.
Here’s what you can do today to help reduce
anxiety:
• Healthy eating habits: We all know what the
basics of healthy eating are, despite fad diets. At
the end of the day, it’s fairly simple: Eat real food.
Over the road, that goal can feel daunting, but start
small and simple. Think of one fruit, one vegetable
a day, and focus on eating lean protein. When
you’re not feeding your brain, your actions, feelings
and ability to cope will suffer.
• Regular physical activity: Stop thinking exercise
is the only way to move more. Break it down
a bit. Each day, make sure you: squat, reach, bend
and twist to check each box of the four essential
movements everyone needs to do to age healthily.
• Maintain contact: Regular phone calls or video
chats with loved ones can help reduce feelings of
isolation. Social media can also help, but be mindful
of who you follow or engage with on social media,
as that can be a big source of stress and anxiety
for many not knowing it.
• Prioritize sleep: Though sometimes challeng-
SEE MATTER ON PAGE 32

THETRUCKER.COM PERSPECTIVE
OCTOBER 2023 • 9
Biblical teachings guide us through life
CHAPLAIN’S
CORNER
REV. MARILOU COINS
Welcome to fall! The cooldown has
begun. Do you feel the difference in the
weather? It’s something that happens several
times a year as the seasons change.
Our lives are just like the weather, or
the changing seasons. We all change as we
grow older, and we grow to understand that
life is to be treasured in each season we go
through.
As small children we had a very different
outlook on life than when we were teenagers.
Then we finally reached adulthood and
realized that we were headed into a whole
different direction in life. In many cases, we
let go of our childhood and teenage ideas.
We settled down and adjusted to the everyday
routine of work and home life.
Now, let’s talk about how this also happens
in our lives as Christians. As new believers,
we start out like children, learning
about God and how he relates to us. Then,
during our development as “teenage” Christians,
we accept these things as part of our
lives. We begin to understand how Biblical
teachings can be followed in our lives, such
has the 10 Commandments and how they
show us how to relate with others.
As an “adult” Christian, you’ll see that
these 10 rules actually are the keys to happiness,
and they can help us reduce stress.
God gave us these commandments not to
control us, but to guide us through life and
show us how to deal with others along our
journey. If we live by them then we will have
a happy life and less stress in our life.
I find that Biblical teachings can give
us a way to understand humanity and can
lead to a much better way of life for all of us.
Even someone who hasn’t had a Christian
upbringing can follow these rules without
even knowing it. Many of us are taught as
children to treat others the way they want
to be treated.
As we enter a season of many celebrations,
let’s follow these teachings, and celebrate
each other.
In addition to Halloween at the end of
October, Thanksgiving, Christmas and a
number of other special days are coming
up. Let’s use these times to celebrate with
family gatherings, and to show love for
each other with all the special things we do
together.
If we share love and caring as a family,
why not do the same for others we meet
along the way? God gave us each just one
life to live. You can’t rewind it like a cassette
or VHS tape and start over, so let’s just do
the best we can with the life we have. It’s important
to treat each other with kindness.
What we do will be remembered long
after we are gone, so do your best every
day. Grow in God’s love, and share it with
everyone you meet. Children share their
toys and make friends. Teenagers share lots
of memories with each other and they carry
over into our adulthood. As adults we share
so much with each other, both at work and
in our home life.
Life is short, so do your best to enjoy
each and every day, both as a beginning
and an ending. Never go to sleep angry with
anyone; this takes away from your happiness
and breaks the joy of life. Forgive
people who have wronged you before it’s
too late.
Enjoy all the seasons of happiness we
have ahead of us.
Best of the roads, and all gears forward
in Jesus. 8
ATTORNEY cont. from Page 8
$1,000,000. This would eclipse the current record of
$290,000, a fine given to another Swiss millionaire. As
you can see, fines of this size certainly make up for a lot
of fine reductions.
At the end of the day, I don’t know what the answer
is on how best to address the steady increase in “fines”
associated with traffic citations. I’m also not sure if the
California or Swiss solutions are the best options; however,
I think they’re something worth talking about.
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
iStock Photo
Receiving a traffic citation can cost truck drivers much more than
just the cost of the ticket.
TRUCKER
TALK
The Trucker is all about drivers, and we want to hear your thoughts. Follow us on Facebook
and other social media platforms to take part in our reader polls. This month’s question
showed us that whether you’re just surviving the day or helping others in distress, each
driver is a hero. Here’s this month’s question, along with a few of your comments.
What are some of the most rewarding and fulfilling experiences
you as truck drivers have encountered throughout your careers?
“I participated in the ’96 Olympics in Atlanta
hauling water and ice for the athletes. I
had delivered about two hours before the
bombing of the Olympic village. Hauled water
and ice in 2005 for the Hurricane Katrina
effort. Working with the National Guardsmen
was something that I will never forget.”
— Danny Headen
“Hauling wreaths for Wreaths Across America,
delivering to five cemeteries, and participating
in their wreath placement ceremony.
Awesome experience!”
— Kris Young
“I had a load of ice cream cancel at the
receiver. I called the local homeless shelter.
They took the whole load and had a party.”
— Shane McCarty
“Working with the military in Kandahar
Afghanistan delivering ammo, food and
supplies. Went over there a mercenary and
came back a patriot.”
— Doug Hill
“Saving a woman and her two children in a
blizzard in New Mexico, back in the mid ’80s.
They stayed in my truck for two days, until
the plows and wreckers came. I got Christmas
card from them every year, until a couple years
ago (when) the mom passed away.”
— Michael LaChappelle
“The most rewarding and fulfilling experience
for me was to retire with sufficient retirement
savings to live a good life post retirement.”
— Charles Robert Burns
“Summers with my daughters (riding along).
Watching their eyes light up as we drove
through the mountains. Watching karma
in action as an aggressive driver passed
and brake-checked me in the middle of an
intersection get pulled over by a deputy sheriff.
Oh, and my millionmile safe driving award!”
— Nathaniel McComb
“Delivering the US Capitol Christmas Tree in
2021.”
— Jeremy Bellinger
“Donating my equipment and delivering
supplies to ground zero after 9/11.”
— Terry Johnson
“Helping a fellow driver get to the ER after he
cut his wrist open after he tapped his headlamp
to get it to come on. Found a team driver to
drive his truck while I had him in mine laying
down, because he passed out . Helping people
in need all over the US — giving them money,
food, clothing, just whatever I had available.”
— Shon Sandlin
“I helped out a driver out to safety who turned
his truck over and put on a makeshift tourniquet
until paramedics arrived. Best feeling ever after
the rush of adrenaline wore off.”
— A.G. Bexar
“Taking part in the North Carolina Special
Olympics Truck Convoy for the last 10 years.”
— John Rooney
“When my effort made a difference — in my
trip, or somebody else’s.”
— Tom Byrne

