Contents

Chapter One

You want to be a Truck Driver

Chapter Two

Getting Started

Chapter Three

Out on the road

Chapter Four

Trucking

Chapter Five

Driver Language

Chapter Six

Rules and Regulations

Chapter Seven

Women in trucking

Chapter Eight

Where Does trucking stand today 2010

Chapter Nine

Friends and Family on road

Chapter Ten

Places for Information

Conclusion

AMERICAN TRUCKER

Written

By

Carl Smith American Trucker

A Truckers Prayer

Dear God above bless this truck I drive

And help me keep someone alive

Be my mortal sight this day

On streets where little children play

Bless my helper fast asleep

When the night is long and deep

And keep my cargo safe and sound

Through the hours big and round

Make my judgment sound as steel

And be my hands upon the wheel

Bless the traveler going past

And teach him not to go so fast

Give me the strength for every trip

So I may care for what they ship

And make me mindful every mile

That life is just a little while

AMEN

Dedication

This Book Is Dedicated To My

Family & Friends

Who Take Me as I Am

I have spent many years out here as a truck driver and without support of my family and friends it would have been a long hard life. Not to say it's all been easy it hasn't,

missed many special occasions.

I was introduced to a lady, Lynda, at her home and must say she swept me off my feet from the moment I meet her. Soon fell in love with her. Not knowing what would come of it, if anything at all. I spend many hours out here thinking of her. As time went on we become closer and closer. Soon we married I eventually came off the road to be able

to spend more time with her and my children. Taking a new avenue in this business. I became state certified as an instructor and now teach from a classroom and on-site. It

is a great feeling to be able to share and teach someone who has not ever been behind the wheel of a truck. They all tell me how much it has changed their outlook on driving and how they feel about truckers. They are more aware of the changes on the

road now and what a high responsibility it is.

I share this with you because at any time you can change your whole life out here. You can take what you learn and apply them every day. If you don’t have a job in this field

it’s your own fault. The largest industry in the world.

Chapter 1

You Want To Be A Truck Driver?

At the end of this book I hope you can answer this question with an honest answer.

You really want to be a truck driver?

Well I hope at the end of reading this book you can answer that question with an honest answer. Being out here on the road anywhere from 10-21 days at a time takes a lot patience and self-control. It’s not just a job it's a life style with many trying days. Your

truck is your homes if it’s a mess so are you.

So you will spend a lot of time cleaning it. No Company is going to give you a new clean truck trusts me on that one. They will promise the stars out here and you'll get the

dessert instead. I’ll touch on recruiting drivers some time later.

Take this into thought just going back to something I talked about a little earlier. You been working in the corporate world, you start feeling restless and board at the same old rat race of sitting behind a desk all day long and having no adventure in your life.

All you see is four white walls and a nice window view from your office. How many times have you looked out of your window and thought to yourself, “I know there is a more

exciting job out there for me.” Then the thought occurred to you that you want to become a driver.

You think to yourself “truck drivers make good money, they get to travel all of the time, see different parts of the US and Canada, they have no responsibilities and all they

have to do is sit and drive. I would certainly like a position like this.” So in your free time after work or on weekends you decide to take a course. You go through the steps to obtain your CDL license and then decide to purchase a tractor and trailer thinking

you’re going to get rich out there on the road. You will be free from the rat race and the same OLE humdrum way you used to live. By this time you’re all excited, you have a

pretty new truck, a trailer of your own and you’re your own boss who is leased onto a company. You didn’t do your homework and you end up in a rinky-dink company an

soon this happens to you.

But to many new trucks driver’s reality sets in real fast, as soon as they get out on their first long haul. The dispatchers are not too friendly. The pay isn’t as good as they told

you. The sound of the companies benefits and the way things are ran is not the actual truth as to the reality of things, your dispatcher makes an appointment time from your origin to destination that is nearly impossible and you have to drive all day long. The

only time you get out of the truck is to use the bathroom at a truck stop, grab a bite to eat and sleep. But you have to keep going to meet the delivery deadline.

Well come on climb in and we’ll take a ride across the USA or as we call it on the road the Great 48. We’ll cross mountains and rivers and the Great Plains some can take your

life in a moment’s notice and others you’ll think in your in heaven.

I started driving when I was a kid about nine or ten years old. I sat in the seat and never got out of it. I have been driving 25 years now with 3 million miles, 23 years of this time on road as a driver trainer and back here in April 2009 I came off the road took a CDL Instructors job. I have had my ups and downs but mostly up. And I have to thank my

family for being strong all the times I was gone away from home.

Back in 1986 I turned my driver’s license into a commercial license. That was a scary day for me and I didn’t have to do all the testing there is now. It was just a road test

and I did it in a 1970 Mack Cab over. I was determined to pass this test and glad I did because I have had a great career then and now. The doors of opportunity are wide

open if you step through them you never stop learning and growing in this career.

Remembering back sometime time ago, I was in Portsmouth Maine loading steel plates on flatbed trailer 47,000lbs a having several stops to make before reaching Texarkana Ar. I had snapped all the chains down when an older gentleman had come up to me and said, “Now that you did that do it again”. I didn’t understand why so I asked him.

He told me the chain stretches and will come loose so you always do it twice. I’ve done it that way since and haven’t had a problem. So if you come across an old road dog,

like me, don’t hesitate to ask questions and listen. The one thing you will never stop doing out there is listening. After I got everything taken care of, I hurried on down the road. I traveled for a few hours taken in the summer sights. I stopped at a little dinner

we call JoJo’s, the best food and pie on the east coast. People are friendly to you always have a smile. As I sat had my coffee and pie. I started thinking about what was going on at home. What stories are who did what? So I dropped a dime and called. You know I could drive another five hundred miles just from one phone call to family.

Well the next morning, I got up threw on my boots had breakfast. Then I figured out how far I was going how long it would take me, I still had a 2-day run. I stocked up on snacks and such. Turned the key to my old peterbuilt 18 speed with a 500 cat. I jammed all 18 and before I knew it I was topping 100 miles per hour. Down through the Ohio Valley on I-70. Old CB screaming Smokey here reports. Before knew it we were back down to the

double nickel. This is fifty-five. Coming up on the weigh scale on the Ohio Kentucky border. Well I looked at my logbook, tried to remember if it was up to time. With pre-

pass and all that you don’t have to worry as much about, they already know how long you been going. You should always log it like it is. Don’t mess around, it’s not worth it. I got through the weigh station no problem. Continued on my way down me-75 had to

get over to I-65. Being the young yahoo I was cruising. Then as I passed a couple of road dogs I heard over the radio “Hey super trucker, back down enjoy the ride so we all

get there alive”. So I did and I called back to them “Thanks for the reminder”. We chatted for a while, they told me only thing speed does is kill. And that is very true. I

ended up staying in a rest stop that night.

The next morning I woke up got my coffee, cleaned up some and checked out my truck then rolled on down the road. It was about 3 am.I-75 looked rather lonely this time

of the morning.

This is just a short part of a long road. Trucking isn’t always fun and games. It’s a very serious profession needing serious people to be in it. You have to always be safe and be healthy.

As you read on I hope to bring to light what being a Trucker Driver is all about.

Truck Driving Compared to other Jobs

I decided to hypothetically put two people seeking professional careers, one a prospective college student, the other a truck driving school candidate, up against each other in a comparison of job training, annual salary, debt accumulation, and

investment capability, while comparing time frames to similar objectives. Assuming we start this time frame with the student entering college and the truck driver entering truck

driving school.

The college student is seeking one of the top paid careers with a degree in any of the following: Marketing, Business Administration, Mechanical Engineering, Management

Information Systems, Civil Engineering, Electrical Engineering, Computer Science, Accounting, Finance or Economics. The truck driver is just looking for a good driving job

that will put him home every day with good pay.

To be fair, we will base the cost of the college student's tuition on an average of $16,000 at an in-state public university, and about $33,000 for a private school each year for 4 years. These costs include tuition, fees, books, room and board and other

expenses.

The cost of the truck driver's training school is $1,500 to $3,500. Most schools pay for room and board and some company schools pay the student wages while they are

training. Company schools will pay for training if the student agrees to work for them for one year.

Now let's fast forward to the 3-month level from our starting point: The college student is learning and acquiring debt. The truck driver has completed his schooling and has

been making money driving for a break-in company at the rate of $35,000 a year. The driver has just got enough experience to get hired with a career company and he

does.

One year and 3 months from the starting point: The college student is still learning and acquiring debt, somewhere between $20,000 and $41,250. The truck driver has had

several pay raises, and grossed over $65,000 his first year with his new company. He put $15,500 in his 401k with a handsome company match. He also put money in an IRA of $4,000 and is buying stocks. He goes home every day to the brand new house he just purchased, and is enjoying all the freedom that driving has to offer. Two years and 3

months in: The total debt of the college student is around $36,000 to $74,250 dollars, but he is learning. The truck driver's gross earnings were $70,000 dollars, again topping out

his 401k and an IRA for a new balance of $43,000 dollars with interest. He is making extra payments on his home and it has been appraised at a value $4,000 above original

purchase price. Three years and 3 months from the starting gate: Our college student is beginning to realize how long it is going to take to pay back those student loans. It's a

good thing he chose one of the tops starting salary majors or he might be in trouble. His total debt acquired so far: $52,000 to $107,250 dollars. And our truck driver's house value has gone up to a total of $8,000 dollars above purchase price. His investment account's

total balance is $66,250. 4years and 3months later: Congratulations to our college student! Happy graduation! Your debt is $68,000 to $140,250, plus interest. You’re

starting salary, as an Electrical Engineer is $54,599. Our truck driver has earned $78,000 dollars this year and his home value is up $12,500 above the purchase price. His

investment portfolio balance is around $91,000 dollars. A year later: In the following year our college student is working and likes his new job. He is in the market for a new home,

but is very limited due to the debt he has acquired. A job starting at $55,000 seemed like a lot of money when he first started school, but with the student loans to pay back it has limited him to a home below previous expectations. As much as the student would like to save for retirement, he just can't seem to find the extra money to invest. To furnish his new home he does what most Americans do, he runs up those credit cards. Sound

familiar?

Our truck driver couldn't be happier. He has plenty of time at work to study and learn all of the things he finds interesting. His home keeps appreciating and stocks are doing

well. He has close to a $130,000 balance in his portfolio and is enjoying all his free time driving down the road listening to audio books on investing. He is getting ready to build a new custom home, and with only about five years in this industry, he can see an early

retirement on the horizon.

Now if you look at the college student's $68,000 to $140,250 debt compared to the drivers balance of $130,000 plus home equity, we have as much as a $300,000

difference at about 5 years. The student has the power of interest working against him, while the driver has the power of compounding interest working in his favor!

Of morning. I wanted to get through Tennessee today. I got to the I-65 split a put the hammer down. I cruised by Louisville Kentucky. It was quite I knew when I hit Franklin KY traffic would pick up a bit. I got into Nashville TN around 7 or 8 am, stopped had snack

and took a little walk. Hit the road I was on I-40 west decided I could fuel in West Memphis TN at the Petro on the Tennessee Arkansas border. That’s where my day would

end, 508 miles away. Driving across I-40 is treasured drive right through the smokies. Beautiful mountains. I got down I-40 truck stop and diner that, yes, June Carter and

Johnny Cash owned. From time to time you would see them in there. I grabbed lunch and talked a bit too some friends I have there. Then time to head west. I hooked up with a group of guys, oh about a group of ten of us, which soon grew to twenty or

more. One yelled out on the radio “We got a parade here”. Because since some guys got in trouble in towns we’re not allowed to say convoy on the radio anymore, but hell

who listens anyhow. We passed a Tennessee state trooper I politely told him good morning and that I haven’t seen a big truck all day. He came back with you smart-ass

American Trucker, good morning to yaw. Well the name stayed cause my family everyone who seen me called me American Trucker and other names that I can’t

mention. Well we continued on with the box blaring all kinds of chatter. Some guys got off along the way and others road on. We came into Memphis were we had surprise

scale open waiting on us some got inspections and some rolled on through. I got lucky a rolled by stopped at Petro got fuel and bite to eat and back on my way.

The next day I arrived at consignee a delivered. Called it an end to another trip ready to move on to another.

This was just one trip of many an I hope I you enjoyed and continue on to read and learn.