10 • OCTOBER 2023
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THETRUCKER.COM OCTOBER 2023 • 11
BUSINESS
Going down?
ANALYSTS DEBATE HOW LONG FREIGHT RATES WILL REMAIN LOW
Those who were hoping that freight rates
might begin to rebound in August were
disappointed — and the disappointment is
likely to continue for a few more months.
Average dry van spot rates increased
slightly in August, up just 0.7% from July
numbers, according to DAT Trendlines.
Compared with August of 2022, however, dry
van rates fell a more dramatic 17.7%.
The number of available trucks has
continued to grow while the number of loads
has not, resulting in a decline of 19.9% in DAT’s
load-to-truck ratio. More trucks competing
for fewer loads drives rates downward. The
average spot rate for dry van was $2.08 per
mile in August, according to DAT.
On the temperature-controlled side, rates
increased 2.6% from July but were down 13.9%
from August 2022, as the load-to-truck ratio
dropped by 37.8%. Spot rates averaged $2.50
for refrigerated trailers in August.
The flatbed load-to-truck ratio was even
worse, declining by 57.2% compared with
August 2022. Flatbed spot rates fell 1.1% from
July rates and 17.6% from August 2022 rates.
The average spot rate for flatbed freight in
August was $2.50, according to DAT.
Fuel costs rose by 12.6% during August but
are still 12.8% lower than in August 2022.
Loads posted on the Truckstop.com board
in August followed a similar trajectory, as
reported by FTR Transportation Intelligence.
The board reported some rate increases due
CLIFF ABBOTT | SPECIAL CORRESPONDENT
to the Labor Day holiday but reported that
average rates were still 21% lower than the
five-year average for that holiday week.
According to the Motive Monthly Economic
Report, key metrics in retail visits improved
in August. Motive’s data points differ from
other analysts in that its data is compiled using
GPS information collected from trucks
that utilize their equipment, counting actual
truck visits to retailers and other statistically
valuable locations.
Motive reported that retail visits were
higher in August compared with August 2022,
a good sign that the economy is beginning to
show signs of growth.
At the same time, the number of new
carrier registrations with the Federal Motor
Carrier Safety Administration grew in August,
while carrier exits declined sharply. This
means more trucks are engaging in the hunt
for freight, helping keep rates low.
The Motive report also indicates that
rising diesel prices and increasing costs for
credit will add difficulty for smaller trucking
operations.
The report states that Motive expects the
overall contraction (the removal of trucks
from the marketplace) to continue into
early 2024, and truck owners are advised to
prioritize operational efficiency. Conserving
cash is the best defense a small business has
against difficult business periods.
“Destocking” is a work that has been
iStock Photo
Freight rates continued their downward trend in August, but most analysts predict improvement during the fourth
quarter of the year.
frequently used during the freight downturn.
Simply put, it means retail establishments
and manufacturers have been ordering less
product to restock their shelves in response
to slowed sales. By measuring the number
of truck visits to distribution centers for the
top 50 retailers, Motive can create its “Big Box
Retail Index.”
The index for August didn’t quite make it
to July levels, primarily because of the July 4
SEE TONNAGE ON PAGE 14
Pilot program explores potential of mileage-based user fees
iStock Photo
The Eastern Transport Coalition has revealed the findings of an international
mileage-based truck pilot that highlights the potential of a mileagebased
user fee to reestablish the link between use and payment of the
transportation system.
THE TRUCKER NEWS STAFF
COLLEGE PARK, Md. — The Eastern Transport Coalition
recently revealed the findings of its international mileagebased
truck pilot, the first of its kind, highlighting the potential
of a mileage-based user fee (MBUF) to reestablish the link
between use and payment of the transportation system.
The real-world pilot was conducted from June to November
2022 and included more than 250 diverse commercial vehicles,
recording more than 8 million miles covering all 48 contiguous
U.S. states and four Canadian provinces. This initiative built
on the Coalition’s previous pilots by exploring how an MBUF
could account for the complexities of the trucking industry.
The work was conducted under the supervision of the U.S. Department
of Transportation’s Surface Transportation Systems
Funding Alternative (STSFA) program.
As the transportation industry evolves with technology, the
traditional fuel tax funding model is strained by the increased
fuel efficiency and the steady growth of electric vehicles. The
Coalition has explored MBUF since 2018 as an alternative to the
fuel tax through nine passenger and three commercial vehicle
pilots, public opinion surveys, focus groups and data analysis.
With a neutral stance on MBUF as the ultimate solution, the
Coalition’s emphasis lies in equipping decision makers with information
about how all users could pay for transportation.
From the beginning, the Coalition has encouraged the inclusion
of the trucking industry’s voice in the national conversation
surrounding MBUF. Acknowledging the trucking industry’s valuable
role in sustaining both daily life and the nation’s economy,
the Coalition has worked to bridge the gap between stakeholders,
policymakers, and industry experts. The outcome is innovative
strategies that not only address challenges faced by the trucking
sector but also enrich the broader transportation network.
“Central to the Coalition’s mission is its commitment to
cultivating open dialogue and transparency throughout decision-making,”
said Dr. Patricia Hendren, executive director of
the Coalition. “By fostering collaboration among stakeholders,
the Coalition envisions pioneering innovative solutions that
drive progress reflective of the complex trucking industry and
the evolving needs of our transportation system.”
David Heller, senior vice president of safety and government
affairs for the Truckload Carriers Association (TCA), also
weighed in.
“Looking for dollars to support our nation’s infrastructure
is not an easy task, and no stone should be left unturned,” he
said. “However, any mechanism, including an MBUF, needs to
be fully vetted to determine whether it is a viable option to consider
in the future.”
“Results from this international pilot underscore the potential
of MBUF as a catalyst for a transparent and scalable high-
SEE PILOT ON PAGE 30

12 • OCTOBER 2023 BUSINESS
THETRUCKER.COM
SAFETY SERIES
Be prepared to encounter a
variety of weather and road
conditions this fall
CLIFF ABBOTT | SPECIAL CORRESPONDENT
October is a month of transition. In southern
areas of the U.S., it’s almost a continuation
of the summer, with balmy temperatures and
plenty of green foliage still visible. Farther north,
the leaves have already turned and temperatures
have dropped, sometimes to freezing or below. At
higher altitudes, some days look a lot like winter.
Experienced drivers know this is a time to be
prepared for anything weather-wise. It’s a good
idea to prepare yourself and your truck now for
the severe weather to come.
Make sure you carry fuel additive along, for
two important reasons. As winter approaches,
truck stops start selling diesel fuel that is treated
for cold weather, but vendors in different parts
of the country may stock winter fuels at different
times. It’s possible to fill up with fuel that isn’t
treated and then drive into a colder part of the
country where treated fuel is needed. Ask the vendor
where you buy fuel if it’s been treated. If not,
adding a gallon of quality fuel treatment additive
is a good idea.
The second reason to carry fuel treatment is
for emergency use. The paraffin in diesel fuel can
settle at colder temperatures, especially if the
truck isn’t running for long periods. If that happens,
fuel filters can clog quickly, shutting down
your truck. When this happens, it’ll take a new
fuel filter and anti-icing fuel additive to get running
again. Quality products, such as Howes Diesel
Defender or Power Service Fuel Supplement,
can quickly dissolve gelled fuel and remove water
from tanks and lines.
About those fuel filters … every driver should
carry filters and know how to change them. Some
drivers assume checking and changing filters is
the mechanic’s job and that drivers shouldn’t be
responsible for maintenance. They’re missing the
point. A clogged filter leaves you stranded until
help arrives. When the weather is severe, service
companies are at their busiest, and you may wait
for hours for a service call in a truck that won’t run
or produce heat.
Washer fluid is another important item to
carry in winter. Road spray can contain pollutants
from the road surface, in addition to de-icing
chemicals used on the highway. As droplets dry on
your truck’s heated windshield and mirrors, they
leave behind a film that cuts visibility. A quality
windshield washing fluid cuts through the film. A
spray bottle in the cab works well for cleaning mirrors
when the truck is parked; a small squeegee
makes cleaning mirrors a quick spay and swipe.
Clothing is another consideration for drivers
when the weather cools. A good jacket, hat, gloves
and warm footwear should be in every truck.
When breakdowns occur, you may be out of the
cab for extended periods, exposed to the cold. Be
prepared.
Driving during transitional periods of the
year can be treacherous because conditions can
change so rapidly. Temperatures drop when the
sun goes down, turning wet roads into icy skid
pads. While the warm ground under the road can
keep ice from forming on the surface, bridges and
overpasses can freeze.
When encountering an area you suspect is
icy, it’s best to make any maneuvers you need to
before you actually hit the surface. If you need to
slow down, use your brakes and/or downshift before
you hit the icy patch.
Once you’re on the ice, any move you make
could result in loss of control, including a jackknife.
The best thing is to do nothing — don’t
accelerate, brake or move the steering wheel —
until you’re safely across the ice and traction is
resumed. If your truck is equipped with an autoshift
transmission, you might need to select a gear
to hold the transmission in while you cross a slippery
area so that it doesn’t automatically downshift
at the worst possible moment.
In winter months, some western states require
that you carry enough snow chains to equip your
vehicle, even if you never use them. You may never
need those chains, but a Department of Transportation
(DOT) inspector may look for them
— and you could be fined for not having them.
In Colorado, for example, the fine is $50 for not
having chains and $500, plus an administrative
surcharge, if you don’t use them when required.
If you fail to use chains and end up blocking the
highway, the fine is $1,000.
It’s always a good idea to keep an eye on the
weather, but in winter it’s crucial. Every trip plan
should include a review of the most recent weather
reports. If inclement weather is expected, build
extra time into the trip to allow for slower driving
speeds and traffic delays caused by accidents or
other weather-related occurrences.
Whenever rain is expected and the temperature
is dropping, expect to encounter freezing
rain. Ice can build up on road surfaces almost
imperceptibly until a wet road becomes a sheet
of ice. Watch for ice buildup on mirror brackets,
antennas and other vehicle parts. Even if you can’t
see ice, there are a couple of tricks you can use to
confirm its presence. Watch for unusual movement
of antennas, whether yours or those on
another vehicle. Normally, antennas are pushed
back in the windstream, but when ice builds up
on them, the aerodynamics are changed. If you
see antennas moving from side to side or in a circular
motion, it’s a sign that ice is accumulating
on them.
It can be difficult to tell if a road is wet or icecovered,
since they can appear the same. A sure
way to tell is to watch for road spray from the
wheels of passing vehicles, especially trucks. If
there’s no spray, the water on the road surface is
frozen.
Finally, always adjust your speed to weather
conditions. When visibility or traction, or both
are impacted, slow down. Consider altering your
schedule so that you are resting when the weather
is at its worst and driving when roads are cleared.
When roads are too icy to drive on, the best policy
is to find a safe parking place and wait it out. Getting
home safely is worth more than any load. 8