Being happy or successful in life is not about a title or a piece of paper. It's about making wise decisions that can make your life smooth and stress free. Regardless of the

reasoning, taking on debt is not a good plan if you want to achieve financial independence or experience true freedom in a timely fashion. It's a person's debt-to-

income ratio, and what they do with their money that counts. In this and most scenarios, the college student will not ever catch up to the truck driver financially. If a person can go to college for free, great! I have yet to see anything that is 100% free.

Even if the college student did go to school for free, he graduates with a balance of $0. The truck driver has a handsome home and investment portfolio, with the ability to work

and live anywhere in the country enjoying all the freedoms that trucking has to offer.

There is a truck driving shortage in this country that is growing larger each year. There is no shortage of people taking on and acquiring debt by going to college. Too many

people just go to college, no matter the cost, because they were brought up believing it is the thing to do. The percentage of students that actually graduate and get a

degree that would enable them a have starting wage of $55,000 is extremely small. Many students don't graduate, but have the student loans to pay back anyway. Over

30% of college students leave after the first year and almost 50% never graduate, according to the Department of Education 2006.

Misconceptions of a Truck Driving Job

We have all heard the saying "He's got a mouth like a truck driver". Growing up we hear many things that steer us away or towards different jobs in life. No thanks to Hollywood,

its portrayal of truck drivers, and the bad accidents we see on the evening news, it seems truck drivers get a bad rap.

Most believe truck drivers are low paid vagrant types that live on the road drifting in and out of trouble. These stereotypes I find to be humorous for I am a truck driver. I

have many peers and none of them fit this profile. My peers all make $65,000-$100,000 dollars a year with trucking jobs and most of us are home every day with our families.

We live in above average homes with above average toys.

There is a truck driver shortage in this country that is growing larger every year. Every time I see someone working a menial job living paycheck to paycheck struggling to

survive I scratch my head. I can’t help but wonder if they have a driver’s license. Because having a driver’s license is all someone needs to get started and make the

aforementioned money in a year’s time with a trucking job.

There is no need to spend hundreds of thousands on a college education only to graduate too make much less with massive debt. Most would believe that a college

degree would enable you to earn more money than with a trucking job. I know many people with degrees whose salaries are not half of a truck driver.

There are many high paying trucking jobs in the trucking industry available with no need to be away from home or live on the road. I don't believe that the general public is

aware these trucking jobs even exist. I know this because of the shocked looks on faces when I explain what I make, and what I do.

The greatest thing about trucking jobs vs. a regular job is the amount of freedom you have. You can't put a price on freedom of a trucking job, and you will find no other job that will give you as much of it. So the next time you see a truck driver remember this; his

investment portfolio and his home are probably 3 times the size of the average American household. He has no student loans to pay back and he has the freedom to

talk "like a truck driver" if he wants to!

I Never Thought of That

So what’s it take to be an Owner/Operator anyway?

“I’m a good driver and willing to work hard so I’m going to get my own truck and I’ll make more money than I do driving for a company!” Does this sound familiar? The

answer is that is takes a great deal more than just being willing to work hard. A lot of good men has worked very hard at making a go of it as owner/operators and has still failed. In talking with some of these men, certain common factors emerge. The most

common reason for failure turns out to be a lack of planning. You’ll quite often hear an ex-owner/operator complain that a broker ripped them off. Plagued by truck

breakdowns, or struck by some other item which, in their mind, was totally out of their control. However, few of these items were truly beyond their control - they were just unforeseen and not planned for. Before you take the plunge and get a truck of your

own, you need to be aware of the possible problems you may encounter and make a plan for dealing with them. You also need to have a backup plan to carry you through

in the event of a problem. Remember you’re not just changing the truck you drive - you’re starting a business, and you’re now the manager of that business and will be

faced with the many challenges of running a business.

Every year in this country there are literally thousands of new businesses started, and at the end of the year there are only a handful of them left. The key to starting a

successful trucking business is the same as it is for any business, so let’s look at a few of the reasons that cause thousands to fail and only a handful to survive and become

successful.

The first and most obvious answer is planning - being prepared for the worst. If you start out prepared to handle possible emergencies you’ll have a much better chance of

succeeding. Many of the people who fail thought they had planned for these emergencies, but they didn’t look closely enough at what could possibly go wrong and

found that they were unprepared for an event that should have been just a minor setback. For a trucker here’s a few of the possibilities -

1. Broker/Company you’re pulling for goes bankrupt owing you two months’ pay.

1(a) Broker/Company you’re pulling for goes bankrupt owing you two month’s pay. First, you should never allow anyone to become seriously behind in paying you

regardless of what the “story” is. If you’re running for a single broker or company, you’ve put all of your eggs in their basket. If they drop the basket your eggs are going to get

broken. The first time your check is late or bounces, start

Looking around. The second time it happens, make a move. Second, check out the broker or company thoroughly before you sign on the dotted line. Don’t take Joe’s word for it that they’re a good company. Talk to at least five or ten other people.

Check them out online - post notices of inquiry about them on the trucking bulletin boards. Check with OOIDA and find out if they’ve had any complaints or if they have

any information on the company. Find out everything that you can before you put your trust into the company.

READ YOUR LEASE! Don’t put yourself in this position to start with. Read your lease or agreement with the broker or company carefully. If you don’t understand something make them explain it or get a lawyer to review it for you and explain it to you. Be sure

you understand what you’re signing BEFORE you sign. If you find yourself in the recruiters office with him standing there pen in hand, ask to take the agreement home to review

it before you sign. If he refuses there’s probably a good reason why he doesn’t want you to read it carefully, so look for another company to sign on with. Any reputable

broker or company will not only be happy to let you examine their agreement; they’ll want to be sure you understand it before you sign it.

Finally, and this applies to all our possible scenarios, have a reserve before you start your business. You should have enough in reserve, after making the down payment on your

truck, to last you at least three months - preferably six. Failure to have a reserve is probably the single most prevalent cause of owner/operators losing their truck and

going bankrupt.

2. Truck has a number of small breakdowns - not serious but a day or two each and you’re under a load. According to your lease, it is your responsibility to get the load

delivered, so you have to job it out. Not only do you have a repair bill, but also it winds up costing you more to have someone else deliver the load than you made on the job.

2(a) Truck has a number of small breakdowns - not serious but a day or two each and you’re under a load. According to your lease, it is your responsibility to get the load

delivered, so you have to job it out. Not only do you have a repair bill, but also it winds up costing you more to have someone else deliver the load than you made on the job.

First, KNOW YOUR TRUCK! Failure to know enough about the mechanical workings of your truck puts you at the mercy of towing companies and mechanics that may try to rip you off. The owner who knows how to jury-rig and get it running also knows how to

maintain his truck and keep it from breaking down. He’s also in a position to know when he can safely jury rig something long enough to get the truck to a shop or make his delivery before more professional repairs are made. Secondly, research the truck

before you buy and get a warranty from the dealer you’re buying the truck from. Don’t just take the dealer’s word that the truck has been well maintained. Ask to see records.

Find out what warranty is available, does it cover you when you’re away from your home base, etc.

3. You’re on the loading dock when you slip and fall, breaking your hip and dislocating your shoulder. The doctor says it will be at least six months before you can get back on

the road.

3(a) you’re on the loading dock when you slip and fall, breaking your hip and dislocating your shoulder. The doctor says it’ll be at least 6 months before you can get back on the road. There is no way to know when a medical disaster could strike, and we all tend to operate under the assumption that it won’t happen to us, but failing to

prepare, just in case, is another major cause of businesses failing. A single truck owner/operator is a 1-person business, if that person becomes ill or has an accident

there is no longer a business. There are a number of things you can do to be prepared for such a disaster. First, HAVE A RESERVE! If you have a reserve to fall back on you will

be able to weather this storm and get back on your feet, if you don’t, you’re looking at losing your truck at the very least and possibly losing a lot more.

Secondly, have disability insurance for as much as you can afford. If a full-blown disability policy is out of your reach, at least get policies to cover your major payments.

These are usually available for high price items such as your car, house and truck through the finance companies that carry the loans and are usually quite affordable. If

you’ve got insurance on these major payments your reserve will last you a lot longer and you’ll probably be able to survive an accident or illness that lays you up for several

months.

Finally, BE CAREFUL! Remember you’re no longer foot loose and fancy free: You’re a business owner now. With these new responsibilities comes the need to behave like a

businessman... Good Luck.

Chapter 2

Getting Started

There are driving schools in every shape and form. Some schools are very expensive and some affordable or even free. You want to make sure you are getting the proper training out there. So investigate each school completely. And pick about 10 different

ones. Go with the best.

To be honest with you the best training you can get is hands on. Be there in the thick of it. Do the work outside not just in the classroom. Take all the class work and apply it in

the field on a daily basis. I learned to drive that way when I got going. My uncle would let me ride with him and do the work.

Get your family involved in the decision the extra input is helpful. And your choice in this career affects them as well. When getting into this career everything you do from here

out affects you and your family. Remember you’re going to be away from home for great length of time. Don’t get caught up in the I’ll go to school and get a local driving job. Sorry, hate to spoil your dream but, that happens far and few times to count on it.

You need at least a year or two on the road and even then ones that will feed your family are hard to get now a day. I want you to keep your thinking real. I spent

anywhere from 14 days to a month out on the road. With today’s cost of living you have to or you don’t pay the bills. And most important you don’t feed your family.

So with that said. Reflect for a moment and think of a least three other options for a career. Just remember I’m trying to keep it real for you. Because this is a very decisive point in your life. Make sure that yourself and your family has final decision on whom

you drive for and what training to need.

Note: If a school offers a two-week CDL course I would stay away. Offers a six to eight-week course go on and consider them.

Always check schools accreditations and what companies use them for driver placement.

Make sure the school offers CDL-Dot testing and that it’s not separate. Cost lot money to test

Out yourself. Anywhere from 200 to 1,000 dollars.

I understand how many of you wish to have the driving experience to go along with your CDL. However, this all depends on what kind of truck driver you want to become! If

you want to become a

Semi-driver, truck all over the country or even within your local state then find someone willing to teach you as a co-driver or whatever means. If all fails the go to a truck driving school. Even this won’t prepare you for the experience you are looking for. Experience is in the doing! So, go slow and take your time and be sure what you are doing. Main

thing

Do you want a job; you want to support your family. There are a lot of jobs out there and they don’t require you travel all over the country and be away from home so long. So be careful what you do and whom you sign with. Take shorts runs to get a feel of the

highways you will be traveling. Main thing is get a job and be safe.

TEN STEPS TO BECOME A TRUCK DRIVER

Step #1—first, you need a license to drive trucks, which is called a “CDL” (Commercial Driver’s License). I would suggest you check with local college to see if they have a

truck driver-training program there. You could qualify for a student loan or, if a veteran; the government will pay the cost.

Step #2—Use local resources. Doing it this way you have some control over your future. Compared to going off to some training program for a company, in which you will be

compelled to work for and probably sigh on for year, then they may pay your

schooling. However, while at the trucking school, companies will come in for a visit looking for recruits to join their company.

Step #3—Those of you who live out and away from any place to get training from, except through a company program, then you don’t have a choice. However, all of this sound like a great idea, but when the day comes to catch the bus and leave this

idea can sour real fast.

Step #4—here are types of jobs and a partial list to choose from. Which would you like to be…? Can you choose one?

1. Freight Hauler

2. Construction Hauler

3. Hazardous Hauler

4. Tank Hauler

5. Flat Bed Hauler

6. Local Hauler (city & state)

7. Road Driver (gone week at a time)

8. Long Haul Driver (gone 3 weeks or more each trip)

9. Low Boy Hauler

10. Small Doubles

11. Large Doubles

12. Triples Small

13. Straight Truck

14. Other Specialized Hauling

Step#5—as you see there are various types of equipment and occupations that you might want to consider. Each one has its own specifications you must become familiar with. Just to say “I want to become a truck driver” is only a beginning to many years of

experience.

Step #6—First decision should be; “Why do you want to become a truck driver?” Have this question answered in your mind because it will come back to haunt you if you are

not sure.