THETRUCKER.COM BUSINESS
OCTOBER 2023 • 13
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14 • OCTOBER 2023 BUSINESS
THETRUCKER.COM
What’s up with downtime insurance?
SPONSORED CONTENT
INSURANCE
INSIGHTS
DEBORAH GRAVES
OOIDA TRUCK INSURANCE
DEPARTMENT
Let’s talk about downtime insurance
coverage … specifically, why some truck
drivers find it’s like pulling teeth to get paid
for it when they have a claim.
First, here’s a definition: “Downtime
insurance will indemnify the Insured
following a collectible loss to a covered
automobile under Automobile Physical
Damage but only for such period of time
that the covered automobile is inoperable
thus rendering the Insured incapable of
utilizing said covered automobile or any
replacement thereof.”
If you’re a truck driver with downtime
coverage from your insurance provider,
you are probably already aware that your
policy has a specific limit that includes a
maximum. Therefore, when you file a claim,
you’ll have written evidence of coverage
limits and conditions for payment. If you
have read over the policy and consulted
your agent on any coverage questions,
you shouldn’t experience any unpleasant
surprises when it comes to being paid for
your downtime.
Unfortunately, the same is not necessarily
true when you get hit by an at-fault driver
who causes damage to your truck, resulting
in downtime for repairs and loss of income
for you.
Although the at-fault driver’s liability
insurance provider is responsible, some
truck drivers have told us it’s not so easy to
TONNAGE cont. from Page 11
holiday; however, the index rose 8.1% from the
June level.
Motive sees the increasing number of
visits as a sign that retailer inventories are
“normalizing.” Orders slowed while they were
reducing their stock of product, but they are
now ordering enough to maintain the lower
inventory numbers.
At a recent industry conference hosted
by ACT Research, the firm’s vice president
and senior analyst Tim Denoyer claimed that
the freight market is “getting close to finding
supply and demand balance.”
In the trucking industry, “supply” indicates
the availability of trucks and “demand” is the
number of loads available to fill them.
Denoyer predicted that freight rates will
begin rising in the fourth quarter of 2023,
which begins the date of this issue of The
Trucker. If this happens, it will be welcome
news to the thousands upon thousands of
small trucking companies that are currently
competing for freight. The industry could
receive another boost if efforts by the Federal
Reserve to curtail inflation are successful in
collect for their downtime loss.
On the one hand, the trucker is losing
money because their truck is damaged. Bills
are piling up that would normally be paid if
only they could get on the road again.
On the other hand, the adjuster wants
to keep as much money for the insurance
company as they can — so whether or not
they hand over a check for downtime will
likely depend upon whether the trucker can
prove their loss(es).
Can the trucker show proof their
loss of income is as much as they claim?
Sometimes, unreasonable expectations
hinder the payment of downtime. You must
be willing and able to prove your loss; the
insurance company will deny your claim if
you can’t. Because of the speculative nature
of trucking, proving loss of business income
is no easy task.
Remember that you must back up your
calculations with the necessary documents,
such as tax returns, accountant statements,
settlement sheets, profit and loss reports,
etc.
The bottom line is that you can be
successful at collecting payment for your
downtime after a loss. It likely won’t be
easy, so you’ll need perseverance. Be
realistic with your settlement expectations,
and be prepared to provide proof of loss
documentation. It certainly wouldn’t hurt
to sharpen your negotiating skills as well.
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
reducing inflation without stifling production.
In the meantime, a recent study released
by ATRI (the American Trucking Research
Institute) pegged the cost of operating a
truck at $2.25 per mile, a figure that’s higher
than many spot loads are currently paying.
Successful truck and small fleet owners will
pay close attention to the rates they accept,
planning ahead for the next load or two as
well.
It pays to avoid taking loads into regions
where outbound rates are hard to come by
and priced on the low end of the spectrum
when found.
Some truck owners may have to adjust
their home time expectations in order to
take advantage of higher freight rates. The
upcoming holidays can present another
opportunity for good rates as many drivers
shut down for days during holiday weeks,
resulting in fewer trucks on the road and rates
that may be temporarily higher.
If there’s any good news, it’s that the
recession that many economists expected has
fizzled and may not happen at all. The tricky
part will be staying above water on business
expenses until freight rates begin climbing
again. 8
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and what can they do
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As of August 2023, CPSuite has gone mobile with its own app (iOS &
Android) to make it easier for drivers and fleets to upload driver and asset
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Please visit www.fleetworthy.com for more information.

THETRUCKER.COM OCTOBER 2023 • 15
JOB Resources
New Opportunities
WALMART ASSOCIATE-TO-DRIVER GRAD ASHLEY MILACEK EMBRACES NEW ROLE
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
“Most graduations have something in common:
They inspire hope for new opportunity,” said Chris Nicholas,
executive vice president and COO of Walmart USA.
New career opportunities are exactly what
Walmart’s Associate-to-Driver training program provide.
Until recently, the retail giant’s private driving
school was open only to members of the company’s
supply chain and transportation departments.
Inspired by the overall success of Walmart’s driver
training program, along with a need for more drivers,
company officials have opened the training to any associate
employed by Walmart or Sam’s Club who lives
within 250 miles of one of seven Walmart Transportation
Offices across the U.S.
As of this writing, nearly 200 employees have successfully
completed the Associate-to-Driver program,
according to Nicholas. Many of these new drivers have
moved from hourly roles into driving positions that offer
far greater wages.
“Now as proud holders of a Class A CDLs, they’re on
their way to making as much as $110,000 in their first
year as Walmart drivers,” he said.
Ashley Milacek is among the newest of Walmart’s
13,500 truck drivers. A working alumnus of two
Walmart stores in the Gainesville, Texas, area, Milacek
has already experienced the endgame of Walmart’s
private trucking fleet — consumers buying products
truck drivers deliver to the retail outlets.
Since joining the Walmart team in 2014, Milacek
has worked in five different roles, from overnight
stocking to the front, and eventually as general manager
of a Walmart store. Now, however, she is experiencing
an entirely new side of Walmart’s supply chain
as a regional truck driver.
“I heard about the Associate-To-Driver program,”
she said. “I wanted to try something completely different
and decided to give it a try.”
Milacek is among 72 recent graduates of the Associate-to-Driver
program.
“I came into this job having never stepped behind
the wheel of a truck before. I didn’t know what to expect,
but I came in hungry and ready to learn,” she said.
“Walmart’s team of facilitators and certified driver
trainers fed me all the information I needed, and even
tailored the training to my individual learning style. It
helped me to be the best driver I could be during my
three months of training.”
Milacek also rose to the challenges of being a woman
in a career field traditionally dominated by men.
“I didn’t realize what kind of impact being a female
driver would have until I started driving for Walmart,”
she said. “Making this career jump has made me want
to represent other females who aspire to do this job.”
Milacek admits she entered the program with some
worries about her safety on the road, and says she believes
other women also have this concern. However, she
says, Walmart’s training program, along with the company’s
equipment and fleet policies, set her mind at rest.
“Walmart really engages us and has many safety
measures in place, like top-of-the-line equipment and
access to any well-lit Walmart parking lot when breaks
are needed,” she said. “They also prioritize our safety
and urge us to avoid driving in unsafe road conditions
during storms. Systems like NTransit give drivers better
directions to execute their trips successfully and
safely. Measures like this make all drivers — not just
women — feel more comfortable on the road.”
While working as a truck driver offers its challenges,
Milacek says the transition from store to the
SEE WALMART ON PAGE 17
Courtesy: Walmart
Driver Ashley Milacek is one of many Walmart employees who has taken advantage of the
company’s Associate-to-Driver training program.
Make sure your state has your current medical certification
iStock Photo)
Any lapse in a driver’s medical certification can result in the loss of their commercial driver’s license.
JOB TIPS
CLIFF ABBOTT | SPECIAL CORRESPONDENT
In the old days, many facets of trucking were
more difficult than they are today. One thing to
which this maxim does not apply is DOT (Department
of Transportation) medical certificates.
In those fabled “good old days,” drivers were
required to carry DOT medical cards and carriers
were required to verify that drivers had them.
Back then, obtaining a medical certification was
fairly easy.
If a driver failed a DOT physical, he or she
could simply go down the street to the next clinic
and try again. If the DOT physical couldn’t be
passed anywhere, certificates could easily be altered
by using a bottle of White-Out to change the
expiration date on the old one and then making
a photocopy to hide the evidence. If that failed,
outright forgeries could be made by anyone who
could obtain a blank form.
Roadside inspectors had limited resources to
check the authenticity of a medical card and were
often satisfied if the driver had one at all.
All of that changed in 2012 when the Federal
Motor Carrier Safety Administration (FMCSA) began
requiring each state’s driver’s licensing agency
to keep copies of medical certification cards —
and to use the information to suspend the CDLs
of drivers who didn’t have a current one. The status
of the driver’s medical certification became a
part of the state’s Motor Vehicle Report. In some
states, a comment is entered that a valid certification
is on file, along with the expiration date.
In others, the complete medical exam is provided.
Each state enters the driver’s medical status
into the CDL License Information System Motor
Vehicle Record (CDLIS MVR) that both carriers
and law enforcement personnel can access.
The lesson for every CDL holder is that your
license will be suspended if your state doesn’t
have a current medical card on file — and it’s your
SEE TIPS ON PAGE 18

16 • OCTOBER 2023 JOB RESOURCES
THETRUCKER.COM
OWNING THE WHEEL
There’s a lot more to running a successful
trucking business than just owning a rig
CLIFF ABBOTT | SPECIAL CORRESPONDENT
It’d be pretty hard to find a driver willing accept a company
driving position without even asking what the pay will be.
In fact, most people would say that blindly taking any job
without finding out the pay scale is not a wise move.
However, professional drivers who decide to buy a rig and
strike out as owner-operators do this every day. In most cases,
the main focus is on the truck itself — the price, financing,
accessories, specifications and so on, seeking the most truck
for the least investment.
How they’ll make money with that truck — including a
backup plan if the first attempt doesn’t work out — is barely
planned (if it’s planned at all).
The truth is, buying a truck means starting a business.
Revenue is the lifeblood of any business, and it should be
the first consideration in starting up a new one. It’s part of
any business plan. To successfully estimate revenues, truck
owners must have an understanding of how freight rates
work.
Some owners choose to lease their equipment to a carrier,
running within that carrier’s system in return for a set permile
rate. Doing this allows them to take advantage of the
carrier’s infrastructure. The carrier finds loads, does all the
billing and collecting, maintains the appropriate safety
records, and handles registration and permits. In many cases,
the carrier provides the trailer, too. The truck owner drives
(or hires a driver) and collects the money.
However, it’s important to understand that even per-mile
rates are based on current freight rates.
For owner-operators who are compensated a percentage
of the load revenue, freight rates directly impact the owner’s
income. Those who depend on the spot market using load
boards, brokers or both, might see the greatest impact from
changing freight rates. That’s because the spot rate is the first
to be impacted by market forces.
While contract rates are locked in by an agreement
between a customer and carrier, spot rates represent what
the market will bear. Shippers or the brokers who represent
them make loads available, usually for the lowest rate they
think they’ll be able to get. Truckers then either accept the
loads at the posted rates or try to negotiate for better.
The biggest impact on those rates is usually the number
of trucks competing for the available loads. Spot rates often
temporarily rise over holiday weekends, such as Memorial
Day or Labor Day, because the number of available trucks
goes down as their owners park them for the holiday. Fewer
trucks mean more competition between shippers to book
them, driving rates up.
Knowing the market served and how it operates is
important to successfully running a trucking business. In
addition to temporary rate fluctuations caused by holidays,
weather events and other occurrences, there is an overall
freight cycle that generally takes several years to complete.
The latest cycle, impacted by COVID-19 pandemic shutdowns
and government stimulus checks, is a classic example.
The year 2019 was a solid year for trucking, but when
COVID hit in 2020, many manufacturers shut down.
In response, some carriers slowed or stopped hiring
drivers, or even laid drivers off. As the economy started
reopening, retailers needed to have products restocked and
manufacturers needed to rebuild parts inventories. There
was a boom in freight and there weren’t enough trucks to
handle it all.
Rates skyrocketed.
In response to rising rates, carriers bought more trucks.
iStock Photo
Want to own and operate your own truck? Knowing your market, lanes, seasonality and where the freight cycle is now will help you make the best decisions
to make your business successful.
Drivers quit company jobs to buy their own trucks, starting
trucking businesses while rates were very favorable. New
carrier registrations soared. The number of available trucks
continued to climb — but so did inflation. Rumors of a coming
recession cooled orders for more products, and the supply/
demand pendulum swung the other way. Rates plummeted to
their lowest level in years and have yet to recover.
That’s where we are today. At some point, rates will
begin rising and the cycle will start again. In the meantime,
equipment costs have risen sharply, as have interest rates
for those borrowing to finance equipment. Starting a new
trucking business while rates are bottoming and costs are
soaring isn’t a sound business strategy.
Another thing that’s critical to a successful trucking
business is understanding lane dynamics. Everyone wants
to grab that load to Orlando with the really high rate — but
freight coming out of Orlando usually doesn’t pay well. The
options for an owner-operator might be to either sit for days
waiting for a better rate or take a lower-paying load to get
back to an area where rates are higher.
Ideally, truck owners will settle on a lane that provides
good rates out and back. Some load boards, such as the DAT
board, allow drivers to look up average freight rates by city or
area so they can plan out loads in advance. This way, they can
avoid loads destined for areas where outbound rates are low,
or at least make sure they earn enough on the inbound run to
cover the low rate for the outbound segment.
It’s also important to understand seasonality. A trucker
with temperature-controlled equipment, for example, will do
well to know when harvests occur in different regions of the
country so loads can be accepted that position the equipment
for the best rates. Flatbed truckers might study construction
trends for loads of building materials and other products.
Finally, knowing what rates will be profitable can’t be
estimated unless the business owner knows the cost per mile
of running the truck. Keeping records of all costs associated
with the business, including the driver’s pay and benefits, and
then dividing that by the total of miles driven provides an idea
of per-mile costs. When considering rates, it’s important to
factor in ALL necessary miles, including empty miles driven
to get to the pickup point.
A June 2023 study released by the American Trucking
Research Institute (ATRI) calculated the industry average
cost per mile in 2022 at $2.25. That amount may already have
risen higher due to increased costs for insurance, parts and
interest. Your own cost per mile may differ, depending on
your route, fuel costs in your area, the cost of your equipment
and other factors. However, it’s obvious that accepting a load
at a rate lower than your operational cost is a recipe for
failure. 8

THETRUCKER.COM BUSINESS
OCTOBER 2023 • 17
Courtesy: Landstar
Peter Perez holds up the key to a 2024 Freightliner Cascadia during Landstar’s Deliver to Win
Truck Giveaway.
Peter Perez drives away as latest
winner of Landstar truck giveaway
THE TRUCKER NEWS STAFF
JACKSONVILLE, Fla. — Owner-operator Peter
Perez of Houston won a 2024 Freightliner Cascadia
during Landstar System’s 2023 Deliver to Win
Truck Giveaway. The giveaway was held Aug. 29 in
Reno, Nevada.
Perez was one of five finalists randomly
selected from the contest’s pool of eligible business
capacity owners (BCOs), the term for independent
owner-operators who lease with Landstar. The
truck giveaway is the highlight of Landstar’s BCO
Appreciation Days, a two-day event held each
year to thank Landstar’s owner-operators for their
commitment to safety and customer service.
“The funny part is that I wasn’t going to come
to the event. I was stressed. I’ve had my truck in
the shop, and I thought, ‘I’ve got to work,’” Perez
said. “And then it started clicking that this is when
Landstar gives away a truck every year. With the
way that God moves things around, I’m just happy
and thankful.”
Twice a year, Landstar buys and gives away a
brand-new truck to the company’s eligible leased
WALMART cont. from Page 15
highway has been smooth, at least for her.
“The schedule has been easier than I thought
it would be to adjust to,” she said. “I thought
early mornings on the road would be tough, but
it can be amazing. I get to see the sun rise, and I
really enjoy being out on the open road.”
Walmart’s fleet combined fleet drives more
than 900 million miles each year. That’s a lot of
sunrises to be seen.
As for her future as a driver and in her career
with Walmart, Milacek said she looks forward
to continuing to service customers for
years to come.
“This career has already been incredibly
rewarding,” she said. “It’s really a phenomenal
feeling.”
And the rewards keep building.
“The first time I ever sat in the driver’s seat,
wearing my Walmart driver uniform, I was
able to feel how big the responsibility of this
job truly was,” she said. “Having the honor to
deliver items at an incredible value to communities
across the country is what I will continue
to look forward to for years to come.”
Milacek has a simple word of advice for
anyone, particularly women, considering a career
as a truck driver.
“Do it. You won’t regret it,” she said. “Don’t
be afraid to take the jump if it’s something
you’ve been thinking about. It is making a
huge difference for me and my family.” 8
owner-operators. The Aug. 29 event was the
second of 2023 and marked the company’s 48th
truck giveaway.
“Landstar’s safety-first culture is upheld by its
independent owner-operators, and we’re thankful
for that continual commitment,” said Jim Gattoni,
president and CEO of Landstar. “We’re proud to
acknowledge and celebrate our BCOs for their
excellent customer service.”
Eligible Landstar BCOs automatically earn
entries to the Deliver to Win Truck Giveaway
throughout the year by delivering loads safely
during the giveaway period. They can earn more
entries for the giveaway by attending safety
meetings and participating in Landstar’s monthly
Safety Thursday Conference Call. After the
entry period closes, all entries are pooled, and a
computerized random number generator selects
finalists. Finalists must be present at the giveaway
to win.
In July, Landstar Million Mile Safe Driver
and Roadstar honoree Willie Mixon of Quitman,
Mississippi, won the company’s first giveaway for
2023. 8
Courtesy: Walmart
Since joining the Walmart team in 2014, Ashley Milacek
has worked in a variety of roles, from stocking shelves
to store management — and now as a professional truck
driver for the retail giant.
Great Pay, Full Benefits & Bonuses!
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888.858.8217
www.thetrucker.com/nebraska-atlantic