Step #7—Family Life, if you are a family man then you don’t want a road job because you would lose your family life, as you know it. If you are under 30 years old and married

then be sure don’t take a road job. You may get you “walking” papers if you persist going on the road. A lot of women are not going to stay home alone while you truck around the country. You would need a very good understanding with your spouse to

allow you to be gone like that. I can’t say anything good about being separated for a long period of time from your family or spouse.

Step #8—understand your spouse. For many there is a worry from the spouse that is left at home and that is about how their loved one is behaving on the road. Are they

cheating? Are they being true? What will they do when they become lonely? Will they look for someone to be with?

Step#9—Stay focused! The only thing I can say for either spouse is to worry about you and not the other. You be concerned about how you are behaving in your life because if the other person is not true to your marriage, it is their problem, not yours. That may be difficult to understand, but think about it, if you have a clean conscious and are being true to yourself, then you can’t control how your mate is behaving. If your mate does

something they should be ashamed of, then it is their guilt, not yours.

Know yourself. Otherwise, driver, you worry about what you do while you are gone because that is a big enough job right there. One doesn’t need to worry if their wife is

running around while they are at work. However, on the same level, the wife needs not to worry about her mate out on the road, rather keep her balance at home and not fall

to some slick talking phony that would take advantage of her situation.

Step #10-Know what you are doing. As far as deciding what you may do or not do is something that must be answered before any type of situation comes up. Know what your decision is beforehand. Do not get yourself involved in any improper relationship

with one. This advice is for men and women! Knowing yourself will strengthen your confidence, helping you to build a brighter future no matter what you are doing.

Significant Points

* Truck drivers and driver/sales workers comprise one of the largest occupations, holding 3.2 million jobs.

* Overall job opportunities should be favorable, especially for long-haul drivers.

* A commercial driver's license is the most important qualification for most jobs.

Nature of the Work

Almost every product sold in the United States spends at least some time in a truck. While planes, trains, and ships are also used to transport goods, no other form of

transportation has the same level of flexibility as a truck. As a result, trucks are used to transport everything from canned food to automobiles. Truck drivers and driver/sales

workers operate these vehicles.

Drivers are responsible for picking up and delivering freight from one place to another. This may be from a manufacturer to a distribution center, from a distribution center to a

customer, or between distribution centers. In addition, drivers may be responsible for loading and unloading their cargo. They are also responsible for following applicable laws, keeping logs of their activities, and making sure that their equipment is in good

working condition.

Heavy truck and tractor-trailer drivers operate trucks or vans with a capacity of at least 26,001 pounds gross vehicle weight (GVW). The vast majority of these are over-the-road

or long-haul drivers, meaning they deliver goods over intricate routes that may span several States. Some drivers have regular routes or regions where they drive the most, while others take on routes throughout the country or even to Canada and Mexico.

Long-haul drivers are often responsible for planning their own routes. In most cases, operators are given a delivery location and deadline, and they must determine how to

get the shipment to its destination on time. This can be difficult, as drivers must find routes that allow large trucks, and must work within the rules imposed by the U.S.

Department of Transportation. Drivers must fill out logs to show that they have followed these rules, which mandate maximum driving times and rest periods between shifts. Companies sometimes use two drivers on long runs to minimize downtime. On these

“sleeper” runs, one driver sleeps in a berth behind the cab while the other operates the truck.

Light or delivery services truck drivers often called pick-up and delivery or P&D drivers deliver goods within an urban area or small region. In most cases, they carry shipments

from distribution centers to businesses or households. Drivers who work for package delivery services may have a single load and make many stops over the course of the day, while other drivers might have several loads in the course of a day. Depending on the load, drivers may have helpers who load and unload their vehicles. When making

deliveries, they may accept payments for cash-on-delivery shipments, or handle paperwork, such as delivery confirmations and receiving. Specialized Hauling

Specialized truck driver’s work with unusual loads. While most trucks carry freight loads in semi-trailers or vans, some carry liquids, oversized loads, or cars. Others carry hazardous materials, such as dangerous chemicals needed for industrial purposes, or waste from chemical processes that must be stored in approved facilities. Drivers who work with

these types of loads must follow strict procedures to make sure their loads are delivered safely.

Route Drivers

Some drivers, called driver/sales workers or route drivers, have sales responsibilities. For example, many driver/sales workers deliver and arrange goods to be sold in grocery stores. They may recommend that a store increase their inventory or encourage store managers to sell new products. Companies that rent linens, towels, or uniforms employ

Driver/sales workers to visit businesses regularly to replace soiled laundry. Driver/sales workers may also be responsible for soliciting new customers along their routes.

Work environment. Despite new technologies such as power steering, driving a truck is still a physically demanding job. Driving for many hours at a stretch, loading and

unloading cargo, and making many deliveries can be tiring. Making the decision to work as a long-haul driver is a major lifestyle choice—drivers may be away from home for days or weeks at a time, and they often spend a great deal of time alone. Local

truck drivers usually return home in the evening.

The U.S. Department of Transportation regulates work hours and other working conditions of truck drivers engaged in interstate commerce. A long-distance driver may

drive for no more than 11 hours per day, and work a total of no more than 14 hours—including driving and non-driving duties. Between working periods, a driver must have

at least 10 hours off duty. Drivers also cannot work more than 60 hours in a week without being off-duty for at least 34 hours straight. Drivers are required to document their time in a log, which shows working hours and mileage by day. Many drivers, particularly on

long runs, work close to the maximum time permitted because they are usually compensated according to the number of miles they drive. Drivers on long runs face boredom, loneliness, and fatigue. Drivers often travel nights, holidays, and weekends.

Local truck drivers frequently work 50 or more hours a week. Drivers, who handle food for chain grocery stores, produce markets, or bakeries typically work long hours—often late at night or early in the morning. Most drivers have regular routes, although some

have different routes each day. Many local truck drivers—particularly driver/sales workers—do a considerable amount of lifting, carrying, and walking.

Training, Other Qualifications, and Advancement

Drivers, who operate trucks with a gross vehicle weight of 26,001 pounds, or who operate a vehicle carrying hazardous materials or oversized loads, need a commercial

driver’s license (CDL). Many private and public vocational-technical schools offer training for the CDL. A standard driver's license is required to drive all other trucks. Many

jobs driving smaller trucks require only brief on-the-job training.

Education and training. Most prospective truck drivers take driver-training courses at a technical or vocational school to prepare for CDL testing. Driver-training courses teach

students how to maneuver large vehicles on crowded streets and in highway traffic.

These courses also train drivers how to properly inspect trucks and freight for compliance with regulations.

Some States require prospective drivers to complete a training course in basic truck driving before getting their CDL. Some companies have similar requirements. People

interested in attending a driving school should check with local trucking companies to make sure the school's training is acceptable. The Professional Truck Driver Institute

(PTDI) certifies driver-training courses at truck driver training schools that meet industry standards and Federal Highway Administration guidelines for training tractor-trailer

drivers.

Employers usually have training programs for new drivers who have already earned their CDL. This is often informal and may consist of only a few hours of instruction from an experienced driver. Some companies give 1 to 2 days of classroom instruction covering

general duties, the operation and loading of a truck, company policies, and the preparation of delivery forms and company records. New drivers may also ride with and

observe experienced drivers before getting their own assignments. Drivers receive additional training to drive special types of trucks or handle hazardous materials.

Driver/sales workers receive training on the various types of products their company carries so that they can effectively answer questions about the products and more

easily market them to their customers.

Licensure. Federal and State regulations govern the qualifications and standards for truck drivers. Drivers must comply with all Federal regulations and any State regulations

that are in excess of those Federal requirements when under that State’s jurisdiction.

Truck drivers must have a driver's license issued by the State in which they live. Drivers of trucks with a GVW of 26,001 pounds or more—including most tractor-trailers, as well as bigger straight trucks—must obtain a CDL. All drivers who operate trucks transporting

hazardous materials or oversized loads must obtain a CDL and a special endorsement, regardless of truck capacity. In order to receive the hazardous materials endorsement,

a driver must be fingerprinted and submit to a criminal background check by the Transportation Security Administration. In many States, a regular driver's license is

sufficient for driving light trucks and vans.

To qualify for a CDL, applicants must have clean driving records, pass written tests on rules and regulations, and demonstrate that they can operate commercial trucks

safely. A national database permanently records all driving violations committed by those with a CDL, and issuing authorities reject applicants who have suspended or

revoked licenses in other States. Licensed drivers must accompany trainees until they get their own CDL. A person may not hold more than one driver’s license at a time and must surrender any other licenses when issued a CDL. Information on how to apply for a

CDL may be obtained from State motor vehicle administrations.

Although many States allow 18 year-olds to drive trucks within their borders, a driver must be at least 21 years of age to Cross State lines or get special endorsements.

Regulations also require drivers to pass a physical examination every 2 years. Physical qualifications include good hearing, at least 20/40 vision with glasses or corrective

lenses, and a 70-degree field of vision in each eye. They must also be able to distinguish between colors on traffic lights. Drivers must also have normal use of arms and legs and

normal blood pressure. People with epilepsy or diabetes controlled by insulin are not permitted to be interstate truck drivers.

Other qualifications. Federal regulations require employers to test their drivers for alcohol and drug use as a condition of employment and require periodic random tests

of the drivers while they are on duty. Drivers may not use any controlled substances, unless prescribed by a licensed physician. A driver must not have been convicted of a

felony. Involving the use of a motor vehicle or a crime involving drugs. Driving under the influence of drugs or alcohol, refusing to submit to an alcohol test required by a State or

its implied consent laws or regulations, leaving the scene of a crime, or causing a fatality through negligent operation of a motor vehicle. All drivers must be able to read and speak English well enough to read road signs, prepare reports, and communicate

with law enforcement officers and the public.

Many trucking companies have higher standards than those required by Federal and State regulations. For example, firms often require that drivers be at least 22 years old,

be able to lift heavy objects, and have driven trucks for 3 to 5 years. They may also prefer to hire high school graduates and require annual physical examinations.

Drivers must get along well with people because they often deal directly with customers. Employers seek driver/sales workers who speak well and have self-confidence, initiative, tact, and a neat appearance. Employers also look for

responsible, self-motivated individuals who are able to work well with little supervision.

Advancement. Although most new truck drivers are assigned to regular driving jobs immediately, some start as extra drivers—substituting for regular drivers who are ill or on

vacation. Extra drivers receive a regular assignment when an opening occurs.

Truck drivers can advance to jobs that provide higher earnings, preferred schedules, or better working conditions. Long-haul truck drivers primarily look for new contracts that offer better pay per mile or higher bonuses. Because companies entrust drivers with millions of dollars’ worth of equipment and freight, drivers who have a long record of safe driving earn far more than new drivers do. Local truck drivers may advance to

driving heavy or specialized trucks or transfer to long-distance truck driving. Truck drivers occasionally advance to become dispatchers or managers.

Some long-haul truck drivers—called owner-operators—purchase or lease trucks and goes into business for themselves. Although some are successful, others fail to cover

expenses and go out of business. Owner-operators should have good business sense as well as truck driving experience. Courses in accounting, business, and business

mathematics are helpful. Knowledge of truck mechanics can enable owner-operators to perform their own routine maintenance and minor repairs.

Truck drivers and driver/sales workers held about 3.2 million jobs in 2008. Of these workers, 56 percent were heavy truck and tractor-trailer drivers; 31 percent were light or

delivery services truck drivers; and 13 percent were driver/sales workers. Most truck drivers find employment in large metropolitan areas or along major interstate roadways where trucking, retail, and wholesale companies tend to have their distribution outlets.

Some drivers work in rural areas, providing specialized services such as delivering newspapers to customers.

The truck transportation industry employed 27 percent of all truck drivers and driver/sales workers in the United States. Another 26 percent worked for companies engaged in wholesale or retail trade. The remaining truck drivers and driver/sales

workers were distributed across many industries, including construction and manufacturing.

Around 8 percent of all truck drivers and driver/sales workers were self-employed. Of these, a significant number were owner-operators who either served a variety of

businesses independently or leased their services and trucks to a trucking company.

Job Outlook about this section

Overall job opportunities should be favorable for truck drivers, especially for long-haul drivers. However, opportunities may vary greatly in terms of earnings, weekly work hours,

number of nights spent on the road, and quality of equipment. Competition is expected for jobs offering the highest earnings or most favorable work schedules.

Average employment growth is expected.