18 • OCTOBER 2023 JOB RESOURCES
THETRUCKER.COM
TIPS cont. from Page 15
responsibility to see that they do. If you fail
to do so, your CDL could be suspended or
downgraded to a non-CDL operator’s license.
Too often, drivers aren’t aware that their
medical certification is expiring until it’s too
late. In other cases, the driver might be out
of trucking but holding on to a CDL to keep
open the option of returning to driving. That’s
what happened to Nathan Riley of Texas.
“My CDL was downgraded over a year ago
to a class C license, and I had no idea until
recently when I went to renew it,” he told
The Trucker. “Apparently, once a DOT medical
card expires, CDL holders have a 60-day
window to renew the DOT card or change the
status of their license to ‘maintaining.’”
In Riley’s case, he had moved to a new
address and never received the notice sent
by the Texas Department of Public Safety,
the licensing agency for the state. When he
went to renew his CDL, he was informed that
he was no longer a CDL holder. It’s unclear
whether Riley can have his CDL reinstated
with a current medical certification or if he
will need to retest to get his CDL back.
Unfortunately, many drivers on the road
only receive mail sporadically, if at all. Drivers
who fully complied with DOT exam requirements,
passed their physicals and obtained a
new medical certification can still have their
CDL suspended if they don’t ensure their
home state receives a copy.
In some states, the medical facility where
the physical exam took place may forward a
copy to the state licensing agency. Some carriers
also submit copies in an attempt to help
their drivers stay current. The regulations,
however, clearly state that it’s the driver’s responsibility
to make sure it happens.
The process for submitting medical certifications
to the state agencies varies by state.
The FMCSA publishes a list that provides
the process for each state, including whether
they will accept copies that are faxed or
emailed and what file types they will accept.
It can be found at fmcsa.dot.gov; type “submitting
medical certificates” in the search
box.
Further, the regulations require the driver
to self-certify in one of four “operation categories.”
This is also done through your state’s
licensing agency. The four categories are interstate
non-excepted, interstate excepted,
intrastate non-excepted and intrastate excepted.
Most over-the-road drivers will certify
in the “interstate non-excepted” category,
meaning you drive in multiple states and
must follow the DOT medical card requirements.
If all your miles are within the borders
of one state, “intrastate non-excepted”
means you are required to follow the medical
requirements of your state, which may be different
than federal requirements.
The “excepted” categories can vary by
state and generally mean you are not required
to provide copies of your medical
card. Some states allow you to specify a
“maintenance” category that lets you keep
your CDL without medical certification, but
only if you aren’t using the license to drive
commercially. Some states allow limited
use of your CDL without a physical exam for
tasks such as operation of a church bus or a
truck used for agricultural purposes.
It’s important that every driver understands
the requirements of the state that
issued the CDL. Federal regulations require
that each driver submit a new medical certification
to the licensing agency before the
old one expires.
When it comes to medical certification,
it’s much better to be proactive, even if it
means duplication of efforts. It can’t hurt if
you and your doctor’s office both submit a
medical certification to your state, or even
if your carrier sends one, too. When nobody
sends one, you are in danger of losing your
CDL, either temporarily or permanently.
Current rules at the FMCSA make medical
certification a requirement of holding
a CDL. If you are pulled over and your CDL
isn’t valid, you may not be able to fix the
problem in time to continue with that load.
Make sure you know your state’s procedure
and that your most current medical certification
is on file. 8
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THETRUCKER.COM
EQUIPMENT & TECH
OCTOBER 2023 • 19
Up and down
SALES OF NEW CLASS 8 TRUCKS STRONG, USED TRUCK PRICES DECLINING
CLIFF ABBOTT | SPECIAL CORRESPONDENT
August was another strong sales month for new Class 8
tractors on the U.S. market, according to data received from
Wards Intelligence. Manufacturers reported sales of 23,342
trucks during the month, up 11% from July sales of 21,021.
Compared with sales in August 2022, however, U.S. Class 8
sales declined by 239 units (1%). It was the first month of 2023
that did not exceed sales in the same month of 2022. Rather
than reflecting any 2023 slowdown, this is a sign of the strength
of the market.
Freightliner reported sales of 8,158, an increase of 7.2% over
July sales of 7,610 but a 16.6% decline from August 2022 sales of
9,783. Freightliner is responsible for 38.1% of U.S. Class 8 sales
for the year to date, down from 38.4% at the same time last
year.
The next largest share of the Class 8 market goes to International
with 14.3%. The company reported sales of 3,587 in August,
up 18% from July sales of 3,039 — and a whopping 30.5%
higher than August 2022 sales of 2,749. For the year to date, International
Class 8 sales are up 39.9%. International has gained
an additional 2.5% of the market since the same point of 2022.
Kenworth sales of 3,689 represented an increase of 21.9%
over July sales of 3,026 and an 11.5% increase over August 2022
sales of 3,310. The company’s share of the U.S. Class 8 market
stands at 14.1%
Peterbilt reported 3,458 Class 8 trucks sold in August, up
4% from 3,325 sold in July and up 4.9% from 3,298 sold in August
of last year. Peterbilt’s market share is 14.2% for the year
to date.
Volvo’s reported sales of 2,130 in August topped July sales of
1,944 by 9.6% but were 5% behind August 2022 sales of 2,243.
For the year to date, Volvo has sold 1.9% more Class 8 trucks
than at the same point in 2022, the smallest increase of any
manufacturer — and well below the 15.2% average growth for
the industry. Volvo’s share of the U.S. Class 8 market stands at
9.8%, a decline of 1.3% from last year.
Mack Truck’s reported sales of 1,598 was a 17% improvement
over the 1,366 sold in July and was a mere four trucks
(0.3%) higher than August 2022 sales. The company holds 6.6%
of the new Class 8 market, up a tenth of a point from the same
point last year.
Western Star reported 722 trucks sold in August, up 6%
from July’s 681 and up 19.5% from August 2022 sales of 604.
Western Star owns about 2.8% of Class 8 trucks sales this year,
Sales of new Class 8 trucks remained strong in August, with Freightliner holding the largest share of the U.S. market.
about the same as at the same point last year.
For the first time in 2023, Tesla did not report sales of any
Class 8 trucks.
Orders for new Class 8 trucks were estimated at 19,000, according
to a release from ACT Research. That number represents
the North America market rather than just the U.S. but
represents the biggest order number since February of this
year. The figure is also impacted by the time of year.
“As represented by seasonal factors, the industry remains at
that time of year when expectations for order activity are low,
as most of the current year’s orders have been booked and outyear
build plans are only starting to open,” explained Kenny
Vieth, ACT’s president and senior analyst.
August is typically the month when manufacturers change
their orders to the next model year. The backlog of orders already
placed will keep the assembly lines busy through the end
iStock Photo
of the year, and some customers are reluctant to order into
2024 until they know for sure what the economy and freight
markets will do.
Price increases for 2024 may also play a part in keeping orders
down. Most of the OEMs placed surcharges on the price of
2023 models in an attempt to recoup the rising costs of parts
and materials. While buyers hoped the surcharges would be
temporary, in most cases they have been rolled into next year’s
base price. As the new Environmental Protection Agency
(EPA) standards that will go into effect in 2027 get closer, 2024
prices may seem like a bargain.
Used truck sales figures weren’t published at the time of
this writing, but inventories have been growing and average
pricing has been steadily declining as fleets take delivery of the
SEE SALES ON PAGE 21
Peterbilt celebrates production milestone of 100,000th truck
Courtesy: Peterbilt
Peterbilt’s 100,000th Model 389 was presented to Massey Motor Freight
on Sept. 7, 2023.
THE TRUCKER NEWS STAFF
DENTON, Texas — Peterbilt Motors’ Denton, Texas, plant
recently celebrated its 100,000th production milestone
truck, the Peterbilt Model 389. Introduced in 2006, the
milestone truck has the limited-released Model 389X special
edition package.
The truck was presented to Massey Motor Freight of
Nacogdoches, Texas. Troy Massey, company founder and
owner, attended the celebration to receive the truck on
behalf of his company.
“We are extremely pleased to present the 100,000th
Model 389 to Massey Motor Freight,” said Jason Skoog,
Peterbilt general manager and PACCAR vice president. “Troy
Massey is a longtime Peterbilt customer who recognizes the
craftsmanship, performance, and durability of the Model
389 and is the perfect customer to receive this milestone
truck.”
Founded in 2016 by Troy and Abby Massey, Massey
Motor Freight operates a total of 325 units along with Tri-
State Vacuum & Rental, also owned by the Masseys.
“It is a great honor to receive the 100,000th Model 389 and
celebrate this milestone with Peterbilt,” said Troy Massey.
“Massey Motor Freight’s long-standing relationship with
Peterbilt is based on the common values our companies
represent and our commitment to exceed customer
expectations.”
Peterbilt will end production of the milestone 389 model
later this year. Its successor, the Model 589, is available for
purchase through any Peterbilt dealer in North America.
Production of the new model will begin in January 2024 at
Peterbilt’s Denton factory. 8