Employment change. Overall employment of truck drivers and driver/sales workers is expected to grow 9 percent over the 2008-18 decade, which is about as fast as the

average for all occupations. As the economy grows, the demand for goods will increase, which will lead to more job opportunities. Because it is such a large

occupation, 291,900 new jobs will be created over the 2008-18 period.

The number of heavy and tractor-trailer truck drivers is expected to grow 13 percent between 2008 and 2018, which is about as fast as average, mainly as a result of

increasing demand for goods in the U.S. As the economy continues to grow, companies and households will continue to increase their spending on these products,

many of which must be shipped over long distances.

Employment of light or delivery services truck drivers should grow 4 percent over the projections decade, which is more slowly than average. Though experiencing slower

growth than heavy trucking, light and delivery trucking will similarly be closely tied to the state of the economy. As economic growth occurs, there will be an increasing need for light trucking services, from the distribution of goods from warehouses to the package delivery to households. The number of driver/sales workers is also expected to grow 4

percent between 2008 and 2018, more slowly than average, for the same basic reasons.

Job prospects. Job opportunities should be favorable for truck drivers, especially for long-haul drivers. In addition to occupational growth, numerous job openings will occur

as experienced drivers leave this large occupation to transfer to other fields of work, retire, or leave the labor force. As workers leave these jobs, employer’s work hard to

recruit experienced drivers from other companies. As a result, there may be competition for the jobs with the highest earnings and most favorable work schedules.

Jobs with local

Carriers are often more competitive than those with long-distance carriers because of the more desirable working conditions of local carriers.

Despite projected employment growth, the demand for workers may vary greatly depending on the performance of the American economy. During times of expansion, companies may be forced to pay premiums to attract drivers, while during recessions

even experienced drivers may find difficulty keeping steady work. Independent owner-operators will be particularly vulnerable to slowdowns. Industries least likely to be affected by economic fluctuation, such as grocery stores, will be the most stable

employers of truck drivers and driver/sales workers.

Projections Data

Median hourly wages of heavy truck and tractor-trailer drivers were $17.92 in May 2008. The middle 50 percent earned between $14.21 and $22.56. The lowest 10 percent

earned less than $11.63 and the highest 10 percent earned more than $27.07.

Median hourly wages of light or delivery services truck drivers were $13.27 in May 2008. The middle 50 percent earned between $10.07 and $17.74. The lowest 10 percent

earned less than $8.10 and the highest 10 percent earned more than $24.15.

Median hourly wages of driver/sales workers, including commissions, were $10.70 in May 2008. The middle 50 percent earned between $7.74 and $15.82. The lowest 10 percent

earned less than $7.09 and the highest 10 percent earned more than $21.32.

Employers typically pay long-haul drivers by the mile, with bonus opportunities available for drivers who save the company money. Local truck drivers tend to be paid by the

hour, with extra pay for working overtime. The per-mile rate can vary greatly from employer to employer and may even depend on the type of cargo being hauled. Some long-distance drivers—especially owner-operators—are paid a share of the

revenue from shipping. Typically, pay increases with experience, seniority, and the size and type of truck driven. Most driver/sales workers receive commissions based on their

sales in addition to their wages.

Many truck drivers are members of the International Brotherhood of Teamsters. Some truck drivers employed by companies outside the trucking industry are members of

unions representing the plant workers of the companies for which they work. In 2008, about 16 percent of truck drivers and driver/sales workers were union members or

covered by union contracts.

To illustrate the meaning of knowing yourself, I once had someone try explaining to me,

“Nobody will know, so what have you got to lose?”

My answer was, “Fool, I’ll know!”

I hope these words have been useful to you and will help you on your way into

The trucking industry in a good way.

What kind of truck driver do you want to become and what kind of person do you want to be? You must answer these two questions up front before you ever get behind the

wheel of any kind of truck.

“Happy Trails to you on whatever pathways you may travel on your journey in this life.”

“Once a Trucker—Always a Trucker”

When it comes time to speak with recruiters ask a lot of questions, then verify what they say by calling the company or speaking to their drivers.

Note: Remember recruiters get paid by you signing on. They will make the job seem like gold. Sometimes it bad gold. So be careful. A nice thing to do is get recruiters name

and have a family member call asking for a job and compare notes.

Ok you’re done with school, so get out there and drive. NOT… Find a company who is going to give you additional training out here. Maybe two weeks or maybe a month.

Find the best one that fits what you want and need.

I got my CB handle (American Trucker) by my children and friends I guess I seem to be an all American guy; I never got a reason actually behind it. I learned to drive the

hands on way or old school as we say out here, back in 1987 went over the road with my uncle they called him yaky yak. He never was quite for long on the squawk box (CB

Radio). He has passed on since then we all miss him I still run into some of the guys out there and say hi. They’re mostly owner operators just rolling along anymore. We have a language all to our own on the road which in time you will learn a great deal of it. Some old some new guess even us drivers have to change with the times, I've gone from just reading the old fashion map book to using just recently a GPS unit that my loving wife

Lynda got me for Christmas wow is it cool. Most of your companies anymore all use them in planning routes. But still use map for help.

If you don't have your CDL or Commercial License you will probably need to enroll in a Truck Driving School. So let’s take a look at that situation for a bit spends some time on

it.

I am a driver instructor and I will tell you same thing I tell all students if you’re doing this because you have to then your here for the wrong reasons and you might as well go

home now. A driving school is a business like any other it’s up to you to get the most out of it. Schools run anywhere from two-week classes to eight-week classes. I would take

the eight-week course because no way in two weeks are you even close to understanding anything about a truck a how it operates let alone take it down the

road. I don't mean to sound bold but it's true.

When thinking about this career you need to give it some very serious thought consider yourself family, friends how is it going to be beneficial to you all. This can be a very

promising career and a very rude and cruel one. I have been married and divorced. A lot had to do with being on road your children will miss you most of all. There will be many holidays and birthdays you won’t be home for and other occasions as well.

When looking at these schools is thorough ask many questions. Trainer has more than 1-yr. class/driver training experience. Can you get grants for tuition how much does it all

cost? Very important do they have job placement with top ranking companies.

A little bit on Recruiters.

Recruiters make their living off selling jobs for companies; they will be your best closest friend, ask a lot of questions and verify their answers because they will promise you the stars and you will the dessert trust me when I say this. Now some recruiter are very good and will tell you if it’s a good choice or not for you. Do background check on company

they'll be doing one on you it’s a federal law. See how well they are doing financially and morally. If they are sound companies to you then consider them.

Would you drive a truck if the trucking company you worked for only paid you enough to cover your bills at home and your meals, but nothing more after that? For me the

answer would be yes. I love driving and I would do it for free. Trucking is in my blood. Do you love driving a truck? Really love it? If so, then trucking is in your blood. To me, there

is a difference between liking your job and loving it. Liking your job means you enjoy

going to work, you enjoy the people you work with, and you enjoy doing your job. Loving your job means you would do it for free! For me, trucking fits the bill.

Nothing in Trucking Is Easy

There are plenty of tough circumstances to deal with as a driver.

* Being away from home for long periods at a time

* Bad attitudes from customers, the general public, and from other drivers

* Being held up at the dock

* Outrageous lumpier fees

* High prices at the truck stops

* Crowded highways and backed-up construction zones

* Roads covered in snow and ice

* Ignorant truck drivers and 4 wheelers

* Dealing with the DOT and all the rules and regulations

Any way you slice it; there’s nothing easy about trucking. So why do I put up with these things on a constant basis? Why????

I Really Love Driving Truck.

Because I love my job. I love seeing our country. It’s always a new place every day. Meeting new people, seeing new things, and in my case being my own boss. I enjoy

making the best decisions I can, knowing that I made them and no one else but me. I love learning new things all the time. At times I’ll have a frustrating situation present itself and after making the right choices to overcome it I know I can take pride in myself for

having gotten through it on my own.

I also love things like waking up in a rest area in Washington State and seeing a doe (female deer) walk out of the woods with two little fawns following close behind. It’s

incredible knowing that they are still exploring the New World as it opens up to them. Or stopping on the side of the road and helping an elderly lady change a flat tire because she couldn’t do it herself, and accepting no money in return because it made me feel good to help someone out. Having a Student on my truck for 9weeks and at the end

know that person is going to make a difference and do the best they can for themselves and their family. I had one student for instance his name is Phil known on road as snow trucker or jackass to me. He still to this day calls me and thanks me for

helping turn his life around and his family. Now he is a driver trainer for a company and

tells me he teaches them to respect life as I taught him. Now that makes me proud to be American Trucker.

It is these things and many, many more that are too numerous to mention that are the reasons why I love doing my job. I can honestly say without a doubt that I would do my job for free. It’s the unique, interesting, and often times amazing things that come with

driving a truck that get me out of the sleeper each day and going down the road.

A Freedom Few Will Ever Know.

I have a freedom unlike any other in the world. I am an American Truck Driver. Trucking will take you so many places you would likely never see if you had a normal job at

home. I drive down the road because there are unseen parts of this great country of ours that are calling my name. They are beckoning to me from around that next curve and over that distant mountain range. Whether it’s sunny and beautiful, or snowy with

ice packed roads, I continue driving because something inside me tells me I must.

The Knights of the Road

I also love the challenges the job presents. My load must be delivered. My truck must make it to the next stop. People are depending on me to do my job so they can do

theirs. I have a lot of responsibility. I am a professional driver and I take my job seriously. Though truck drivers have gotten a bad name out here in recent years, I know I can hold my head high because I have done my best to show the world that not all truck

drivers are a$$holes.

Can you do the same? Can you do your part to show “Joe Public” that we are still The Knights of the Road? I know it’s dangerous to stop on the side of the road nowadays but there are different ways to show we still care about our fellow drivers out here on the road, both 4-wheelers and truck drivers alike. Don’t tailgate. Slowdown in parking

lots and construction zones. Show courteously to everyone on the road no matter how badly you would like to see what your truck grill would look like as a part of the car in

front of you because you were cut off.

Drivers, and to those considering becoming a truck driver, please remember that the person driving the vehicle in front of you is someone’s son, daughter, mom, dad,

brother, sister or it may even be your own family. Slow down. No load is so hot that you have to lay the truck on its side to cool it down. Going a little faster will not help you

gain much if you get pulled over and get a ticket or get into a wreck.

Be safe out there, drive with pride, and keep the rubber side down.

Chapter Three

Out on the road

Life on the road isn’t all hard work there are some pretty funny and strange things that happen to us as well. One time going down a farm road in Illinois with a co-driver and us come across a dairy cow in middle of road. Try and pass a cow their not very giving and can be stubborn to say the least. It took us about thirty minutes to get her to move.

Come across a herd of Buffalo in Wyoming crossing the road. Explain to your dispatcher that your goining to be late because buffalo are taking their sweet time.

I had to take a picture with my cell phone and send it to them. We were the talk of the office for about a month. My co-driver Phil got a bit of a scare going through the Rocky

Mountains one day. When he got caught up in a snow storm going through veil Co. when for about thirty seconds all he seen was his wipers. I thought it was cool but

scared the heck out him. Ok give him credit it was only his fourth day on truck.

Snow Storm in Atlanta

It wasn’t bad day in Carolina; not really bad anyway. A good thing too:

I usually check the weather before departing on a run, and my boss didn’t let anybody off for the weather anyway, ‘lessen she couldn’t get in to the office to tell you to go.

We were scheduled for an early afternoon departure. It was a little gray and crispy on the way over to the terminal and I still hadn’t recovered from the R&R. That’s why the new co-driver took the first shift, so I could get some more sleep. Plus he needed more

time behind the wheel.

About three hours later my co-driver Phil shook me awake and said “I don’t want to drive anymore.” “Okay, where are we?” I asked sleepily, but he didn’t know. He had

turned off on a frontage road alongside the interstate. He didn’t want to drive because of the snow falling around us. Since the interstate was in sight only about a quarter of a

mile off to our right, I took the wheel without further questions and got back on the highway at the next interchange.

Sure, it was snowing a little, and it began blowing across the road a bit, so we cruised along at a leisurely thirty-five. Wasn’t any point in stopping – then we’d be there all

night and miss our appointment in San Diego.

As we drove, the snow began accumulating alongside and on the highway. Pretty soon we were driving on snow, hard-packed from traffic ahead, none of which was in sight. As we crested a rise and began a short descent, I noticed a revolving blue light

suddenly attempt to cross the snow-filled median at the bottom. It didn’t make it. I knew it wasn’t a K-Mart and flipped-up the high beams despite the thickening snow.

There was a tractor-trailer stretched sideways from the median to the guardrail all the way across the two southbound lanes. Past the guardrail was nothing but empty space.

The blue light was stuck in the snow ahead of the rig.

Of course I tried the brakes. I saw the reflection of the brake lights in the snow behind the trailer. Even gently applied, the trailer wheels broke loose and about 60,000 pounds of trailer and cast-iron began to cross the lane beside me and catch up with the front

of the tractor.

That darkened semi ahead of us started closing in very quickly. The guy in the buddy seat screamed and lunged for the trailer brake on the doghouse which, luckily, I

already had a grip on, anticipating that he would go for it and jackknife the rig for sure.

There were only two options here and I didn’t like either one of them: go through the trailer stretched across the road; or go through the guardrail, ‘because stopping wasn’t

going to happen.

There was only about an eighth of an inch of aluminum to protect me from the trailer that the cab would hit (and God knows what was in the trailer before us). Only three or four ‘one-eighths’ of an inch of aluminum lie between us and a load of heavy fireplugs

lying unsecured on the floor of the trailer behind us (at least mostly behind us).

That ruled out options one.

I committed my future to the fates as we were running out of space and time so I cranked the wheel of the big Freightliner over to the right just in time to find a hole between the back of the blocking trailer and the guardrail. Our trailer was still re-

aligning with the tractor but it straightened-out enough to make it through without hitting, so I pulled her down into a lower gear, got back onto the highway and drove on out of the snowstorm. By the time we got to Atlanta, the snow was easing off and I

turned it back over to the co-driver, who had decided that I was ‘OK’ in his book.

If it hadn’t been for the blue light, you wouldn’t be reading this story. This happened probably around the winter of 2009.

A cool Ohio State Trooper story.

It all started one night heading to Millwood, WV. From Romulus, MI. I received my late start on the run as usual due to lack of freight. I was put in a hurry mode running about

60-62 mph down US 23 south in Ohio. I would say I was about one mile north of Delaware City when I noticed at the last minute a State Trooper with a fellow freight

jockey on the right shoulder. There was no way to get over so, I reduced my speed to 50 mph. As I passed by the capture in progress, (Let me note). I don't know if you have ever heard of Ohio State Troopers looking like they screw their hats on tight before but,

it is a common saying for exp. East Coast and mid-west truckers. I looked in my passenger mirror and seen the Troopers hat blow off about 20 feet into the road. If you could see the look on his face, dead at me in my mirror, you just can't help but bust up.

I thought for sure he would come after me. Luckily I was not pursued after.

Remember to always speed safe...

Arizona State Troopers

I blew one's hat off in New Mexico once, but he could see I had no place to go, just shook his head.

Another night in Arizona I did the real dumb move, I had an outside spot light that I could aim from inside, and as a car came up beside me with the (what I thought) high beams blasting me, I flipped on the switch for a second. The pair of AZ troopers turned

on all their lights and pulled me over, And explained that it was illegal for me to use that spotlight in that manner, But since they had just hit a deer and messing up their lights

and grille, And they were in a hurry to get another cruiser, Didn't write me a ticket.

I thank you Mother Nature and may I always be nice to the creatures.

Truck Stops

Truck stops can be good place or bad depends on area. These places are set up for the driver to have a place to rest and socialize. Many of them have restaurants and showers for the driver. Now these places can be a bit busy so you have to be careful

there are thousands of trucks in & out daily. Most of the truck stops are geared toward the truck driver with every amenity you could imagine, from food to chrome for your

truck. They also come complete with movie theaters, laundry services and game rooms. If you wish to attend church services theirs even a chapel in most.

Now there are a few things to remember some truck stops are in secluded areas and these I would avoid. Crime is high and amenities are poor. If at all possible I would stay in the more popular larger places. Don’t forget these places want your money so be

careful or you will over spend in a hurry. I’ve meet a lot of good drivers in truck stop and some not so well.

Rest Areas

Rest areas are all over but not all of them can you fit a big rig in so watch where you go.

Parking on the shoulder of these places is very common thou not a good idea you can get a fine because it is illegal to do so. Most officers overlook it as long as you are out

before sunrise. This can be dangerous cause the driveways are narrow a may cause an accident.

There are not many amenities for you to use here quick wash and restroom. Some offer free coffee for the driver, which is a nice thing. And is considered a safe haven if you

are carrying HAZMAT load. And learn how to parallel park. So I have a place to park also.

Chapter Four

Trucking Today

2010

Driving in Canada’s Wildlife Ranges

One of the benefits of driving across this great big country of ours is the opportunity to traverse a diverse landscape and view all it has to offer. Wilderness areas are certainly part of this diversity. Most Canadians live in cities and in Canada cities are few and far

between, and for the most part are connected by roads. As a result trucks transport the majority of goods used in daily life. The old saying of “if you got it a truck brought it” is

certainty true in Canada.

In many cases the roads we use today started out as rudimentary trails, and little thought was given to the environmental consequences of trail location. Some of these

former trails are now major transportation corridors. An example is the Yellow head Highway through Jasper National Park in Alberta. The Jasper National Park portion of

the Yellow head Highway cuts through a diverse and ever shrinking type of wildlife habitat called Montana. Wildlife is attracted to the Montana for a variety of reasons

and here is where conflicts occur.

Each year in Jasper National Park around 120 large animals ranging from wolves to white-tailed deer killed are in collisions with vehicles, on the 77km stretch of Yellow head

Highway. The most common species killed in Jasper are elk followed by deer. Across North America, white-tailed deer are by far the most common species killed in collisions with vehicles. Research figures from 1995 show 1.5 million white-tailed deer where killed in collisions with vehicles in the USA causing 29,000 injuries and 200 human deaths. Some

species appear to be more susceptible to collisions than others; wolves are a prime example, especially wolf pups. Collisions with less common species like grizzly bears and mountain caribou are also cause for concern based simply on the low number of these species – killing one makes a bigger dent in the population if there aren’t many to start

with.

In Jasper National Park, from 1980 to 1999, 2214 animals were killed in collisions with vehicles. During this period the number of collisions in each vehicle category was- 552

passenger vehicles, 329 transport trucks and 1130 unknown vehicle types. Transport trucks and passenger vehicles combined, accounted for 99% of known vehicle types involved in a collision. Therefore, it is reasonable to conclude that unknown vehicle types are either transport trucks or passenger vehicles. If the 1130 unknown vehicle

types are split evenly between passenger vehicles and transport trucks, transport trucks accounted for 45% and passenger vehicles for 54% of collisions. Transport trucks make up about 12% of the traffic volume on the Yellow head. Therefore, collisions rates for

transport trucks are much higher proportionally than for passenger vehicles.

Speed data shows average speeds for transport trucks and passenger vehicles are similar. So why are transport truck collision rates proportionally higher than passenger

vehicles? Transport trucks are a lot bigger and heavier than cars and the stopping distance for a truck is greater. Based on identical road conditions the stopping distance of a transport truck travelling at 100 km/hr. is 86 m compared to a stopping distance of

56 m for a passenger vehicle travelling at the same speed.

So how can truckers reduce these higher collision rates? Here are a few suggestions. Your chances of a collision with wildlife are greater in the fall and early winter and during dawn and dusk and at night. In mountainous areas most wildlife migrates to

lower elevations during the winter and they are more active at night. Another crucial period is during spring green up. Grass and other wildlife foods get an earlier start in

ditches than adjacent areas and wildlife are attracted to ditches to feed on the new growth. These factors increase the number of wildlife near roads increasing the

likelihood of a collision.

In Jasper mobile electronic signs are being used to advise drivers of higher collision areas. Slowing down in these areas will reduce collisions, slowing down reduces your stopping distance and ability to avoid a collision. Additionally, three reduced speed zones from 90km/hr. to 70km/hr. have been installed over 15 kilometers of highway in high collision areas. This may seem like a lot when you’re following a vehicle putting along at 70 km/hr. on a major highway, but reducing your speed by 20 km/hr. only

increases the time it takes to drive through these areas by 3 minutes.

Transport trucks are a vital part of our economy and contribute to our high standard of living. Part of this high standard of living is the wilderness areas we are blessed with. The

wildlife in these areas is certainly a visual remainder of how fortunate we are. The Canadian landscape has been shaped by a variety of things; wilderness areas and

large trucks are both part of our Canadian heritage. Keeping both safe and functioning long into the future is a goal all Canadians should be involved in.

Driving in the USA

Wildlife

Winding through Appalachia in Virginia’s hilly southwest.

In fall as many as 10,000 hawks a day soar above the Blue Ridge Mountains in southwest Virginia. The overlooks along the Blue Ridge Parkway are like a string of drive-

in movie theaters—cars line the road, and people sink into canvas chairs that look as comfortable as La-Z-Boy recliners. They hold binoculars, watching for graceful

squadrons of hawks to fly past.

All of Virginia looks a bit like a flying bird if you squint at it on a map—its head pointing west; its wings forming the coast. As a Driver Virginia can be a very amazing place to drive. I decided to push to the very edge of the state to see what was down there, to

help my student, and I understand where we were.

On the southern outskirts of Roanoke, the slightly down-and-out atmosphere of pawnshops and converted industrial building give way to a more pruned suburban feel.

Then after an innocuous-looking turn, the road suddenly narrows, all signs of suburbia disappear, and you are swerving back and forth up and around a mountain. Regulars

fly by at high speed, familiar with the curves.

We climbed for 20 minutes until we reached a plateau, the road ribbing and undulating more gently; then, in another 20 minutes, we came upon the town of Floyd and Sweet Providence Farm Market & Bakery, a red-roofed log-cabin store on the crest of a steep

hill. Its porch was strewn with pumpkins. Beside them, a young boy fed apples into a press that squeezed out cider. Just off the porch, a local named Dale Belcher stirred apple butter in a copper kettle hanging over a wood fire. Some of the goopy brown stuff had slopped over the edges and burned. Smoke twirled upward from the fire,

flames licking the pot. Belcher moved his long wooden stirring pole in rhythmic, deliberate motions, like some Appalachian gondolier. We chatted, and he asked me where I was from. I said Ohio. “I was told to see two things in the world—Washington,

D.C., and the ocean,” he said, in manner somewhere between W. C. Fields and Santa Claus. “I see them both and I wasn’t impressed. I was born in these mountains, raised in the mountains, live in the mountains, and probably will die in the mountains.” He stirred a few more times and then flashed me a huge grin and laughed. But I must say Ohio

would be a nice place to visit. And as you know there’s no place like home don’t know how you guys stay away so long. I told him you miss your family and friends all the time, when you run that last lonely mile it seems to go on forever. Then when time to go it’s

hard to leave your family behind.

Truck Drivers have no skills.

Maneuvering an 18-wheeler through the city streets of Chicago, Detroit or one of the colonial-time cities of New England can test the patience of the most experienced

truck driver. Handling a rig that is 70 feet long, 13 1/2 feet high and weighing 40 tons is tough enough . . . add hundreds of other vehicles into the scenario, along with

hundreds of pedestrians and all kinds of various distractions and obstacles . . . it is no wonder that our men and women truckers are referred to as “professional.” However,

does it really require any skill to operate a commercial motor vehicle? According to the U.S. Department of State and the Wage and Hour Division . . . it does not.

In fact, these departments consider the skill of a professional truck driver, equal to the skills of a janitor and a telephone operator. No matter what a person’s job is, work is

honorable. Regardless, should the performance of a professional trucker be equal to that of a short-order cook? As far as the law is concerned, professional truck driving

requires no skill. These laws are contradictory of each other.

To begin with, the term “professional” is defined as: “A member of a vocation founded upon specialized and educational training.” It further refers to being “Engaged in one

of a learned profession.” CMV drivers are always referred to as a “professional” by trucking companies and trucking organizations alike. CMV driving jobs are always

referred to as “careers” by companies and job placement services. Thus, we have a profession within a career . . . which equals professional.

The term “unskilled” is defined as: “Lacking skill or technical training” – “Requiring no training or skill” – “Exhibiting a lack of skill.” It is further described as: “Not having,

showing or requiring special skill or proficiency of any kind.” These two terms, professional and unskilled, contradict each other when we look at the professional truck driver. Jobs are also considered unskilled when the worker can “Learn to do them in 30

days or less.”