20 • OCTOBER 2023 EQUIPMENT & TECH
THETRUCKER.COM

THETRUCKER.COM EQUIPMENT & TECH
OCTOBER 2023 • 21
FLEET FOCUS
Keeping equipment in tip-top shape
is key to passing DOT inspection
CLIFF ABBOTT | SPECIAL CORRESPONDENT
Getting selected for a DOT (Department
of Transportation) inspection is a lot like going
to the dentist. Nobody looks forward to
the occurrence. The best you can hope for is
that nothing bad (or expensive) is discovered.
There’s another similarity to that dentist
visit, too. All too often, the painful results
could have been prevented by the owner, if
sensible precautions had been taken.
The reality of a DOT inspection is that
nothing is inspected that shouldn’t be regularly
inspected by the driver.
All too often, however, drivers receive
citations for simple violations like air leaks,
chafed hoses or inadequate tire tread. These
items are easy to find and fix but often go unnoticed
until pointed out by an inspector.
Thanks to the PSP (Pre-Employment
Screening Program) administered by the
Federal Motor Carrier Safety Administration
(FMCSA), violations noted during an inspection
can be recorded on the driver’s PSP report.
This report is ordered by prospective
employers when considering a driver’s application.
Each carrier uses the data in different
ways, but if there’s a pattern that shows the
driver doesn’t routinely inspect equipment, it
could impact the company’s decision to hire
the driver.
Then, there’s the CSA (Compliance, Safety,
Accountability) program. If you own your
own trucking business, your CSA score can
impact your ability to lease with other carriers
or do business with customers or brokers.
Still, the biggest impact of a DOT inspection
may be the time lost to the inspection
itself and making repairs, especially if those
repairs are to correct an out-of-service (OOS)
violation.
Waiting for a service truck to arrive and
replace a tire, for example, means absorbing
the cost of the service call AND the potential
revenue lost if your load can’t be delivered
on time. Losing a day to wait for another appointment
can cost more than the service
call.
The DOT lists eight levels of inspection,
but most drivers need only be concerned
with the first three.
A Level III inspection, the most common
type, examines a driver’s credentials. It seems
obvious that a driver should have a valid CDL
for the vehicle driven, along with medical
certification card when required, but drivers
are often cited for missing these. Level III
inspections usually include a review of the
record of duty status and verify that the carrier
is properly identified. Inspectors often
observe seatbelt use as well.
A Level II inspection includes those items
in Level III plus a walk-around check of the
equipment for obvious violations. Inspectors
may look at lights, listen for air leaks and
check for poor cargo securement, missing lug
nuts and other items that are easy to identify.
Level I is a full-blown inspection, where
brakes, steering and other components are
checked for wear and damage — along with
everything included in Levels II and III.
The first step in passing a DOT inspection
is to not get inspected.
While inspectors sometimes choose
trucks to inspect at random, they often
choose based on their observation of trucks
in the area. Trucks with obvious issues, such
as a burned-out headlight, are prime targets.
Trucks that have papers and trash all over
the dash and visible through the windshield
are practically volunteering for inspection.
Sometimes, inspections are the aftermath of
a traffic violation for which the driver may or
may not receive a citation.
The best defense against a bad DOT inspection,
however, is to regularly inspect
both tractor and trailer and make repairs as
necessary.
Much of this can be accomplished during
a daily pre-trip inspection. Tire tread
wear doesn’t happen overnight, but tread or
sidewall damage could easily have occurred
since the last inspection. Lights go out, wire
connections corrode, air line connections
weather and leak, hose retainers slip or break
— any number of items can change between
inspections.
Air leaks can be especially troublesome
and difficult to catch if they aren’t loud
enough to hear.
Service line leaks at the rear of the trailer,
for example, won’t show up during a walkaround
inspection, because the service
brakes aren’t being used. Unless the leak is
loud enough to hear from the cab, it can remain
undetected.
iStock Photo
Like a visit to the dentist, taking care of the daily maintenance can mean all the difference between going your way
with a good report or spending your time and money fixing the problems.
However, in cab brake-checks can help
you detect a problem. Holding down the
brake pedal while watching the gauge for
any pressure loss can tell you if the system is
leaking. It’s one of the checks a DOT inspector
will perform, so you’ll come out ahead if
you do it first.
Another in-cab air check involves pumping
the brakes to release air pressure and
then watching to see when the warning light/
buzzer activates and at what pressure the
tractor protection valve engages (pops out).
If those things aren’t happening, there’s an issue
that should be fixed as soon as possible.
It’s not uncommon for brake violations to
be discovered during a DOT inspection.
Pushrod travel is measured, and if two or
more are found to be out of adjustment, the
vehicle is placed OOS.
Brake drums and rotors are inspected
for damage, and pads and shoes checked for
wear, damage or contamination. For drivers
who never get under the truck, these checks
can be a problem.
Most modern commercial vehicles are
equipped with automatic slack adjusters, but
these can still get out of adjustment. When
they do, manufacturers recommend they be
replaced rather than manually adjusted. The
important thing is to have them inspected
regularly so problems can be identified before
a violation is discovered in a DOT inspection.
Any machinery that undergoes the stressful
conditions faced by commercial motor
vehicles should be expected to require periodic
maintenance.
Today’s trucks are built to run for many
thousands of miles before parts wear out and
need replacement, but things can and do go
wrong. Regularly inspecting your vehicle and
repairing or replacing problem parts is the
best way to minimize the likelihood of getting
shut down during a DOT inspection. 8
SALES cont. from Page 19
new trucks they have ordered. Unfortunately,
credit costs are higher and lenders, some still
reeling from the number of loan defaults, have
generally been tightening loan requirements.
Buyers may need larger down payments to secure
financing, if they qualify at all.
On the horizon is a pre-buy of 2025 and
2026 model trucks in an effort by carriers to
avoid the additional cost and unknown reliability
of 2027 models. That pre-buy could
free up more used equipment, driving average
prices downward, but how many trucks will
be sold is an unknown. In 2006, sales records
were broken as carriers stocked up to avoid
the higher fuel and maintenance costs predicted
for 2007 models. Some experts think
the 2026 pre-buy could break current records.
A Sept. 12 release from ACT Research was
entitled “Half of all commercial vehicles will
be zero emissions by 2040.” That number includes
all classes of commercial vehicles, not
just Class 8. For perspective, in August, 23,026
vehicles in Classes 4-7 were reported sold by
manufacturers. That’s roughly equivalent to
the 23,342 Class 8 trucks sold.
“We forecast a relatively low adoption
rate from 2024 through 2026, reflecting the
fact that BEV (battery-electric vehicle) sales
of commercial vehicles are still in their early
years,” said Ann Rundle, vice president of electrification
and autonomy at ACT. Rundle noted
that increasing prices for diesel trucks will
push more buyers to BEVs, along with evertightening
government regulations.
Smaller trucks running local routes and
returning to the same location daily will be
quicker to adapt BEVs with operations using
larger trucks coming on board as battery capacity
improves and charging infrastructure
is added.
As with most products, government mandates
may hurry the adoption process, but the
biggest growth will occur when businesses
project the new technology to be more cost effective
than the old. 8

22 • OCTOBER 2023
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THETRUCKER.COM OCTOBER 2023 • 23
FEATURES
Traveling companions
EVA KNELSEN AND FURRY FRIEND SHARE THE ADVENTURES OF THE ROAD
BY ERICA N. GUY | THE TRUCKER NEWS STAFF
While working to ensure that loads arrive at their destination safely and promptly, drivers
often experience hardships and loneliness. To combat this, some drivers choose to drive as a
team, but close quarters for days on end can strain even the best relationship. Solo drivers struggle
even more with the mental and physical battle and lack of self-care, often missing essential family
moments — which leads to even more feelings of loneliness and isolation.
Nowadays, many truckers are adding precious cargo to life both on and off the road. That
precious cargo is pets. Case in point: Solo driver Eva “Driverette” Knelsen travels through life with
a furry companion — Dixie, a Malachi Chihuahua. Knelsen, who drives for West Coast Transport,
says she didn’t plan to take Dixie the first time she saw her.
“The reason I chose her was because I always wanted a Malachi … but I never been a fan of
Chihuahuas,” she said. “When I first saw her, she was the size of a Chihuahua but had the fur of a
Malachi. I decided she would be perfect.”
And the perfect match she was. Since that day, at the age of only 8 weeks, Dixie has been by
Knelsen’s side. Knelsen says has enjoyed every moment with Dixie, and that the pup constantly
reminds her the match was the perfect decision.
“Dixie is definitely amazing to be with. She gets me out of the truck to exercise and relax my
body after driving for a while,” Knelsen said. “Since being with me, Dixie has made me feel like I’m
not alone.”
Knelsen and Dixie are also well-known in the show truck circuit, along with Knelsen’s pink and
white Kenworth, which is designed to bring awareness to breast cancer prevention and treatment,
as well as to honor all cancer survivors.
In fact, The Trucker team caught up with the pair just this summer during the 2023 Walcott
Truckers Jamboree at the Iowa 80 Truckstop in Walcott, Iowa.
Whether hauling freight or attending a show, traveling with a pet brings its own set of
considerations. Even though issues don’t happen as often as they did when the pair first hit the
road together, there are still times when Knelsen is faced with one when it comes to Dixie.
“An issue I face on the road is finding a 24-hour veterinarian clinic,” Knelsen said. “Dixie got
a kibble stuck in her throat one time. I had no idea what to do. I was in a strange place and had
no idea if there was a veterinarian around. I was on the phone with a friend who suggested either
taking the kibble out of her throat or pushing it down. We were able to finally get it down, and she
started breathing again. She really freaked me out.”
Some pet owners say having a pet is like having a child, in that planning and preparing
entertainment is necessary.
“I am always prepared for the road when it comes to Dixie,” Knelsen said. “I have a box of dog
toys for her to play with in the truck, but she normally doesn’t play with them while I’m driving. I
also bring her food and water on the truck.”
Linda Garner-Bunch/The Trucker
The Trucker staff writer Erica N. Guy and driver Eva Knelsen take time out for a little fun during the 2023 Walcott
Truckers Jamboree, held at the Iowa 80 Truckstop July 13-15.
Linda Garner-Bunch/The Trucker
Eva Knelsen, a driver for Trailwood Transportation, travels North America with Dixie, a Malachi Chihuahua.
Some drivers are bonded so closely with their pet they are always together. This is the case with
Knelsen and Dixie.
“Regardless of if we are in the truck or my car, Dixie is always with me. It is very rare for me
to leave her with someone else,” Knelsen said. “When I so have to leave her with someone and I
come back to get her, she gives me a side eye like she’s trying to tell me, ‘You left me!’ It is always
so funny to see her do that.”
Knelsen says Dixie is a fabulous dog with a dramatically funny personality, and there is never
a day when the pup doesn’t put a smile on her face.
“She definitely has her own personality and is very dramatic,” Knelsen said with a laugh. “At
night, when we’re getting ready for bed, she will get in the middle of the bed and lay down. She
takes up the whole bed and won’t even move.
“She is also a weirdo,” she continued, still laughing. “When she finishes ‘doing her business,’ she
will pounce and zoom around you over and over. I’ve had so many good times with Dixie.”
While some drivers have multiple pets, other four-legged companions seem to have ‘only child’
syndrome, and adding another pet to the mix is challenging.
“We have visited friends and family who have dogs, and Dixie plays with all of them — but she
will give me this look like, ‘Don’t you dare get another dog,’ which I’m not,” Knelsen said. “It has
been just me and Dixie for so long that I don’t think she will be able to adjust to having to share
attention with another dog.”
While Knelsen and Dixie may be the perfect traveling companions, there have been a few close
calls.
“A bad time I’ve had with Dixie was when we were parked at a rest area. I had taken my eyes
off Dixie for a split second, and when I turned back around, Dixie was directly by the freeway. I
panicked and took off, running towards her, yelling at her,” said Knelsen.
Knelsen says even the smallest moments can mean everything.
“When we are taking a break from the truck, I let Dixie run around and do her thing. But the
moment I say, ‘Hammer down,’ she comes running to the truck in full business mode. It’s so cute
to see,” she said.
“Another good time is when it snows,” she continued. “Now, Dixie does not like the cold. She
does love it when it’s warm out, but the snow hasn’t completely melted; then she loves to go out
and play in the snow. When she’s finished, she looks like the Michelin man, just a big fluff cloud!”
Knelsen says the opportunity to drive a big pink rig and gain a furry companion wouldn’t have
happened if it wasn’t for the transportation company that gave a would-be driver her first chance.
She says she’ll never forget the first company she drove a big rig for, Trailwood Transportation —
and even more so, their recruiter, Norma Clark.
“I owe everything I have in my career to them,” Knelsen said. “They gave me a shot when I didn’t
have any experience. I wouldn’t have what I have now if they didn’t take that chance on me.” 8

24 • OCTOBER 2023 JOB RESOURCES
THETRUCKER.COM
MILES
OF OPPORTUNITY
Courtesy: UPS
Lawrence “Jim” Sanchez and his daughter, Raquel Sanchez, both over-the-road drivers for UPS, have made their
mark as the first father-daughter driving team on the West Coast.
It runs in the family
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Every day, when Raquel Sanchez climbs into the cab of her UPS truck, she knows she’s got
big shoes to fill. Her driving partner, Lawrence “Jim” Sanchez is not just her father and mentor.
He’s also recognized throughout the company for setting the bar high for all other UPS drivers
because of his consistency behind the wheel.
“He’s about to get that 40-year patch next year, and he didn’t get that from being lazy on
the job,” Raquel said. “I want to make sure that I’m doing everything that I’m supposed to do.
In that moment where I want to be a little lazy and maybe not do everything I was trained to
do, I just tell myself, ‘No, I have eyes on me. Even if I can’t see them looking over at me, I know
that I’m always being watched.’
“I do feel that pressure a little bit, but I just think to myself, ‘What would Dad do?’” she
continued.
Raquel is likely not the only person who invokes Jim’s name as the ideal driver at UPS. Jim,
now 61, has achieved milestones during his career that nearly defy belief. He was awarded
the National Safety Council’s prestigious Joseph M. Kaplan Safe Driver of the Year Award in
recognition of 38 years of safe professional driving, 28 of them driving a tractor-trailer. He’s
also chalked up 38 injury-free years on the job, including the 12 years he served in the laborintensive
role of delivery driver.
“I attribute a lot of this to UPS because of the way they structure their safety programs.
It flows over to my own personal lifestyle,” he said. “All throughout my career I had to keep
myself safe; I had to keep myself healthy, because I was the only breadwinner at home.
“I listened to the safety program UPS set in place to be injury-free and to drive safely
because I couldn’t take time off for an injury or an accident because my family depended on
me,” he continued. “That has pretty much stayed with me ever since I started.”
Jim’s career with UPS began when he showed up for a job interview at age 19. UPS hired
him on the spot. After working part time until he was 21, he got behind the wheel and has
never looked back.
“UPS put me through their own tractor-trailer training program,” he said. “I was in class for
about two weeks. I (had) my permit already and they were able to test me. Then they passed
me to get my Class A driver’s license.”
During his remarkable tenure at UPS, Jim has enjoyed other notable accomplishments.
When UPS launched its first four long-haul routes in 1992, he was on the first sleeper
team to drive one out of Ontario, California. In 2013, he solidified his status as a “superman”
by rescuing a woman from a burning vehicle, an act of heroism for which he received the
Commissioner’s Award from the California Highway Patrol.
He still vividly recalls the incident.
“There was debris all over the freeway, and cars were starting to maneuver around the
debris, but I was paying attention to the little truck that got hit and it started in flames,” he
said. “Then I saw somebody get out of the car and I thought, ‘That gentleman got out safely,

THETRUCKER.COM OCTOBER 2023 • 25
good.’ Then he went back, and it looked like he was pulling
on something. I thought he was trying to pull something like
luggage or his belongings. No, it was a girl.”
The girl was surrounded by flames.
“I got out of the truck and I started dodging the cars,” he
continued. “I ran across the entire four-lane highway. By the
time I got there, the heat was intense. I can still remember
it. I had the fire extinguisher to put the flames out that
were engulfing her. It was an emotional day for me after it
happened. I still remember to this day how everything was
very super-hot. And when I put her out all the flames went
away. The guys went in there and they were able to pull her
out and they had a medivac doctor fly in and take her away.”
Yet for all the honors he’s received and that heroic rescue,
Jim says the biggest thrill of his career was the chance to drive
with his daughter, Raquel, who joined UPS in 2019.
“I always knew UPS as a good company for what it did for
our family,” she said. “So, I was like, let’s just go ahead and
check this out for myself.”
Raquel first got behind the wheel as a member of the Army
National Guard, and she started with UPS as an unloader.
When COVID-19 hit, the company had an increased need
for drivers, so she started driving one of the delivery trucks
before deciding to move over to the big rigs.
When she joined forces with her dad, they were the first
UPS father-daughter sleeper team on the West Coast. More
than that, the milestone has been a rewarding personal and
professional experience for both Jim and Raquel.
“I think it actually just made our connection stronger,”
she said. “He gives me all this information and tries to get
me started on a successful career. He says I’m like a sponge,
learning all of this knowledge. We do not have the kind of
father-daughter relationship where we bicker at each other
or anything. We have a really strong relationship. I feel lucky
to have him there.”
As he nears the home stretch of his time behind the wheel,
Father-daughter team Lawrence “Jim” Sanchez and Raquel Sanchez enjoy a lighthearted moment before hitting the road together.
Jim says that having the chance to drive the last few years
into retirement with his daughter has been the highlight of
his career.
“I’ve got a lot of years of safety behind the wheel,” he
said. “It doesn’t do me any good to not transfer some of this
information to my daughter, who I love most, other than my
wife. I want to make sure I hand the baton over to her and
Courtesy: UPS
she’s very confident and knowing that she’ll be doing this job
correctly because OF the experiences she had with her dad
were very good.
“I was very proud when she decided to go [into truck
driving] in her career and I’m very proud to have her as my
partner,” he said. 8
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26 • OCTOBER 2023 FEATURES
THETRUCKER.COM
at the TRUCK STOP
PRESENTED
BY CAT SCALE.
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Bryan’s
Hope
DRIVERS’ PASSION FOR SUICIDE
PREVENTION AWARENESS
SHAPES THEIR LIVES, CAREERS
KRIS RUTHERFORD | SPECIAL CORRESPONDENT
With the variety of vehicle wraps and
detailed paint schemes available today, it’s
not unusual to see rigs promoting various
causes as they roll along the highway. From
autism to cancer prevention to honoring
military heroes, these trucks create a natural
conversation point between the drivers and
people they meet at truck stops and rest
areas.
Bryan Zube and Christey Crawford,
owners of B3 Trucking in Millersville,
Michigan, have chosen a cause that can be
difficult to talk about. That cause is suicide
prevention awareness. The issue is very near
to the heart for Zube, who lost a son, also
named Bryan, to suicide in 2014.
Megan Hicks/The Trucker
Christie Crawford pauses for a photo op with her fourlegged
traveling companion, Gemini.
At its core, the truck, a 2017 Peterbilt 579
known as Bryan’s Hope, is a tribute to Zube’s
son. Zube describes the younger Bryan as
having a kind-hearted nature and a passion
for helping others. Teal and purple, the
colors of suicide awareness, adorn the truck’s
exterior, creating a striking visual that sparks
conversations about an important, often
uncomfortable topic.
Beyond its appearance, the truck serves
as a symbol of hope on the road. Zube and
Crawford have opened their doors to those
in need, offering a listening ear and a source
of support. The National Suicide Prevention
Lifeline’s number is prominently displayed
on the truck — a reminder that help is always
within reach.
“If someone out there on the road is
struggling, I want my truck to let them know
that I’m willing to waste as much time as
needed to help them,” Zube said. “Anything
to keep another family from what I endure.
That’s why I do this.”
Zube and Crawford, his business partner
and fiance, generally drive separately, but
they do occasionally make team runs. When
driving solo, Crawford is behind the wheel
of a 2018 Kenworth P680. Even though they
drive brands often viewed as competitors,
Crawford says this is not a house divided.
“We both have the Cadillac models of
each truck, so there’s no rivalry,” she said with
a laugh. She says she hasn’t picked a theme
for her truck yet, but she plans to promote
mental health awareness.
“Mental health is directly linked to suicide,
so I think I’ll approach the issue from that
perspective,” she said.
While Zube has been driving trucks for
nearly 20 years, Crawford has spent a much a
shorter time behind the wheel. She says she’s
always been interested in trucks, and when
the couple started dating back in 2014, Zube
Linda Garner-Bunch/The Trucker
Bryan Zube and Christie Crawford, shown here with Zube’s canine traveling companion Diesel, are partners both
in life and in business. The two own and operate B3 Trucking out of Millersville, Michigan.
began to teach her to drive — and she was
quickly hooked.
Crawford enrolled in a driving course at
a local community college that same year
and has been driving since earning her CDL
in 2015. She bought into B3 Trucking in
2016, and she and Zube now work as owneroperators.
As veterans of the road, both Zube and
Crawford have a few tips for new drivers.
Crawford’s is short and to the point.
“Stay off the cellphone and pay attention
to what you’re supposed to be doing,” she said.
Zube’s advice is a little bit broader,
something you’d expect from a man with
nearly two decades of experience driving.
“New drivers should never be afraid to ask
for advice,” he said. “Most older drivers are
happy to share their knowledge.”
In fact, Zube says, he’d like to see a return
to the older days, when truck driving was a
brotherhood.
“I wish we could get back to talking to
each other and helping each other out,” he
said. “The old school was one of relationships.
It made for a better environment. And drivers
were more healthy — especially mentally.”
In terms of the challenges most often
faced by truck drivers, particularly owneroperators
and fleet owners, Crawford again is
to the point.
“Brokers,” she said. “You have to find a
good broker who’ll keep your interests in
mind.”
Zube chose another challenge that is
shared by the entire trucking industry. In fact,
it is often the top issue drivers face on a daily
basis: parking.
“We don’t have a whole lot of problems
with parking, because most of our deliveries
are directly to retail stores,” he said. “We can
park in most any of our clients’ parking lots
until the store opens.”
Many drivers, however, are not that
SEE HOPE ON PAGE 28