Granted, a person can go it alone and not attend a CDL training school and take the written tests and borrow a friend’s semi rig for the driving test, and achieve the CDL on

their own . . . the problem with this is . . . nobody will hire them. In order to be considered for hiring by the trucking companies, one has no choice but to attend “specialized,

educational training.” Courses often consist of 160 hours of technical training within a minimum of three weeks, followed by further technical training with a professional

driver-trainer for another three weeks or longer. I’m no mathematical genius, but last time I checked, a minimum of three weeks of CDL training and another minimum of

three weeks of real world driver training equals more than 30 days. Furthermore, since truck drivers are classified as unskilled workers, why then, is the CMV driving test called a

“skills test?”

When you break down the systematic order of a professional truck driving career, you arrive with many variables that only points to one main aspect: skill. So why does the

Wage and Hour Division label truck drivers as unskilled labor? For the true answer, one must look at the entire scope of global economics.

The law of supply and demand dictates the survival or non-survival of unskilled workers. In today’s technological world, companies now consider their most valuable assets as being the knowledge, network and skills maintained by their employees. This is what is

known as “Human Capital.” Just as machinery became more sophisticated and raised

productivity in manufacturing, workers with knowledge and skills raise productivity across the ever expanding world economies . . . at least in theory.

According to U.S. Census data, more than 70% of American adults are classified as unskilled workers. This large majority of unskilled labor is the driving force in keeping

company and corporate expenses low, resulting in higher business profits. This corporate greed is further expanded through such programs as NAFTA. By opening the

borders into America, the United States would become flooded with more unskilled workers, thus continuing the demand for low wages and cheap labor. Therefore, all the discussion for increasing trade is actually an attempt to maintain the usage of unskilled

labor which in turn, will lead to further profit making for big business.

By increasing the supply of unskilled labor, wages for workers in the United States will be reduced even further. These lower wages are a by-product of increasing the unskilled

work force. It is basic economics: increase the supply of something . . . and you lower its price. Not only does this help with business profit increase, consumers also benefit from

the usage of unskilled workers. It is a global exploitation of the unskilled laborer. By classifying professional truck drivers as unskilled, their wages remain low, thus providing

higher profit margins for the employer, and helping to stabilize the global economic impact on all developing countries.

In order to present an awe of working to help the unskilled, Congress will step up from time to time and raise the minimum wage. This in fact, further hurts the unskilled worker.

Lower-skill workers become less employable when the minimum wage rises. Studies have shown that when the minimum wage goes up, businesses will change what

workers will be hired. If they are now going to be forced to pay higher wages, companies will let their unskilled workers go, and replace them with more highly-skilled workers in order to achieve a higher productivity. Research consistently demonstrates that higher minimum wages lead businesses to hire skilled workers at the expense of unskilled workers. Therefore, by raising the minimum wage, the act ends up actually

hurting the very people it was meant to help.

Unskilled workers are also subject to a much larger risk of unemployment during recessions than are skilled workers. Workers classified as unskilled, earn less income and leads to something we see in the trucking industry all the time: employee turnover. High turnover can be harmful to a company’s productivity if skilled workers are leaving, but those classified as unskilled labor are seen as employees that can be easily replaced. If

professional truck drivers suddenly left the trucking companies, does the Wage and Hour Division believe that they could be easily and readily replaced? They possibly

could be . . . at the expense of public safety.

As advocates and organizations constantly scream about safety, professionalism and proper educational and technical training, how can the American trucker are classified

as unskilled? It has nothing to do with safety . . . it has everything to do with global economics and the exploitation of cheap labor.

By Carl Smith (American Trucker)

Chapter Five

Drive Language

The list below represents just about every CB-ism you'll run across. Please keep in mind that if you jump on the air with a sentence full of slang words and phrases below you'll

sound like an idiot. These are words that you'll run across throughout a variety of conversations, and it's helpful to know what they mean.

My best advice I can give you is:

1). Listen well before you speak, many parts of the country differ on their protocols and terminology.

2). Always be polite

3). Minimize the "Slang". When you talk to someone on the radio, use it like you would a telephone with one added restraint - don't use profanity. It doesn't take a BIG man to

swear, it's takes a BIG man to convey his thoughts and feelings WITHOUT swearing.

A

ACE - Important CB’er

Apple - A CB addict

AF -Audio Frequency

Afterburner-Linear amp

Alamo City- San Antonio

ALERT -Affiliated League of Emergency Radio Teams

All the good numbers -Best wishes.

Alligator-Tread from the tire of an 18 wheeler on the road

Alligator Station -All mouth and no ears. A person who likes to talk just to hear himself.

Amigo -Friend

ANL -Automatic noise limiter

Ankle biter- Small child or annoying teenager

Antenna Farm- Base station with many antennas strung up in the air

Antler Alley -Deer crossing

Appliance Operator -Non technical person who knows how to turn the rig on, and that’s about all.

AM -Amplitude Modulation

Ancient Mariner -AM, or someone who uses AM

Astrodome City- Houston Texas (see Space City)

B

B Town -Birmingham

Baby Bear- Cop in training, or rookie

Backdoor -Vehicle behind the one who is ahead of it.

Backdoor closed- Rear of convoy covered for police

Back ‘em up -Slow down

Back off the hammer -Slow down

Backslide- Return trip

Bad scene- A crowded channel

Ballet Dancer -An antenna that really sways

Barefoot using an unmodified CB transmitter

Bar city -Forrest City, AK

Base Station -Radio installed at a fixed location, house, etc.

Bay City -San Francisco

Beast -A CB rig

Beam- Directional Antenna

Be-Bop- Radio control signals

Bean House Bull -Trucker talk exchanged at truck stops, eyeball-to-eyeball

Bean Bopper -Pill head

Bean Town- Boston, Ma.

Bear Bait -Speeding car

Bear Cage- Police station or jail

Bear Cave -Police station or barracks

Bear mobile- Police car

Bear Trap -Stationary police vehicle with radar

Bear in the air- Helicopter or other police aircraft

Bear -Cop

Beat the bushes -To drive ahead of the others and try to lure out the police

Beaver -Female

Beaver Bait- Money

Beaver Bear -Female Cop

C

Cactus Patch- Phoenix Arizona; Roswell New Mexico

Camera -Police radar

Can- Shell of a CB set, or tunable coil in CB set

Candy Man -FCC

Capital J -Jackson, Mississippi

Cartel- A group hogging a channel

Casa- House

Cash Register -Toll booth

Catch yaw on the flip-flop- I’ll talk to you on my return trip

CB -Radio

Cell Block- Location of the base station

Chain Gang -Members of a CB club

Channel 25 -The telephone

Charlie -The FCC (see Uncle Charlie)

Chew ‘n choke -Restaurant

Checking My Eyelid’s For Pin Holes -Tired or sleepy.

Check the seat covers -Look at that passenger (usually a woman)

Chicken Coup- Weigh station

Chicken Coup is Clean -Weigh station is closed.

Chicken Inspector -Weigh station inspector

Circle City -Indianapolis Indiana

Chopped Top- A short antenna

Choo-Choo town-Chattanooga

Christmas Card- Speeding ticket

Christmas tree -18-wheeler with an excess of running lights

Chrome Dome- Mobile unit with a roof antenna

Cigar City -Tampa

Citizens Band- The radio service used by CB’er. Also the name of a popular 70’s movie.

City Kitty- City police

D

Daddy-O the FCC

Dang- Country term for darn or damn

Dark time -Night

Dead Pedal- Slow moving car or truck

Dead Key- Activating the microphone, but not talking. Same as "keying the mike".

Decoy- Unmanned Police car

Derby City- Louisville Kentucky

Despair Box -Box where square CB components are kept

Diarrhea of the mouth- Constant, non-stop talking.

Dice City- Las Vegas

Diesel Digit -Channel 19

Diesel Juice -Fuel oil

Dime Channel -Channel 10

Ding-a-ling -Goofy or bad operator. Also referred to as a LID

Dirty Side-Eastern Seaboard

Divorce City -Las Vegas

Dixie Cup- Female operator with southern accent

Dog Biscuits -DB’s

Doing the Five-Five- Traveling at 55mph

Doing’ it to it- Full speed

Doing our thing in the left-hand lane- Full speed in the passing lane

Do it to me -Answer back

Do you copy? - Do you understand?

Dome- Houston

Don’t Tense -Take it easy

Doesn’t Feed the Bears-Don’t get any tickets

Donald Duck -Sideband station

Double key- Two stations talking at the same time.

Double L- Telephone call. Also referred to as "Landline"

Double Nickel -55mph

Double Nickel Highway -Interstate #55

Double Seven- No, or – "Negative contact"

Down ‘n Out- Signing off / ending transmission

Down’s gone- Signing off

Down and on the side -Through talking but listening.

Drag Your Feet-Wait a few seconds before transmitting to see if there is a "Breaker"

Dream Weaver- Sleepy driver who is all over the road.

E

Eager beaver -Anxious young woman

Ears- Receiver / Radio

Ears ON -CB radio turned ON

Eastbound -Vehicle moving in the eastern direction

Easy chair- Middle CB vehicle in a line of three or more.

Eighteen wheeler -Tractor trailer truck

Eighteen legged Pogo Stick -18 wheeler

Eight’s -Love and kisses

Eight’s and other good numbers -Love and kisses, and best wishes

Eighty-eight’s -Love and kisses

Eighty-eight’s around the house - Good luck and best wishes to you and yours.

Equalizer - High-gain antenna, high-power transmitter, and sometimes "radar detector"

Eatum-up Roadside diner

Eyeball Que-so Personal meeting

Eyeball- Personal meeting

Eyeballs -Headlights

Everybody must be walking the dog- All channels are busy.

Evil Knievel -Motorcycle cop

F

Fake brake- Driver with his foot on the brake

Fat load- Overweight truck load

FCC -Federal Communications Commission

Fed- Federal officer

Feed The Bears -Paying a speeding fine or ticket

Feed the ponies- Loose at the racetrack

Fender bender -Traffic accident

Fer sure -Affirmative/Yes/10-4

Fifth wheel -Trailer hitch on tractor trailer trucks

Fifty Dollar Lane -Passing lane

Fingers -A channel-hopping CB’er

First Sargent -Wife

Flag waver -Highway repair crew

Flaps down -Slow down

Flappers -Ears

Flatbed -Track trailer with flatbed.

Flight Man- Weigh station worker on wheels.

Flip flop -Return trip

Flip-Flopping Bears -Police reversing direction

Flipper -Return trip

Flop it -Turn around.

Flop box -Motel, or room in truck stop

FM- Frequency Modulation

Fog Lifter -Interesting CB’er

Follow the stripes home- Have a safe trip

Foot warmer- Linear amplifier

Forty weight -Coffee sometimes Beer.

Forty fours - Children; kisses

Four - Shortened version of 10-4

Four Wheeler - Car

Four lane parking lot - Interstate highway

Four legged go-go dancers - Pigs

Four Roger - OK/ 10-4/ Four / Roger

Four Ten - OK/ 10-4 / Four / Four Roger / Roger

Fox - Sexy lady

Fox Charlie Charlie - FCC

Fox hunt - FCC hunting for illegal operators

Fox jaws - Female with nice voice, but not necessarily a body to match

Free Ride - Prostitute

G

Gallon - 1000 watts of power

Garbage - Too much small talk on a channel

Gas Jockey - Gas station attendant

Gateway City - St. Louis Missouri

Gear - Overnight bag

Geological Survey - CB’er who looks under his set

Get horizontal - Lie down to sleep

Get Trucking - Make some distance.

Getting out - Putting out a good signal

Ghost Town - Casper, Wyoming

Girlie Bear - Female cop

Give me a shout - Call for me on the radio

Glory Card - Class D License

Glory Roll - CB’er who gets his name in S9

Goes Breaker - Invitation to break

Go Ahead - Answer back.

Go back to him - Talk to him.

Go Juice - Truck fuel

Go to channel 41 - In the 23ch days – a joke to get someone off the airwaves.

Going Horizontal - Lying down; sleeping; or switching antenna polarization

Going like a raped ape - Moving fast

Gone - Leaving the airwaves or channel

And these are just a few the rests you’ll learn with time.