THETRUCKER.COM FEATURES
OCTOBER 2023 • 27
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28 • OCTOBER 2023 FEATURES
THETRUCKER.COM
HOPE cont. from Page 26
fortunate, and finding safe, accessible parking can be difficult.
“A driver may have to plan a whole day based on finding a
parking spot for the night,” he said.
Because Zube and Crawford usually drive solo, they spend a
lot of time apart without another human to talk to as the miles
pass by. What helps them fend off the mental health issues
that plague some drivers? It’s something that’s becoming more
common in trucking. Like many drivers, Zube and Crawford
travel with pets — specifically dogs.
Diesel, an 80-pound American Staffy Rednose, shares the
cab with Zube, while Gemini, a stout 40-pound American/
French bulldog travels with Crawford. Crawford says there
are a few disadvantages to traveling with dogs but that the
advantages far outweigh them.
“When it gets hot, it’s hard to get the dogs out of the truck
for some exercise,” she said, noting that, for her, this is only an
inconvenience.
More importantly, as could be expected by B3 Trucking’s
emphasis, is what dogs do for a driver’s mental health.
“Dogs have a natural way of picking a driver up during
difficult days,” Crawford said. “They are always there to talk to.
They may not answer back, but a dog will always listen.”
Zube says his companion, Diesel, was not initially meant to
be a road dog.
“He was intended to be a dog for my daughters,” he said. “But
the dog really took up with me. Diesel senses when I’m having
a bad day and has a way of pulling me up. Plus, on those days
when I don’t feel like getting out of bed, Diesel forces me to. He
has to be fed and walked and generally taken care of. If nothing
else, dogs give you a reason to get up and do something.”
Doing something, keeping himself occupied has been an
important part of Zube’s life since suicide destroyed much of
what he lived for.
“Whatever it takes to help another person, to save another
life — that’s what it’s all about,” he said. 8
Linda Garner-Bunch/The Trucker
Bryan Zube’s truck, a 2017 Peterbilt 579 known as Bryan’s Hope, is a tribute to Zube’s son, also named Bryan. Zube and his fiance and business partner,
Christie Crawford, say the truck’s theme has triggered numerous life-changing conversations with others on the road.
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THETRUCKER.COM OCTOBER 2023 • 29

30 • OCTOBER 2023
THETRUCKER.COM
PILOT cont. from Page 11
way funding solution,” Hendren said. “Insights
reveal the adaptability of the current motor
carrier framework for MBUF implementation,
demonstrating that a weight-based approach
could establish a clear link between road usage
and costs.
“Our work, guided by the MBUF Motor
Carrier working group and MBUF Steering
Committee, has shown there is an intersection
between the trucking industry’s desire
for uniformity, scalability, and streamlined
administrative processes and our country’s
need for sustainable highway funding,” she
continued.
The Coalition’s four major findings from
the newly published report are listed here.
MATTER cont. from Page 8
ing, maintaining regular sleep schedules can help
improve overall mental well-being. And if you
struggle to sleep, consider you need more movement
during the day as the body is like a cup, empty
it during the day so that you can refill it at night,
and when you can’t sleep becomes an issue.
• Practice mindfulness: With so much information
circling around in our heads nowadays, everyone
could use a little instruction on mindfulness.
Simply put, mindfulness means living in the present
moment. This is a great way to clear your mind
of all the clutter. Consider a guided meditation, relaxing
music in bed and guided breathing to help
shift your mind away from the anxiety and stress
• An MBUF can be applied to all commercial
vehicles regardless of weight, fuel type, international
travel, and type of operation.
• A weight-based MBUF has the potential
to provide a more transparent link between
usage and cost of road use.
• Uniformity does not have to be identical
to be scalable and has the potential to substantially
decrease administrative costs on
both the motor carrier and agency sides.
• Clearinghouse frameworks can be adapted
to handle MBUF, but roles and responsibilities
need to be clearly defined.
Bill Sullivan, executive vice president for advocacy
for the American Trucking Associations
(ATA) concurred with the Coalition’s findings.
“The Coalition’s report provides valuable
insight on critical issues that must be resolved
before a mileage-based user fee can be assessed
and onto something else. If you feel like you can’t
do this because your mind is too busy, that is why
to engage.
• Professional help: If anxiety keeps you from
enjoying life or coping with daily living, seeking
professional mental health support through teletherapy
services can bring about significant improvements.
Look into telehealth and teletherapy
to more efficiently manage life over the road.
As per the National Survey on Drug Use and
Health, only about 11% of truck drivers have reported
seeking professional mental help. If companies,
CDL schools and fellow drivers all work to
share resources and normalize this type of support,
more drivers may feel confident continuing their
trucking career when life gets complicated.
on the trucking industry,” he said. “The pilot program’s
findings highlight that the diversity, complexity,
and interstate nature of trucking makes
the imposition of a VMT (vehicle milage tax) fee
a far more difficult proposition than for other
vehicles. The report identifies many of these issues
and provides a roadmap toward resolving
the challenges that must be overcome.
“ATA will continue to support the Coalition’s
efforts to identify and address the many
yet unresolved barriers to implementation,”
Sullivan concluded.
Todd Spencer, president of the Owner-
Operator Independent Drivers Association
(OOIDA) said the Coalition’s research considers
the concerns of small trucking businesses
in its research.
“This is no easy feat. Many small business
truckers are leery of anyone talking about the
Anxiety doesn’t have to be a big part of any
truck driver’s journey. Through some of these small
yet significant changes, trucking can again become
the freedom of the road adventure drivers dream of
rather than a source of unsettled health and anxiety.
After all, on the highway of life, there is much
more to trucking than meets the eye.
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
potential conversion to a mileage-based system
to fund our highway infrastructure, largely because
they fear the system will not reflect factors
unique to their operations,” Spencer said.
“Over the years, (the Coalition) has demonstrated
to OOIDA that understanding and
addressing our members’ concerns is a critical
aspect of determining the viability of MBUF.
This commitment is reflected throughout
their latest MBUF truck report,” he continued.
“We commend (the Coalition) for producing
another clear and honest report and look
forward to remaining an active participant in
their ongoing research and outreach.”
TCA’s Heller describes working with the
Coalition on the MBUF pilot as a rewarding
process, noting that he believes it addresses
concerns of TCA members.
“TCA looks forward to being part of these
essential discussions in an effort to support
the Coalition’s critical work to identify and
address the issues that ultimately reflect the
needs of our nation’s professional truck drivers
and the roads they operate on,” Heller said.
The Coalition noted that, while an MBUF
has potential, key challenges and considerations
must be addressed before implementation.
Moving ahead, the Coalition, under
the Surface Transportation System Funding
Alternatives grant program, will focus on
comprehensive role reviews, lighter truck,
and intrastate MBUF-impact assessment, fee
consolidation feasibility, weight definition
complexities, and alternatively powered commercial
motor vehicle participation. 8
RHYTHM cont. from Page 7
the fictional set of many of his movies. And he
certainly was not native to California, where he
shot his 1950s television show, “The Gene Autry
Show,” on a ranch he purchased. Despite the entertainment
business’ ability to parlay the Texas
mystique into untold millions of dollars, in reality,
Autry only occasionally performed live shows
in his home state. The rest, as they said, was
“Hollywood.” It was also reality — Autry didn’t
begin riding the trail to stardom until he drifted
across the Red River to Oklahoma.
Ravia was only a short distance north of Tioga,
but it might as well have been a world away.
After all, Texans stake claim to anything happening
inside Texas boundaries. In North Texas,
the determining factor depends on which side of
the Red River the event occurs. And the privilege
of claiming to be Texan follows along the imaginary
lines dividing Texas from its four bordering
states and Mexico. The width of a cowboy boot
is the difference between being a Texan or just
another cowpoke.
Autry attended school in Ravia, Oklahoma,
and eventually took a job as a telegraph operator
with the Frisco Railroad. Working the late-night
shift, he passed his time singing and strumming
his guitar in the Berwyn telegraph station, a
short distance from his adopted home.
Eventually, he went to work for another telegraph
company in Chelsea, a town in northeast
Oklahoma. Here, company policy prohibited Autry
from playing music on the job, and he soon
found himself unemployed. But before his dismissal,
his singing caught the ear of Oklahoma’s
famed humorist Will Rogers, who suggested the
young singer take his music to a larger stage.
Autry didn’t find that larger stage in Dallas
or San Antonio; rather, he traveled to the Victor
Talking Machine Company in New York City to
get his official start in the music business. That’s
where we’ll pick up next month for the continuation
of Autry’s story.
Until next time, have a listen to the western
side of the country music business. In some cases,
it’ll conjure up old memories, and in others
it may just spur a love for a whole new brand of
listening pleasure. 8
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