Chapter Six

Rules and Regulations

General

§392.1 Scope of the rules in this part.

Every motor carrier, its officers, agents, representatives, and employees responsible for the management, maintenance, operation, or driving of commercial motor vehicles, or the hiring, supervising, training, assigning, or dispatching of drivers, shall be instructed in

and comply with the rules in this part.

[53 FR 18057, May 19, 1988, as amended at 60 FR 38746, July 28, 1995]

Appendix A to Part 658 — National network — Federally-designated routes

The federally-designated routes on the National Network consist of the Interstate System, except as noted, and the following additional highways]Route From To

Alabama

US 43 I-65 N. of Mobile Sunflower.

US 43 AL 5 near Russellville TN State Line.

US 72 MS State Line CR 33 Hollywood.

US 72 Alt US 72 Tuscumbia US 72/231/431 Huntsville.

These are just some of the routes listed every state is on the list.

Hours of Service

The Hours-of-Service regulations (49 CFR Part 395) put limits in place for when and how long commercial motor vehicle (CMV) drivers may drive. These regulations are based

on an exhaustive scientific review and are designed to ensure truck drivers get the necessary rest to perform safe operations. FMCSA also reviewed existing fatigue

research and worked with organizations like the Transportation Research Board of the National Academies and the National Institute for Occupational Safety in setting these

HOS rules.

The regulations are designed to continue the downward trend in truck fatalities and maintain motor carrier operational efficiencies. Although the HOS regulations are found

in Part 395 of the Federal Motor Carrier Safety Regulations, many States have identical or similar regulations for intrastate traffic.

Who must comply with the Hours-of-Service Regulations?

Most drivers must follow the HOS Regulations if they drive a commercial motor vehicle, or CMV.

In general, a CMV is a vehicle that is used as part of a business and is involved in interstate commerce and fits any of these descriptions:

* Weighs 10,001 pounds or more

* Has a gross vehicle weight rating or gross combination weight rating of 10,001 pounds or more

* Is designed or used to transport 16 or more passengers (including the driver) not for compensation

* Is designed or used to transport 9 or more passengers (including the driver) for compensation

* A vehicle that is involved in Interstate or intrastate commerce and is transporting hazardous materials in a quantity requiring placards is also considered a CMV.

HOS Reference Materials

* Interstate Truck Driver's Guide to HOS New!

* Interstate Passenger Carrying Driver's Guide To Hours of Service New!

* Frequently Asked Questions

* HOS Final Rule

* [Federal Register Notice PDF] Record keeping Forms

Summary of the Hours-of-Service Regulations

The following table summarizes the HOS regulations for property-carrying and passenger-carrying CMV drivers.

HOURS-OF-SERVICE RULES

Property-Carrying CMV Drivers

Passenger-Carrying CMV Drivers

11-Hour Driving Limit

May drive a maximum of 11 hours after 10 consecutive hours off duty. 10-Hour Driving Limit

May drive a maximum of 10 hours after 8 consecutive hours off duty.

14-Hour Limit

May not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Off-duty time does not extend the 14-hour period. 15-

Hour On-Duty Limit

May not drive after having been on duty for 15 hours, following 8 consecutive hours off duty. Off-duty time is not included in the 15-hour period.

60/70-Hour On-Duty Limit

May not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty. 60/70-

Hour On-Duty Limit

May not drive after 60/70 hours on duty in 7/8 consecutive days.

Sleeper Berth Provision

Drivers using a sleeper berth must take at least 8 hours in the sleeper berth, and may split the sleeper-berth time into two periods provided neither is less than 2 hours.

So remember take a full two hour break if you cut it short that spells trouble.

Chapter Seven

Women In Trucking

Today women truck drivers are NOT supposed to be portrayed as sexual objects, in the trucking industry, as they were years ago. Women have come a long way, and my guess is that they are not going anywhere soon (I hope). But the way some men, or should I say leeches, treat women today I wouldn’t blame them if they did. Companies often overlook a woman as being a good candidate for a position simply because they are a woman, especially in the trucking industry. I know, for a fact, my now female terminal manager was told a few months ago she could not have the job because she was a woman. Well she is now the terminal manager and does a fine job as terminal manager.

There have been a few industries which have always reigned on the side of secrecy. The inside look into these few sectors have always remained to those within the industry itself, leaving “outsiders” to wonder as to what these certain kind of lifestyles are really like. Long haul trucking is one of those industries. Recent TV shows like Ice Road Truckers have fed many viewers curiosity into another aspect of the trucking industry.

Nearly everyday on my work schedule, I will have someone walk up to me and ask a question about the “big truck” I’m driving. Many of the general public still remain enthralled by the life of a trucker and wonder “what is it really like?” In an industry that is dominated by male drivers, add a women driver to the equation and they become even more inquisitive.

In recent years, the secrecy that lies within the trucking realm has become more open and transparent, largely due to another realm known as the social media highway. With the help of forums, blogs, podcasts and online news sources, more of the general public and those curious about the lifestyle of trucking, have learned more about the industry and what makes the men and women of trucking . . . truckers! Normally, they appear to know only a few aspects of the industry which they always are ready to inform me about . . . “80,000 pounds is all you can carry, right?” Another question I am asked often is, “What’s your handle?” Other than these two questions, I can see the general public is still very naive about the world of professional truck drivers . . . although they are learning.

With the help of the information highway, more women are finding much needed resources in learning the in’s and out’s of an industry, long ruled by their male counterparts. The information can be extremely informative, giving the good, bad and ugly of the industry . . . aspects that can exist in any industry. It’s a good thing, especially for those women interested in a trucking career, to hear what it’s really like to be a female in a male dominated industry . . . and the women in trucking continue to share their stories while rolling down the social media highway.

For the 23 years I have been involved with the trucking industry, the one thing that constantly amazes me, is the complete lack of communication and understanding between those in management and the drivers whom they employ, particularly in the OTR segment of the industry.

One can pick up any number of publications in a truck stop and find advertisement after advertisement within these publications, that are placed for the sole purpose of luring people to fill empty seats. There are many carriers that place ads in all of the publications that are available to the drivers on a free basis. This is a fine thing, but I have a question to pose to each and every one of you people that you should consider. When are you going to pull your heads out of your anal orifice, and get a clue?

I have a die hard rule of thumb when it comes to those advertisement publications. If these carriers offered jobs that drivers find attractive, they wouldn't need to advertise. You wouldn't need a staff of people to field calls day in and day out to find qualified drivers. The drivers would come to you through word of mouth, the BEST advertisement in the world.

A good friend of mine sat down one day in a truck stop to discuss this with me and her is what she had to say.

There are some slick advertisements out there, and it constantly amazes me at just how deceptive things have become in this industry, and it's getting worse, instead of better. Carriers are advertising some rather fine pay-per-mile rates at first glance, but the reality is that a high per-mile pay rate means nothing if the driver is not afforded the miles per week to make it come to a decent paycheck at the end of that week, or if the calculation for those miles are diluted by out-dated methods of calculating those miles, and/or are route generated with roads that a class eight vehicle is prohibited from running. This deception can take a 40 cent per mile rate and reduce it to an actual rate in the mid to high twenties. The average difference in what a driver drives and what he is paid, today is running anywhere from 10% -15%, if he takes practical routes from point A to Point B. It's very easy to hide behind the argument that "this is the way it has always been done", but that's a bit pathetic don't you think? Far too many of you bill the customer by one standard, and pay the driver by another, and without any shame, the shorter calculated distance.

I encounter drivers on a daily basis who have nothing good to say about their carriers. Turnover in this industry is out of control. Carriers have become not only become accustomed to it, they have come to expect it. They dismiss it with a wave of a hand, just as the manager of a fast food outlet does. When are people going to wake up and realize that this is a problem, that needs some serious addressing? The average large carrier is devoting a great deal of money to power a revolving door of drivers going in and out, and these are not teenagers who are looking for some quick cash. Do you really think that the average driver LIKES changing jobs? He hates it with a passion. His family suffers when he is forced to look over the fence for those greener pastures.

Another disturbing, and even more revealing aspect of the way you run your businesses, is that the experience levels required by many of these carriers has degenerated to the point that you are turning over equipment that can value a hundred thousand dollars or more, along with freight that can be ten times that amount, to people that do not have the experience to handle it properly. Don't get me wrong...anyone who desires to enter this industry should have a way to enter it. The point is, a carrier that relies upon newbies on a consistent basis to fill those seats has a problem recruiting those with many miles under their belt.

Craig Harper, of J.B. Hunt has a radio advertisement that is played repeatedly any night of the week on the Trucking Radio Network that basically begins with him reading a passage from an article in Tranport Topics, that states "We are able to recruit drivers at a rate of 29 cents per mile or less, while experiencing lower turnover rates than that of other large carriers like J.B. Hunt", to which Mr. Harper claims to be nauseated at the thought of drivers being paid such a demeaning wage.

Now, I have never worked for J.B. Hunt, nor is it likely that I ever would, and the reasons for this decision are due to my personal likes and dislikes. I don't know what the average OTR driver would expect in a week, in terms of miles. If the smaller carrier that pays less on a per-mile basis is able to keep a driver moving on a consistent basis, and at the same time is meeting the personal needs and desires of the driver, then you just might find a driver settling for less-per-mile, but coming out ahead in terms of being content with the job, and in many cases....making more money.

It's not about the pay rate. It's about what is deposited into that checking account at the END of the week. That's a simple sentence, and for some reason, one that carrier executives fail to grasp or comprehend. There's more....yes...much more.

The working conditions vary from carrier to carrier, and the conditions that drivers are seeking are as wide ranging as those that are offered. Everyone wins when you match a driver to your business, who can serve it in total agreement to those conditions. It's become almost standard practice to deceive potential employees, by offering what on the surface is a job that they are seeking, only to find out very early in the aftermath of taking weeks to change jobs, to find out that dishonesty has reared it's ugly head.

Yes, honesty and a lack of it can go both ways, but how does a carrier expect to retain a workforce, when they employ people for the purpose of recruiting drivers, that will absolutely and without hesitation, misrepresent the terms of the job? This is something else that is out of control.

In a recent conversation with a recruiter of a major company, I inquired into the average number of jobs applicants have on their record, and I was told that it is not uncommon for applicants to have as many as twelve jobs over a one to two year period. Am I the only one that finds this to be outrageous? It's very easy to blame the

drivers, but when you digest the sheer number of drivers that have this same record to contend with, it has to go much deeper than that. Without question, the job of being an OTR driver is not without it's problems even if the working conditions are at it's best, but when does anyone ever take the time to discover why people quit these positions? Doesn't the carrier ever take the time to examine their culpability in losing drivers on a regular basis?

Turnover rates average more than 100%, and with some certain carriers, they run in the 400% range. Each and every time a carrier loses a driver, it costs them money. The costs involved include the paperwork for compiling a qualification file, to orienting a new driver, all the way to costs associated with mistakes, damaged equipment and accidents that are associated with a new driver in an unfamiliar environment. It adds up to literally billions of dollars per year that could be better channeled into retaining quality drivers.

"Tripping over a dollar to pick up a dime". That phrase was spoken to me by a driver many years ago who had quit his job on that day over not being paid funds that were knowingly afforded to the carrier to have the driver unload a truckload of freight by the shipper. The tightwad owner defiantly refused to pass this on to the driver.

How many dollars are tripped over, when carriers would rather run a revolving door, rather than to take common sense steps to not only hire a qualified workforce, but keep them as well? With the cost of each turned driver approaching the $1,000 mark, if all aspects are considered, what could actually be saved each and every year, if every carrier slashed their turnover rates in half? It's not a hard prospect to achieve.

Number one, dump the slick advertisers. Try a little honesty. Disclose your operations clearly and honestly. You'd be surprised at how quickly this step will work in your favor. Yes, some will hang up the phone early in the conversation, but then at that point, you are only out a few dimes. How many dollars will you be out of, if you woo them into hauling a few loads, and they quit in a few weeks or even less?

Listen to your drivers. Listen to their complaints. Listen to the things they need to become content, and then do something about it. You can't satisfy everyone, and some you will never satisfy. The point is, when you do nothing, everyone loses. Drivers will quit in heartbeat when their problems and concerns are not being resolved. Schneider National Carriers slashed their turnover AND safety ratings in less than a year by simply setting up a phone line where drivers could call in for assistance in disputes, where they were connected with the proper person who could do something about their particular problem.

Home time is the number one reason why drivers quit. When a carrier does not live up to it's home time policies, or departs from them in the slightest, drivers quit. There's nothing a driver hates worse than to feel that a load of freight is more important than

he is. Stick to the policies. Be honest about your policies. A driver who has done his level best to do his job, and then encounters problems getting home, will quit. That eight foot by eight foot cell begins to close in on him after a period of time, and he needs to get out and enjoy life every now and then. Get him home and give him a decent amount of time at home. While I am on the subject, do you really think that a driver can pack his private life into what is often an expected four days per month? Why don't you try it sometime?

Here's another novel concept. Remind each and every one of your support staff that the drivers are not paid the same way they are. Most of your support staff receive a paycheck based upon the number of hours they work each week, or are salaried. A driver is not making a dime when he is sitting needlessly, waiting for a load, or while resolving of a problem he might be experiencing at a customer location. The inception of satellite communication is a fine thing, but it is very easy for someone at the other end of that screen to feel completely ignored when they are waiting for hours on end. Communication goes both ways. A quick note to the driver that he is still on the radar screen will do wonders. Oh...and using that device to prod a driver by waking him up routinely is a quick way to lose him. To anyone who does this, I would offer that you give him your home phone number, so that he can wake you up at 2:00 am to find out if YOU are going to be on time.

This one is important. Why is it that carriers are always desiring to grow? It's fine that a carrier wants to make more money, and that's a natural inclination, but you can't pull a cart with no horse in the stable. I know of a carrier that bought 50 trucks a month over a period of two years, and went belly up at the end of that two year period, because their turnover rates shot through the roof, where they had been stable previously. Grow your business as you can, but for pete's sake, be sensible about it. When you are keeping a stable workforce, then grow your business, while gauging each step you take for continued stability. The freight arena is like a big peach pie, and there is just so many ways it can be sliced and divided. Try to take more than your share, and your hand will be slapped.

And last but not least, your company is scrutinized more than you could ever be remotely aware, by the public-at-large, your customers, and by the enforcement authorities, and more importantly, by the drivers that are out there on a daily basis, with your company's logo on the side of that truck. Happy drivers reflect good on your company. Unhappy drivers reflect nothing good about your company. The concept of loyalty has gone out the window in this country, and the argument as to who is responsible for the elimination of it could go on for years. The reinsertion of it is not only overdue, it is imperative that it be restored. It has to start somewhere. For the love of God, start giving your employees a reason to be loyal, content, and happily compensated sufficiently for their jobs.

Do this, and the rest will fall into place all by itself.

Going back to the stage coach days you might be surprised as to what I learned.

Charley Parkhurst was an American Stagecoach driver in the 1860’s , known as “One Eyed Charley” he was known to be a fierce driver, hard drinker and not shy to use his gun. The legendary stagecoach driver is believed to have been born in 1812 in New Hampshire.

Charley was a natural as a stagecoach driver, orphaned at a young age he learned his way around horses early in life while working as a stable hand. He had the ability to handle a weapon with confidence while running a 6 horse team through a gauntlet of terrain. His job required the courage to face potential thieves who might hijack his precious cargo.

A kick from a horse had left a damaging scar and lost eye, which is how the hard cussing Parkhurst came to be known as, “One-Eyed Charley”. In 1879, Charley died from cancer of the tongue. Only at the time of his passing when Charlie’s body was being prepared for the undertaker was it revealed that “he” was actually a Woman .

So as you can see women in this industry go back quite someway. so why all the hassle now?

One can only wonder. And speculate maybe its just like feuding siblings. Guess we will never get to know exactly why.

Chapter Eight

Where Does Trucking Stand in 2010

Some analysts are giving thumbs-up for truckers in 2010, due as much to another exit of capacity as an improvement in freight demand. We are more cautious and the reference seems to get it right from our perspective. It is about freight demand versus truck capacity - and we don’t see a big change in either.

it seems we ended the freight slide about a year ago. Additionally now after 3+ years, the freight tonnage seems to be trending slightly to the positive. In the midst of all this, major truckload (TL) carriers like Swift Transportation, Werner Enterprises, JB Hunt and smaller ones have decreased their fleet sizes notably - either deliberately or as a result of business failures.

Rates are not only hurt by shippers re-bidding their freight lanes, but also by aggressive logistics providers bidding down rates - both non-asset ones and fleets with brokerages. It’s a good time for shippers from this perspective, but it’s proving to be difficult get truckers to do the work. All of this is a repeat of history. The ~$0.07 per mile base rate lost last year will be slow to come back (due to those already bid out for the year).

The wildcard thrown out by some is that there is another expected surge of trucking business failures coming that will notably reduce capacity in 2010 due to increasing fuel prices and repos. Business failures have not followed the traditional spike in fuel prices in large part due to the fact that fuel surcharges are fairly well accepted and offset most of the costs (otherwise the freight doesn't get hauled). Fuel prices are heading higher, which some believe will cause more business failures again. That history will be offset again with fuel surcharge ($0.28 per mile this week). Also, banks we work with are successfully rewriting terms to the back end of contracts.

When one looks at the financials and operations of hundreds of smaller trucking companies, one first sees that the personal attention drivers get offsets the need for matching wages and newer trucks at major fleets. When one looks at the mix of new versus older equipment, most trucks on the road at smaller operations are capital financed with a notable percentage paid off - effectively driving down the equipment cost per mile up to half that at fleets with shorter trade cycles. This is good for $0.10 or more per mile. A change of 10% in same truck capacity (utilization) only affects the bottom line a couple penny’s per mile so they keep them running.

As one dealing with mostly smaller fleets and financiers, we recognize that there are several hundred thousand good trucks parked or on dealer lots. Stories of trucks being cannibalized or shipped offshore are exaggerated - just look at secondary marketplace. Comparing new truck prices and accompanying maintenance costs to increased maintenance costs on older trucks is getting a lot of scrutiny today - and the math is much closer than one thinks.

Trucks are so well built today that they easily go 800,000 miles to major engine overhaul (largest expense) and there is considerable data in the marketplace regarding maintenance and repair data past 1MM miles. When one looks at real maintenance costs, it takes about $5,000 to put parked trucks back on the road. Maintenance costs double to about $0.08 per mile for trucks in their second life (500,000-1MM miles). Contrast that against new trucks with all the emissions-compliance engine changes and devices, where we have a $10,000 up-charge from ’07 (that amount doubled versus pre’07 engines) costing 3-4 cents per mile more. Maintenance costs for operating the new systems is a similar amount to add on.

Truck ages are only up a year from industry norms since we had the easy financing that was introduced in the early ‘90’s. We see smaller fleets planning for longer truck life’s - and we all must remember, it is miles that wear out trucks - not age.

The bottom line is that we see 2010 as iffy at best. If fuel prices increase much more (let alone other headwinds), the consumer will keep their hands in their pockets. Any uptick in truck sales is heavily dependent on financing (remember big fleets make up a small percentage of total), which is tough.

I’d suggest rethinking this capacity metric and positive net result as noted by others. I still like Swift, JB Hunt, Marten Transport and Knight Transportation for unique and different reasons than TL as a whole.

If you've dreamed of learning to drive a big rig, now could be the time.

The ironic thing is as bad as the economy is, the trucking industry seems to do well.

Nationwide, the demand for truck drivers is on the rise. National Tractor Trailer School, in Liverpool, has seen a twenty percent increase in students in the past year. Students like Michael Scott, who says truck driving is one of the few sure things in these tough times.

Thanks to the increase in applicants, trucking companies say they can now be more selective in their hiring and retaining of employees. That means schools like National Tractor are turning out more qualified truckers.Truckers who say they're thankful to have a job.

Around Central New York, it's really bad. In the past couple of years, most of the big companies have shutdown and are heading out, which is why more truckers are heading out to the open road looking for a smooth road in these tough economic times.

Now think back to earlier in book CSA2010. Companies are only gonna take the best candidates. So if by chance you don’t have such a great past. I mean criminal and Traffic. You are going to have a difficult time getting good trucking job. So please do your homework. Check your back ground first then apply. If you need to make corrections you can do so then. Also keep in mind no matter what report comes out trucking always has a high turnover rate. As I have said before trucking isn’t for everyone. Average stay for new drivers is two years or less. So do some thinking. Just a little food for thought.

There are no federal labor laws to protect people whose work involves the frequent crossing of state lines. If the driver files for unemployment, the employer can successfully challenge it. In the 80's a major contributor to Senator Bob Dole, at the same time Elisabeth Dole was Secretary of Transportation, was Superior Truck Driving School. They

were indited by California for their recruitment and training policies. The federal government suspended their access to federal fund, but Elisabeth Dole got them alternate funding. Nearly 100% of their students quit driving in less than two years. Trucking is not a field for people who are married or have children. I lived on the road when I was a driver.

Now I’m an educator training people who want to do this for a living or think they do. Some of my students do great others come back to me an say what the hell did I get into.

So with this in mind please sit down with family and discuss this thoroughly. Because it is a big change in your life. Good Luck in you decision.

Chapter Nine

Friends on Road

My Father, who has been by my side and my families for my whole life on the road as a Trucker.

The times I wanted to give up my father wouldn’t let me. He made sure my children were ok when I couldn’t be there for them. He helped me through the roughest times in my life. And he wouldalso let me stand on my own.

A good friend of mine Phil (Snow Trucker) as we call him.

Was a student of mine on the road for several weeks. A very out going get it done type of guy a lot of fun. We still chat all time he will call me in middle of night I need a truck stop here’s where I am. Or his favorite I’ll be in town you better be there to. He’s a young guy knows what he wants will get it. He’s now a trainer himself and from time to time calls me for advice. Or just to say I’m training them way you did me. All hands on. An he will bring them by to meet me from time to time. Ask me what I think I just tell him if you feel good then good with me. I think o’l snow trucker will be just fine out there on road so if you come across him tell I said hello.

Tami (Mudslinger) yeah don’t ask. She got stuck one day and covered truck in mud. Well what are you going to do. She is a eighteen year driver and just recently came off road. Now does brokering. I remember days when we be on long haul and you can tell she was bored. Because the CB would be blaring she had a knack for getting people start chatting away. This would go on for hours and hours. If you were sleepy just say

hello to her and she would keep you up all day. Once we got a load going to Cali from NY. I think she chatted all the way there. But we had fun along the way. We got thrown out of Petro truck stop cause she parked her truck at the front door in car lot. I still here from her ever so often wish her best of luck.

Dennis (Hawkeye) Known to me as my brother. I trained him to drive back in late nineties wow was that fun. He has gone on to be actually a pretty good driver and trainer himself. Traveling all over the great forty eight and Canada. He keeps up on all the new changes going on an calls me to say hey read this or that. Which is good cause he is adapting to the change in the industry. He’s kinda my over the road reporter. Last time we chatted he was looking to come off road and start his own trucking company. Of course I had to put my two cents in. He realized in today’s economy it isn’t a good idea.

Who knows what he’ll do anymore. Even so I wish him best of lick in his future.

Chapter Ten

Places Of Interest

http://americantrucker2010.wordpress.com

http://americantrucker2010.blogspot.com/

http://www.lifeasatrucker.com/american-trucker.html

http://expd.otrdrivers.com

http://www.findatruckingjob.com/

http://www.bigrigjobs.com/

http://www.truckdriver.com/trucking-forums/

http://www.layover.com/community/

Do your home work and visit all these places I have listed for you.

Then discuss it with family an friends.

Good Luck with your new Life.

American Trucker

Chapter Eleven

Conclusion

Well now that you have read this book can you answer my question?

You Want To Be A Truck Driver?

Feel free to e-mail your answer – americantrkr@yahoo.com

I will look forward to hearing from you.

I would like to send a special thanks to my Father.

Dennis P Smith who passed away during the writing of this book of Brain Cancer.

05/20/1940 – 05/19/2009 RIP.

I thank you father for all the support you have giving myself in past an present. For pushing me to go on forward and make the decision to write this book. For all years you stood by me in my career on the road and Stood by my family while I was gone.

We all will miss you.

With Love

Thank You

Your Son Carl Smith The American Trucker.